CN115892422A

CN115892422A - Inland ship hybrid power system and operation control method

Info

Publication number: CN115892422A
Application number: CN202211471061.7A
Authority: CN
Inventors: 董永岗; 董俊; 华娟; 周力
Original assignee: Yangzhou Yongcheng Steel Structure Co ltd
Current assignee: Yangzhou Yongcheng Steel Structure Co ltd
Priority date: 2022-11-23
Filing date: 2022-11-23
Publication date: 2023-04-04

Abstract

A mixed power system of inland ship and operation control method, in the field of ship power technology, the system collects and sorts the whole ship electric energy by the public mother row, through regulating the battery energy storage module and charging or discharging the power, make the generating set of the system can output the constant power, and further make the internal-combustion engine of generating set operate in constant speed and constant power under the minimum oil consumption state of the unit output power, pass and accept and send the power to the generating set and fully utilize through the battery at the same time, thus achieve the energy-conserving goal; meanwhile, by utilizing the absorption and overall planning of the public busbar and the energy storage function of the battery energy storage module, photovoltaic and wind power clean energy is added into the system as auxiliary electric energy, so that the energy-saving effect is further expanded; meanwhile, the system can be upgraded, and pure electric propulsion is finally realized from diesel-electric hybrid power. The system has scientific configuration and clear operation control method principle, is flexible and convenient in real ship arrangement, has obvious energy-saving effect and is easy to implement.

Description

Inland ship hybrid power system and operation control method

Technical Field

The invention belongs to the technical field of ship power, relates to a inland river ship hybrid power system and an operation control method, and particularly relates to a ship hybrid power propulsion system with a constant-rotating-speed and constant-power output operation function of a generator set internal combustion engine and an operation control method.

Background

At present, a traditional main engine shafting propulsion system, a pure diesel electric propulsion system and a diesel electric hybrid propulsion system with energy storage as main parts are commonly adopted for inland ships. The propulsion system has the following defects in the current inland ship navigation working condition.

Traditional main engine shafting propulsion system: the host does not operate under a rated working condition for most of time, the average output power of the host is far less than the output power corresponding to the theoretical minimum unit power oil consumption, and the oil consumption per unit power is far higher than the theoretical minimum; the output power of the host machine changes frequently, and the average value of unit power oil consumption is far higher than the oil consumption under the stable operation condition in the conversion process of different output powers of the host machine; the main engine has a large amount of idling running conditions, and consumes oil without outputting power.

Pure firewood electric propulsion system: the generator set can be put into a train and disconnected in batches in a grading mode, the difference between the output power and the required power is reduced, but the internal combustion engine of the generator set cannot operate under the rated working condition and the output power is continuously changed to be the same as the condition of a traditional main engine shafting propulsion system.

Diesel-electric based hybrid propulsion system with energy storage: through the consumption of the energy storage system, the generator set can be in the best unit power oil consumption under different output powers or the best unit power oil consumption under different rotating speeds of the generator set, but the generator set internal combustion engine can not be in constant rotating speed and constant power output and can operate under the lowest unit power oil consumption.

In conclusion, the navigation conditions of the inland ship are complex and changeable, the navigation propulsion power changes frequently and greatly, the actual average propulsion power is far less than the total loading power, and the idle running condition of the internal combustion engine exists, so that the oil consumption of the ship is high.

Although pure electric propulsion is the direction for solving energy saving and environmental protection of ships, the energy density of the current marine battery is too low, and the requirement of long-time endurance of the ships in inland rivers with relatively high power and long voyage can not be met.

Disclosure of Invention

Aiming at the defects of the conventional propulsion system of the inland ship in the actual navigation working condition of the inland ship, the invention provides an inland ship hybrid power system and an operation control method, which integrate the storage of a common busbar and ensure that the internal combustion engine of a system generator set can operate at a constant speed with minimum theoretical unit power oil consumption and constant power output by adjusting the charging or discharging power of a battery energy storage module, and the power generated by the generator set is fully utilized by the storage of an energy storage battery, thereby achieving the aim of saving energy; meanwhile, photovoltaic electric energy and wind electric energy are added into the system under the energy storage effect of the battery to serve as auxiliary energy of the system, so that the problem that the battery for the ship is short in endurance time at present is solved, and the energy-saving effect is further improved.

The application provides a mixed power system of inland ship adopts following technical scheme:

a mixed power system of an inland ship comprises an internal combustion engine power generation module, a shore power module, a motor propulsion module, a battery energy storage module, a daily load module and a common bus; the method is characterized in that: the hybrid power system also comprises a central operation control unit and an auxiliary clean energy module; the internal combustion engine power generation module, the shore power module, the motor propulsion module, the battery energy storage module, the daily load module and the auxiliary clean energy module are all connected with the public busbar through a power converter in a power-on mode, and the central operation control unit is respectively connected with the internal combustion engine power generation module, the shore power module, the motor propulsion module, the battery energy storage module, the daily load module and the auxiliary clean energy module in a control mode through signal control lines.

By adopting the technical scheme, photovoltaic electric energy and wind power electric energy are added into the system by utilizing the energy storage effect of the battery as system auxiliary energy, and the storage of the common busbar is planned; the central operation control unit performs information interaction and logic operation with data such as power, electric energy quantity parameters, working conditions and the like through a signal control line, the internal combustion engine power generation module, the shore power module, the auxiliary clean energy module, the battery energy storage module, the motor propulsion module and the daily load module, sends action instructions to the modules, enables the main power supply, the auxiliary power supply and the battery electric energy to be converged into a common bus bar through the power converter, supplies the electric energy to the propulsion motor and the daily load through the common bus bar, and achieves the on-off function between the main power supply, the auxiliary power supply and the battery, and between the propulsion motor and the daily load and the common bus bar.

Furthermore, the auxiliary cleaning power supply module is composed of a photovoltaic cell panel and a wind driven generator, wherein the photovoltaic cell panel and the wind driven generator are arranged at the top of the ship deck chamber and are respectively connected with the public busbar through a photovoltaic power converter and a wind power converter.

Through adopting above-mentioned technical scheme, photovoltaic cell board and wind-driven generator utilize boats and ships deck house headspace to install, do not occupy other usage spaces of boats and ships.

Furthermore, a standby battery pack interface and a standby battery pack are arranged in the battery energy storage module.

