CN214397174U

CN214397174U - Host constant-rotating-speed ship oil-electricity hybrid propulsion system

Info

Publication number: CN214397174U
Application number: CN202120122662.1U
Authority: CN
Inventors: 董永岗; 董俊; 华娟; 周力
Original assignee: Yangzhou Yongcheng Steel Structure Co ltd
Current assignee: Yangzhou Yongcheng Steel Structure Co ltd
Priority date: 2021-01-16
Filing date: 2021-01-16
Publication date: 2021-10-15
Anticipated expiration: 2031-01-16

Abstract

The system consists of a host, a one-way clutch, a propulsion generator, a gear box, a stepless speed change device, a propeller, a transmission shaft, a common busbar, a propulsion power generation converter, a battery pack, a wind power converter, a wind power generator, a photovoltaic converter, photovoltaic solar energy, a shore power converter, a shore power box, a daily load converter and a daily load. The utility model discloses both can realize pure electric propulsion, also can thoughtlessly move and impel, the host computer operation is through the combined action constant speed work all the time at the maximum efficiency point that impels generator and infinitely variable device, and the bank electricity of configuration, wind-powered electricity generation and photovoltaic provide the auxiliary energy for the system, and wind-powered electricity generation, photovoltaic, bank electricity, host computer can be respectively or charge for the group battery simultaneously, reach the effect that improves host computer fuel efficiency, clean energy such as make full use of bank electricity, wind-powered electricity, photoelectricity through above measure.

Description

Host constant-rotating-speed ship oil-electricity hybrid propulsion system

Technical Field

The utility model belongs to the technical field of boats and ships, a constant rotational speed boats and ships oil-electricity hybrid propulsion system of host computer is related to, specific saying so relates to a boats and ships hybrid propulsion system with host computer constant rotational speed constant power maximum efficiency operation function.

Background

The ship propulsion system generally drives a propeller through mechanical transmission by a host, the matching of the propeller is carried out according to rated power under rated rotating speed, if the ship is in a light load or heavy load working condition, a propulsion characteristic curve of the propeller moves, and the output rotating speed of the propulsion host is restricted by the rotating speed of the propeller, so that the propulsion host cannot operate under the rated rotating speed, the rated power or an optimal efficiency area, the unit power oil consumption of the propulsion host is increased, and the operation working condition is deteriorated; when the ship sails at a low speed, the propeller propulsion characteristic curve is steeper than the external characteristic curve of the propulsion main machine, and the propulsion main machine runs at a certain rotating speed lower than the rated rotating speed, and the rotating speed of the propulsion main machine is limited by the rotating speed of the propeller, so that the highest efficiency at the highest efficiency rotating speed cannot be realized, and the power with the best efficiency at the rotating speed cannot be emitted, so that the unit power oil consumption of the main machine is increased, and the waste is caused.

The actual operation working condition of the ship cannot be completely the same as the matching working condition of the ship design propeller, most of the operation working conditions of the ship running in the inland river have deviation with the design working condition, the actual operation navigational speed of the ship is usually greatly lower than the design navigational speed, and the actual unit power oil consumption rate of the main engine can reach twice or even higher than the minimum oil consumption rate.

The ship propulsion system with the propeller driven by the electric motor provided by the main generator set converts chemical energy into electric energy and then converts the electric energy into mechanical energy to perform energy conversion twice, and has lower efficiency than the conversion efficiency of a primary energy source from chemical energy to mechanical energy, wherein the propeller is driven by a main machine through mechanical transmission. Because the ship propulsion system of the electric motor driven propeller provided by the main generator set has low conversion efficiency and high manufacturing cost, the ship propulsion system is rarely applied to the freight ship with importance on cost and efficiency. The ship propulsion system using the pure battery as the power source is environment-friendly, and the price of electric energy is relatively lower than that of chemical energy, but the energy density of the battery is low, so that the endurance capacity of the ship is poor, the cost of the battery is high, and the difficulty of applying the battery on the ship, particularly on a freight ship, is high at present. Wind power and photovoltaic clean energy can produce a small amount of electric energy on a ship, and the generated electric energy is limited, so that the wind power and photovoltaic clean energy cannot be used as a main energy source on the ship with high propulsion power and long range.

