CN118163925A - Zero-carbon multi-mode ship power control system and method - Google Patents
Zero-carbon multi-mode ship power control system and method Download PDFInfo
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- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims description 93
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The invention discloses a zero-carbon multi-mode ship power control system and a method, which belong to the technical field of zero-carbon power systems and comprise the following steps: setting a sailing speed threshold value, a power battery SOC threshold value and a required torque threshold value, and simultaneously acquiring a motor peak torque and an engine output torque; judging the ship sailing state, wherein the ship sailing state comprises a low-speed sailing state and a high-speed sailing state; acquiring a real-time power battery SOC and comparing the real-time power battery SOC with a power battery SOC threshold value to generate a battery SOC comparison result; comparing the sailing required torque with the peak motor torque, the optimal output torque of the engine and the required torque low threshold value to generate a torque comparison result; and performing mode switching based on the ship navigation state, the battery SOC comparison result and the torque comparison result. The invention designs a proper control strategy according to parameters such as navigation speed, power battery SOC, required torque and the like. Ten working modes are realized to meet the requirements of different complex working conditions in the sailing process.
Description
Technical Field
The invention belongs to the technical field of zero-carbon power systems, and particularly relates to a zero-carbon multi-mode ship power control system and method.
Background
Global climate disaster frequency has become a key issue restricting sustainable development. Under the background that the climate risk is obviously increased, the greenhouse effect is continuously increased, the traditional energy is increasingly exhausted, and the environmental constraint is continuously enhanced, the realization of low-carbon transformation becomes a vital path for getting rid of development dilemma.
The prior ship power system and related control patents have the following problems: the hybrid power system uses the traditional engine and the generator set as auxiliary energy sources to prolong the endurance mileage, and the emission of carbon dioxide and particulate matters is unavoidable, so that the development requirement of green zero carbon emission is not met; meanwhile, the existing ship moving system is not clear in working state switching, the working modes of the moving system are fewer, and the running requirements of multiple working conditions cannot be met.
Disclosure of Invention
In order to solve the technical problems, the invention provides a zero-carbon multi-mode ship power control system and a zero-carbon multi-mode ship power control method, so as to solve the problems in the prior art.
To achieve the above object, the present invention provides a zero-carbon multi-mode ship power control system, comprising:
The device comprises a power battery, a direct-current power grid, a power output 1-gear path, a combination sleeve, a power output 2-gear path, a DC/DC converter, a hydrogen fuel cell, a first motor, a propeller, a second motor, a wet clutch, a shock absorber and a hydrogen engine;
the power battery is connected with the direct current power grid and is used for compensating the soft characteristic of the fuel battery, providing electric quantity supplement for ship navigation and accessory work as an auxiliary energy source, and storing braking energy to recover the obtained electric quantity;
the direct current power grid is used for carrying out electric quantity interaction;
The power output 1-gear path is coupled with the first motor, the second motor and the hydrogen engine and is used for realizing kinetic energy output for the power system;
the combined sleeve is used for controlling the switching of the 1-gear, 2-gear and neutral modes;
The power output 2-gear path is used for being coupled with the second motor and the hydrogen engine to realize kinetic energy output for the power system;
the DC/DC converter is used for performing high-low voltage conversion of direct current;
the hydrogen fuel cell is used for providing electric energy for ship navigation and accessory work;
the first motor is not decoupled from the power system and is used for providing power for ship navigation and participating in braking energy recovery;
The screw propeller is used for providing power for ship navigation and participating in braking energy recovery;
the second motor is used for providing power for ship navigation and can form a power generation module with the hydrogen engine to generate power;
The wet clutch is used for controlling the connection of the hydrogen engine;
the shock absorber is used for reducing torsional vibration of the crankshaft;
The hydrogen engine is decoupled from the power system and is used for assisting the power generation unit to provide electric energy for ship navigation and accessory work.
In order to achieve the above object, the present invention further provides a zero-carbon multi-mode ship power control method, which includes:
Setting a sailing speed threshold value, a power battery SoC threshold value and a required torque threshold value, and simultaneously acquiring a motor peak torque and an engine output torque;
acquiring a real-time sailing speed, and judging a ship sailing state based on the real-time sailing speed and the sailing speed threshold, wherein the ship sailing state comprises a low-speed sailing state and a high-speed sailing state;
Acquiring a real-time power battery SoC, comparing the real-time power battery SoC with a power battery SoC threshold value, and generating a battery SoC comparison result;
Obtaining a sailing demand torque, comparing the sailing demand torque with the peak motor torque, the optimal output torque of the engine and a demand torque low threshold value, and generating a torque comparison result;
And performing mode switching based on the ship navigation state, the battery SoC comparison result and the torque comparison result to complete ship power control.
