CN117446140A - Ship hybrid power system, control method, equipment and medium thereof - Google Patents
Ship hybrid power system, control method, equipment and medium thereof Download PDFInfo
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- CN117446140A CN117446140A CN202311542492.2A CN202311542492A CN117446140A CN 117446140 A CN117446140 A CN 117446140A CN 202311542492 A CN202311542492 A CN 202311542492A CN 117446140 A CN117446140 A CN 117446140A
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- speed reducer
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- 238000000034 method Methods 0.000 title claims abstract description 24
- 239000000446 fuel Substances 0.000 claims abstract description 100
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 37
- 230000005540 biological transmission Effects 0.000 claims abstract description 30
- 230000005611 electricity Effects 0.000 claims abstract description 10
- 238000004590 computer program Methods 0.000 claims description 12
- 230000004044 response Effects 0.000 claims description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 abstract description 7
- 229910052799 carbon Inorganic materials 0.000 abstract description 7
- 230000007613 environmental effect Effects 0.000 abstract description 6
- 230000000694 effects Effects 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 6
- 239000003949 liquefied natural gas Substances 0.000 description 5
- 239000002828 fuel tank Substances 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 230000004048 modification Effects 0.000 description 4
- 239000002699 waste material Substances 0.000 description 4
- 238000004891 communication Methods 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- 230000006870 function Effects 0.000 description 3
- 238000011084 recovery Methods 0.000 description 3
- 239000013589 supplement Substances 0.000 description 3
- 230000001502 supplementing effect Effects 0.000 description 3
- 230000004075 alteration Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000006855 networking Effects 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 206010033799 Paralysis Diseases 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000005057 refrigeration Methods 0.000 description 1
Classifications
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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
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
-
- 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
- B63H2021/205—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 the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
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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
- B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
- B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
Abstract
The invention discloses a ship hybrid power system and a control method, equipment and medium thereof, wherein the ship hybrid power system comprises: the propeller, the transmission shaft, the speed reducer and the fuel host are connected in sequence; the speed reducer is connected with a power shaft of a shaft generator, and a wiring end of the shaft generator is connected with an inboard power grid; the fuel host is powered by clean energy; the fuel host drives the speed reducer to drive the transmission shaft to enable the propeller to rotate; the speed reducer transmits redundant energy of the fuel host to the shaft generator to generate electricity and outputs the electricity to the power grid in the ship; when the output power of the fuel host is smaller than the propelling power of the ship, the power grid in the ship supplies power to the shaft generator, and the shaft generator and the fuel host jointly drive the speed reducer to drive the transmission shaft to enable the propeller to rotate. The effect of reducing carbon emission is achieved, the environmental protection is improved, and the ship power system can continuously and efficiently run.
Description
Technical Field
The invention relates to the technical field of ships, in particular to a ship hybrid power system, and a control method, equipment and medium thereof.
Background
The vessel power system is the core of the vessel and is responsible for providing the required power to the vessel to support the vessel's voyage, operation and use of various equipment. The traditional ship power system mainly adopts a fuel host as a power source, and drives the ship to advance through the operation of the fuel host.
However, with increasing awareness of environmental protection, attention is being paid to environmental protection performance of a ship power system. The 2050 carbon emission reduction target formulated by the International Maritime Organization (IMO) promotes the global shipping industry to pay attention to environmental protection. In this context, environmental pollution and high energy consumption problems caused by emissions of conventional fuel powered systems are increasingly regarded as key factors restricting sustainable development of the marine industry. In order to solve this problem, there is an urgent need for an environmentally friendly, efficient and economical ship power system.
Disclosure of Invention
The embodiment of the invention solves the technical problems of high carbon emission and high energy consumption of the ship power system in the prior art by providing the ship hybrid power system, the control method, the control equipment and the control medium thereof, and improves the environmental protection and the economical efficiency of the ship power system.
