CN114906309B - Ship hybrid power system and ship - Google Patents
Ship hybrid power system and ship Download PDFInfo
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- CN114906309B CN114906309B CN202210458585.6A CN202210458585A CN114906309B CN 114906309 B CN114906309 B CN 114906309B CN 202210458585 A CN202210458585 A CN 202210458585A CN 114906309 B CN114906309 B CN 114906309B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
- B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
- Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
- Y02T70/5236—Renewable or hybrid-electric solutions
Abstract
The application provides a ship hybrid power system and a ship. The system comprises a prime motor, a shafting assembly, a shaft generator, a clutch assembly, an energy storage battery and a frequency converter. The prime mover operation load includes a first load value. The shafting assembly is used for transmitting power of the prime motor to the ship propeller. The shaft belt generator is arranged on the shafting component, the shafting component can drive the shaft belt generator to rotate for generating electricity, and the shaft belt generator can also be used as a motor to drive the shafting component to rotate. The clutch assembly includes first and second clutches, the first clutch being mounted between the prime mover and the shaft generator, the second clutch being mounted between the propeller and the shaft generator, the first and second clutches being used to communicate or cut off power transmission at the location where they are mounted. The energy storage battery is used for charging, energy storage and power supply. The frequency converter is used for connecting the shaft belt generator and the energy storage battery. The technical scheme of the application effectively solves the problems of low efficiency and high energy consumption of the ship prime mover in low-load operation.
Description
Technical Field
The application relates to the technical field of ship power systems, in particular to a ship hybrid power operation method, a ship hybrid power system and a ship.
Background
At present, a common power system of a ship is that a prime motor directly drives a propeller through a shafting, or a plurality of prime motors form a central power station and drive the propeller through the shafting through a propulsion motor.
In general, a prime mover has characteristics of high efficiency and low fuel consumption in the vicinity of its design load (corresponding to a ship sailing under normal load), but in a low load region, the heat efficiency of the prime mover is significantly reduced and the energy consumption is increased.
To take full advantage of the low fuel consumption of prime movers near the design point, there are solutions in the industry to configure prime mover drive shafts with generators, but such solutions tend to only provide power to the vessel during normal voyages. With the rapid development of power battery technology, the cases of hybrid power application of prime movers and power batteries are more and more, the power batteries are mostly used for peak clipping and valley filling of the whole system, namely, the prime movers still need to operate under all working conditions of high load and low load of ships, so that the problem of high energy consumption of the prime movers in a low load zone in the prior art is not effectively solved.
Disclosure of Invention
The embodiment of the application aims to provide a ship hybrid power operation method which can effectively solve the problems of low efficiency and high energy consumption of a ship prime mover during low-load operation.
A second object of the embodiments of the present application is to provide a ship hybrid system capable of implementing the above-mentioned ship hybrid operation method.
A third object of an embodiment of the present application is also to provide a ship using the above-described ship hybrid system.
In a first aspect, a method for hybrid operation of a marine vessel is provided, comprising:
setting up a first load value within an operating load range of the prime mover;
a first clutch is arranged on a power transmission path between the prime motor and the shaft generator, and a second clutch is arranged on a power transmission path between the shaft generator and the propeller;
comparing the operating load of the prime mover with the first load value;
when the running load of the prime motor is larger than a first load value, the first clutch is communicated with power transmission between the prime motor and the shaft generator, the second clutch is communicated with power transmission between the shaft generator and the propeller, the prime motor works to transmit power to the propeller, the prime motor drives the shaft generator to operate as a generator, and the generated electric energy is stored in the energy storage battery;
when the running load of the prime mover is smaller than or equal to a first load value, the first clutch cuts off power between the prime mover and the shaft generator, the second clutch is communicated with power transmission between the shaft generator and the propeller, the prime mover is stopped, electric energy of the energy storage battery is transmitted to the shaft generator, and the shaft generator is used as a motor to run and transmit power to the propeller.
In one embodiment, the marine hybrid operating method further comprises:
when the running load of the prime motor is larger than a first load value, the shaft generator is communicated with the load on the ship, and the shaft generator serving as the generator is used for generating electricity to supply power for the load on the ship;
when the running load of the prime motor is smaller than or equal to a first load value, the energy storage battery is communicated with the load on the ship, and the energy storage battery is used for supplying power to the load on the ship.
