CN212267818U - Ship with a detachable cover - Google Patents

Ship with a detachable cover Download PDF

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Publication number
CN212267818U
CN212267818U CN202021691879.6U CN202021691879U CN212267818U CN 212267818 U CN212267818 U CN 212267818U CN 202021691879 U CN202021691879 U CN 202021691879U CN 212267818 U CN212267818 U CN 212267818U
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China
Prior art keywords
motor
gas engine
power
ship
propeller
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CN202021691879.6U
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Chinese (zh)
Inventor
许力文
周晓洁
孟嗣斐
刘佳彬
李威
杨峰
朱端祥
陈德富
谢钧
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711th Research Institute of CSIC
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711th Research Institute of CSIC
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Priority to CN202021691879.6U priority Critical patent/CN212267818U/en
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Hybrid Electric Vehicles (AREA)

Abstract

The utility model discloses a ship. The ship comprises a propeller, a gas engine, a motor, a power supply assembly, a switching control assembly and an energy management assembly; the connection mode between the motor and the gas engine comprises a parallel connection mode and a series connection mode, and the motor and the gas engine are both disconnectably connected to the propeller; the switching control assembly is used for controlling connection or disconnection between the motor and the propeller and controlling connection or disconnection between the gas engine and the propeller; the energy management assembly is used for controlling the power supply assembly to supply power to the motor. Therefore, the ship sails under the power of the motor and/or the gas engine, the cost of fuel is low, and the product of the gas engine burning the gas is clean and environment-friendly.

Description

Ship with a detachable cover
Technical Field
The utility model relates to a boats and ships field particularly relates to boats and ships.
Background
The increasing shortage of world petroleum resources and the gradual strictness of ship emission regulations promote the development of new energy sources for ship power.
Natural gas is used as a new type of gaseous fuel. The natural gas has the characteristics of high calorific value, clean combustion products, low price and the like, so that the natural gas has a wide development prospect in the field of ships. For a gas engine using natural gas as fuel, due to the combustion characteristics of the gas engine, the gas engine has the defects of low-load torque reserve insufficiency, slow response speed under dynamic working conditions and the like. These drawbacks restrict the gas engine as a propulsion main unit for the ship.
The ship adopting the pure electric power system has good economical efficiency, environmental protection and comfort. Therefore, ships using pure electric power systems are an inevitable trend in future ship development. However, under the influence of factors such as electric energy source and power density, the operation area of the ship adopting the pure electric power system and the discharge capacity of the ship body are severely restricted at present.
The gas-electric hybrid power system (a system adopting natural gas and electric energy as energy) is beneficial to solving the contradiction between the application of a novel technology and the restriction of the technical level, and provides a feasible scheme for the transition of direct propulsion of a ship from the traditional internal combustion engine driving to pure electric driving. The ship adopting the gas-electric hybrid power system overcomes the defects of insufficient low-load torque reserve of a ship propelled by a gas engine and slow dynamic response under a maneuvering condition, and also overcomes the defects of large weight, high manufacturing cost, limited operation area and the like of an energy storage device of the ship adopting a pure electric power system. The ship adopting the gas-electric hybrid power system also has the unique advantages of good redundancy, capability of selecting the most economic propulsion mode according to the navigation requirement and the like.
At present, the gas-electric hybrid power system for the ship is still in the early development stage, the research on the correlation mainly focuses on theoretical research, and the research on the design method of the gas-electric hybrid power system for the ship is very little. The design difficulty of the gas-electric hybrid power system for the ship is exactly in the aspects of distribution of the power of a gas engine and the power of a motor, selection of a storage battery and a super capacitor, capacity determination and the like. Therefore, the method for selecting the type of the gas engine and the motor of the gas-electric hybrid power system, which can meet the requirements of users, is very significant for designers.
To this end, the present invention provides a ship for at least partially solving the above problems.
SUMMERY OF THE UTILITY MODEL
In the summary section a series of concepts in a simplified form is introduced, which will be described in further detail in the detailed description section. The inventive content does not imply any attempt to define the essential features and essential features of the claimed solution, nor is it implied to be intended to define the scope of the claimed solution.
In order to solve the technical problem at least partially, the utility model provides a
A marine vessel, the vessel comprising: a propeller; a gas engine; the motor and the gas engine are connected in a parallel mode and a series mode, and both the motor and the gas engine are disconnectably connected to the propeller; a power supply component; the switching control assembly is used for controlling connection or disconnection between the motor and the propeller and controlling connection or disconnection between the gas engine and the propeller; and the energy management assembly is used for controlling the power supply assembly to supply power to the motor.
According to the utility model discloses a boats and ships, boats and ships provide power navigation by motor and/or gas engine, and the cost of fuel is low, and the clean environmental protection of result of gas engine burning gas in addition.
Optionally, the propeller includes a propeller shaft, the motor includes a rotating shaft, the gas engine includes an output shaft, and the ship further includes:
the first end of the first clutch is connected to an output shaft of the gas engine, and the switching control assembly is electrically connected to the first clutch to control the first clutch to be connected or disconnected;
the power supply assembly is electrically connected to the switch assembly so as to transmit electric energy to the motor or store the electric energy provided by the motor through the switch assembly, and the energy management assembly is electrically connected to the switch assembly so as to control the connection or disconnection of the switch assembly;
wherein the ship further comprises a gear box and a second clutch, the output shaft of the gear box is connected to the propeller shaft, the first end of the second clutch is connected to the first end of the rotating shaft, the second end of the second clutch is connected to the input shaft of the gear box, the second end of the first clutch is connected to the propeller shaft so as to enable the motor and the gas engine to be connected in parallel, the switching control component is electrically connected to the second clutch so as to control the second clutch to be connected or disconnected, or
The second end of the first clutch is connected to the first end of the rotating shaft, and the second end of the rotating shaft is connected to the paddle shaft, so that the motor and the gas engine are connected in series.