By adopting the technical scheme, the open type power system is arranged, and the standby battery pack interface and the standby battery pack storage space are arranged on the real ship so as to realize later-stage iteration upgrading.

A method for controlling the operation of a inland ship hybrid power system adopts the following technical scheme:

setting system operation conditions: the battery energy storage module is set in three states of charging, discharging and non-charging and non-discharging; setting the highest residual electric quantity value and the lowest residual electric quantity value of the battery energy storage module, wherein the battery does not enter a discharging state when the highest residual electric quantity value is not reached in the charging process of the battery, and the battery does not enter the charging state when the lowest residual electric quantity value is not reached in the discharging process of the battery; the output constant power of two internal combustion engines in the internal combustion engine generator set is P _{For hair 1 Heng} And P _{Hair-2 constant} The internal combustion engine of the generator set is at a set constant power P _{For hair 1 Heng} And P _{Hair-2 constant} When the motor runs at a constant speed, the unit output power oil consumption is minimum, and meanwhile, the sum of the power output by the internal combustion engine generator set is more than or equal to the sum of the maximum required power of the motor propulsion module and the daily load module; the central operation control unit gives forward/backward propulsion commands of different gears corresponding to different propulsion required power P of the propulsion motor _{Propulsion by air} 。

(1) Navigation mode operation control method

The central operation control unit sends a propulsion instruction and obtains the required power P of a motor propulsion module corresponding to the propulsion instruction _{Propelling by motor} Obtaining the instant demand power P of the daily load module _{Daily use} And the auxiliary cleaning power supply module supplies power P to the public busbar immediately _Cleaning (ii) a When the ship starts, the battery energy storage module is set to be in a discharging state, at the moment, the charging circuits of the shore power module, the internal combustion engine power generation module and the battery energy storage module are disconnected with the public bus bar, the discharging circuit of the battery energy storage module and other modules are communicated with the public bus bar through the power converter, and when P is reached, the charging circuit of the battery energy storage module is communicated with the public bus bar through the power converter _{Propulsion by air} +P _{Daily use} -P _{Cleaning of} The maximum discharge power of the battery energy storage module is smaller, the power generation module of the internal combustion engine is not started, and the battery energy storage module discharges power to supply power to the propulsion motor module and the daily load module, namely P _{Battery holder} ＝P _{Propulsion by air} +P _{Daily use} -P _{Cleaning of} When P is _{Propulsion by air} +P _{Daily use} -P _Cleaning Starting a generator set in the power generation module of the internal combustion engine when the maximum discharge power of the battery energy storage module is larger than the maximum discharge power of the battery energy storage module, and adjusting the discharge power P of the battery energy storage module _{Battery holder} ＝P _{Propelling by motor} +P _{Sun and moon} -P _{For hair 1 Heng} -P _Cleaning So that a generator set put into operation is always at constant power P _{Hair-1 constant} The generator set runs at a constant speed, so that the output power and the rotating speed of the internal combustion engine of the generator set are constant; when the battery energy storage module discharges to the set lowest residual electric quantity value, the battery energy storage module is switched into a charging state, a discharging circuit of the battery energy storage module is disconnected with the public bus bar, and a charging circuit of the battery energy storage module is disconnected with the public bus barThe rows are communicated when P _{Propelling by motor} +P _{Daily use} -P _Cleaning < one generator constant power P _{Hair-1 constant} Then, operating a generator set to regulate the charging power P of the battery energy storage module _{Battery charger} ＝P _{Hair-1 constant} +P _Cleaning -P _{Propulsion by air} -P _{Daily use} So that a generator set put into operation is always at constant power P _{Hair-1 constant} The generator set runs at a constant speed, so that the output power and the rotating speed of the internal combustion engine of the generator set are constant; at this time, if P _{Propelling by motor} +P _{Daily use} -P _{Cleaning of} Constant power P of more than one generator _{Hair-1 constant} Then, the second generator set is operated at the same time to adjust the charging power P of the battery energy storage module _{Battery charger} ＝P _{For hair 1 Heng} +P _{Hair-2 constant} +P _{Cleaning of} -P _{Propulsion by air} -P _{Daily use} So that the two generator sets which are put into operation are always at constant power P _{Hair-1 constant} 、P _{Hair-2 constant} The generator set runs at a constant speed, so that the output power and the rotating speed of the internal combustion engine of the generator set are constant; when the battery energy storage module is charged to the set highest residual electric quantity value, the battery energy storage module is switched into a discharging state again, and the steps are repeated; the discharging or charging power of the battery energy storage module always follows P _{Propulsion by air} 、P _{Daily use} 、P _{Cleaning of} And the number of generator sets put into operation varies;

(2) Wharf-dependent mode operation control method

The central operation control unit obtains the instant demand power P of the daily load module _{Daily use} The auxiliary cleaning power supply module supplies power P to the public busbar in real time _Cleaning (ii) a The bank power module is combined with the auxiliary cleaning power module to supply power to the daily load module and charge the battery energy storage module at the same time, when the battery energy storage module is charged to the set highest residual electric quantity value, the bank power module enters a non-charging and non-discharging state, and the charging line of the battery energy storage module is disconnected with the common bus;

(3) Mooring ground mode operation control method

The central operation control unit obtains the instant demand power P of the daily load module _{Daily use} The auxiliary cleaning power supply module instantly supplies power P to the public busbar _{Cleaning of} (ii) a The motor propulsion module and the shore power module are disconnected with the common busbar; the auxiliary clean energy module and the daily load module are communicated with the common bus; when P is present _Cleaning ＞P _{Daily use} The charging circuit of the battery energy storage module is communicated with the public bus bar, the discharging circuit of the battery energy storage module is disconnected with the public bus bar, the battery energy storage module is in a charging state, and the auxiliary clean energy module supplies power to the daily load module and charges the battery energy storage module with residual power; when P is present _{Cleaning of} ＜P _{Daily use} The battery energy storage module is in a discharging state, a charging line of the battery energy storage module is disconnected with the public bus bar, the discharging line of the battery energy storage module is communicated with the public bus bar, the battery energy storage module jointly assists the clean energy module to supply power to the daily load module, when the battery energy storage module discharges to a set lowest residual electric quantity value, a generator set in the internal combustion engine power generation module runs, the battery energy storage module is switched to a charging state, and the charging power P of the battery energy storage module is adjusted _{Battery charger} ＝P _{For hair 1 Heng} -P _{Daily use} The internal combustion engine power generation module and the auxiliary clean energy module supply power to the daily load module, the rest power charges the battery energy storage module, and the power output by the internal combustion engine of the generator set is ensured to be constant at P _{For hair 1 Heng} And the rotating speed is a constant value, when the battery energy storage module is charged to a set highest residual electric quantity value, the generator set of the internal combustion engine power generation module stops running and is disconnected with the public busbar, the battery energy storage module returns to a discharging state and is combined with the auxiliary clean energy module to supply power to the daily load module, and the process is repeated.