In one embodiment, the marine hybrid operating method further comprises:
setting a second load value within the operating load range of the prime mover, the second load value being less than the first load value;
setting up a shore power installation on the ship, wherein the shore power installation is used for conveying land electric energy to the ship;
comparing the operation load of the prime motor with the second load value;
when the running load of the prime motor is smaller than or equal to the second load value, the shore power device is utilized to convey the land electric energy to the energy storage battery for storage, and the load on the ship is powered.
According to a second aspect of the present application, there is also provided a marine hybrid system, characterized by comprising a prime mover, a shafting assembly, a shaft generator, a clutch assembly, an energy storage battery and a frequency converter. The prime mover is configured to generate and output power, and the operating load thereof includes a first load value. The shafting assembly is used for transmitting power of the prime motor to the propeller of the ship. The shaft generator is arranged on the shafting component, the shafting component can drive the shaft generator serving as the generator to rotate for generating electricity, and the shaft generator can also serve as the motor to drive the shafting component to rotate. The clutch assembly includes a first clutch mounted on the shafting assembly between the prime mover and the shaft generator and a second clutch mounted on the shafting assembly between the propeller and the shaft generator, the first clutch and the second clutch being for communicating or shutting off power transmission to the shafting assembly at the location where they are mounted. The energy storage battery is used for charging, energy storage and power supply. The frequency converter is used for connecting the shaft belt generator and the energy storage battery.
When the running load of the prime motor is larger than a first load value, the first clutch is communicated with a shafting assembly between the prime motor and the shaft generator, the second clutch is communicated with the shafting assembly between the shaft generator and the propeller, the prime motor works to transmit power to the propeller, the prime motor drives the shaft generator to operate as a generator, and the generated electric energy is stored in the energy storage battery through the frequency converter; when the running load of the prime motor is smaller than or equal to a first load value, the first clutch is made to cut off the shafting assembly between the prime motor and the shaft generator, the second clutch is made to be communicated with the shafting assembly between the shaft generator and the propeller, the prime motor is stopped, electric energy of the energy storage battery is transmitted to the shaft generator through the frequency converter, and the shaft generator is made to operate as a motor and transmit power to the propeller.
In one embodiment, the marine hybrid system further comprises a power distribution device for connecting the frequency converter to a load on the marine vessel; when the running load of the prime motor is larger than a first load value, a circuit from the shaft generator to the frequency converter to the power distribution device is communicated, and the electric energy generated by the shaft generator serving as the generator is supplied to the power distribution device through the frequency converter; when the running load of the prime motor is smaller than or equal to a first load value, the energy storage battery is communicated with a circuit from the frequency converter to the power distribution device, and the electric energy of the energy storage battery supplies power to the power distribution device through the frequency converter.
In one embodiment, the operating load of the prime mover further includes a second load value, the second load value being less than the first load value; when the running load of the prime motor is smaller than or equal to a second load value, the prime motor and the shaft generator are stopped, a circuit from the energy storage battery to the frequency converter to the power distribution device is communicated, and the power of the energy storage battery supplies power to the power distribution device through the frequency converter.
In one embodiment, the marine hybrid power system further comprises a shore power facility for transporting land power to the power distribution facility; when the running load of the prime motor is smaller than or equal to the second load value, the shore power device is in circuit connection with the power distribution device, the power distribution device is in circuit connection with the load, the power distribution device is in circuit connection with the frequency converter and then the energy storage battery, and the shore power device conveys land electric energy to the energy storage battery for storage and supplies power to the load on the ship.
In one embodiment, the marine hybrid system further comprises a backup prime mover, a backup shafting assembly, a backup shaft generator, and a backup clutch assembly; the standby power transmission line formed by the standby prime motor, the standby shafting assembly, the standby shaft generator and the standby clutch assembly is the same as the main power transmission line formed by the prime motor, the shafting assembly, the shaft generator and the clutch assembly; the standby shaft generator is electrically connected with the frequency converter.