Preferably, the voyage speed threshold value comprises a voyage speed low threshold value and a voyage speed high threshold value;
the motor peak torque includes a first motor peak torque and a second motor peak torque;
The engine output torque includes an engine optimal output torque and an engine peak output torque.
Preferably, the process of performing mode switching among the ship sailing state, the battery SoC comparison result and the torque comparison result includes:
if the real-time sailing speed is lower than the sailing speed low threshold value, the real-time power battery SoC is higher than the power battery SoC threshold value, and the sailing required torque is lower than the first motor peak torque, driving force is provided by a first motor;
and if the real-time sailing speed is lower than the sailing speed low threshold value, the real-time power battery SoC is higher than the power battery SoC threshold value, and the sailing required torque is higher than the first motor peak torque, driving force is provided by the first motor and the second motor.
Preferably, the process of performing mode switching on the ship sailing state, the battery SoC comparison result and the torque comparison result further includes:
If the real-time sailing speed is lower than the sailing speed low threshold, the real-time power battery SoC is lower than the power battery SoC threshold, and the sailing required torque is lower than the first motor peak torque, the hydrogen engine is started to form a power generation module with the second motor to supply power for the first motor when the power battery is subjected to electric quantity supplement, and at the moment, the first motor provides driving force.
Preferably, the process of performing mode switching on the ship sailing state, the battery SoC comparison result and the torque comparison result further includes:
If the real-time sailing speed is higher than the sailing speed low threshold and lower than the sailing speed high threshold, and the sailing required torque is lower than the first motor peak torque, driving force is provided by the first motor, or driving force is provided by the first motor and the hydrogen engine together;
If the real-time sailing speed is higher than the sailing speed low threshold and lower than the sailing speed high threshold, and the sailing demand torque is higher than the first motor peak torque and lower than the sum of the first motor peak torque and the second motor peak torque, providing driving force through a first motor or providing driving force through the first motor and a hydrogen engine together;
And if the real-time sailing speed is higher than the sailing speed low threshold and lower than the sailing speed high threshold, the sailing required torque is higher than the sum of the peak torque of the first motor and the peak torque of the second motor and lower than the sum of the optimal output torque of the engine, the peak torque of the first motor and the peak torque of the second motor, the hydrogen engine outputs power according to the optimal output torque of the engine, the first motor outputs power according to the peak torque, and the second motor supplements power.
Preferably, the process of performing mode switching on the ship sailing state, the battery SoC comparison result and the torque comparison result further includes:
If the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is lower than the power battery SoC threshold value, and the sailing required torque is lower than the first motor peak torque, driving force is provided through a first motor;
And if the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is lower than the power battery SoC threshold value, and the sailing required torque is higher than the required torque low threshold value and lower than the engine peak output torque, providing driving force through a hydrogen engine.
Preferably, the process of performing mode switching on the ship sailing state, the battery SoC comparison result and the torque comparison result further includes:
If the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is higher than the power battery SoC threshold value, and the sailing required torque is lower than the first motor peak torque, driving force is provided by a first motor;
And if the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is higher than the power battery SoC threshold value, and the sailing required torque is higher than the first motor peak torque and lower than the sum of the first motor peak torque and the second motor peak torque, driving force is provided jointly through the first motor and the second motor.
Preferably, the process of performing mode switching on the ship sailing state, the battery SoC comparison result and the torque comparison result further includes:
if the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is lower than the power battery SoC threshold value, the sailing required torque is higher than the peak output torque of the engine and lower than the sum of the peak output torque of the engine and the peak torque of the first motor, and driving force is provided by the hydrogen engine and the first motor;
If the real-time sailing speed is higher than the sailing speed high threshold value, the real-time power battery SoC is lower than the power battery SoC threshold value, the sailing required torque is higher than the sum of the peak torque of the first motor and the peak torque of the engine, the hydrogen engine outputs power according to the optimal output torque of the engine, the first motor outputs power according to the peak torque, and the second motor supplements power.