By adopting the technical scheme, the modes of sailing, leaning against a wharf and mooring are converged, divided and integrated through the common busbar, and the charging or discharging power of the battery energy storage module is adjusted according to the change of the power required by the motor propulsion module and the daily load module, so that each generator set outputs constant power when the internal combustion engine power generation module operates, and the rotating speed is a constant value, thereby ensuring that the power output by the internal combustion engine for driving each generator and the rotating speed are constant values; meanwhile, the full utilization of the power generated by the internal combustion engine power generation module is realized through the discharge and storage of electric energy by the battery energy storage module.

Furthermore, the number of the generator sets in the internal combustion engine power generation module can be single or multiple, and the output constant power value of each generator set is not required to be equal; the minimum constant power output by the generator set of the internal combustion engine generating module is less than or equal to the maximum discharging power of the battery energy storage module.

By adopting the technical scheme, the requirements of all the propulsion motors on power demand in a diesel-electric hybrid state and a pure electric propulsion state are met.

Furthermore, in the motor propulsion module, the propulsion motor is directly in driving connection with the propeller or in driving connection with the propeller through reduction of a gear box.

By adopting the technical scheme, the matching of the rotating speed of the propulsion motor and the rotating speed of the propeller is met.

In summary, the invention has the following beneficial technical effects:

(1) The system internal combustion engine avoids the increase of oil consumption caused by the continuous change of the output power, the system internal combustion engine always runs at the lowest point of the oil consumption of the theoretical unit power, the idle empty oil consumption working condition of the system internal combustion engine is avoided, and the output power of the system internal combustion engine is fully utilized through the storage and release of the battery energy storage module, so that the energy consumption is greatly reduced; meanwhile, photovoltaic electric energy and wind electric energy are additionally configured as auxiliary energy, and shore power energy storage is adopted to further save energy consumption; the problem of pure electric propulsion short endurance mileage due to insufficient battery energy density is solved, and a method and a way are provided for transition from diesel-electric hybrid power to pure electric power.

(2) The power system is an open system capable of being iteratively upgraded, and the system is provided with a standby battery pack interface and the arrangement position of a standby battery pack on a real ship; the system is under the condition that battery energy density is not enough at present stage, with the diesel-electric energy as the main, and bank electricity energy, clean energy are for assisting, in the future along with the improvement of battery energy density, increase from the electric quantity that pier bank electricity was taken away when starting a boat, and gradually transition to and use bank electricity energy, clean as the main, and the diesel-electric energy is for assisting, until pier one-time bank electricity charging can satisfy full voyage electric energy demand, finally realizes pure electric propulsion.

(3) The system has obvious energy-saving effect when being applied to ships with the propulsion power which is changed frequently and is actually used on average and the propulsion power of which is far less than the total power of the whole ship, and has more obvious energy-saving effect when being applied to inland ships with relatively high power and long voyage.

Drawings

FIG. 1 is a schematic diagram of the system module of the present invention.

FIG. 2 is a schematic diagram of the system connection structure of the present invention.

Fig. 3 is a schematic diagram of a conventional propulsion system.

In the figure: the system comprises an internal combustion engine power generation module A, a shore power module B, a motor propulsion module C, a battery energy storage module D, a daily load module E, an auxiliary cleaning power module F, a common busbar G, a central operation control unit H, an internal combustion engine 1, a generator converter 2, a generator 3, a wind driven generator 4, a wind power converter 5, a photovoltaic cell panel 6, a photovoltaic converter 7, a shore power box 8, a shore power converter 9, a propulsion motor control unit 10, a propulsion converter 11, a propeller 12, a gear box 13, a propulsion motor 14, a load converter 15, a discharge converter 16, a charging converter 17, a charging device 18, a standby battery pack 19, a battery control unit 20 and a battery pack 21.

Detailed Description

The present invention is further illustrated by the following detailed description in conjunction with the accompanying drawings, it being understood that these embodiments are illustrative of the present patent and are not intended to limit the scope of the present patent, which is defined by the claims appended hereto, as modifications of various equivalent forms by those skilled in the art upon reading the present patent.

Detailed Description

The hybrid system and the traditional main engine propulsion system of the embodiment both use an inland river 1800T cargo ship as an application object, and the annual operating conditions are as follows: the maximum navigational speed of the ship is 10 knots, the power required by the propeller at the moment is 413.6KW, the annual average navigational speed is 5 knots, the power required by the propeller at the navigational speed of 5 knots is 51.7KW, the maximum power required by daily load is 19.2KW, the average power required by daily load at the navigational time is 8.5KW, and the average power required by daily load at the dock or the anchoring ground is 4.5KW; the navigation is 210h per month, 96h for 4 ports, and 414h moored, i.e., 2520h for each year, 1152h for 48 ports, and 4968h for each port.

Fig. 3 is a schematic diagram of a conventional host propulsion system. In the figure, two main machines respectively drive a propeller through a traditional shafting through a gear box in a speed reduction manner, and alternating current generated by two generator sets is merged into a common bus bar and is supplied to a daily load through any one of two transformers in a voltage transformation manner. The maximum output power of the two main machines is 220KW respectively, and the transmission efficiency of the main machines from the shafting to the propeller through the gear box is 94%; the configuration rated power of the two generator sets is 24KW respectively.