Optionally, the vessel further comprises an electrical grid, the power supply assembly comprising:
a power conversion component, a first end of the power conversion component is connected to the switch assembly, and a second end of the power conversion component is connected to the power grid;
and the output end of the energy storage component is connected to the third end of the power conversion component so as to transmit the electric energy to the power conversion component or store the electric energy provided by the power conversion component.
Optionally, the power conversion part includes:
the first end of the rectifier is connected to a power grid;
the direct-current bus is connected to the second end of the rectifier and the output end of the energy storage component;
and the first end of the inverter is connected to the direct-current busbar, and the second end of the inverter is connected to the switch component.
Optionally, the power conversion component comprises a first DC-DC converter, a first end of the first DC-DC converter is connected to the DC bus, an output end of the energy storage component comprises a capacitor output end, and the capacitor output end is connected to a second end of the first DC-DC converter; the energy storage component comprises a super capacitor and a super capacitor management system, wherein a first end of the super capacitor is connected to the capacitor output end, and the super capacitor management system is connected to a second end of the super capacitor;
and/or
The power conversion component comprises a second DC-DC converter, the first end of the second DC-DC converter is connected to the direct-current busbar, the output end of the energy storage component comprises a battery output end, and the battery output end is connected to the second end of the second DC-DC converter; the energy storage component comprises a storage battery and a battery management system, wherein the first end of the storage battery is connected to the battery output end, and the battery management system is connected to the second end of the storage battery.
Drawings
In order that the advantages of the invention will be readily understood, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments that are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered to be limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings.
Fig. 1 is a schematic view of a gas engine, a first clutch, a propeller, an electric motor, a second clutch, a gear box and a power supply assembly of a first type of vessel according to a first preferred embodiment of the present invention connected together;
fig. 2 is a schematic view of a gas engine, a first clutch, a propeller, an electric motor, and a power supply assembly of a second type of vessel according to a first preferred embodiment of the present invention connected together;
fig. 3 is a schematic flow chart of a model selection method of a marine facility according to a first preferred embodiment of the present invention;
fig. 4 is a schematic flow chart of the step of determining the accelerating additional power of the ship of the model selection method of fig. 3.
Description of the reference numerals
110: the propeller 111: paddle shaft
120: gas engine 121: output shaft
130: first clutch 140: electric machine
141: rotating shaft 150: power supply assembly
151: power conversion unit 152: rectifier
153: dc bus bar 154: inverter with a voltage regulator
155: the energy storage member 156: first DC-DC converter
157: the capacitor output end 158: super capacitor
159: the super capacitor management system 160: second DC-DC converter
161: battery output 162: storage battery
163: the battery management system 170: second clutch
180: a gear box 190: electric network
191: the aggregation control component 192: switching control assembly
193: the energy management component 210: propeller
211: the paddle shaft 220: gas engine
221: output shaft 230: first clutch
240: the motor 241: rotating shaft
250: the power supply component 251: power conversion component
252: the rectifier 253: DC bus bar
254: inverter 255: energy storage component
256: the first DC-DC converter 257: capacitor output terminal
258: the super capacitor 259: super capacitor management system
260: second DC-DC converter 261: battery output terminal
262: battery 263: battery management system
290: an electric network 291: aggregate control component
292: the switching control module 293: energy management assembly
Detailed Description
In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that embodiments of the invention may be practiced without one or more of these specific details. In other instances, well-known features have not been described in order to avoid obscuring embodiments of the present invention.
Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It is to be understood that the terms "upper", "lower", and the like are used herein for purposes of illustration only and are not to be construed as limiting.
Ordinal words such as "first" and "second" are referred to herein merely as labels, and do not have any other meaning, e.g., a particular order, etc. Also, for example, the term "first component" does not itself imply the presence of "second component", and the term "second component" does not itself imply the presence of "first component".
In the following description, a detailed structure will be presented for a thorough understanding of embodiments of the invention. It is apparent that the implementation of the embodiments of the present invention is not limited to the specific details familiar to those skilled in the art. The following detailed description of the preferred embodiments of the invention, however, the invention is capable of other embodiments in addition to those detailed.
The utility model discloses an embodiment provides a lectotype method of equipment for boats and ships. As shown in fig. 1, the first type of vessel may be a hybrid vessel powered by an electric motor 140 and/or a gas engine 120. The electric motor 140 of the vessel may also be used as a generator to deliver electric energy to the vessel.
As shown in fig. 1, the ship includes a propeller 110 and a shafting. The propeller 110 includes a propeller shaft 111. The propeller shaft 111 may be connected to a gas engine 120 and an electric motor 140, which will be described later, through a shafting. So that the gas engine 120 and/or the electric motor 140 can drive the propeller shaft 111 to rotate, thereby driving the ship to sail.
The vessel further comprises a gas engine 120 and a first clutch 130. The gas engine 120 is used to convert thermal energy into mechanical energy by burning a combustible gas (e.g., natural gas or biogas). The gas engine 120 includes an output shaft 121.
A first end of the first clutch 130 is connected to an output shaft 121 of the gas engine 120. A second end of the first clutch 130 may be connected to the shaft line to be connected to the paddle shaft 111 through the shaft line. Thus, when the first clutch 130 is engaged, the gas engine 120 may drive the propeller 110 to rotate, thereby driving the ship to sail. The second end of the first clutch 130 may also be connected to the later-mentioned motor 140 through a shafting, so that when the later-mentioned power supply assembly 150 does not supply electric energy to the later-mentioned motor 140 when the first clutch 130 is engaged, the gas engine 120 may drive the rotating shaft 141 of the later-mentioned motor 140 to rotate, and then the motor 140 may generate electricity to supply electric energy to the ship.