In one embodiment, the marine hybrid system further comprises a backup energy storage battery and a backup frequency converter; the standby frequency converter is respectively connected with the standby shaft generator, the standby energy storage battery and the shaft generator in an on-off electric mode, and the standby energy storage battery is connected with the frequency converter in an on-off electric mode.
According to a third aspect of the present application there is also provided a marine vessel comprising a marine vessel hybrid system as in the above-described aspects.
Compared with the prior art, the beneficial effects of this application are:
when the technical scheme of this application is implemented, when the prime mover is in the load that is greater than first load value, the propeller work of prime mover direct drive boats and ships to drive boats and ships navigation, the axle takes the generator to work with the generator simultaneously, and the electricity generation electric energy stores in reserve, can give full play to prime mover at design load interval high efficiency, low oil consumption's characteristics. When the prime motor is under the load smaller than or equal to the first load value, the prime motor is stopped, the first clutch is utilized to cut off the connection between the prime motor and the shaft generator, at the moment, the shaft generator is driven to work by the electric energy stored by the energy storage battery, the shaft generator is used as a motor to independently drive the propeller to work, at the moment, the prime motor is completely stopped, and the problems of low efficiency and high energy consumption of the prime motor in a low load area are solved radically.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered limiting the scope, and that other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart illustrating a method of marine hybrid operation according to an embodiment of the present application;
FIG. 2 is a flow chart illustrating another method of marine hybrid operation according to an embodiment of the present application;
fig. 3 shows a block diagram of a marine hybrid system according to an embodiment of the present application.
In the figure: 10. a prime mover; 11. a standby prime mover; 20. a shafting assembly; 21. a standby shafting assembly; 30. a shaft generator; 31. a standby shaft belt generator; 40. a clutch assembly; 41. a first clutch; 42. a second clutch; 43. a backup clutch assembly; 50. an energy storage battery; 51. a standby energy storage battery; 60. a frequency converter; 61. a standby frequency converter; 70. a power distribution device; 80. a shore power installation; 100. a propeller; 200. a load; 300. and a control device.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. The components of the embodiments of the present application, which are generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present application, as provided in the accompanying drawings, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
According to a first aspect of the present application, as shown in fig. 1, there is first provided a ship hybrid operation method including the following steps S1 to S32.
S1, setting up a first load value in an operation load range of the prime motor.
The prime mover has a rated load zone at the beginning of design, which can also be called as the design point of the prime mover, and has high efficiency and relatively low energy consumption in the rated load zone, while the prime mover has low efficiency and high energy consumption in the lower running load. The first load value in step S1 is a division value for the two load states. When the operating load of the prime mover is equal to or higher than the first load value, the operating load belongs to a design load interval, and corresponds to a high-load operating interval. When the operating load of the prime mover is less than or equal to the first load value, the operation interval of the low load is included. The determination of the first load value needs to be determined comprehensively according to the kind of the prime mover, the carrying capacity of the ship, the sailing speed and the load energy consumption, so that in practical application, the first load value can have different values according to different prime movers and different ships, and the accurate value of the first load value is not particularly limited.
S2, a first clutch is arranged on a power transmission path between the prime motor and the shaft generator, and a second clutch is arranged on a power transmission path between the shaft generator and the propeller.
The first clutch and the second clutch provided in step S2 provide a means for realizing switching between the power source of the subsequent prime mover and the power source of the electric power.
S3, comparing the operation load of the prime motor with the first load value.
In step S3, when the actual running load condition of the prime mover is determined, on the one hand, various detection sensors may be added to the prime mover to obtain the running parameters of the prime mover, so as to obtain the energy conversion efficiency and the energy consumption condition of the prime mover, thereby determining the actual running load of the prime mover. The operation load of the prime motor can be calculated indirectly by integrating the carrying capacity and the sailing speed of the ship or the energy consumption of the whole ship. However, when the operating load of the prime mover is equal to or higher than the first load value, the operating load of the prime mover is generally defined as the operating load of the ship when the ship is heavy-loaded and sails at a high speed, or when the ship is both heavy-loaded and at a high speed. When the running load of the prime motor is below the first load value, the load of the ship is generally far lower than the rated load capacity, the speed is also far lower than the rated sailing speed, and the running load of the corresponding prime motor is generally indicated by the ship operating condition when entering and exiting the port.