When the output power of each host of the traditional host propulsion system is 172KW, the oil consumption per kWh is the lowest and is 206kg/kWh, the output power of each host at the 5-joint navigational speed of the ship is 51.7/0.94/2=27.5KW, and the theoretical lowest oil consumption when the host inputs 27.5KW is 245kg/kWh. However, the inland ship has complex operation conditions, and can continuously perform actions such as acceleration, deceleration, turning, avoidance, emergency stop, gear grabbing, idling and the like, and in addition, the uniform speed navigation conditions of the ship are almost not generated due to different upstream and downstream water flows, vortexes and surge during navigation, so that the host is continuously changed from the highest power output to the minimum power output or is in an idling oil-empty consumption state. Under such operating condition, the host computer, three reasons will make the host computer unit KWh oil consumption increase additionally: when the host is in a non-rated working condition and at a low navigational speed, the output characteristic curve of the host cannot be superposed with the demand characteristic curve of the propeller, so that the output power of the host is greater than the demand power of the propeller, and the oil consumption of the host per KWh of the actually utilized power is far greater than the theoretical lowest oil consumption; in the ship acceleration process, the unit oil consumption of the actual output power of the main engine is several times of the theoretical optimal oil consumption due to overcoming of the ship acceleration; when the ship is in a deceleration state, a neutral sliding state, a standby vehicle state or other standby states, the host idles, and the unit KWh oil consumption is infinite and completely wastes; the three reasons lead the average oil consumption per KWh of the marine main engine to be additionally increased by about 150kg/KWh, so that the average oil consumption per KWh of the marine main engine per year reaches 395kg/KWh and almost reaches twice of the theoretical lowest oil consumption.

As shown in fig. 2, the two generators in the conventional main engine propulsion system are also in the similar operation conditions as the two main engines, but the daily load variation amplitude and the frequency of the daily load are smaller than those of the main engines, and the average oil consumption per KWh per year of the generators of the conventional system is about 300kg/KWh.

The operation working state of the traditional main engine propulsion system is as follows: when the ship sails, the two main machines drive the propellers, the generator set generates power for a daily load, and shore power does not act; when the device is close to the wharf, the host machine and the generator set do not work, and shore power supplies power to a daily load; when the mooring is carried out, the main machine and the shore power do not work, and the generator set supplies power to the daily load for use.

The annual energy consumption of the traditional main engine propulsion system is calculated as follows:

energy consumption of the whole year navigation state: fuel oil, main engine 2520 × 27.5 × 2 × 395 × 10 ^-6 + auxiliary engine 2520 × 8.5 × 300+10 ^-6 ≈61.2T；

Energy consumption at the wharf state all year round: shore power, 4.5 × 1152=5184kwh;

the traditional system consumes energy when anchoring all year round: fuel oil, auxiliary engine 4968 × 4.5 × 300+10 ^-6 ≈6.7T；

From the statistics, the traditional system always consumes 67.9T of diesel oil and 5186KWH of shore power all the year around, and the total annual energy consumption cost is calculated by 7000 yuan/T of diesel oil and 0.7 yuan/KWH of shore power as follows: 67.9 × 7000+5185 × 0.7 ≈ 478930 yuan.

As shown in fig. 1-2, the hybrid system of the present embodiment is composed of an internal combustion engine power generation module a, a shore power generation module B, a motor propulsion module C, a battery energy storage module D, a daily load module E, an auxiliary clean power supply module F, a common bus bar G, and a central operation control unit H. The internal combustion engine power generation module A consists of an internal combustion engine 1, a generator converter 2 and a generator 3, wherein the internal combustion engine 1 is connected in a mechanical mode and drives the generator 3 to generate power, and the generator 3, the generator converter 2 and a common busbar G are sequentially connected by a power cable; the auxiliary cleaning power supply module is composed of a wind driven generator 4, a wind power converter 5, a photovoltaic cell panel 6 and a photovoltaic converter 7, the wind driven generator 4, the wind power converter 5 and the common busbar G are sequentially connected through a power cable, and the photovoltaic cell panel 6, the photovoltaic converter 7 and the common busbar G are sequentially connected through a power cable; the shore power module B consists of a shore power box 8 and a shore power converter 9, and the shore power box 8, the shore power converter 9 and the common bus bar G are sequentially connected by a power cable; the battery energy storage module D is composed of a battery pack 21, a standby battery pack 19, a charging device 18, a charging converter 17, a discharging converter 16 and a battery control unit 20, wherein the battery pack 21 is sequentially connected with the charging device 18 and the charging converter 17 through power cables to a common bus bar G, and meanwhile, the battery pack 21 is also connected with the common bus bar G through the discharging converter 16 through the power cables; the battery control unit 20 is connected with the battery pack 21, the standby battery pack 19, the charging device 18, the charging converter 17 and the discharging converter 16 through control cables; the motor propulsion module C is composed of a propulsion power converter 11, a propulsion motor 14, a gear box 13, a propeller 12 and a propulsion motor control unit 10, the propulsion motor 14, the propulsion power converter 11 and the common busbar G are sequentially connected through a power cable, the propulsion motor 14, the gear box 13 and the propeller 12 are sequentially mechanically connected through a propulsion shaft, and the propulsion motor control unit 10 is respectively connected with the propulsion power converter 11 and the propulsion motor 14 through control cables; the daily load module E is composed of a load transformer 15 and a daily load, the load transformer 15 and the common busbar G are sequentially connected through a power cable, and the daily load, the load transformer 15 and the common busbar G are sequentially connected through the power cable; the central operation control unit H is respectively connected with the internal combustion engine 1, the generator 3, the generator converter 2, the wind power converter 5, the photovoltaic converter 7, the shore power converter 9, the battery control unit 20, the propulsion motor control unit 10 and the load converter 15 through control cables.

As shown in fig. 1-2, the concrete configuration and setting of the hybrid system of the embodiment applied to the inland river 1800T cargo ship are as follows:

the internal combustion engine 1 is a diesel engine, the generator 3 is an alternating current permanent magnet generator, the generator transformer 2 is a rectifier transformer, the propulsion transformer 11 is a variable frequency inverter, the propulsion motor 14 is an alternating current permanent magnet motor, and the alternating current permanent magnet motor can adjust the rotating speed to meet the rotating speed requirement of a propeller, so a gear box 13 is not arranged; the battery pack 21 adopts a lithium iron phosphate battery, and the charging converter 17 and the discharging converter 16 are transformers; the wind power transformer 5, the photovoltaic transformer 7 and the shore power transformer 9 are rectifier transformers; the load converter 15 is an inverter; the common busbar G is a direct current busbar.