The marine vessel further comprises an electric motor 140, a second clutch 170 and a switch assembly (not shown). The motor 140 includes a rotation shaft 141. A first end of the second clutch 170 is connected to a first end of the rotation shaft 141, and a second end of the second clutch 170 may be connected to the shaft system to be connected to the paddle shaft 111 through the shaft system. Thus, when the second clutch 170 is engaged, the motor 140 may drive the propeller 110 to rotate, so as to drive the ship to sail. When the second clutch 170 is engaged, and the later power supply module 150 does not supply electric power to the motor 140, the gas engine 120 drives the rotating shaft 141 of the motor 140 to rotate, so that the motor 140 generates electricity. In this case, the motor 140 and the gas engine 120 are connected in parallel.
Preferably, the vessel further comprises a gearbox 180. An output shaft of gear box 180 may be connected to paddle shaft 111 through a shafting, and an input shaft of gear box 180 is connected to a second end of second clutch 170. Thus, the gear box 180 can increase the torque transmitted by the motor 140 to the paddle shaft 111.
The vessel further comprises a power supply assembly 150. The power supply assembly 150 is electrically connected to the switch assembly to deliver electrical power to the motor 140 to cause the motor 140 to provide torque for rotation of the propeller 110. When the gas engine 120 rotates the motor 140 to generate electricity by the motor 140, the power supply assembly 150 may store the electric energy provided by the motor 140. Wherein the switch assembly is used to control the connection and disconnection of the electrical connection between the motor 140 and the power supply assembly 150.
The vessel also includes an aggregate control component 191, a switching control component 192, and an energy management component 193. The collective control component 191 electrically connects the switching control component 192 and the energy management component 193. In this way, the collective control component 191 may communicate with the switching control component 192 and may communicate with the energy management component 193. The collective control unit 191 stores a gas propulsion mode, a pth (power TAKE mode) mode, a pti (power TAKE in) mode, and a pto (power TAKE out) mode, which will be described later.
The shift control assembly 192 electrically connects the first clutch 130 and the second clutch 170. In this way, the shift control assembly 192 may control the first clutch 130 and the second clutch 170 to be engaged or disengaged.
The energy management assembly 193 is electrically connected to the switching assembly. In this way, the energy management assembly 193 can control the switching assembly to turn on or off, and thus the electrical connection between the motor 140 and the power assembly 150. The energy management assembly 193 is also electrically connected to the power supply assembly 150 to control the direction of current flow between the power supply assembly 150 and the motor 140.
In the present embodiment, the operation modes of the ship include a gas propulsion mode, a PTH mode, a PTI mode, and a PTO mode.
In gas propulsion mode, collective control component 191 sends gas propulsion mode commands to switching control component 192 and energy management component 193. Thus, the collective control component 191 controls the engagement of the first clutch 130 and the disengagement of the second clutch 170 through the switching control component 192. The collective control component 191 controls the switching component to open via the energy management component 193 and controls the power supply component 150 to stop delivering electrical energy to the electric machine 140. At this time, the gas engine 120 drives the propeller 110 to rotate, and the motor 140 stops rotating. Thus, only the gas engine 120 provides torque for driving the rotation of the propeller 110. The gas propulsion mode is suitable for forward flow navigation, countercurrent navigation and port navigation.
In PTH mode, collective control component 191 sends PTH mode instructions to switching control component 192 and energy management component 193. Thus, the collective control component 191 controls the first clutch 130 to be disengaged and the second clutch 170 to be engaged through the switching control component 192. The collective control component 191 controls the switching components to conduct through the energy management component 193 and controls the power supply component 150 to deliver electrical energy to the electric machine 140. At this time, the gas engine 120 stops rotating and the motor 140 rotates. Thus, only the motor 140 provides torque for driving the rotation of the propeller 110. The PTH mode is suitable for forward and port voyages.
In PTI mode, the collection control component 191 sends PTI mode instructions to the switching control component 192 and the energy management component 193. Thus, the collective control component 191 controls the engagement of the first clutch 130 and controls the engagement of the second clutch 170 through the switching control component 192. The collective control component 191 controls the switching components to conduct through the energy management component 193 and controls the power supply component 150 to deliver electrical energy to the electric machine 140. At this time, the gas engine 120 is operated while the motor 140 is operated. At the same time, the gas engine 120 and the electric motor 140 together provide torque for driving the rotation of the propeller 110. The PTI mode is suitable for high-speed sailing, torrent sailing and countercurrent sailing.
In PTO mode, collective control component 191 sends PTO mode commands to switching control component 192 and energy management component 193. Thus, the collective control component 191 controls the engagement of the first clutch 130 and controls the engagement of the second clutch 170 through the switching control component 192. The collective control component 191 controls the switching component to conduct through the energy management component 193 and controls the power supply component 150 to stop delivering electrical energy to the electric machine 140. The gas engine 120 now provides torque for driving the rotation of the propeller 110. Meanwhile, the gas engine 120 drives the rotating shaft 141 of the motor 140 to rotate, so that the motor 140 generates power, and the power supply assembly 150 is electrically connected with the motor 140 to store the electric power provided by the motor 140. In PTO mode, the electrical power provided by the electric machine 140 may also be transmitted to the later power grid 190 to provide electrical power to the marine vessel. The PTO mode is suitable for forward and port voyages.
Referring to fig. 1, the vessel further includes an electrical grid 190. The power grid 190 includes a generator set. The power grid 190 may thus power the vessel. The power supply module 150 includes a power conversion module 151 and an energy storage module 155. A first end of the power conversion part 151 is connected to the switching assembly. The second end of the power conversion unit 151 is connected to the grid 190. An output end of the energy storage part 155 is connected to a third end of the power conversion part 151. The motor 140 is thus connected to the energy storage part 155 through the power conversion part 151.