After comparing the magnitude of the operating load of the prime mover with the first load value in step S3, two operating methods of step S31 and step S32 occur according to different results. The method comprises the following steps:
s31, when the running load of the prime mover is larger than a first load value, enabling the first clutch to be communicated with power transmission between the prime mover and the shaft generator, enabling the second clutch to be communicated with power transmission between the shaft generator and the propeller, enabling the prime mover to work to transmit power to the propeller, enabling the prime mover to drive the shaft generator to operate as a generator, and storing generated electric energy in the energy storage battery;
s32, when the running load of the prime mover is smaller than or equal to a first load value, the first clutch cuts off power between the prime mover and the shaft generator, the second clutch is communicated with power transmission between the shaft generator and the propeller, the prime mover is stopped, electric energy of the energy storage battery is transmitted to the shaft generator, and the shaft generator is operated as a motor and transmits power to the propeller.
According to the method, when the prime motor is in a load larger than the first load value, the prime motor directly drives the propeller of the ship to work, so that the ship is driven to sail, meanwhile, the shaft generator works as the generator, and the generated electric energy is stored for standby, so that the characteristics of high efficiency and low oil consumption of the prime motor in a designed load interval can be fully exerted. When the prime motor is under the load smaller than or equal to the first load value, the prime motor is stopped, the first clutch is utilized to cut off the connection between the prime motor and the shaft generator, at the moment, the shaft generator is driven to work by the electric energy stored by the energy storage battery, the shaft generator is used as a motor to independently drive the propeller to work, at the moment, the prime motor is completely stopped, and the problems of low efficiency and high energy consumption of the prime motor in a low load area are solved radically.
In one embodiment, the ship hybrid operating method further includes the following S33 and S34. The method comprises the following steps:
and S33, when the running load of the prime motor is larger than the first load value, communicating the shaft generator with the load on the ship, and generating power by using the shaft generator serving as the generator to supply power to the load on the ship.
And S34, when the running load of the prime motor is smaller than or equal to a first load value, the energy storage battery is communicated with the load on the ship, and the energy storage battery is used for supplying power to the load on the ship.
The method of step S34 completely utilizes the electric energy of the energy storage battery to drive the load, and eliminates the problems of low efficiency and high energy consumption when the prime motor runs under low load.
The load includes a load device used in daily life and a load device in emergency.
In one embodiment, as shown in fig. 2, the ship hybrid operation method further includes steps S41 to S44, specifically as follows:
s41, setting a second load value in the operation load range of the prime motor, wherein the second load value is smaller than the first load value.
The second load value in step S41 is a further fine division of the operating load portion of the prime mover below the first load value, and further optimization of the hybrid operating method of the present application is made.
S42, a shore power installation is set up on the ship and used for conveying land electric energy to the ship.
S43, comparing the operation load of the prime motor with the second load value.
Although the operating load of the prime mover is below or equal to the first load value, the operating load has shifted to a lower level and the prime mover has stopped at this time, and the prime mover is not loaded at this time in practice. However, in order to facilitate the unification of the judgment standards of the whole hybrid power operation method, namely, the operation load of the prime motor is taken as the basis, under the condition that the prime motor is stopped, the ideal value of the operation load of the needed prime motor is indirectly obtained through the navigational speed, the loading capacity and the energy consumption of the loading capacity of the ship, and the ideal value of the operation load of the prime motor is compared with the second load value. In the prior art, when the prime mover of the ship is lower than or equal to the second load value, the ship is generally in a state of stopping or idling, and the propeller is completely stopped, only the load on the ship is usually in operation.
And S44, when the running load of the prime motor is smaller than or equal to a second load value, land electric energy is conveyed to the energy storage battery for storage by the shore power device, and the load on the ship is supplied with power.