The generator power converter 2, the wind power converter 5, the photovoltaic power converter 7, the shore power box 8, the shore power converter 9 and the discharge power converter 16 respectively convert the power system and power parameters of the generator electric energy, the wind power electric energy, the photovoltaic electric energy and the battery discharge electric energy into the power system and power parameters consistent with those of the common busbar G, enable the generator electric energy, the wind power electric energy, the photovoltaic electric energy and the battery discharge electric energy to be converged into the common busbar and execute the on-off function between the generator electric energy, the wind power electric energy, the photovoltaic electric energy and the battery discharge circuit and the common busbar; the charging transformer 17, the propelling transformer 11 and the load transformer 15 respectively convert the public busbar power system and the electric energy parameters into a propelling motor, a daily load and a battery charging power system and electric energy parameters, so that the public busbar electric energy is transmitted to the propelling motor, the daily load and the battery energy storage module for charging, and the on-off function between the public busbar and the propelling motor, the daily load and the battery charging circuit is executed.

And the central operation control unit H performs data and information interaction such as power, electric energy and quantity parameters, working conditions and the like with the internal combustion engine power generation module A, the shore power generation module B, the auxiliary clean energy module F, the battery energy storage module D, the motor propulsion module C and the daily load module E through signal control lines, performs logic operation, sends action and operation instructions to each module, and controls the system to operate.

According to the current general efficiency level, the efficiency from an internal combustion engine of a generator to the generator is set to be 98 percent, the total efficiency from the generator to a propeller or a daily load without a lithium battery is 88 percent, the total efficiency from the generator to the propeller or the daily load with the lithium battery is 80 percent, the total efficiency from the lithium battery to the propeller or the daily load with the lithium battery is 88 percent, and the total efficiency from the lithium battery to the propeller or the daily load with the lithium battery is 88 percent; the load rate of the two generators 3 is determined to be 80%; the constant output of the two internal combustion engines 1 is set to P _{For hair 1 Heng} ＝P _{Hair-2 constant} = (220 × 2 × 94% + 19.2)/98%/88%/2 ≈ 251KW for two internal combustion enginesThe unit kWh oil consumption is the lowest at 251KW power constant output, 206kg/kWh, and the rotating speed is constant at 1500rpm; the total capacity of the battery pack 21 is set to 167KWH, the highest remaining capacity is set to 80%, the lowest remaining capacity is set to 20%, and the maximum charge or discharge capacity is about 100KWH; 12 wind power generators and 45M generators are arranged at the top of a deck chamber of a ship ² The photovoltaic electric energy and the wind electric energy enter a common busbar G through a converter to be supplied to a propulsion motor, a load to be used or a battery to be stored, so that the photovoltaic electric energy and the wind electric energy become system auxiliary energy. Setting discharge power P of battery energy storage module _{Battery holder} Constant power value P maximally equal to output of one generator set _{Hair-1 constant} X is 98 percent; the central operation control unit gives the motor propulsion module with propulsion instructions of different forward and backward gears, and the different propulsion instructions correspond to the corresponding propulsion required power P of the propulsion motor _{Propelling by motor} ，P _{Propelling by motor} The minimum is zero KW, and the maximum is 413.6KW.

The hybrid system of the embodiment is applied to a 1800T inland river cargo ship, and has three states of charging, discharging and non-charging and non-discharging, wherein the battery charging state cannot be converted into the discharging state when the battery charging state does not reach the highest residual electric quantity value, and the battery discharging state cannot be converted into the charging state when the battery discharging state does not reach the lowest residual electric quantity value.

The application and operation control method of the hybrid system in the embodiment of the invention in a 1800T inland river cargo ship are divided into three modes of navigation, wharf leaning and anchoring, and specifically the following modes are adopted:

the running control of the sailing mode is as follows:

when the set sails, the battery energy storage module is in a discharge state, and if the central operation control unit H sends a propulsion instruction, the corresponding motor propulsion module is instructed to need power P _{Propelling by motor} =80KW, real-time power demand P of daily load module _{Daily use} Instant supply common bus power P of 8.5KW and auxiliary clean power supply module _{Cleaning of} =5KW; shore power module, internal combustion engine power generation module and battery energy storage module at the momentThe charging circuit is disconnected with the public bus, the discharging circuit of the battery energy storage module and other modules are communicated with the public bus through the power converter, and in the state, P is _{Propulsion by air} +P _{Daily use} -P _{Cleaning of} 80% =80+8.5-5 + 80% =84.5KW is less than maximum effective discharge power 217KW (P) of battery energy storage module _{For hair 1 Heng} X 98% × 88%), the internal combustion engine power generation module is not started, and the battery energy storage module discharges power to supply power to the propulsion motor module and the daily load module, namely P _{Battery holder} ＝(P _{Propelling by motor} +P _{Daily use} -P _Cleaning ) 88 percent of; when the ship is started, the battery energy storage module is in a discharging state, and if the power required by the motor propulsion module corresponding to the propulsion instruction of the central operation control unit H is adjusted to be P _{Propelling by motor} ＝280KW，P _{Propelling by motor} +P _{Daily use} -P _Cleaning 80% =280+8.5-5 + 80% =284.5KW, which is larger than the maximum effective discharge power 217KW (P) of the battery energy storage module _{Hair-1 constant} X 98% x 88%), starting a generator set by the internal combustion engine generating module, and adjusting the discharging power P of the battery energy storage module _{Battery holder} ＝(P _{Propulsion by air} +P _{Sun and moon} -P _{Hair-1 constant} ×98％×88％-P _{Cleaning of} X 80%)/88%, so that one genset internal combustion engine put into operation is always at constant power P _{For hair 1 Heng} And constant speed operation.