Preferably, the process of performing mode switching on the ship sailing state, the battery SoC comparison result and the torque comparison result further includes:
If the real-time sailing speed is higher than the sailing speed high threshold value, the real-time power battery SoC is higher than the power battery SoC threshold value, meanwhile, the sailing required torque is higher than the sum of the first motor peak torque and the second motor peak torque and is lower than the sum of the engine optimal output torque, the first motor peak torque and the second motor peak torque, the hydrogen engine outputs power according to the engine optimal output torque, the first motor outputs power according to the peak torque, and the second motor supplements power;
And if the real-time sailing speed is higher than the sailing speed high threshold value, the real-time power battery SoC is higher than the power battery SoC threshold value, and meanwhile, the sailing required torque is higher than the sum of the first motor peak torque, the second motor peak torque and the engine optimal output torque and is lower than the sum of the first motor peak torque, the second motor peak torque and the engine peak torque, the hydrogen engine outputs power according to the engine peak torque and the first motor peak torque, and the second motor supplements power according to the peak torque.
Compared with the prior art, the invention has the following advantages and technical effects:
The single fuel of the invention can realize zero carbon emission: the system adopts a hydrogen fuel cell and hydrogen engine composite technology, uses a single fuel, namely hydrogen fuel, and has the emission of only water, thereby realizing zero carbon emission, breaking the limitation of forbidden discharge or navigation and operation in sensitive areas, and meeting the requirements of green low carbon development; the water discharged by the fuel cell during operation can be used for cooling a hydrogen engine, so that the water can be recycled, the difficulty of heat management of a power system is reduced, and the energy utilization efficiency of the whole system can be further improved;
The combined application of the hydrogen engine and the hydrogen fuel cell utilizes the heat generated by the hydrogen fuel cell in the working process to supply the hydrogen engine, thereby effectively solving the problems of increased cold starting energy consumption, insufficient combustion and the like of the hydrogen engine in the low-temperature environment possibly encountered by a ship in the navigation process. By integrating the working states of the hydrogen engine, the hydrogen fuel cell and each key component, the optimal power distribution of the power system can be realized under a high-efficiency control strategy, so that the motor and the engine can work in an optimal rotating speed interval, the sailing economy and the energy utilization rate are effectively improved, the service life of the motor and the engine is prolonged, and the reliability of the system is improved; the invention adopts the wet clutch to control the access of the hydrogen engine, and designs a proper control strategy according to parameters such as sailing speed, soC of a power battery, required torque and the like. Ten working modes are realized to meet the requirements of different complex working conditions in the sailing process; the configuration according to the invention can be transplanted to other vehicles besides vessels, such as: commercial vehicles, passenger vehicles, and the like.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:
FIG. 1 is a configuration diagram of a power system according to an embodiment of the present invention, wherein 1 is a power battery; 2. a direct current power grid; 3. a power output 1-gear path; 4. a combining sleeve; 5. a power output 2-gear path; 6. a DC/DC converter; 7. a hydrogen fuel cell; 8. a first motor; 9. a propeller; 10. a second motor; 11. a wet clutch; 12. a damper; 13. a hydrogen engine.
Detailed Description
It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. The application will be described in detail below with reference to the drawings in connection with embodiments.
It should be noted that the steps illustrated in the flowcharts of the figures may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is illustrated in the flowcharts, in some cases the steps illustrated or described may be performed in an order other than that illustrated herein.