The method of step S41 to S44 can make the ship use land electric energy to supply power by using the shore power device under the condition of stop operation or idle operation, and can also supply power to the electric storage battery, so that the power source of the prime motor can be completely separated, and the occurrence of low efficiency and high energy consumption of the prime motor under extremely low load is avoided.
In summary, the ship hybrid power operation method realizes the switching of three states, namely, the operation load of the prime motor is larger than a first load value, smaller than or equal to the first load value, larger than a second load value and smaller than or equal to the second load value, and the advantages of high efficiency and relatively low energy consumption of the prime motor in a designed load zone are fully exerted by dividing the three load states and corresponding to and comparing the operation load of the prime motor, and the problems of low efficiency and relatively high energy consumption of the prime motor in a low load zone can be completely eradicated from the source.
According to a second aspect of the present application, as shown in fig. 3, there is provided a marine hybrid system capable of implementing the above marine hybrid operation method, including a prime mover 10, a shafting assembly 20, a shaft generator 30, a clutch assembly 40, an energy storage battery 50, and a frequency converter 60. Wherein the prime mover 10 is configured to generate and output power, and wherein the operating load thereof comprises a first load value. Shafting assembly 20 is used to transfer power of prime mover 10 to propeller 100 of the vessel. The shaft generator 30 is installed on the shafting assembly 20, the shafting assembly 20 can drive the shaft generator 30 serving as a generator to rotate to generate electricity, and the shaft generator 30 can also serve as a motor to drive the shafting assembly 20 to rotate. The clutch assembly 40 includes a first clutch 41 mounted on the shafting assembly 20 between the prime mover 10 and the shaft generator 30, and a second clutch 42 mounted on the shafting assembly 20 between the propeller 100 and the shaft generator 30, the first clutch 41 and the second clutch 42 being used to communicate or cut off power transmission of the shafting assembly 20 at the position where they are mounted. The energy storage battery 50 is used for charging energy storage and power supply, and the frequency converter 60 is used for connecting the shaft generator 30 and the energy storage battery 50.
In use of the marine hybrid system, when the running load of the prime mover 10 is greater than the first load value, the first clutch 41 is connected with the shafting assembly 20 between the prime mover 10 and the shaft generator 30, the second clutch 42 is connected with the shafting assembly 20 between the shaft generator 30 and the propeller 100, the prime mover 10 works to transmit power to the propeller 100, and the prime mover 10 drives the shaft generator 30 to operate as a generator, and the generated electric energy is stored in the energy storage battery 50 through the frequency converter 60. When the operating load of the prime mover 10 is equal to or less than the first load value, the first clutch 41 is caused to disconnect the shafting assembly 20 between the prime mover 10 and the shaft generator 30, the second clutch 42 is caused to communicate the shafting assembly 20 between the shaft generator 30 and the propeller 100, the prime mover 10 is stopped, the electric energy of the energy storage battery 50 is supplied to the shaft generator 30 through the frequency converter 60, the shaft generator 30 is caused to operate as a motor, and the power is supplied to the propeller 100.
As can be seen from the working principle of the above-mentioned ship hybrid power system, when the prime mover 10 is under a load greater than the first load value, the prime mover 10 directly drives the propeller 100 of the ship to operate through the shafting assembly 20, so as to drive the ship to navigate, and meanwhile, the shafting assembly 20 drives the shaft to drive the generator 30 to operate as a generator, and the generated electric energy is stored in the energy storage battery 50 for standby, so that the characteristics of high efficiency and low fuel consumption of the prime mover 10 in the designed load region can be fully exerted. When the prime mover 10 is under a load equal to or less than the first load value, the prime mover 10 is stopped, the connection of the shafting assembly 20 between the prime mover 10 and the shaft generator 30 is cut off by the first clutch 41, at the moment, the shaft generator 30 is driven to work by the electric energy stored by the energy storage battery 50, the shaft generator 30 is used as a motor to independently drive the propeller 100 to work, at the moment, the prime mover 10 is completely stopped, and the problems of low efficiency and high energy consumption of the prime mover 10 in a low load area are solved.