In order to solve the technical problems, the invention provides the following technical scheme:
in a first aspect, the present invention discloses a marine hybrid system comprising:
the propeller, the transmission shaft, the speed reducer and the fuel host are connected in sequence; the speed reducer is connected with a power shaft of a shaft generator, and a wiring end of the shaft generator is connected with an inboard power grid; the fuel host is powered by clean energy;
the fuel host drives a speed reducer to drive the transmission shaft to rotate the propeller;
the speed reducer transmits redundant energy of the fuel host to the shaft generator to generate electricity and outputs the electricity to the shipboard power grid;
when the output power of the fuel host is smaller than the propelling power of the ship, the power grid in the ship supplies power to the shaft generator, and the shaft generator and the fuel host jointly drive the speed reducer to drive the transmission shaft to enable the propeller to rotate.
Optionally, the in-ship power grid includes:
the power supply device comprises a frequency converter, an in-ship battery and a power distribution board, wherein the in-ship battery and the power distribution board are respectively connected with the frequency converter, and the power distribution board is connected with a fuel generator;
the distribution board controls the output electric quantity of the fuel generator and outputs the electric quantity to the in-ship battery or the shaft generator through the frequency converter;
the in-ship battery stores electric power from the inverter or transmits electric power to the shaft generator through the inverter.
Optionally, the plurality of fuel generators are connected with the distribution board respectively.
Optionally, the power distribution board is further connected to a power consumer on the ship, and the power distribution board distributes power to the corresponding power consumer.
Optionally, the system further includes:
an external interface connected with the frequency converter; the external interface is connected with an onshore power supply for charging the shipboard battery.
In a second aspect, the invention discloses a ship hybrid control method, comprising: the power system of the first aspect, the method further comprising:
detecting the running state of the fuel host in real time;
when the output power of the fuel host is equal to the propulsion power of the ship, the speed reducer is controlled to drive the transmission shaft to drive the propeller to rotate;
when the output power of the fuel host is larger than the propelling power of the ship, the speed reducer is controlled to drive the transmission shaft and the shaft generator simultaneously; the shaft generator transmits the generated electric quantity to the shipboard power grid;
when the output power of the fuel host is smaller than the propelling power of the ship, the power grid in the ship is controlled to transmit power to the shaft generator, and the shaft generator and the fuel host jointly drive the speed reducer to drive the transmission shaft so that the propeller rotates according to the propelling power of the ship.
Optionally, the method further comprises:
separating the fuel host from the retarder in response to a fault signal of the fuel host;
and controlling the power grid in the ship to transmit power to the shaft generator, and driving the speed reducer to drive the transmission shaft by the shaft generator so as to enable the propeller to rotate according to the ship propelling power.
Optionally, the method further comprises:
when the external interface of the ship is connected with the shore power supply, the shaft generator is turned off, so that the shore power supply charges the battery in the ship through the frequency converter.
In a third aspect, the present invention discloses an electronic device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor implements steps corresponding to the method according to the first aspect when executing the computer program.
In a fourth aspect, the present invention discloses a computer readable storage medium, on which a computer program is stored, which program, when being executed by a processor, carries out the steps corresponding to the method according to the first aspect.
One or more technical schemes provided by the invention have at least the following technical effects or advantages:
according to the technical scheme, clean energy is utilized to supply energy to the fuel host, and carbon emission of the fuel host is reduced. Meanwhile, redundant energy output by the fuel host is recovered by the shaft generator and stored in an in-ship power grid for other equipment, so that the energy utilization rate is improved, the energy waste is reduced, and the environmental protection performance is improved. In addition, when the output power of the fuel host is smaller than the propelling power of the ship, the power grid in the ship is utilized to supply power to the shaft generator, and the shaft generator and the fuel host drive the speed reducer together to drive the transmission shaft to enable the propeller to rotate, so that the energy of the ship power system is supplemented, and the ship power system can continuously and efficiently run.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a marine hybrid power system provided by the invention;
FIG. 2 is a flow chart of a method for controlling marine hybrid power provided by the invention;
fig. 3 is a schematic structural diagram of an electronic device according to the present invention.