The electric power supplied from the motor 140 to the power supply module 150 is converted to a predetermined storage voltage or a predetermined storage current by the power conversion module 151, and then the electric power is supplied to the storage module, which stores the electric power.
The motor 140 is connected to the grid 190 through a power conversion component 151. The electric power supplied from the motor 140 to the power supply assembly 150 is thus converted to a predetermined grid voltage or a predetermined grid current via the power conversion unit 151, and then the electric power is delivered to the grid 190 to power the vessel.
Preferably, the power conversion part 151 includes a rectifier 152, a dc bus bar 153, and an inverter 154. A first end of the rectifier 152 is connected to the grid 190. The dc bus bar 153 is connected to a second end of the rectifier 152. The dc bus bar 153 is connected to an output end of the energy storage part 155. A first end of the inverter 154 is connected to the dc bus bar 153. A second terminal of the inverter 154 is connected to the switching assembly. Thereby, the voltage or current that the motor 140 delivers to the grid 190 through the power conversion part 151 is stabilized by the action of the inverter 154 and the rectifier 152, and the structure of the power conversion part 151 is simple.
Preferably, the power conversion part 151 further includes a first DC-DC converter (DC-DC converter)156 and a second DC-DC converter 160. A first terminal of the first DC-DC converter 156 is connected to the DC bus bar 153. A first terminal of the second DC-DC converter 160 is connected to the DC bus bar 153. The aforementioned third terminal of the power conversion part 151 includes the second terminal of the first DC-DC converter 156 and the second terminal of the second DC-DC converter 160. The output of the energy storage means 155 comprises a capacitor output 157 and a battery output 161. The capacitor output terminal 157 is connected to the second terminal of the first DC-DC converter 156. The battery output terminal 161 is connected to a second terminal of the second DC-DC converter 160. Thus, the electric energy of the motor 140 is converted into a predetermined storage voltage or a predetermined storage current through the inverter 154, the rectifier 152, the first DC-DC converter 156, and the second DC-DC converter 160, and is stored to the later-described storage battery 162 and the super capacitor 158.
The energy storage part 155 includes a supercapacitor 158 and a supercapacitor Management System (CMS) 159. A first terminal of the super capacitor 158 is connected to the capacitor output terminal 157. The super capacitor management system 159 is connected to a second terminal of the super capacitor 158. Whereby supercapacitor management system 159 can efficiently manage the operation of supercapacitor 158. The super capacitor 158 may increase the output power to the motor 140 when the ship accelerates, so that the motor 140 outputs more torque to the propeller 110, thereby accelerating the ship. When the electric machine 140 acts as a generator, the super capacitor 158 may store a portion of the electrical energy. Thus, the provision of the super capacitor 158 may increase the service life of the battery 162 later.
The energy storage part 155 further includes a Battery 162 and a Battery Management System (BMS) 163. A first end of battery 162 is connected to battery output 161 and battery management system 163 is connected to a second end of battery 162. The battery management system 163 can thereby effectively manage the operation of the secondary battery 162. The battery 162 supplies electric power to the motor 140 so that the motor 140 provides torque to the propeller 110, thereby making the ship sail. The battery 162 may store a portion of the electrical energy when the electric machine 140 is acting as a generator. It is understood that the battery 162 may also supply power to the power grid 190, at which time the switch assembly may be disconnected to electrically disconnect the power conversion component 151 from the motor 140.
When the ship sails in the PTH mode, the storage battery 162 can independently supply power to the motor 140, so that the motor 140 drives the propeller 110 to rotate, and zero emission is realized.
In the embodiment, the ship is powered by the motor 140 and/or the gas engine 120 to sail, the cost of fuel is low, and the products of gas combustion of the gas engine 120 are clean and environment-friendly.
In a second type of vessel, as shown in fig. 2, the vessel does not comprise a second clutch and a gearbox. The motor 240 includes a rotation shaft 241. The second end of the rotating shaft 241 may be connected to the paddle shaft 211 through a shaft system. A first end of the rotating shaft 241 may be connected to a second end of the first clutch 230 through a shaft line. Thus, when the first clutch 230 is engaged, the gas engine 220 can drive the rotating shaft 241 to rotate, and the rotating shaft 241 drives the propeller 210 to rotate, so as to drive the ship to sail. In this case, the motor 140 and the gas engine 220 are connected in series.
In a second type of vessel, the operating modes of the vessel include a gas propulsion mode, a PTH mode, a PTI mode, and a PTO mode.
In the gas propulsion mode of the second type of vessel, the collective control component 291 sends gas propulsion mode commands to the switching control component 292 and the energy management component 293. Thus, the collective control unit 291 engages the first clutch 230 by switching the control unit 292. The collective control element 291 controls the switch element to open via the energy management element 293 and the power supply element 250 to stop supplying power to the motor 240. At this time, the gas engine 220 drives the propeller 210 to rotate, and the rotating shaft 241 of the motor 240 rotates with the gas engine 220. Thus, only the gas engine 220 provides torque for driving the propeller 210 to rotate, and the electric motor only serves to transmit torque and does not bear torque for driving the propeller 210 to rotate.
In the PTH mode for the second type of vessel, aggregate control component 291 sends a PTH mode command to switch control component 292 and energy management component 293. Thus, the collective control unit 291 disengages the first clutch 230 by switching the control unit 292. The collective control element 291 controls the switching elements to conduct through the energy management element 293 and controls the power supply element 250 to supply power to the motor 240. At this time, the gas engine 220 stops rotating and the motor 240 rotates. Thus, only the motor 240 provides torque for driving the rotation of the propeller 210.