In one embodiment, as shown in fig. 3, a power distribution device 70 is further included, the power distribution device 70 being used to connect the frequency converter 60 to the load 200 on the vessel. When the operating load of the prime mover 10 is greater than the first load value, the electric circuit from the shaft generator 30 to the frequency converter 60 and then to the power distribution device 70 is connected, and the electric power generated by the shaft generator 30 as a generator supplies power to the power distribution device 70 via the frequency converter 60. When the operating load of the prime mover 10 is equal to or less than the first load value, the circuit from the energy storage battery 50 to the frequency converter 60 and then to the power distribution device 70 is communicated, and the power of the energy storage battery 50 supplies power to the power distribution device 70 through the frequency converter 60.
In one embodiment, as shown in FIG. 3, the operating load of the prime mover 10 also includes a second load value, the second load value being less than the first load value; when the operating load of the prime mover 10 is equal to or less than the second load value, the prime mover 10 and the shaft generator 30 are stopped, and a circuit from the energy storage battery 50 to the inverter 60 and then to the power distribution device 70 is connected, and the power of the energy storage battery 50 supplies power to the power distribution device 70 via the inverter 60.
The second load value in this embodiment is a further fine division of the portion of the operating load of the prime mover 10 below the first load value, and further optimization of the hybrid powertrain system of the present application is made. When the operating load of the prime mover 10 is equal to or less than the first load value, the prime mover 10 is stopped, and the prime mover 10 is not loaded at this time. However, in order to facilitate the unification of the judgment standards of the whole hybrid power system, that is, based on the operation load of the prime mover 10, the desired value of the operation load of the prime mover 10 is indirectly obtained through the energy consumption of the ship load under the condition that the prime mover 10 is stopped, and the desired value of the operation load of the prime mover 10 is compared with the second load value. When the prime mover 10 of the ship is lower than or equal to the second load value, it generally represents a state where the ship is stopped or is idle, the propeller 100 is completely stopped, and only the load commonly used on the ship is in operation, and the prime mover 10 is not required to operate to drive the shaft generator 30 to supply power, and only the power supply of the energy storage battery 50 is required to supply power.
In one embodiment, as shown in fig. 3, when the operation load of the prime mover 10 is equal to or less than the second load value, if the long-term stop operation or the long-term stop idle operation is performed, the energy storage battery 50 of the ship has a problem of shortage, and if the prime mover 10 is used to operate the belt generator 30 at a low load to generate electricity, it is extremely energy-consuming and very uneconomical. Thus, the present embodiment provides a shore power facility 80 for transporting land electric power into the power distribution facility 70 in the hybrid system.
When the operating load of the prime mover 10 is equal to or less than the second load value, the shore power installation 80 is in circuit communication with the power distribution device 70, the power distribution device 70 is in circuit communication with the load 200, the power distribution device 70 is in circuit communication with the frequency converter 60 and then with the energy storage battery 50, and the shore power installation 80 transmits land electric energy to the energy storage battery 50 for storage and supplies power to the load 200 on the ship.
In one embodiment, as shown in FIG. 3, further comprises a backup prime mover 11, a backup shafting assembly 21, a backup shaft belt generator 31, and a backup clutch assembly 43. The spare power transmission lines formed by the spare prime mover 11, the spare shafting assembly 21, the spare shaft generator 31 and the spare clutch assembly 43 are identical to the main power transmission lines formed by the prime mover 10, the shafting assembly 20, the shaft generator 30 and the clutch assembly 40, and the two power transmission lines can be mutually switched, so that the problem that a ship cannot navigate due to a problem of one set of transmission lines is prevented, and the resistance risk and damage capability of a power system during ship navigation are improved.
In one embodiment, the standby shaft generator 31 can be electrically connected with the frequency converter 60, so that one frequency converter 60 can be simultaneously matched with the main power transmission line and the standby power transmission line, and the flexibility is improved.
In one embodiment, as shown in fig. 3, based on the above scheme, the power supply device further comprises a standby energy storage battery 51 and a standby frequency converter 61; the standby frequency converter 61 is electrically connected to the standby shaft generator 31, the standby energy storage battery 51 and the shaft generator 30, and the standby energy storage battery 51 is electrically connected to the frequency converter 60. As can be seen from the above embodiments, the frequency converter 60 and the backup frequency converter 61 are in a backup relationship, and both can be adapted to the primary and backup power transmission lines, and also can be adapted to the energy storage battery 50 and the backup energy storage battery 51, so as to improve the fault tolerance and emergency capability of the power transmission line.