Example 1
As shown in fig. 1, the present embodiment provides a zero-carbon multi-mode ship power control system, which includes:
The power system comprises a power battery 1, a direct current power grid 2, a power output 1-gear path 3, a combination sleeve 4, a power output 2-gear path 5, a DC/DC converter 6, a hydrogen fuel cell 7, a first motor 8, a propeller 9, a second motor 10, a wet clutch 11, a shock absorber 12 and a hydrogen engine 13;
The power battery 1 is connected with the direct current power grid 2 and is used for compensating the soft characteristic of the fuel battery, providing electric quantity supplement for ship navigation and accessory work as an auxiliary energy source, and storing braking energy to recover the obtained electric quantity;
The direct current power grid 2 is used for carrying out electric quantity interaction;
The power output 1-gear path 3 is coupled with the first motor 8, the second motor 10 and the hydrogen engine 13 and is used for realizing kinetic energy output for a power system;
the combination sleeve 4 is used for controlling the switching of the 1 gear mode, the 2 gear mode and the neutral mode;
The power output 2-gear path 5 is used for being coupled with the second motor 10 and the hydrogen engine 13 to realize kinetic energy output for a power system;
the DC/DC converter 6 is used for performing high-low voltage conversion of direct current;
The hydrogen fuel cell 7 is used for providing electric energy for ship navigation and accessory work;
The first motor 8 is not decoupled from the power system and is used for providing power for ship navigation and participating in braking energy recovery;
the propeller 9 is used for providing power for ship navigation and participating in braking energy recovery;
The second motor 10 is used for providing power for ship navigation and forms a power generation module with the hydrogen engine 13 to generate power;
the wet clutch 11 is used for controlling the connection of the hydrogen engine 13;
The damper 12 is used for reducing torsional vibration of the crankshaft;
the hydrogen engine 13 is decoupled from the power system for assisting the power generation unit in providing electrical energy for vessel sailing and accessory operations.
Example two
The embodiment provides a zero-carbon multi-mode ship power control method, which comprises the following steps:
setting a sailing speed threshold value, a power battery SoC threshold value and a required torque threshold value;
acquiring a real-time sailing speed, and judging a ship sailing state based on the real-time sailing speed and the sailing speed threshold, wherein the ship sailing state comprises a low-speed sailing state and a high-speed sailing state;
Acquiring a real-time power battery SoC, comparing the real-time power battery SoC with a power battery SoC threshold value, and generating a battery SoC comparison result;
Obtaining a sailing demand torque, comparing the sailing demand torque with the peak motor torque, the optimal output torque of the engine and a demand torque low threshold value, and generating a torque comparison result;
And performing mode switching based on the ship navigation State, the battery State of Charge (SoC) comparison result and the torque comparison result to complete ship power control.
The power system according to the embodiment can realize ten working modes: pure electric starting, single-motor pure electric sailing, double-motor first-gear sailing, double-motor second-gear sailing, serial sailing, engine first-gear direct driving, engine second-gear direct driving, parallel first-gear sailing, parallel second-gear sailing and braking energy recovery.
In the pure electric mode: the power battery 1 supplies power outwards, the hydrogen fuel cell 7 is turned off, the first motor 8 is powered off, the second motor 10 is turned off, the hydrogen engine 13 is turned off, the combining sleeve 4 is positioned at a neutral position, and the wet clutch 11 is separated;
Under the pure electric navigation mode of single motor: the power battery 1 supplies power outwards, the hydrogen fuel battery 7 is started, the first motor 8 is powered, the second motor 10 is turned off, the hydrogen engine 13 is turned off, the combining sleeve 4 is positioned at a neutral position, and the wet clutch 11 is separated;
Under the double-motor one-gear navigation mode: the power battery 1 supplies power outwards, the hydrogen fuel battery 7 is started, the first motor 8 is powered, the second motor 10 is powered, the hydrogen engine 13 is closed, the combination sleeve 4 is combined at a left first gear position, and the wet clutch 11 is separated;
Under the two-motor two-gear navigation mode: the power battery 1 supplies power outwards, the hydrogen fuel battery 7 is started, the first motor 8 is powered, the second motor 10 is powered, the hydrogen engine 13 is closed, the combining sleeve 4 is combined at a right second gear position, and the wet clutch 11 is separated;
In tandem navigation mode: the power battery 1 is powered outwards and charged, the hydrogen fuel battery 7 is turned off, the first motor 8 is powered, the second motor 10 generates electricity, the hydrogen engine 13 is turned on, the combining sleeve 4 is positioned at a neutral position, and the wet clutch 11 is combined;
Under the engine one-gear direct drive mode: the power battery 1 is closed, the hydrogen fuel battery 7 is closed, the first motor 8 is closed, the second motor 10 is closed, the hydrogen engine 13 is started, the combination sleeve 4 is combined at a left first gear position, and the wet clutch 11 is combined;