Reference numerals: 1. a fuel host; 2. a speed reducer; 3. a transmission shaft; 4. a propeller; 5. a shaft generator; 6. a frequency converter; 7. a power distribution board; 8. a fuel generator; 9. an in-ship battery; 10. an onshore power supply.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. The components of the embodiments of the present invention 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 invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
In the description of the present invention, it should also be noted that, unless explicitly specified and limited otherwise, the term "connected" should be construed broadly, and may be a fixed connection, a removable connection, or an integral connection, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art. Furthermore, the terms "first," "second," "third," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.
It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solutions of the present application, and not limited to the technical solutions of the present application, and the technical features in the embodiments and the embodiments of the present application may be combined with each other without conflict.
The technical scheme of the embodiment of the invention aims to solve the technical problems, and the overall thought is as follows:
the clean energy is utilized to supply energy to the fuel host 1, so that the carbon emission of the fuel host 1 is reduced. The shaft generator 5 is arranged to recover and store the redundant energy output by the fuel host 1 to an inboard power grid for other equipment. In addition, when the output power of the fuel main machine 1 is smaller than the propelling power of the ship, the power supply of the power grid in the ship is utilized to supply power to the shaft generator, so that the shaft generator and the fuel main machine 1 jointly drive the speed reducer 2 to drive the transmission shaft 3 to rotate the propeller 4.
Example 1:
in an embodiment of the present invention, there is provided a marine hybrid system as shown in fig. 1, the system including:
the propeller 4, the transmission shaft 3, the speed reducer 2 and the fuel host 1 are connected in sequence. Wherein the propeller 4 is provided at the tail of the ship, and generates thrust by using the rotating blades to propel the ship forward. The fuel host 1 is powered by clean energy source, which can be liquefied natural gas (LNG fuel for short), so as to reduce carbon emission. The speed reducer 2 is used to regulate the rotational speed and torque. The drive shaft 3 is used for transmitting power to the propeller 4.
The fuel host 1 drives the speed reducer 2 to drive the transmission shaft 3 to enable the propeller 4 to rotate; the speed reducer 2 is connected with a power shaft of a shaft generator 5, and a wiring end of the shaft generator 5 is connected with an inboard power grid. When the output energy of the fuel main engine 1 is larger than the energy required by ship propulsion, the redundant energy of the fuel main engine 1 is transmitted to the shaft generator 5 by the speed reducer 2 to generate electricity and is output to an inboard power grid; therefore, the electric power is supplied to the power grid, energy waste is avoided, and economical efficiency is improved. When the output power of the fuel main engine 1 is smaller than the propelling power of the ship, the power grid in the ship supplies power to the shaft generator, and the shaft generator and the fuel main engine 1 jointly drive the speed reducer 2 to drive the transmission shaft 3 to enable the propeller 4 to rotate. The electric quantity recovered by the power grid in the ship or the electric quantity originally stored by the power grid in the ship is used for supplementing energy to the power system, so that the power system continuously and efficiently advances with the power required by ship propulsion.
Further, the in-ship power grid includes: the power distribution system comprises a frequency converter 6, an in-ship battery 9 and a power distribution board 7 which are respectively connected with the frequency converter 6, wherein the power distribution board 7 is connected with a fuel generator 8; the distribution board 7 controls the output electric quantity of the fuel generator 8 and outputs the electric quantity to the in-ship battery 9 or the shaft generator 5 through the frequency converter 6; the in-ship battery 9 stores electric power from the inverter 6 or transmits electric power to the shaft generator 5 through the inverter 6.