In one embodiment, as shown in fig. 3, the hybrid system may further be provided with a control device 300, and the control device 300 is used to control the power transmission direction, issue a control signal, activate or deactivate the corresponding apparatus, and the like.
In summary, the marine hybrid system of the above embodiment eliminates the conventional generator, and uses the shaft generator 30 instead, which can generate electricity for storage or can operate as the motor-driven propeller 100. In addition, the system also eliminates an emergency generator, and can directly utilize the energy storage battery 50 or the standby energy storage battery 51 to realize emergency power supply. Meanwhile, a shore power installation 80 is also arranged to realize the power-on function of the ship.
Meanwhile, the ship hybrid power system of the above embodiment can be switched between three load states, namely, the running load of the prime mover 10 is larger than the first load value, smaller than or equal to the first load value, larger than the second load value and smaller than or equal to the second load value, and by dividing the three load states, the running load of the prime mover 10 corresponds to and is compared with the running load of the prime mover 10, the advantages of high efficiency and relatively low energy consumption of the prime mover 10 in a designed load region are fully exerted, and the problems of low efficiency and relatively high energy consumption of the prime mover 10 in a low load region can be eliminated from the source.
According to a third aspect of the present application there is also provided a marine vessel comprising a marine vessel hybrid system as in the above-described aspect.
The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but rather, various modifications and variations may be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.
Claims (7)
1. A marine hybrid system, comprising:
a prime mover (10) for generating and outputting power, the operating load of which includes a first load value; the first load value is larger than the designed load interval of the prime motor, and the first load value is lower than or equal to the low load operation interval of the prime motor;
a shafting assembly (20) for transmitting power of the prime mover (10) to a propeller (100) of a vessel;
the shaft generator (30) is arranged on the shaft assembly (20), the shaft assembly (20) can drive the shaft generator (30) serving as a generator to rotate so as to generate electricity, and the shaft generator (30) can also serve as a motor to drive the shaft assembly (20) to rotate;
a clutch assembly (40) comprising a first clutch (41) and a second clutch (42), the first clutch (41) being mounted on the shafting assembly (20) between the prime mover (10) and the shaft generator (30), the second clutch (42) being mounted on the shafting assembly (20) between the propeller (100) and the shaft generator (30), the first clutch (41) and the second clutch (42) being for communicating or shutting off power transmission of the shafting assembly (20) at the location where they are mounted;
an energy storage battery (50) for charging energy storage and power supply;
-a frequency converter (60) for connecting the shaft generator (30) and the energy storage battery (50);
a control device (300) for controlling the power transmission direction, sending out a control signal, starting or closing the corresponding equipment;
when the operation load of the prime motor (10) is larger than the first load value, a control device (300) enables a first clutch (41) to be communicated with the shafting assembly (20) between the prime motor (10) and the shaft generator (30), a control device (300) enables a second clutch (42) to be communicated with the shafting assembly (20) between the shaft generator (30) and the propeller (100), the control device (300) enables the prime motor (10) to work to transmit power to the propeller (100), and the prime motor (10) drives the shaft generator (30) to operate as a generator, and generated electric energy is stored in the energy storage battery (50) through the frequency converter (60);
when the operation load of the prime mover (10) is smaller than or equal to the first load value, the control device (300) enables a first clutch (41) to cut off the shafting assembly (20) between the prime mover (10) and the shaft generator (30), enables a second clutch (42) to be communicated with the shafting assembly (20) between the shaft generator (30) and the propeller (100), and the control device (300) stops the prime mover (10), and enables electric energy of the energy storage battery (50) to be transmitted to the shaft generator (30) through the frequency converter (60), enables the shaft generator (30) to operate as a motor and enables power to be transmitted to the propeller (100).