When the battery energy storage module discharges to the set lowest residual electric quantity value, the battery energy storage module is switched to a charging state, the discharge circuit of the battery energy storage module is disconnected with the public bus, the charging circuit of the battery energy storage module is communicated with the public bus, and if the central operation control unit H sends a propulsion instruction, the required power P of the motor propulsion module corresponding to the propulsion instruction is provided _{Propulsion by air} =80KW, real-time power demand P of daily load module _{Daily use} Instant supply common bus power P of 8.5KW and auxiliary clean power supply module _Cleaning =5KW; at this time P _{Propelling by motor} +P _{Daily use} -P _Cleaning 80% =80+ 8.5% -5 + 80% =84.5KW less than effective output power 217KW of one generator set (P) _{Hair-1 constant} X 98% x 88%), operating a generator set, and adjusting the charging power P of the battery energy storage module _{Battery charger} ＝(P _{Hair-1 constant} ×98％×88％+P _Cleaning ×80％-P _{Propelling by motor} -P _{Daily use} ) 88%, so that the natural engine of a generator set which is put into operation is always at constant power P _{Hair-1 constant} And running at a constant speed; if the required power of the motor propulsion module corresponding to the propulsion instruction of the central operation control unit H is adjusted to be P _{Propulsion by air} ＝280KW，P _{Propulsion by air} +P _{Daily use} -P _{Cleaning of} 80% =280+8.5-5 + 80% =284.5KW, which is larger than 217KW (P) of effective output power of one generator set _{Hair-1 constant} X 98% x 88%), then two generator sets are operated to adjust the charging power P of the battery energy storage module _{Battery charger} ＝(P _{Hair-1 constant} ×98％×88％+P _{Hair-2 constant} ×98％×88％+P _{Cleaning of} ×80％-P _{Propelling by motor} -P _{Daily use} ) 88%, so that the two generator internal combustion engines which are put into operation always have constant power P _{Hair-1 constant} 、P _{Hair 2 constant} And constant speed operation.

When the battery energy storage module is charged to the set highest residual electric quantity value, the battery energy storage module is switched to a discharging state again, and the process is repeated in cycles. The discharging or charging power of the battery energy storage module always follows P _{Propelling by motor} 、P _{Daily use} 、P _{Cleaning of} And the number of generator sets put into operation.

The operation control by the wharf mode is as follows:

the central operation control unit H enters into a quay mode, assuming that the daily load module requires power P immediately _{Daily use} =4.5KW, auxiliary clean power module instantly supplying power P to common bus _{Cleaning of} =5KW; the internal-combustion engine power generation module, the motor impels the module, battery energy storage module discharge line and the female disconnection of arranging of public, bank electricity module, supplementary clean power module, battery energy storage module charging line, daily load module and public generating line intercommunication, bank electricity module unites supplementary clean power module and charges for battery energy storage module when giving daily module power supply, get into not charging and not discharging state when battery energy storage module charges to the highest surplus electric quantity value of settlement, battery energy storage module charging line and the female disconnection of arranging of public.

The operation control of the mooring ground mode is as follows:

central operation control unit HEntering a mooring mode, disconnecting the motor propulsion module and the shore power module from the common bus, and communicating the auxiliary clean energy module and the daily load module with the common bus; if the daily load module needs power P instantly _{Daily use} =4.5KW, auxiliary clean power module instantly supplies power P to common bus _Cleaning =6KW; i.e. the auxiliary cleaning power supply module supplies the effective power P of the load instantly _{Cleaning of} =6 × 80% =4.8KW greater than P _{Daily use} The charging circuit of the battery energy storage module is communicated with the public bus bar, the discharging circuit of the battery energy storage module is disconnected with the public bus bar, the battery energy storage module is in a charging state, and the auxiliary clean energy module supplies power to the daily load module and charges the battery energy storage module with residual power; if the daily load module needs power P instantly _{Daily use} =4.5KW, auxiliary clean power module instantly supplying power P to common bus _Cleaning =4KW; i.e. the auxiliary cleaning power supply module supplies the effective power P of the load instantly _{Cleaning of} =4 × 80% =3.2KW less than P _{Daily use} The battery energy storage module is in a discharging state, a charging line of the battery energy storage module is disconnected with the public busbar, the discharging line of the battery energy storage module is communicated with the public busbar, the battery energy storage module jointly assists the clean energy module to supply power to the daily load module, when the battery energy storage module discharges to a set lowest residual electric quantity value, a generator set of the internal combustion engine power generation module operates, the battery energy storage module changes to the charging state, the charging power of the battery energy storage module is adjusted, and the internal combustion engine of the generator set is put into use to enable the internal combustion engine of the generator set to be in a P-type (P-type) state _{Hair-1 constant} When the internal combustion engine power generation module and the auxiliary clean energy module supply power to the daily load module, the residual power supplies power to the battery energy storage module, when the battery energy storage module is charged to the set highest residual power value, the internal combustion engine power generation module stops running and is disconnected from the common bus, the battery energy storage module returns to a discharging state and is combined with the auxiliary clean energy module to supply power to the daily load module, and the process is repeated.

The energy consumption of the hybrid system applied to the 1800T inland river ship is calculated as follows:

energy consumption of the whole year navigation state:

a. energy consumption requirement of the whole year navigation state: (51.7 + 8.5). Times.2520. 151704KWH;

b. the shore power is used when sailing is taken away by leaning against the wharf for 48 times all the year: 48 × 100=4800kwh;

c. electric energy provided by photovoltaic during annual navigation: 45X 1X 365X (2520/24/365) ≈ 4725KWH;

d. electric energy provided by wind power during navigation throughout the year:

12×0.4×24×120×(2520/24/365)≈3976KWH；

e. the electric energy that needs internal-combustion engine generating set to provide during navigation throughout the year:

e＝a-b×80％-c×80％-d×80％＝151740-4800×80％-4725×80％-3976×80％≈140939KWH；

therefore, the generator set always operates at the minimum oil consumption of 206kg/KWH, the power supplied by the generator set can be directly supplied to the propeller in about 20% of the sailing state, about 80% of the power is supplied to the propeller after being stored by the battery, and the fuel consumed by the internal combustion engine of the generator set during the sailing all year around is as follows:

(140939×20％/88％+140939×80％/80％)×206×10 ^-6 ≈35.6T

the energy consumption of the all-year navigation state is 35.6T fuel oil plus 4800KWH shore power.

Energy consumption at the wharf state all year round:

a. energy consumption requirement in a wharf leaning state all year round: 4.5 × 1152=5184kwh;

b. the electric energy that the photovoltaic provided when leaning on the pier: 45X 1X 365X (1152/24/365) ≈ 2160KWH;

c. electric energy provided by wind power when leaning against a wharf:

12×0.4×24×120×(1152/24/365)≈1818KWH；

d. electric energy provided by shore power when leaning against a wharf:

d＝(a-b×80％-c×80％)/80％＝(5184-2160×80％-1818×80％)/80％＝2502KWH；

the energy consumption of the all-year-round wharf state is 2502KWH shore power.