In the PTI mode of the second type of vessel, the collective control component 291 sends a PTI mode instruction to the switching control component 292 and the energy management component 293. Thus, the collective control unit 291 engages the first clutch 230 by switching the control unit 292. The collective control element 291 controls the switching elements to conduct through the energy management element 293 and controls the power supply element 250 to supply power to the motor 240. At this time, the gas engine 220 is operated while the motor 240 is operated. At the same time, gas engine 220 and electric machine 240 together provide torque for driving rotation of propeller 210.
In the PTO mode of the second type of vessel, collective control element 291 sends PTO mode commands to switching control element 292 and to energy management element 293. Thus, the collective control unit 291 engages the first clutch 230 by switching the control unit 292. The collective control element 291 controls the switch elements to be turned on through the energy management element 293, and controls the power supply element 250 to stop supplying power to the motor 240. The gas engine 220 now provides torque for driving the rotation of the propeller 210. Meanwhile, the gas engine 220 drives the rotation of the rotating shaft 241 of the motor 240 to enable the motor 240 to generate electricity, and the power supply assembly 250 is electrically connected with the motor 240 to store the electric energy provided by the motor 240. In PTO mode, the electrical power provided by the electric machine 240 may also be transmitted to the power grid 290 to provide electrical power to the marine vessel.
Note that the output shaft 221 of the gas engine 220, the power conversion unit 251, the rectifier 252, the DC bus 253, the inverter 254, the energy storage unit 255, the first DC-DC converter 256, the capacitor output terminal 257, the supercapacitor 258, the supercapacitor management system 259, the second DC-DC converter 260, the battery output terminal 261, the storage battery 262, and the battery management system 263 in the second type of ship, and the power grid 290 is substantially the same as the output shaft 121 of the gas engine 120 of the first type of ship, the power conversion part 151, the rectifier 152, the DC bus bar 153, the inverter 154, the energy storage part 155, the first DC-DC converter 156, the capacitor output 157, the super capacitor 158, the super capacitor management system 159, the second DC-DC converter 160, the battery output 161, the storage battery 162, the battery management system 163, and the power grid 190. The other arrangements of the second type of vessel are also substantially identical to the first type of vessel and will not be described in detail here.
The model selection method of the marine facility according to the present embodiment can be used to determine the power of the motor, the power of the gas engine, the capacity of the battery, and the capacity (capacitance value) of the supercapacitor, as described above.
As shown in fig. 3, the type selection method includes:
s1, determining the total propulsion power of the ship according to the connection mode of the motor and the gas engine of the ship, a power curve between the driving force and the navigational speed of the ship, the operation mode and the preset navigational speed corresponding to the operation mode;
s2, determining the additional acceleration power of the ship;
s3, determining the power of the gas engine and the power of the motor according to the total propulsion power and the accelerating additional power.
The type selection method specifically comprises the following steps:
step 1, determining whether the connection mode of a motor and a gas engine of a ship is a parallel connection mode or a series connection mode.
As described above, the connection between the motor and the gas engine in some ships is in parallel (the first type of ship), and the connection between the motor and the gas engine in other ships is in series (the second type of ship). When determining the power of the motor and the power of the gas engine, it is determined whether the connection mode of the motor and the gas engine of the ship is a parallel connection mode or a series connection mode. And then determining the power of the motor and the power of the gas engine according to the connection mode of the motor and the gas engine of the ship and subsequent steps. It should be noted that whether the connection mode of the ship motor and the gas engine is the parallel connection mode or the series connection mode can be selected according to the specific use condition of the ship.
And 2, determining the operation mode of the ship and the preset navigational speed corresponding to the operation mode.
As previously mentioned, the operational modes of the marine vessel include a gas propulsion mode, a PTH mode, a PTI mode, and a PTO mode. When determining the power of the motor and the power of the gas engine of the ship, the required operation mode of the ship is determined. In the present embodiment, one or more of the gas propulsion mode, the PTH mode, the PTI mode, and the PTO mode can be selected. For each determined operating mode, a predetermined speed corresponding thereto is determined. For example, in the present embodiment, the operation modes of the ship need to include a gas propulsion mode, a PTH mode, a PTI mode, and a PTO mode. At this time, the operation mode of the ship is determined, and the preset navigational speed corresponding to the operation mode is as follows: the system includes a gas propulsion mode, a first predetermined speed corresponding to the gas propulsion mode, a PTH mode, a second predetermined speed corresponding to the PTH mode, a PTI mode, a third predetermined speed corresponding to the PTI mode, a PTO mode, and a fourth predetermined speed corresponding to the PTO mode. It should be noted that the operation mode of the ship and the corresponding predetermined speed can be selected according to the requirement. The required operating mode of the vessel, and the corresponding predetermined speed, may be determined, for example, from the vessel's navigation environment [ navigation environment including distance traveled (offshore or oceanic), region traveled (pacific, indian, atlantic or inland waters), wind speed of the region traveled, and water speed ].
And 3, determining a power curve between the driving force and the navigational speed of the ship.
When determining the power of the motor and the power of the gas engine, a power curve between the driving force and the sailing speed of the ship is determined. The power curve between the driving force and the speed of the vessel can be selected as desired. For example, the power curve is approximately the same as the power curve between the driving force and the speed of the existing ship with the same tonnage and the same use working condition.
And 4, determining the total propulsion power of the ship according to the connection mode, the power curve, the operation mode and the preset navigational speed.
It should be noted that, before step 4, there is no requirement for the sequence between step 1 and step 3, and those skilled in the art may set the sequence between step 1 and step 3 as needed.