2. The marine hybrid system according to claim 1, further comprising an electrical distribution device (70), the electrical distribution device (70) being adapted to connect the frequency converter (60) with a load (200) on the marine vessel;
when the running load of the prime motor (10) is larger than the first load value, the circuit from the shaft generator (30) to the frequency converter (60) to the power distribution device (70) is communicated, and the electric energy generated by the shaft generator (30) serving as a generator supplies power for the power distribution device (70) through the frequency converter (60);
when the running load of the prime motor (10) is smaller than or equal to the first load value, a circuit from the energy storage battery (50) to the frequency converter (60) to the power distribution device (70) is communicated, and the power of the energy storage battery (50) supplies power to the power distribution device (70) through the frequency converter (60).
3. The marine hybrid system according to claim 2, wherein the operating load of the prime mover (10) further comprises a second load value, the second load value being smaller than the first load value;
when the running load of the prime motor (10) is smaller than or equal to the second load value, the prime motor (10) and the shaft generator (30) are stopped, a circuit from the energy storage battery (50) to the frequency converter (60) to the power distribution device (70) is communicated, and the power of the energy storage battery (50) supplies power to the power distribution device (70) through the frequency converter (60).
4. A marine hybrid system according to claim 3, further comprising shore power means (80), said shore power means (80) being adapted to transport land power to said power distribution means (70);
when the running load of the prime motor (10) is smaller than or equal to the second load value, the shore power device (80) is in circuit communication with the power distribution device (70), the power distribution device (70) is in circuit communication with the load (200), the power distribution device (70) is in circuit communication with the frequency converter (60) and then is in circuit communication with the energy storage battery (50), and the shore power device (80) conveys land electric energy to the energy storage battery (50) for storage and supplies power to the load (200) on the ship.
5. The marine hybrid system of any of claims 1-4, further comprising a backup prime mover (11), a backup shafting assembly (21), a backup shaft generator (31), and a backup clutch assembly (43);
a standby power transmission line formed by the standby prime motor (11), the standby shafting assembly (21), the standby shaft-mounted generator (31) and the standby clutch assembly (43) is the same as a main power transmission line formed by the prime motor (10), the shafting assembly (20), the shaft-mounted generator (30) and the clutch assembly (40);
the standby shaft generator (31) is electrically connected with the frequency converter (60) in a switching-on and switching-off mode.
6. The marine hybrid system of claim 5, further comprising a backup energy storage battery (51) and a backup frequency converter (61); the standby frequency converter (61) is respectively in on-off electrical connection with the standby shaft generator (31), the standby energy storage battery (51) and the shaft generator (30), and the standby energy storage battery (51) is in on-off electrical connection with the frequency converter (60).
7. A marine vessel comprising a marine vessel hybrid system according to any of claims 1-6.
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| CN102358412B (en) * | 2011-07-28 | 2013-10-23 | 上海海事大学 | Multi-energy-source hybrid ship electric propulsion system and implementation method thereof |
| JP5830309B2 (en) * | 2011-09-01 | 2015-12-09 | 日本郵船株式会社 | Ship propulsion device |
| CN103072681B (en) * | 2013-02-28 | 2015-09-30 | 上海海事大学 | Multi-energy-source hybrid power system for boat |
| CN103825358B (en) * | 2014-03-14 | 2016-08-17 | 中国船舶重工集团公司第七0四研究所 | A kind of hybrid power boats and ships electric power supply control system with reversible axle generator |
| CN104015912B (en) * | 2014-07-02 | 2017-12-05 | 武汉理工大学 | Ship hybrid power control system and control method |
| CN104527958B (en) * | 2014-12-15 | 2017-05-17 | 武汉理工大学 | Energy optimization and control method of four-engine double-paddle hybrid power propelling system |
| CN108674627B (en) * | 2018-03-08 | 2020-06-16 | 哈尔滨工程大学 | Double-shaft type ship hybrid power system with fuel cell |
| JP7221017B2 (en) * | 2018-10-10 | 2023-02-13 | 三菱重工エンジン＆ターボチャージャ株式会社 | Marine hybrid system and control method for marine hybrid system |
| CN109367750A (en) * | 2018-12-04 | 2019-02-22 | 上海振华重工(集团)股份有限公司 | Shaft generator control system and ship hybrid power system |
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