Under the second gear direct drive mode of the engine: the power battery 1 is closed, the hydrogen fuel battery 7 is closed, the first motor 8 is closed, the second motor 10 is closed, the hydrogen engine 13 is opened, the combining sleeve 4 is combined to the right side second gear position, and the wet clutch 11 is combined;
under the parallel one-gear navigation mode: the power battery 1 is started, the hydrogen fuel battery 7 is started, the first motor 8 is powered, the second motor 10 is powered or turned off, the hydrogen engine 13 is started, the combination sleeve 4 is combined at a left first gear position, and the wet clutch 11 is combined;
Under the parallel two-gear navigation mode: the power battery 1 is started, the hydrogen fuel battery 7 is started, the first motor 8 is powered, the second motor 10 is powered or turned off, the hydrogen engine 13 is started, the combining sleeve 4 is combined at a right second gear position, and the wet clutch 11 is combined;
In the braking energy recovery mode: the power battery 1 is charged, the hydrogen fuel battery 7 is shut down, the first motor 8 generates electricity, the second motor 10 is shut down, the hydrogen engine 13 is shut down, the combining sleeve 4 is positioned at a neutral position, and the wet clutch 11 is separated;
the ten modes of operation according to this embodiment are controlled as follows:
And performing mode switching according to the determined sailing speed threshold V low、Vhigh, the power battery 1SoC threshold SoC low, the first motor peak torque T M1max, the second motor peak torque T M2max, the engine peak output torque T EngMax of the engine optimal output torque T EngOpt、 and the required torque low threshold T low of important parameters of the ship sailing required torque, so as to realize different functions, wherein the functional criteria are shown in the table 1.
TABLE 1
When the low-speed sailing V is less than V high:
if the sailing speed is lower than the sailing speed low threshold V < V low, the residual electric quantity of the power battery 1 is higher than the electric quantity threshold SoC > SoC low, the sailing required torque is lower than the peak torque T < T M1max of the first motor 8, the system works in the single-motor pure-electric sailing mode, and the first motor 8 provides driving force.
If the sailing speed is lower than the sailing speed low threshold V < V low, the residual electric quantity of the power battery 1 is higher than the electric quantity threshold SoC > SoC low, the sailing required torque is higher than the peak torque T > T M1max of the first motor 8, the system works in the double-motor pure electric sailing mode, and the first motor 8 and the second motor 10 jointly provide driving force.
If the sailing speed is lower than the sailing speed low threshold V < V low, the residual electric quantity of the power battery 1 is lower than the electric quantity threshold SoC < SoC low, the sailing demand torque is lower than the peak torque T < T M1max of the first motor 8, the system works in a series sailing mode, the hydrogen engine 13 is started to form a power generation module with the second motor 10 to supplement the electric quantity of the battery, and meanwhile, the first motor 8 supplies power, and at the moment, the first motor 8 provides driving force.
If the sailing speed is higher than the sailing speed low threshold and lower than the sailing speed high threshold V low<V<Vhigh, the sailing required torque is lower than the peak torque T < T M1max of the first motor 8, and the system works to switch the single-motor pure-electric sailing mode and the parallel sailing mode according to the specific sailing speed. In the single motor pure electric mode, the first motor 8 provides a driving force; the first electric machine 8 provides driving force in combination with the hydrogen engine 13 in the parallel sailing mode.
If the sailing speed is higher than the sailing speed low threshold and lower than the sailing speed high threshold V low<V<Vhigh, the sailing required torque is higher than the peak torque of the first motor 8 and lower than the sum T M1max<T<TM2max+TM1max of the peak torques of the first motor 8 and the second motor 10, and the system works to switch between the series sailing mode and the parallel sailing mode according to the specific sailing speed. In series sailing mode, the first motor 8 provides the driving force; the first electric machine 8 provides driving force in combination with the hydrogen engine 13 in the parallel sailing mode.
If the sailing speed is higher than the sailing speed low threshold and lower than the sailing speed high threshold V low<V<Vhigh, the sailing required torque is higher than the sum of peak torques of the first motor 8 and the second motor 10 and lower than the sum T M1max+TM2max<T<TEngOpt+TM2max+TM1max of the optimal output torque of the hydrogen engine 13, the torques of the first motor 8 and the second motor 10, the system works in the parallel sailing mode, the hydrogen engine 13 outputs power at the optimal torque and the first motor 8 outputs power at the peak torque, and the second motor 10 supplements power.
When the high-speed sailing V > V high:
If the remaining power of the power battery 1 is lower than the threshold SoC < SoC low, the sailing required torque is lower than the required torque low threshold T < T low, the system is operated in the single-motor pure electric sailing mode, and the first motor 8 provides driving force.