SUMMERY OF THE UTILITY MODEL

The utility model aims at the current ship propulsion system that provides the electric energy motor drive screw by the main generator set and the conversion efficiency is low and the cost is high, by pure battery as the ship propulsion system of power supply, battery energy density is little to lead to boats and ships continuation of journey ability subalternation not enough, provide a host computer constant rotational speed ship oil-electricity hybrid propulsion system, change the transmission ratio through the infinitely variable device and make the rotational speed and the moment of torsion of shafting output and the rotational speed and the moment of torsion that the screw needs match completely, through propelling generator and group battery "the peak clipping is filled up the valley", can make the host computer operate at constant rotational speed constant power under the highest efficiency, thereby reduce the unit power oil consumption of host computer; the supplement of the whole system energy supply is formed through the battery pack, the wind driven generator and the photovoltaic solar energy, so that the fuel consumption of the ship is further reduced.

The technical scheme of the utility model: a main engine constant-rotating-speed ship oil-electricity hybrid propulsion system comprises a main engine and a propeller; the method is characterized in that: the propulsion system consists of a clutch, a propulsion generator, a gear box, a stepless speed change device, a transmission shaft, a common bus, a battery pack, a wind driven generator, photovoltaic solar energy, a shore power box and a daily load; host computer, clutch, propulsion generator, gear box, infinitely variable transmission, screw pass through the transmission shaft is the transmission connection in proper order, it through propulsion electricity generation converter with public female power circuit connection of arranging, bank electronic box pass through bank electric converter with public female power circuit connection of arranging, aerogenerator pass through the wind-powered electricity generation converter with public female power circuit connection of arranging, the group battery pass through the battery converter with public female power circuit connection of arranging, photovoltaic solar energy pass through the photovoltaic converter with public female power circuit connection of arranging, daily load pass through the load converter with public female power circuit connection of arranging.

The main engine is an internal combustion engine, and the clutch is a one-way clutch.

The propulsion generator is a double-shaft extension motor, can be driven by a main machine to serve as a generator to generate electricity, and can also obtain electric energy from a battery pack through a common busbar to serve as a motor to drive a propeller.

And a clutch structure and a speed reduction transmission mechanism or a clutch structure and an acceleration transmission mechanism are arranged in the gear box.

The stepless speed change device consists of a shell, a double-planetary transmission mechanism and an output shaft transmission mechanism, wherein the double-planetary transmission mechanism consists of an input shaft, an input central wheel, an input planet wheel, a planet wheel shaft, an output planet wheel, an output central wheel, an output shaft and a planet carrier; the input shaft is fixedly connected with the center of the input central wheel, the input central wheel and the input planetary wheel form external meshing transmission connection, the output central wheel and the output planetary wheel form external meshing transmission connection, the output shaft is fixedly connected with the output central wheel, and the input planetary wheel is fixedly connected with the output planetary wheel in a coaxial manner through a planetary wheel shaft; the output shaft transmission mechanism consists of a planet carrier meshing wheel, a middle transmission gear I, a middle transmission gear shaft I, a middle transmission gear II, a middle transmission gear III, a middle transmission gear shaft II, an output shaft meshing central wheel, an output shaft and a planet carrier; the planet carrier meshing wheel is coaxially fixed on the planet carrier, the planet carrier meshing wheel is in external meshing transmission connection with the first intermediate transmission gear, the first intermediate transmission gear is coaxially connected and fixed with the second intermediate transmission gear through the first transmission gear shaft, the second intermediate transmission gear is in external meshing transmission connection with the third intermediate transmission gear, the second intermediate transmission gear shaft is fixedly connected at the center of the third intermediate transmission gear, and the output shaft meshing center wheel is in external meshing transmission connection with the third intermediate transmission gear; the double planetary transmission mechanism and the output shaft transmission mechanism share a planetary gear shaft, a planetary carrier and an output shaft; the input shaft, the output shaft and the planet carrier are coaxially arranged at the rotation center, and the planet carrierThe planetary gear mechanism comprises an input shaft, an output central gear, a planetary gear bearing, an input shaft, an output shaft, an intermediate transmission gear shaft I, an intermediate transmission gear shaft II and a bearing arranged on a shell, wherein the center of the input shaft, the output central gear and the planetary gear are fixedly connected, one end of the output shaft is fixedly connected with the output central gear after penetrating through the planetary gear bearing, the other end of the output shaft is fixedly connected with the output shaft meshing central gear, the planetary gear bearing is fixedly arranged on the circumference of a planetary carrier, the planetary gear shaft is fixedly connected with an inner ring of the planetary gear bearing, the input shaft, the output shaft, the intermediate transmission gear shaft I and the intermediate transmission gear shaft II are rotatably connected with the bearing arranged on the shell, and the input planetary gear and the output planetary gear revolve around the center of the planetary carrier after forming a whole with the planetary carrier while rotating. When the total transmission ratio i of the output shaft transmission mechanism_BWhen the total transmission ratio is more than or equal to 1, the total transmission ratio i of the double planetary transmission mechanism_ATotal transmission ratio i with output shaft transmission mechanism (B)_BIs that_A=1/(1+i_B) When the output shaft drive (B) has a total transmission ratio i_BWhen the gear ratio is less than 1, the total gear ratio i of the double planetary transmission mechanism (A)_ATotal transmission ratio i with output shaft transmission mechanism (B)_BIs that_A=1/(1+1/i_B)。