The aforementioned connection manner of the motor and the gas engine of the ship, the power curve between the driving force and the cruising speed of the ship, the operation mode of the ship, and the predetermined cruising speed corresponding to the operation mode are used as input conditions. The total propulsion power of the ship is determined through software (such as ShipPower software of China Ship and ocean engineering research institute, PropCad/PropExpert/NavCad software of American hydrocop company, maxsurf software of Australia, freeship software of the United states, delftship software of the Netherlands and the like), and then the power of the motor and the power of the gas engine are determined according to the total propulsion power.
And 4, determining the additional acceleration power of the ship.
During the course of the ship's voyage, if the ship needs to accelerate, it is necessary to provide more power (torque) to the propeller so that the ship can gain acceleration. In the present embodiment, when the ship is sailing in the operation mode corresponding to the predetermined sailing speed, the gas engine and/or the electric motor takes on the driving torque of the ship. When the ship needs to accelerate, the additional accelerating power which is increased by the accelerating requirement is provided for the propeller by the motor. It is therefore possible to determine the acceleration parasitic power of the vessel and then to determine the power of the motor on the basis of the acceleration parasitic power and the aforementioned total propulsion power.
Preferably, according to the ship speed resistance curve Rs＝f(Vs) And the speed curve n of the gas enginee＝fe(t) determining acceleration addition for a vesselAnd (4) power.
Specifically, as shown in fig. 4, the step of determining the acceleration additional power of the ship includes:
step S41, determining a ship speed resistance curve, a rotating speed change curve of a gas engine and a rotating speed n of the gas engineeInitial value n of the rotation speedeo。
The ship speed resistance curve (the curve between speed and resistance) may be predetermined as desired. For example, the ship speed resistance curve is approximately the same as that of the existing ship with the same tonnage and the same use working condition.
The rotational speed profile of the gas engine (the profile between the rotational speed of the output shaft of the gas engine and time) may be predetermined as required. For example, the speed variation curve of the gas engine is approximately the same as that of the internal combustion engine of the existing ship with the same tonnage and the same use working condition.
Initial value n of rotation speedeoCan be preset according to the requirement. For example, the initial value n of the rotational speedeoThe rotating speed of the output shaft of the internal combustion engine can be approximately the same as that of the existing ship with the same tonnage and the same using working condition when the ship sails at the constant speed at the preset sailing speed.
Step S42, determining the current gas engine speed n according to the speed change curve of the gas enginee。
In the present embodiment, steps S42 to S58 are re-executed every preset time interval (e.g., 1S) to determine the current gas engine speed neCurrent ship speed VsAnd the current gas engine speed neCorresponding current acceleration power Δ P.
The first time step S42 is executed, the initial value n of the rotation speed may be seteoDetermined as the current gas engine speed ne. Each subsequent time step S42 is executed, the last gas engine speed n can be used as the basiseDetermining the current gas engine speed n according to the speed change curve of the gas enginee. For example, the second time step S42 is executed, the first determined gas engine speed n may be used as a basiseAnd gas generatorDetermining the current gas engine speed n by the engine speed change curvee。
Step S43, according to the current gas engine speed neDetermining the current propeller speed n from the transmission ratio i of the shaft system (transmission ratio of the shaft system between the gas engine and the propeller)p。
Preferably, the current propeller rotational speed n can be determined according to the formula (41)p。
ne/i＝np (41)
Step S44, determining the current ship speed Vs。
The speed V of the vessel can be predetermined before determining the additional power for accelerationsInitial value V of speeds0. E.g. initial value of speed Vs0May be the aforementioned preset navigational speed. The first time step S44 is executed, the initial value V of the navigational speed can be sets0Determined as the current ship speed Vs. Each subsequent time step S44 is executed, the latest ship speed V that can be redetermined from the last executed subsequent steps S45-S53s', then the latest ship speed Vs' determination as Current Ship speed Vs。
Step S45, according to the current ship speed VsA current thrust derating fraction t and a current half flow fraction ω are determined.
Thrust derating fraction t, half-flow fraction omega and ship speed VsIs in a functional relationship. Each ship speed VsThere is a thrust derating fraction t and a half-flow fraction ω corresponding thereto. The functional relationship is prior art and is not described in detail herein. Thus, the current ship speed V can be passedsA current thrust derating fraction t and a current half flow fraction ω are determined.
Step S46, passing through formula (42), and according to the current half-flow fraction omega and the current ship speed VsDetermining the current propeller speed Vp。
Vp＝Vs(1-ω) (42)
Step S47, passing equation (43), and according to the current spiralPropeller speed VpCurrent propeller speed npAnd the diameter D of the propeller determines the current ship speed Rp。
Figure BDA0002632097230000131
Step S48, passing formula (44), and according to the current propeller speed VpAnd the current ship speed RpThe current advance coefficient mu is determined.
μ＝Vp/Rp (44)
Step S49, determining the corresponding current propeller thrust coefficient C according to the current speed coefficient muTAnd the current propeller torque coefficient CQ。
Coefficient of thrust of propeller CTPropeller torque coefficient CQAs a function of the advance coefficient mu. Each advance speed coefficient mu has a propeller thrust coefficient C corresponding to the advance speed coefficient muTAnd a propeller torque coefficient CQ. The functional relationship is prior art and is not described in detail herein. Thus, the current propeller thrust coefficient C corresponding to the current advancing speed coefficient mu can be determined through the current advancing speed coefficient muTAnd the current propeller torque coefficient CQ。
Step S50, passing equation (45), and based on the current propeller thrust coefficient CTCurrent ship speed RpThe diameter dimension D of the propeller, and the density ρ of the water (e.g., seawater) carrying the vessel determine the current propeller thrust Tp。
Figure BDA0002632097230000144
In the present embodiment, after the step S50, the subsequent steps S51 to S53 are performed to determine the latest ship speed Vs'. And returns to the step S44 to adjust the latest ship speed Vs' determination as Current Ship speed Vs. After step S50, the following step S5 is also executed4 to step S58 to determine the current gas engine speed neCorresponding current acceleration power Δ P. After step S58, step S59 is performed to determine the accelerated additional power.