If the residual electric power of the power battery 1 is higher than the threshold SoC > SoC low, the sailing required torque is lower than the peak torque T < T M1max of the first motor 8, the system is operated in the single-motor pure sailing mode, and the first motor 8 provides driving force.
If the residual electric power of the power battery 1 is higher than the threshold SoC > SoC low, the sailing required torque is higher than the peak torque of the first motor 8 and lower than the sum T M1max<T<TM1max+TM2max of the peak torques of the first motor 8 and the second motor 10, the system works in the double-motor pure electric sailing mode, and the first motor 8 and the second motor 10 jointly provide driving force.
If the remaining power of the power battery 1 is lower than the threshold SoC < SoC low, the sailing demand torque is higher than the demand torque low threshold and lower than the peak output torque T low<T<TEngMax of the hydrogen engine 13, the system is operated in the engine direct drive mode, and the hydrogen engine 13 provides driving force.
If the remaining power of the power battery 1 is lower than the threshold SoC < SoC low, the sailing demand torque is higher than the peak output torque of the hydrogen engine 13 and lower than the sum T EngMax<T<TEngMax+TM1max of the peak output torque of the hydrogen engine 13 and the peak torque of the first motor 8, the system is operated in the parallel sailing mode, and the hydrogen engine 13 and the first motor 8 provide driving force.
If the residual electric quantity of the power battery 1 is higher than the threshold value SoC > SoC low, the sailing required torque is higher than the sum of the peak torques of the first motor 8 and the second motor 10 and is lower than the sum T M1max+TM2max<T<TEngOpt+TM2max+TM1max of the optimal output torque of the hydrogen engine 13, the peak torque of the first motor 8 and the peak torque of the second motor 10, the system works in the parallel sailing mode, the hydrogen engine 13 outputs power at the optimal torque and the peak torque of the first motor 8, and the second motor 10 supplements power.
If the residual electric power of the power battery 1 is higher than the threshold SoC > SoC low, the sailing required torque is higher than the sum of the peak torques of the first motor 8 and the second motor 10 and the optimal output torque of the hydrogen engine 13 and is lower than the sum of the peak torques of the first motor 8 and the second motor 10 and the peak torque of the hydrogen engine 13T EngOpt+TM2max+TM1max<T<TEngMax+TM2max+TM1max, the system works in the parallel sailing mode, the hydrogen engine 13 outputs power with the peak torque and the first motor 8 outputs power with the peak torque, and the second motor 10 supplements power.
If the residual capacity of the power battery 1 is lower than the threshold SoC < SoC low, the sailing required torque is higher than the sum T > T EngMax+TM1max of the peak torque of the first motor 8 and the peak torque of the hydrogen engine 13, the system works in the parallel sailing mode, the hydrogen engine 13 outputs power with the optimal torque and the peak torque of the first motor 8, and the second motor 10 supplements power.
The present application is not limited to the above-mentioned embodiments, and any changes or substitutions that can be easily understood by those skilled in the art within the technical scope of the present application are intended to be included in the scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.
Claims (10)
1. A zero-carbon multi-mode marine power control system, comprising: the power transmission device comprises a power battery (1), a direct current power grid (2), a power output 1-gear path (3), a combination sleeve (4), a power output 2-gear path (5), a DC/DC converter (6), a hydrogen fuel cell (7), a first motor (8), a propeller (9), a second motor (10), a wet clutch (11), a shock absorber (12) and a hydrogen engine (13);
The power battery (1) is connected with the direct current power grid (2) and is used for compensating the soft characteristic of the fuel battery, providing electric quantity supplement for ship navigation and accessory work as an auxiliary energy source, and storing electric quantity obtained by braking energy recovery;
the direct current power grid (2) is used for carrying out electric quantity interaction;
The power output 1-gear path (3) is coupled with the first motor (8), the second motor (10) and the hydrogen engine (13) and is used for realizing kinetic energy output for a power system;
the combination sleeve (4) is used for controlling the switching of the 1-gear, 2-gear and neutral gear modes;
The power output 2-gear path (5) is used for being coupled with the second motor (10) and the hydrogen engine (13) to realize kinetic energy output for the power system;
the DC/DC converter (6) is used for performing high-low voltage conversion of direct current;
The hydrogen fuel cell (7) is used for providing electric energy for ship navigation and accessory work;
the first motor (8) is not decoupled from the power system and is used for providing power for ship navigation and participating in braking energy recovery;
the propeller (9) is used for providing power for ship navigation and participating in braking energy recovery;
the second motor (10) is used for providing power for ship navigation and forming a power generation module with the hydrogen engine (13) to generate power;
the wet clutch (11) is used for controlling the connection of the hydrogen engine (13);
The damper (12) is used for reducing torsional vibration of the crankshaft;
The hydrogen engine (13) is decoupled from the power system and is used for assisting the power generation unit in providing electric energy for ship navigation and accessory work.