The utility model has the advantages that: the utility model provides a host computer constant speed boats and ships oil electricity hybrid propulsion system, whole propulsion system comprises host computer, clutch, propulsion generator, gear box, infinitely variable device, screw, transmission shaft, public mother row, bank electronic box, group battery, aerogenerator, photovoltaic solar energy and daily load, the utility model discloses set up host computer and propulsion generator simultaneously, the total power that host computer and propulsion generator add satisfies the requirement of highest navigational speed power to reduce host computer configuration power, reduced the configuration cost; the pure electric drive of the propulsion generator is adopted during low-speed navigation, so that the efficiency is high; the peak clipping and valley filling of the output energy of the main engine are realized by propelling the generator and the battery pack, the transmission ratio is changed by the stepless speed change device, and the main engine operates at constant rotating speed and constant power under the highest efficiency except for the condition that the ship is accelerated excessively or backs a car, so that the unit power oil consumption of the main engine is greatly reduced; the shore power system, the wind driven generator and the photovoltaic solar energy are used as the auxiliary supplement of the energy of the whole system, and the clean energy is utilized to further reduce the fuel consumption of the ship; the battery pack replaces a generator set, and configuration cost of the ship generator is saved.

Drawings

Fig. 1 is a schematic view of the overall structure of the propulsion system of the present invention.

Fig. 2 is a schematic structural view of the medium stepless speed change device of the present invention.

In the figure: the system comprises a main machine 1, a one-way clutch 2, a propulsion generator 3, a gear box 4, a stepless speed change device 5, a propeller 6, a transmission shaft 7, a common busbar 8, a propulsion power generation converter 9, a battery converter 10, a battery pack 11, a wind power converter 12, a wind power generator 13, a photovoltaic converter 14, photovoltaic solar energy 15, a shore power converter 16, a shore power box 17, a load converter 18, a daily load 19, an input shaft 20, an input central wheel 21, an input planetary wheel 22, a planetary wheel shaft 23, an output planetary wheel 24, an output central wheel 25, a planetary carrier meshing wheel 26, an intermediate transmission gear I27, an intermediate transmission gear I28, an intermediate transmission gear II 29, an intermediate transmission gear III 30, an intermediate transmission gear II 31, an output shaft meshing central wheel 32, an output shaft 33, a planetary carrier bearing 34, a planetary wheel bearing 35, a planetary carrier 36 and a shell 37.

Detailed Description

The invention will be further explained with reference to the following figures and examples:

as shown in fig. 1, the main engine constant-rotating-speed ship oil-electricity hybrid propulsion system is composed of a main engine 1, a clutch 2, a propulsion generator 3, a gear box 4, a stepless speed change device 5, a propeller 6, a transmission shaft 7, a common bus bar 8, a propulsion power generation converter 9, a battery converter 10, a battery pack 11, a wind power converter 12, a wind power generator 13, a photovoltaic converter 14, photovoltaic solar energy 15, a shore power converter 16, a shore power box 17, a load converter 18 and a daily load 19. The main machine 1, the one-way clutch 2, the propulsion generator 3, the gear box 4, the stepless speed change device 5 and the propeller 6 are sequentially connected from left to right through a transmission shaft 7; the propulsion generator 3, the battery pack 11, the wind driven generator 13, the photovoltaic solar energy 15, the shore power box 17 and the daily load 19 are respectively connected with the common busbar 8 through a propulsion power generation converter 9, a battery converter 10, a wind power converter 12, a photovoltaic converter 14, a shore power converter 16 and a daily load converter 18 to form a power circuit.