It should be noted that, the frequency converter 6 is provided to precisely regulate the speed of the shaft generator 5. When the output power of the fuel host 1 can not meet the requirement of a power system, the energy shortage can be accurately supplemented, and the energy waste caused by excessive supplement or the power shortage caused by insufficient supplement can be avoided. The existing frequency converter 6 also has a networking function, and can be directly connected with a public network or an internal networking, so that remote control or monitoring of the frequency converter 6 is realized. In addition, the frequency converter 6 also has overcurrent, overload, overvoltage and other protection functions, so that the motor can be protected in all directions. The in-ship battery 9 is used for storing electric energy, and outputs electric power to the shaft generator 5 when the output power of the fuel main machine 1 does not meet the requirement of a power system.
And the distribution board 7 and the fuel generator 8 are mainly used for supplementing the power without redundant energy recovery and under the condition that the total power in the power grid is lower than a certain threshold value. The threshold may be set based on a duration of continued use of the electrical energy to avoid battery power exhaustion affecting the power system and other powered devices of the watercraft.
Further, a plurality of fuel generators 8 are provided, and each of the plurality of fuel generators 8 is connected to the power distribution board 7.
It should be noted that, because the ship requires a large amount of electricity to support various devices and systems such as a ship power system, navigation, communication, lighting, air conditioning, refrigeration, etc., during sailing, these electric appliances are connected to the distribution board 7. If only one generator is provided, once the generator fails, the whole power system is paralyzed, and the ship running and the normal operation of each work are affected. Therefore, a plurality of generators are arranged, when one generator fails, the standby generator can be started immediately, and the continuity and reliability of power supply are ensured. In addition, the demand for power is different due to various devices on the vessel. For example, propulsion systems for vessels require greater power support, while communication, navigation, etc. systems require less power supply. Therefore, the plurality of generators can generate electricity according to the required electric quantity, so that the electric power requirements of different equipment are met, and the efficient utilization of energy sources by ships is ensured. The fuel generator 8 is powered by a clean energy source, for example liquefied natural gas.
Further, the power system further includes: an external interface connected to the frequency converter 6; the external interface is connected to an onshore power supply 10 for charging the in-ship battery 9.
It should be noted that the on-shore power supply 10 is typically provided by a local power system. These systems typically consist of large power plants, transmission lines and distribution networks, which can provide a continuous, stable supply of electricity. In contrast, the power generation system of the ship itself may be affected by various factors, such as the reliability of equipment, the operating state of the ship, etc., which may affect the stability and reliability of the ship's power system. Thus, when the ship is berthed on shore, an external interface is provided intended to be connected to an onshore power supply 10, with the onshore power supply 10 being used to charge the in-ship battery 9.
In the embodiment of the invention, two green energy sources of LNG fuel and a storage battery are combined, and redundant energy is recovered by utilizing the shaft generator 5 and stored in the in-ship battery 9 when the fuel host 1 works normally. When the power of the fuel main engine 1 can not meet the propelling power of the ship, the power system is supplemented with kinetic energy by driving the shaft of the power generator 5 through the internal battery 9 or the fuel power generator 8. Thereby reducing carbon emission, improving the utilization rate of energy and improving the economical efficiency. In addition, the shaft generator 5 can recover redundant energy, so that the design redundancy of power in the power system can be increased and the fault tolerance of the power design can be improved when the power system is designed.
Example 2:
in an embodiment of the present invention, there is provided a ship hybrid control method as shown in fig. 2, including steps S101 to S103:
step S101, detecting the operation state of the fuel host 1 in real time; the detection of the operating state is mainly the detection of the output power of the fuel host 1 and the safety index. Taking the output power as an example, the rotational speed and torque of the output shaft of the fuel host 1, etc. can be detected.
Step S102, when the output power of the fuel host 1 is equal to the ship propulsion power, the speed reducer 2 is controlled to drive the transmission shaft 3 to drive the propeller 4 to rotate; in this case, the output power of the fuel host 1 just meets the propulsion power of the ship, and no surplus energy is used for recovery, so the speed reducer 2 only needs to drive the transmission shaft 3 to drive the propeller 4 to rotate, so that the ship runs.