Energy consumption in the anchoring state of the whole year:

a. energy consumption requirement of the whole annual mooring ground state: 4.5 × 4968=22356kwh;

b. electric energy provided by photovoltaic when anchoring all year round: 45X 1X 365X (4968/24/365) ≈ 9315KWH;

c. electric energy provided by wind power when anchoring the ground all year round:

12×0.4×24×120×(4968/24/365)≈7839KWH；

d. the electric energy provided by the internal combustion engine generator set is needed when the ground is moored all the year round:

d＝a-b×80％-c×80％＝22356-9315×80％-7839×80％≈8633KWH；

therefore, the generator set always runs at the lowest oil consumption of 206kg/KWH, the power supplied by the generator set can be directly supplied to the daily load by about 10 percent in the anchoring ground state, and about 90 percent of the power is supplied to the daily load after being stored by the battery, so that the fuel consumed by the internal combustion engine of the generator set in the anchoring ground all year round is as follows:

(8633×10％/88％+8633×90％/80％)×206×10 ^-6 ≈2.2T

the energy consumption of the annual mooring state is 2.2T.

From the statistics, the hybrid system provided by the embodiment of the invention is applied to the annual total energy consumption of the cargo ship in the 1800T inland river: 37.8T fuel oil and 7302KWH shore power.

The annual energy consumption contrast of the hybrid power system and the traditional main engine propulsion system is as follows:

from the above table, it can be seen that the hybrid system of the present embodiment can save energy consumption cost by 43.68% when applied to a 1800T inland river cargo ship compared with the conventional main engine propulsion system.

In conclusion, the invention realizes the collection and distribution of the common busbars, and adjusts the charging or discharging power of the battery energy storage module according to the change of the power required by the motor propulsion module and the daily load module, so that each generator set outputs constant power when the internal combustion engine power generation module operates, and the rotating speed is a constant value, thereby ensuring that each internal combustion engine driving each generator always operates at the constant output power and the constant operating rotating speed of the lowest value of the theoretical minimum unit output power oil consumption; meanwhile, the power generated by the internal combustion engine power generation module is fully utilized by the storage of electric energy by the battery energy storage module. Photovoltaic electric energy and wind power electric energy are added into the system, and the energy-saving effect is further improved.

The system has remarkable energy-saving effect aiming at the characteristics of navigation working conditions that the propulsion power of inland ships changes frequently and the actual average use propulsion power is far smaller than the total loading power of a whole ship, and the larger the change amplitude of the propulsion power of the ship is, the higher the change frequency is, the larger the difference between the actual average use power and the total loading power is, and the better the energy-saving effect is.

The system is open and can be upgraded iteratively, and the system is provided with a standby battery pack interface and the arrangement position of the standby battery pack on the real ship; the system is under the not enough condition of battery energy density in present stage, with the diesel-electric energy as the main, and bank electricity energy, clean energy are supplementary, along with the improvement of battery energy density in the future, increase from the electric quantity that pier bank electricity was taken away when starting to navigate, gradually transition to and use the bank electricity energy, clean as the main, the diesel-electric energy is supplementary, and the bank electricity can satisfy full voyage electric energy demand until pier one time charging, finally realizes pure electric propulsion.

Claims

1. A mixed power system of inland river ships comprises an internal combustion engine power generation module (A), a shore power module (B), a motor propulsion module (C), a battery energy storage module (D), a daily load module (E) and a common bus bar (G); the method is characterized in that: the hybrid power system further comprises a central operation control unit (H) and an auxiliary clean energy module (F); internal-combustion engine power generation module (A), bank electricity module (B), motor propulsion module (C), battery energy storage module (D), daily load module (E), supplementary clean energy module (F) all through the power converter with public female arranging (G) forms the circular telegram and connects, central authorities' operation control unit (H) pass through the signal control line respectively with internal-combustion engine power generation module (A), bank electricity module (B), motor propulsion module (C), battery energy storage module (D), daily load module (E), supplementary clean energy module (F) form the control connection.

2. A inland vessel hybrid system according to claim 1, characterized in that: the auxiliary cleaning power supply module (F) is composed of a photovoltaic cell panel (6) and a wind driven generator (4), the photovoltaic cell panel (6) and the wind driven generator (4) are arranged at the top of the ship deck chamber and are respectively connected with the public busbar (G) through a photovoltaic power converter (7) and a wind power converter (5).

3. A inland vessel hybrid system according to claim 1, characterized in that: and a standby battery pack interface and a standby battery pack (19) are arranged in the battery energy storage module (D).

4. A method for controlling the operation of a hybrid power system of an inland ship, which is characterized in that the method for controlling the operation of the hybrid power system of the inland ship according to any one of claims 1 to 3 comprises the following steps:

setting system operation conditions: the battery energy storage module (D) is set in three states of charging, discharging and non-charging and non-discharging; setting the highest residual electric quantity value and the lowest residual electric quantity value of a battery energy storage module (D), wherein the battery energy storage module does not enter a discharging state when the highest residual electric quantity value is not reached in the charging process of the battery, and does not enter the charging state when the lowest residual electric quantity value is not reached in the discharging process of the battery; the output constant power of two internal combustion engines in the internal combustion engine power generation module (A) is P _{Hair-1 constant} And P _{Hair-2 constant} The internal combustion engine of the generator set is at a set constant power P _{Hair-1 constant} And P _{Hair-2 constant} When the motor runs at a constant speed, the unit output power oil consumption is minimum, and meanwhile, the sum of the power output by the internal combustion engine generator set is more than or equal to the sum of the maximum required power of the motor propulsion module and the daily load module; the central operation control unit gives forward/backward propulsion instructions of different gears corresponding to different propulsion power requirements P of the propulsion motor _{Propelling by motor} ；