As shown in fig. 2, the continuously variable transmission 5 is constituted by a casing 37, a double planetary transmission a constituted by the input shaft 20, the input sun gear 21, the input planetary gears 22, the planetary gear shafts 23, the output planetary gears 24, the output sun gear 25, the output shaft 33, and the carrier 36, and an output shaft transmission B; the input shaft 20 is fixedly connected with the center of the input central wheel 21, the input central wheel 21 is in external meshing transmission connection with the input planet wheel 22, the output central wheel 25 is in external meshing transmission connection with the output planet wheel 24, the output shaft 33 is fixedly connected with the output central wheel 25, and the input planet wheel 22 is coaxially connected with the output planet wheel 24 through the planet wheel shaft 23; the output shaft transmission mechanism B consists of a planet carrier meshing wheel 26, a middle transmission gear I27, a middle transmission gear shaft I28, a middle transmission gear II 29, a middle transmission gear III 30, a middle transmission gear shaft II 31, an output shaft meshing central wheel 32, an output shaft 33 and a planet carrier 36; the planet carrier meshing wheel 26 is coaxially fixed on a planet carrier 36, the planet carrier meshing wheel 26 and the first intermediate transmission gear 27 form external meshing transmission connection, the first intermediate transmission gear 27 is coaxially connected and fixed with the second intermediate transmission gear 29 through a first transmission gear shaft 28, the second intermediate transmission gear 29 and the third intermediate transmission gear 30 form external meshing transmission connection, the second intermediate transmission gear shaft 31 is connected and fixed at the center of the third intermediate transmission gear 30, and the output shaft meshing central wheel 32 and the third intermediate transmission gear 30 form external meshing transmission connection; the double planetary transmission mechanism A and the output shaft transmission mechanism B share the planetary gear shaft 23, the planetary carrier 36 and the output shaft 33; the rotation centers of the input shaft 20, the output shaft 33 and the planet carrier 36 are coaxially arranged, a planet carrier bearing 34 is fixedly arranged at the center of the planet carrier 36, after the output shaft 33 penetrates through the planet carrier bearing 34, one end of the output shaft 33 is fixedly connected with the output central wheel 25, the other end of the output shaft is fixedly connected with the output shaft meshing central wheel 32, a planet wheel bearing 35 is fixedly arranged on the circumferential direction of the planet carrier 36, the planet wheel shaft 23 is fixedly connected with the inner ring of the planet wheel bearing 35, the input shaft 20, the output shaft 33, the intermediate transmission gear shaft I28 and the intermediate transmission gear shaft II 31 are in rotating connection with a bearing arranged on a shell 37, and the input planet wheel 22 and the output planet wheel 24 perform revolution around the center of the planet carrier 36 while performing rotation motion and forming an integral body with the planet carrier 36And (7) turning. Overall transmission ratio i of the double planetary transmission (A)_ATotal transmission ratio i with output shaft transmission mechanism (B)_BIs 2, total transmission ratio i of the double planetary transmission mechanism (A)_A=1/(1+i_B)，i_AIs 1/3.

As shown in fig. 1, a constant-speed ship oil-electricity hybrid propulsion system with a main engine 1, wherein the main engine is an internal combustion engine; the clutch 2 is a one-way clutch and is used for preventing the propulsion generator 3 from reversely dragging the main machine 1 when the system is driven by pure electric power; the propulsion generator 3 is a double-shaft extension generator, can be driven by the main machine 1 to be used as a generator to generate electricity, and can also obtain electric energy from a battery pack 11 through a common bus bar 8 to be used as a motor to drive a propeller 6; a clutch structure and a speed reducing transmission mechanism or a clutch structure and an accelerating transmission mechanism are arranged in the gear box 4.