Step S51, passing equation (46), and based on the current propeller thrust TpCurrent thrust derating fraction t, and pitch coefficient tpAnd determining the current effective ship thrust T.
T＝Tp(1-t·tp) (46)
Wherein the pitch coefficient tpCan be determined by equation (47).
Figure BDA0002632097230000141
Wherein H/D is the ratio of the plane pitch H of the propeller to the diameter D of the propeller (pitch ratio).
Step S52, according to the ship speed resistance curve and the current ship speed VsDetermining the current ship resistance Rs。
Step S53, passing formula (48), and according to the current ship resistance RsDetermining the latest ship speed V by the current effective ship thrust T and the mass m of the ships'. Step S53 is followed by returning to step S44 to adjust the latest ship speed Vs' determination as Current Ship speed Vs。
Figure BDA0002632097230000142
Step S54, passing equation (49), and based on the current propeller torque coefficient CQCurrent ship speed RpThe diameter dimension D of the propeller, and the density ρ of the water carrying the vessel determine the current propeller output torque Mp。
Figure BDA0002632097230000143
Step S55, passing equation (50), and outputting torque M according to the current propellerpEfficiency η (sum of the aforementioned transmission efficiency and the rotation efficiency of the shafting), and the transmission ratio i of the shafting determine the current gas engine output torque Me。
Me＝Mp/η×i (50)
Step S56, passing formula (51), and according to current gas engine speed neAnd the current gas engine output torque MeDetermining the current gas engine output power Pe。
Pe＝2πneMe (51)
Step S57, passing formula (52), and according to current gas engine speed neDetermining the current steady-state output power P of the gas engine by the summation constant Ce' (vessel at Current vessel speed VsThe output power of the gas engine when navigating at a constant speed).
Pe'＝cne 3 (52)
Step S58, passing formula (53), and according to the current steady state output power P of the gas enginee' and current gas engine output power PeThe current acceleration power Δ P is determined.
ΔP＝Pe-Pe' (53)
It should be noted that, for each execution of steps S42 to S58, a current accelerating power Δ P may be determined. That is, a plurality of current acceleration powers Δ P may be determined after repeatedly performing steps S42 to S58 a plurality of times.
In step S59, the maximum value of all the acceleration powers Δ P is determined as the acceleration additional power.
In the present embodiment, the additional acceleration power of the ship is determined based on the ship speed resistance curve and the rotational speed variation curve of the gas engine. Therefore, the acceleration additional power is determined according to the dynamic change of the speed of the ship, and the acceleration additional power can be determined more accurately.
The aforementioned steps S41 to S59 may be implemented by software (e.g., AMESim) according to a model established by the aforementioned formulas in steps S41 to S59, so as to determine the acceleration additional power. Thereby, the accelerating additional power can be determined more conveniently.
In embodiments not shown, the person skilled in the art can also determine the acceleration parasitic power of the vessel from tests. The additional power for acceleration may be, for example, the difference between the power for normal sailing and the power for acceleration of the existing internal combustion engine-driven vessel.
And 5, determining the power of a gas engine and the power of a motor of the ship according to the total propulsion power and the acceleration additional power.
The sum of the power of the motor and the power of the gas engine is more than or equal to the total propelling power. The power of the electric motor and the power of the gas engine can be determined from this, so that the ship can be adapted to various working conditions and navigation environments.
Preferably, the power of the motor is equal to or more than the additional accelerating power. Thus, the motor can provide additional power required when the ship is accelerated.
Preferably, the difference between the total propulsion power and the additional power for acceleration is less than or equal to the power of the gas engine. Thereby, the power of the gas engine may provide the power required by the vessel when sailing at a predetermined speed in the operation mode corresponding to the predetermined speed.
Preferably, the power of the gas engine > the power of the electric machine. Thus, in the PTI mode, the gas engine bears most of the torque that drives the propeller to rotate in the ship that is sailing at a predetermined speed corresponding to the PTI mode.
Preferably, the ratio between the power of the gas engine and the total propulsive power is greater than 75%. Thus, in the PTI mode, the proportion of the torque that the gas engine bears to rotate the drive propeller is increased as much as possible in the ship that is sailing at the predetermined speed corresponding to the PTI mode.
Preferably, if the vessel is in PTO mode it needs to be in line with the genset of the vessel for a long time. The power of the motor 140 plus the power of the ship's generator set is greater than or equal to the load of the whole ship. If the ship does not need to be connected with the generator set of the ship in the PTO mode for a long time, the power of the motor 140 is larger than or equal to the load of the whole ship.
After determining the power of the gas engine and the power of the electric machine, the model selection method further comprises:
step 6, determining the capacity of the storage battery according to the formula (1)
Eb＝Pm×t1×ηb×ηd×ηm×ηs×ηL (1)
Step 7, determining the capacity of the super capacitor according to the formula (2)
Ec＝Pm×t2×ηc×ηd×ηm×ηs (2)
Wherein,
Ebis the capacity of the battery;
Ecthe capacity of the super capacitor;
Pmis the power of the motor;
t1time required for entering and exiting a harbor;
t2time for the ship to accelerate;
ηbthe efficiency of the storage battery;
ηdefficiency of the power conversion component;
ηmthe motor efficiency;
ηsfor transmission efficiency;
ηLa battery life reduction factor; and
ηcis the efficiency of the super capacitor.
T of the foregoing1、t2、ηb、ηd、ηm、ηs、ηLAnd ηcCan be set as required.