2. The zero-carbon multi-mode ship power control method is characterized by comprising the following steps of:
Setting a sailing speed threshold value, a power battery SoC threshold value and a required torque threshold value, and simultaneously acquiring a motor peak torque and an engine output torque;
acquiring a real-time sailing speed, and judging a ship sailing state based on the real-time sailing speed and the sailing speed threshold, wherein the ship sailing state comprises a low-speed sailing state and a high-speed sailing state;
Acquiring a real-time power battery SoC, comparing the real-time power battery SoC with a power battery SoC threshold value, and generating a battery SoC comparison result;
Obtaining a sailing demand torque, comparing the sailing demand torque with the peak motor torque, the optimal output torque of the engine and a demand torque low threshold value, and generating a torque comparison result;
And performing mode switching based on the ship navigation state, the battery SoC comparison result and the torque comparison result to complete ship power control.
3. The zero-carbon multi-mode marine power control method of claim 2, wherein the voyage speed threshold comprises a voyage speed low threshold and a voyage speed high threshold;
the motor peak torque includes a first motor peak torque and a second motor peak torque;
The engine output torque includes an engine optimal output torque and an engine peak output torque.
4. The zero-carbon multi-mode marine power control method of claim 3, wherein the process of mode switching of the marine voyage state, the battery SoC comparison result, and the torque comparison result comprises:
Providing driving force by a first motor (8) if the real-time sailing speed is lower than the sailing speed low threshold value, the real-time power battery SoC is higher than the power battery SoC threshold value, and the sailing demand torque is lower than the first motor peak torque;
And if the real-time sailing speed is lower than the sailing speed low threshold value, the real-time power battery SoC is higher than the power battery SoC threshold value, and the sailing required torque is higher than the first motor peak torque, driving force is provided by the first motor (8) and the second motor (10).
5. The zero-carbon multi-mode marine power control method of claim 3, wherein the process of mode switching the marine vessel sailing state, the battery SoC comparison result, and the torque comparison result further comprises:
If the real-time sailing speed is lower than the sailing speed low threshold, the real-time power battery SoC is lower than the power battery SoC threshold, and the sailing required torque is lower than the first motor peak torque, the hydrogen engine (13) is started to form a power generation module with the second motor (10) to supply power for the first motor (8) when the power battery (1) is subjected to electric quantity supplement, and the first motor provides driving force.
6. The zero-carbon multi-mode marine power control method of claim 3, wherein the process of mode switching the marine vessel sailing state, the battery SoC comparison result, and the torque comparison result further comprises:
Providing a driving force by the first motor (8) or jointly with the hydrogen engine (13) by the first motor (8) if the real-time voyage speed is higher than the voyage speed low threshold and lower than the voyage speed high threshold and the voyage demand torque is lower than the first motor peak torque;
If the real-time voyage speed is higher than the voyage speed low threshold and lower than the voyage speed high threshold, and the voyage demand torque is higher than the first motor peak torque and lower than the sum of the first motor peak torque and the second motor peak torque, providing driving force jointly by a first motor (8) and a second motor (10), or providing driving force jointly by a first motor (8) and a hydrogen engine (13);
If the real-time sailing speed is higher than the sailing speed low threshold and lower than the sailing speed high threshold, the sailing required torque is higher than the sum of the peak torque of the first motor and the peak torque of the second motor and lower than the sum of the optimal output torque of the engine, the peak torque of the first motor and the peak torque of the second motor, the hydrogen engine (13) outputs power by the optimal output torque of the engine, the first motor (8) outputs power by the peak torque, and the second motor (10) supplements power.