Step S103, when the output power of the fuel host 1 is larger than the propelling power of the ship, controlling the speed reducer 2 to simultaneously drive the transmission shaft 3 and the shaft generator 5; the shaft generator 5 is used for transmitting the generated electric quantity to an inboard power grid; in this case, the power output by the fuel host 1 is obviously redundant energy, and in order to avoid waste, kinetic energy is converted into electric energy by the shaft generator 5 and stored in the shipboard power grid for other equipment to use or for the subsequent energy supplementing of the power system.
And step S104, when the output power of the fuel host 1 is smaller than the ship propulsion power, controlling the power grid in the ship to transmit power to the shaft generator 5, and jointly driving the speed reducer 2 by the shaft generator 5 and the fuel host 1 to drive the transmission shaft 3 so as to enable the propeller 4 to rotate according to the ship propulsion power. In this case, the reason why the output of the fuel host 1 is insufficient is variously described, and it may be that the fuel is insufficient or other reasons. Therefore, in order to enable the ship to travel according to the power required by ship propulsion, the electric energy of an internal power grid is converted into kinetic energy by utilizing the shaft generator 5, and the transmission shaft 3 is driven together with the fuel host 1, so that the efficient travel of the ship is ensured.
Further, if the fuel host 1 fails during the navigation of the ship, the fuel host 1 needs to be shut down for maintenance. However, in order not to affect the continued sailing of the ship, the present embodiment adopts the shaft generator 5 to drive and increase the power. For fault detection of the fuel host 1, the liquid level in the fuel tank can be monitored in real time through a liquid level meter, so that the fuel tank is ensured to always hold enough liquefied natural gas; monitoring the pressure in the fuel tank through a pressure gauge, and keeping the pressure in a normal range; the temperature in the fuel tank is monitored by a thermometer, and the temperature is kept in a normal range, and so on. Because of the many safety indexes of the ship, the safety indexes are not described in detail herein.
When the fuel host 1 fails, the fuel host 1 and the decelerator 2 are separated in response to a failure signal of the fuel host 1; since the fuel host 1 is connected with the decelerator 2, even if the fuel host 1 stops running, the decelerator 2 still keeps rotating under the drive of the shaft generator 5, so that the fuel host 1 and the decelerator 2 are separated, the idling of the output shaft of the fuel host 1 can be avoided, and the internal parts of the fuel host 1 are protected. Then, the power grid in the ship is controlled to transmit power to the shaft generator 5, and the shaft generator 5 drives the speed reducer 2 to drive the transmission shaft 3 so that the propeller 4 rotates according to the ship propelling power.
Further, the method further comprises the steps of: when the external interface of the ship is connected with the shore power supply 10, the shaft generator 5 is turned off, so that the shore power supply 10 charges the in-ship battery 9 through the frequency converter 6.
It should be noted that, when the ship is berthed, the power system is not needed, so the shaft generator 5 needs to be disconnected to avoid damage caused by sudden movement when the ship is berthed. Wherein the shaft generator 5 is disconnected, and a switch or relay can be independently arranged to control the power on or off of the shaft generator 5.
In the embodiment of the invention, the output energy redundancy or insufficiency of the fuel host 1 is judged by utilizing different running states of the fuel host 1. When the fuel host 1 outputs energy redundancy, the control power grid utilizes the shaft generator 5 to complete recovery of redundant electric quantity. When the output energy of the fuel main engine 1 is insufficient, the power grid is controlled to supplement energy to the power system by utilizing the shaft generator 5, so that the utilization rate of the energy is improved, and the ship power system is operated efficiently.
Based on the same inventive concept, an embodiment of the present invention provides an electronic device, as shown in fig. 3, including: the system comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor realizes a ship hybrid power control method when executing the computer program.