(1) Navigation mode operation control method

The central operation control unit (H) sends a propulsion instruction and obtains the required power P of the motor propulsion module (C) corresponding to the propulsion instruction _{Propulsion by air} Obtaining the instantaneous demand power P of the daily load module (E) _{Daily use} And an auxiliary cleaning power supply module (F) for supplying power P to the common busbar immediately _Cleaning (ii) a Battery energy storage module during starting up and navigatingThe block (D) is set to be in a discharging state, at the moment, a charging circuit of the shore power module (B), the internal combustion engine power generation module (A) and the battery energy storage module (D) is disconnected with the public busbar (G), a discharging circuit of the battery energy storage module (D) and other modules are communicated with the public busbar (G) through a power converter, and when P is detected, the charging circuit of the shore power module (B), the internal combustion engine power generation module (A) and the battery energy storage module (D) is set to be in a discharging state _{Propulsion by air} +P _{Daily use} -P _{Cleaning of} The power generation module (A) of the internal combustion engine is not started and discharges power to supply power to the propulsion motor module (C) and the daily load module (E) by the battery energy storage module (D), namely P _{Battery holder} =P _{Propulsion by air} +P _{Daily use} -P _{Cleaning of} When P is _{Propelling by motor} +P _{Daily use} -P _Cleaning The maximum discharge power of the battery energy storage module (D) is greater, a generator set in the internal combustion engine power generation module (A) is started, and the discharge power P of the battery energy storage module (D) is adjusted at the moment _{Battery holder} =P _{Propulsion by air} +P _{Sun and moon} -P _{Hair-1 constant} -P _Cleaning So that a generator set put into operation is always at constant power P _{For hair 1 Heng} The generator set runs at a constant speed, so that the output power and the rotating speed of the internal combustion engine of the generator set are constant; when the battery energy storage module (D) discharges to the set lowest residual electric quantity value, the battery energy storage module (D) is switched into a charging state, a discharging circuit of the battery energy storage module (D) is disconnected with the public busbar (G), a charging circuit of the battery energy storage module (D) is communicated with the public busbar (G), and at the moment, if P is detected _{Propelling by motor} +P _{Daily use} -P _{Cleaning of} < one generator constant power P _{Hair-1 constant} Then, a generator set is operated to adjust the charging power P of the battery energy storage module (D) _{Battery charger} =P _{For hair 1 Heng} +P _{Cleaning of} -P _{Propulsion by air} -P _{Daily use} So that a generator set put into operation is always at constant power P _{Hair-1 constant} The generator set runs at a constant speed, so that the output power and the rotating speed of the internal combustion engine of the generator set are constant; at this time, if P _{Propulsion by air} +P _{Daily use} -P _{Cleaning of} Constant power P of more than one generator _{For hair 1 Heng} Then, the second generator set is operated at the same time to adjust the charging power P of the battery energy storage module _{Battery charger} =P _{Hair-1 constant} +P _{Hair-2 constant} +P _Cleaning -P _{Propulsion by air} -P _{Daily use} So that the two generator sets which are put into operation are always at constant power P _{Hair-1 constant} 、P _{Hair-2 constant} The generator set runs at a constant speed, so that the output power and the rotating speed of the internal combustion engine of the generator set are constant; when the battery energy storage module (D) is charged to the set highest residual electric quantity value, the battery energy storage module (D) is switched into a discharging state again, and the steps are repeated; the discharging or charging power of the battery energy storage module (D) always follows P _{Propulsion by air} 、P _{Daily use} 、P _Cleaning And the number of generator sets put into operation varies;

(2) Wharf-dependent mode operation control method

The central operation control unit (H) obtains the instant demand power P of the daily load module (E) _{Daily use} The auxiliary cleaning power supply module (F) supplies power P to the public busbar in real time _Cleaning (ii) a The system comprises an internal combustion engine power generation module (A), a motor propulsion module (C), a discharge circuit of a battery energy storage module (D) and a common bus (G) are disconnected, a bank power module (B), an auxiliary cleaning power module (F), a charge circuit of the battery energy storage module (D), a daily load module (E) and the common bus (G) are communicated, the bank power module (B) jointly assists the cleaning power module (F) to supply power to the daily load module (E) and simultaneously charge the battery energy storage module (D), when the battery energy storage module (D) is charged to a set highest residual electric quantity value, the battery energy storage module (D) enters a non-charging and non-discharging state, and the charge circuit of the battery energy storage module (D) and the common bus (G) are disconnected;

(3) Mooring ground mode operation control method

The central operation control unit (H) obtains the instant demand power P of the daily load module (E) _{Daily use} The auxiliary cleaning power supply module (F) supplies power P to the public busbar in real time _Cleaning (ii) a The motor propulsion module (C) and the shore power module (B) are disconnected with the common busbar (G); the auxiliary clean energy module (F) and the daily load module (E) are communicated with the common busbar (G); when P is _{Cleaning of} ＞P _{Daily use} The charging circuit of the battery energy storage module (D) is communicated with the public busbar (G), the discharging circuit of the battery energy storage module (D) is disconnected with the public busbar (G), the battery energy storage module (D) is in a charging state, the auxiliary clean energy module (F) supplies power for the daily load module (E), and the residual power is charged for the battery energy storage module (D)(ii) a When P is _Cleaning ＜P _{Daily use} The battery energy storage module (D) is in a discharging state, a charging line of the battery energy storage module (D) is disconnected with a public bus bar (G), the discharging line of the battery energy storage module (D) is communicated with the public bus bar (G), the battery energy storage module (D) jointly assists the clean energy module (F) to supply power to the daily load module (E), when the battery energy storage module (D) discharges to a set lowest residual electric quantity value, a generator set in the internal combustion engine power generation module (A) operates, the battery energy storage module (D) is switched to a charging state, and the charging power P of the battery energy storage module (D) is adjusted _{Battery charger} =P _{Hair-1 constant} -P _{Daily use} The internal combustion engine power generation module (A) and the auxiliary clean energy module (F) are combined to supply power for the daily load module (E), and the residual power is used for charging the battery energy storage module (D) and ensuring that the power output by the internal combustion engine of the generator set is constant at P _{Hair-1 constant} And the rotating speed is a constant value, when the battery energy storage module (D) is charged to a set highest residual electric quantity value, the generator set of the internal combustion engine power generation module (A) stops running and is disconnected with the public busbar (G), the battery energy storage module (D) returns to a discharging state and is combined with the auxiliary clean energy module (F) to supply power to the daily load module (E), and the process is repeated.

5. The operation control method of the inland vessel hybrid power system according to claim 4, characterized in that: the number of the generator sets in the internal combustion engine power generation module (A) can be single or multiple, and the output constant power values of each generator set are not required to be equal; the maximum discharge power of the battery energy storage module is larger than or equal to the minimum constant power output in a generator set matched with the internal combustion engine power generation module.

6. The operation control method of the inland vessel hybrid power system according to claim 4, characterized in that: in the motor propulsion module (C), a propulsion motor (14) is directly in driving connection with the propeller (12) or is in driving connection with the propeller (12) through reduction of a gear box.