In determining the capacity E of the accumulatorbThen, the capacity E of the storage battery can be determinedbParameters of the battery are determined. And then, the topological structure of the storage battery is set according to the voltage of the direct-current busbar and the maximum bearing current of the power conversion component.
In determining the capacity E of a supercapacitorcThen, the capacity E of the super capacitor can be determinedcAnd determining the super-capacitor parameter. And then, a topological structure of the super capacitor is set according to the voltage of the direct-current busbar and the maximum bearing current of the power conversion component.
After step 7, a first predetermined speed, a second predetermined speed, a third predetermined speed, and a fourth predetermined speed may be determined in one-to-one correspondence with the gas propulsion mode, the PTH mode, the PTI mode, and the PTO mode, based on the power of the electric machine and the power of the gas engine.
In the embodiment, the ship sails under the power provided by the motor and/or the gas engine, the cost of fuel is low, the products of gas combustion of the gas engine are clean and environment-friendly, the total propelling power of the ship is determined according to the connecting mode of the motor and the gas engine of the ship, a power curve between the driving force and the sailing speed of the ship, the operation mode and the preset sailing speed corresponding to the operation mode, and then the power of the motor and the gas engine is determined according to the total propelling power and the accelerating additional power, so that the ship can be more suitable for various working conditions and sailing environments.
The present invention has been described in terms of the above embodiments, but it is to be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the invention to the described embodiments. Furthermore, it will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and that many more modifications and variations are possible in light of the teaching of the present invention and are within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Terms such as "component" and the like, when used herein, can refer to either a single part or a combination of parts. Terms such as "mounted," "disposed," and the like, as used herein, may refer to one component as being directly attached to another component or one component as being attached to another component through intervening components. Features described herein in one embodiment may be applied to another embodiment, either alone or in combination with other features, unless the feature is otherwise inapplicable or otherwise stated in the other embodiment.
The present invention has been described in terms of the above embodiments, but it is to be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the invention to the described embodiments. It will be appreciated by those skilled in the art that many more modifications and variations are possible in light of the above teaching and are intended to be included within the scope of the invention.

Claims (5)

1. A marine vessel, characterized in that the marine vessel comprises:
a propeller;
a gas engine;
the motor and the gas engine are connected in a parallel mode and a series mode, and both the motor and the gas engine are disconnectably connected to the propeller;
a power supply component;
a switching control assembly for controlling connection or disconnection between the motor and the propeller, and for controlling connection or disconnection between the gas engine and the propeller;
an energy management component for controlling the power supply component to supply power to the motor.
2. The marine vessel of claim 1, wherein the propeller comprises a propeller shaft, the electric machine comprises a rotating shaft, the gas engine comprises an output shaft, the marine vessel further comprising:
a first clutch having a first end connected to the output shaft of the gas engine, the switching control assembly being electrically connected to the first clutch to control the first clutch to be engaged or disengaged;
a switching assembly electrically connected to the motor, the power supply assembly being electrically connected to the switching assembly to deliver electrical energy to the motor or to store electrical energy provided by the motor through the switching assembly, the energy management assembly being electrically connected to the switching assembly to control the switching assembly to be turned on or off;
wherein the vessel further comprises a gear box and a second clutch, an output shaft of the gear box is connected to the paddle shaft, a first end of the second clutch is connected to a first end of the rotating shaft, a second end of the second clutch is connected to an input shaft of the gear box, a second end of the first clutch is connected to the paddle shaft to connect the motor and the gas engine in parallel, the switching control assembly is electrically connected to the second clutch to control the second clutch to be engaged or disengaged, or
The second end of the first clutch is connected to the first end of the rotating shaft, and the second end of the rotating shaft is connected to the paddle shaft, so that the motor and the gas engine are connected in series.
3. The marine vessel of claim 2, further comprising an electrical grid, the power supply assembly comprising:
a power conversion component having a first end connected to the switch assembly and a second end connected to the grid;
the output end of the energy storage component is connected to the third end of the power conversion component so as to transmit the electric energy to the power conversion component or store the electric energy provided by the power conversion component.
4. The marine vessel according to claim 3, wherein the power conversion means includes:
a rectifier having a first end connected to the grid;
the direct-current bus bar is connected to the second end of the rectifier and the output end of the energy storage component;
the first end of the inverter is connected to the direct-current busbar, and the second end of the inverter is connected to the switch assembly.
5. The vessel according to claim 4,
the power conversion component comprises a first DC-DC converter, a first end of the first DC-DC converter is connected to the direct current busbar, the output end of the energy storage component comprises a capacitor output end, and the capacitor output end is connected to a second end of the first DC-DC converter; the energy storage component comprises a super capacitor and a super capacitor management system, wherein a first end of the super capacitor is connected to the capacitor output end, and the super capacitor management system is connected to a second end of the super capacitor;
and/or
The power conversion component comprises a second DC-DC converter, a first end of the second DC-DC converter is connected to the direct current busbar, the output end of the energy storage component comprises a battery output end, and the battery output end is connected to a second end of the second DC-DC converter; the energy storage component comprises a storage battery and a battery management system, wherein the first end of the storage battery is connected to the battery output end, and the battery management system is connected to the second end of the storage battery.
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112706893A (en) * 2021-01-14 2021-04-27 哈尔滨工程大学 Passive single-shaft double-motor ship hybrid power test bed with composite energy storage function and control method thereof
CN113086147A (en) * 2021-04-22 2021-07-09 哈尔滨工程大学 Motor matching type selection method for ship gas-electric hybrid power system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112706893A (en) * 2021-01-14 2021-04-27 哈尔滨工程大学 Passive single-shaft double-motor ship hybrid power test bed with composite energy storage function and control method thereof
CN113086147A (en) * 2021-04-22 2021-07-09 哈尔滨工程大学 Motor matching type selection method for ship gas-electric hybrid power system

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