7. The zero-carbon multi-mode marine power control method of claim 3, wherein the process of mode switching the marine vessel sailing state, the battery SoC comparison result, and the torque comparison result further comprises:
Providing a driving force by a first motor (8) if the real-time sailing speed is higher than the sailing speed high threshold and the real-time power battery SoC is lower than the power battery SoC threshold, and the sailing demand torque is lower than the first motor peak torque;
and if the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is lower than the power battery SoC threshold value, the sailing required torque is higher than the required torque low threshold value and lower than the engine peak output torque, providing driving force through a hydrogen engine (13).
8. The zero-carbon multi-mode marine power control method of claim 3, wherein the process of mode switching the marine vessel sailing state, the battery SoC comparison result, and the torque comparison result further comprises:
If the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is higher than the power battery SoC threshold value, and the sailing required torque is lower than the first motor peak torque, driving force is provided through a first motor (8);
And if the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is higher than the power battery SoC threshold value, the sailing required torque is higher than the first motor peak torque and lower than the sum of the first motor peak torque and the second motor peak torque, and driving force is provided by a first motor (8) and a second motor (10).
9. The zero-carbon multi-mode marine power control method of claim 3, wherein the process of mode switching the marine vessel sailing state, the battery SoC comparison result, and the torque comparison result further comprises:
If the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is lower than the power battery SoC threshold value, the sailing required torque is higher than the peak output torque of the engine and lower than the sum of the peak output torque of the engine and the peak torque of the first motor, driving force is provided by the hydrogen engine (13) and the first motor (8);
and if the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is lower than the power battery SoC threshold value, and the sailing required torque is higher than the sum of the peak torque of the first motor and the peak torque of the engine, the hydrogen engine (13) outputs power by the maximum torque of the engine and the maximum torque of the first motor (8), and the second motor (10) supplements power.
10. The zero-carbon multi-mode marine power control method of claim 3, wherein the process of mode switching the marine vessel sailing state, the battery SoC comparison result, and the torque comparison result further comprises:
If the real-time sailing speed is higher than the sailing speed high threshold value, the real-time power battery SoC is higher than the power battery SoC threshold value, meanwhile, the sailing required torque is higher than the sum of the first motor peak torque and the second motor peak torque and is lower than the sum of the engine optimal output torque, the first motor peak torque and the second motor peak torque, the hydrogen engine (13) outputs power with the engine optimal torque, the first motor (8) outputs power with the maximum torque, and the second motor (10) supplements power;
If the real-time sailing speed is higher than the sailing speed high threshold value and the real-time power battery SoC is higher than the power battery SoC threshold value, and meanwhile, the sailing required torque is higher than the sum of the first motor peak torque, the second motor peak torque and the engine optimal output torque and is lower than the sum of the first motor peak torque, the second motor peak torque and the engine peak torque, the hydrogen engine (13) outputs power by the engine maximum torque and the first motor (8) by the maximum torque, and the second motor (10) supplements power.
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| KR20200056089A (en) * | 2018-11-14 | 2020-05-22 | 삼성중공업 주식회사 | Hybrid ship |
| KR102228676B1 (en) * | 2020-08-24 | 2021-03-15 | 한국해양과학기술원 | Marine test-bed that enable simultaneous onboard test and track-record generation of multiple mixed combustion engines, batteries and fuel cells |
| CN114889791A (en) * | 2022-04-02 | 2022-08-12 | 广东逸动科技有限公司 | Control method and system for extended range energy system and new energy ship |
| CN219382789U (en) * | 2023-03-17 | 2023-07-21 | 上海外高桥造船有限公司 | Zero carbon emission ship |
| CN117682035A (en) * | 2024-02-01 | 2024-03-12 | 山东科技大学 | Ship hydrogen composite power propulsion system and method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20200056089A (en) * | 2018-11-14 | 2020-05-22 | 삼성중공업 주식회사 | Hybrid ship |
| KR102228676B1 (en) * | 2020-08-24 | 2021-03-15 | 한국해양과학기술원 | Marine test-bed that enable simultaneous onboard test and track-record generation of multiple mixed combustion engines, batteries and fuel cells |
| CN114889791A (en) * | 2022-04-02 | 2022-08-12 | 广东逸动科技有限公司 | Control method and system for extended range energy system and new energy ship |
| CN219382789U (en) * | 2023-03-17 | 2023-07-21 | 上海外高桥造船有限公司 | Zero carbon emission ship |
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