Based on the same inventive concept, the present embodiment provides a computer-readable storage medium having a computer program stored thereon, characterized in that the program when executed by a processor implements a ship hybrid control method.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the invention.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit or scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
Claims (10)
1. A marine hybrid system, the system comprising:
the propeller, the transmission shaft, the speed reducer and the fuel host are connected in sequence; the speed reducer is connected with a power shaft of a shaft generator, and a wiring end of the shaft generator is connected with an inboard power grid; the fuel host is powered by clean energy;
the fuel host drives the speed reducer to drive the transmission shaft to enable the propeller to rotate;
the speed reducer transmits redundant energy of the fuel host to a shaft generator to generate electricity and outputs the electricity to the shipboard power grid;
when the output power of the fuel host is smaller than the propelling power of the ship, the power grid in the ship supplies power to the shaft generator, and the shaft generator and the fuel host jointly drive the speed reducer to drive the transmission shaft to enable the propeller to rotate.
2. The power system of claim 1, wherein the inboard electrical grid comprises:
the power supply device comprises a frequency converter, an in-ship battery and a power distribution board, wherein the in-ship battery and the power distribution board are respectively connected with the frequency converter, and the power distribution board is connected with a fuel generator;
the distribution board controls the output electric quantity of the fuel generator and outputs the electric quantity to the in-ship battery or the shaft generator through the frequency converter;
the in-ship battery stores electric power from the frequency converter or transmits electric power to the shaft generator through the frequency converter.
3. The power system of claim 2, wherein the plurality of fuel generators are each connected to a power distribution board.
4. The power system of claim 2, wherein the power panel is further connected to electrical appliances on the vessel, the power panel distributing power to the corresponding electrical appliances.
5. The power system of any one of claims 2-4, wherein the system further comprises:
an external interface connected with the frequency converter; the external interface is connected with an onshore power supply for charging the in-ship battery.
6. A ship hybrid control method including the ship hybrid system according to any one of claims 1 to 5, characterized by comprising:
detecting the running state of the fuel host in real time;
when the output power of the fuel host is equal to the propulsion power of the ship, the speed reducer is controlled to drive the transmission shaft to drive the propeller to rotate;
when the output power of the fuel host is larger than the propelling power of the ship, the speed reducer is controlled to drive the transmission shaft and the shaft generator simultaneously; the shaft generator is used for transmitting the generated electric quantity to the shipboard power grid;
when the output power of the fuel host is smaller than the propelling power of the ship, the power grid in the ship is controlled to transmit power to the shaft generator, and the shaft generator and the fuel host jointly drive the speed reducer to drive the transmission shaft so that the propeller rotates according to the propelling power of the ship.
7. The method of claim 6, wherein the method further comprises:
separating the fuel host and the retarder in response to a fault signal of the fuel host;
and controlling the power grid in the ship to transmit power to the shaft generator, and driving the speed reducer to drive the transmission shaft by the shaft generator so as to enable the propeller to rotate according to the ship propulsion power.
8. The method of claim 6, wherein the method further comprises:
and when the external interface of the ship is connected with an onshore power supply, the shaft generator is turned off, so that the onshore power supply charges the battery in the ship through the frequency converter.
9. An electronic device, the electronic device comprising: memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the method steps of any one of claims 6 to 8 when the computer program is executed.
10. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, carries out the steps corresponding to the method according to any one of claims 6-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311542492.2A CN117446140A (en) | 2023-11-20 | 2023-11-20 | Ship hybrid power system, control method, equipment and medium thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311542492.2A CN117446140A (en) | 2023-11-20 | 2023-11-20 | Ship hybrid power system, control method, equipment and medium thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117446140A true CN117446140A (en) | 2024-01-26 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311542492.2A Pending CN117446140A (en) | 2023-11-20 | 2023-11-20 | Ship hybrid power system, control method, equipment and medium thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117446140A (en) |
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2023
- 2023-11-20 CN CN202311542492.2A patent/CN117446140A/en active Pending
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