As shown in fig. 1, a main engine constant-speed ship oil-electricity hybrid propulsion system is provided with a common busbar 8 with functions of a carrier and a channel for electric energy, information and control and a battery pack 11 with functions of electric energy storage and power supply.

As shown in figure 1, the main engine constant-rotating-speed ship gasoline-electric hybrid propulsion system is provided with a shore power box 17, a wind driven generator 13 and photovoltaic solar energy 15 as system auxiliary/supplementary electric energy, the auxiliary/supplementary electric energy can be used for supplying electric power to a ship when the ship is in a port or anchored, and the auxiliary/supplementary electric energy is used for daily load of the ship, and redundant parts are stored in a battery pack 11 and are uniformly allocated and used by the whole system.

As shown in fig. 2, when power is input from the gear case 4 to the input shaft 20 of the continuously variable transmission 5, the input torque is split into two by the double planetary transmission a, the first of which drives the output shaft 33 to rotate via the input shaft 20, the input sun gear 21, the input planetary gears 22, the planetary shafts 23, the output planetary gears 24, and the output sun gear 25, and the second of which drives the carrier 36 to rotate in the direction opposite to the direction of the output shaft 33 via the input shaft 20, the input sun gear 21, the input planetary gears 22, and the planetary shafts 23. The planet carrier 36 rotates in the direction opposite to the direction of the output shaft 33, and the output shaft 33 is driven to rotate through the planet carrier meshing wheel 26, the intermediate transmission gear I27, the intermediate transmission gear II 29, the intermediate transmission gear III 30 and the output shaft meshing central wheel 32 by the output shaft transmission mechanism B, and the driving direction is the same as the driving direction of the output central wheel 25. Because the output shaft transmission mechanism B forces the planet carrier 36 and the output shaft 33 to rotate in opposite directions simultaneously according to the transmission ratio 2, the first torque and the second torque are converged on the output shaft 33 through the output central wheel 25 and the output shaft meshing central wheel 32 simultaneously to form output torque. This output torque is compared with the load torque of the propeller 6, and if the output torque of the output shaft 33 is smaller than the load torque of the propeller 6, the propeller 6 cannot be driven; if the output torque of the output shaft 33 is larger than the load torque of the propeller 6, because the planet carrier 36 revolves reversely and has no resistance except friction, the redundant torque drives the propeller 6 to accelerate under the condition that the rotating speed of the input shaft 20 is unchanged, the load torque of the propeller 6 is increased as the rotating speed of the propeller 6 is increased along with the increase of the rotating speed, the rotating speed of the propeller 6 is increased to increase the load torque of the propeller 6, meanwhile, the rotating speed of the propeller 6 is increased, namely the rotating speed of the output wheel 33 is increased, and the output torque of the output wheel 33 is reduced according to the energy conservation law when the rotating speed of the output wheel 33 is increased. With the load torque of the propeller 6 increasing and the output torque of the output wheel 33 decreasing, when the load torque of the propeller 6 and the output torque of the output wheel 33 are equal, the propulsion system reaches a stable operation state, and the output power of the gearbox 4 is equal to the input power of the propeller 6. After the system reaches a stable operation state, if the output of the gearbox 4, namely the input rotating speed of the stepless speed change device 5 is not changed, and the input torque is increased to increase the input power, the increased torque increases the rotating speed of the propeller 6 under the condition that the input rotating speed of the input shaft 20 is not changed, and finally the input power of the propeller 6 is equal to the output power of the gearbox 4, so that the propulsion system reaches a new stable state. After reaching the steady state of operation, if the output of the gearbox 4, i.e. the input rotational speed of the continuously variable transmission 5, is constant, the input torque is reduced and the input power is reduced, and vice versa. Thus, it can be seen that: the stepless speed change device 5 can automatically change the characteristic curve of the output rotating speed self-adaptive propeller 6 under the condition that the input rotating speed is not changed and the input power is changed due to the change of the input torque, so that the input power of the propeller 6 is equal to the output power of the gear box 4.

As shown in fig. 1, the main machine 1 can be operated at a constant speed and a constant power and can output different total powers in combination with the propulsion generator 3. When the propulsion generator 3 is in a power generation state, the main engine 1 runs at constant rotating speed and constant power, the total output power is equal to the sum of the output power of the main engine 1 and the power generation power of the propulsion generator 3, the total output power can be changed by changing the power generation power of the propulsion generator 3 under the condition that the output power of the main engine 1 is not changed, and meanwhile, the output rotating speed is adjusted according to the size of the input power by the stepless speed change device 5 under the condition that the input rotating speed is not changed, the characteristic curve of the propeller 6 is self-adapted, so that the input power of the propeller 6 is equal to the output power of the gear box 4; when the propulsion generator 3 is in an electric state, the main engine 1 runs at constant rotating speed and constant power, the total output power is equal to the output power of the main engine 1 plus the electric power of the propulsion generator 3, the total output power can be changed by changing the electric power of the propulsion generator 3 under the condition that the output power of the main engine 1 is not changed, and meanwhile, the output rotating speed is adjusted according to the size of the input power by the stepless speed change device 5 under the condition that the input rotating speed is not changed, the characteristic curve of the propeller is self-adapted, so that the input power of the propeller 6 is equal to the output power of the gear box 4. Therefore, the main engine can always work at the highest efficiency point at constant rotating speed and constant power, and the unit power oil consumption is lowest.

As shown in fig. 1, the present embodiment has the following eight operating conditions:

the working condition I is as follows: and pure electric propulsion, wherein when the power required by the propeller 6 is less than or equal to the rated power of the propulsion generator 3 and the electric quantity of the battery pack 11 is sufficient, the propulsion generator 3 drives the ship.

Working conditions are as follows: the main machine 1 propels and propels the generator 3 to generate electricity; when the power required by the propeller 6 is smaller than the power of the highest efficiency point of the main machine 1 and the residual electric quantity of the battery pack 11 is insufficient, the main machine 1 is put into operation and operates at the highest efficiency point with constant rotating speed and constant power, the generated power is preferentially used for driving the propeller 6, and the rest part drives the propulsion generator 3 to generate power and store the power in the battery pack 11.

Working conditions are as follows: the pure main engine 1 is propelled, when the power required by the propeller 6 is equal to the power of the maximum efficiency point or the power of the maximum efficiency area of the main engine 1, the pure main engine 1 enters the driving working condition, and the output power of the main engine 1 is all used for driving the propeller 6.

Working conditions are as follows: the main engine 1 and the propulsion generator 3 jointly propel the working condition, when the power required by the propeller 6 is larger than the sum of the power of the maximum efficiency point of the main engine 1 and smaller than or equal to the sum of the power of the maximum efficiency point of the main engine 1 and the rated power of the propulsion generator 3, the main engine 1 and the propulsion generator 3 jointly drive the propeller 6, the main engine 1 operates at the maximum efficiency point at constant rotating speed and constant power, and the difference between the power required by the propeller 6 and the power of the maximum efficiency point of the main engine 1 is provided by the propulsion generator 3.

Working condition five: under the condition of ultra-acceleration, when the power required by the propeller 6 is greater than the sum of the maximum efficiency point power of the main engine 1 and the rated power of the propulsion generator 3, the propulsion generator 3 outputs all the propulsion power, and the main engine 1 outputs the power higher than the maximum efficiency point until the rated power of the main engine 1 reaches 110%, so that the navigational speed of the ship is further increased.

Working condition six: under the working condition of ship sliding energy recovery, when the ship decelerates and slips through inertia, the main machine 1 stops working, and the propulsion generator 3 generates electricity to recover the rotational inertia energy of the propulsion system and the energy returned by the state of the propeller 6 and the water turbine.

A seventh working condition: under the working condition of ship backing, when the ship backs, the propulsion generator 3 brakes and generates power, then the power is changed by the gear box 4, the propeller 6 is reversely driven by the propulsion generator 3, and if larger reverse driving power is needed, the main engine 1 is put into operation until 110% rated power is output.

Working conditions are eight: when the ship is berthed at an anchoring place or in a port, the main machine 1 does not operate, and the shore power box 17, the wind driven generator 13 and the photovoltaic solar energy 15 supply electric energy for the daily load 19 and charge the battery pack 11; the electric energy generated by the wind driven generator 13 and the photovoltaic solar energy 15 at any time is used for daily loads 19, and the redundant electric energy is stored in the battery pack 11 and is uniformly allocated and used by the whole system.

In conclusion, the ship is provided with the utility model, pure electric power can be used for driving at low speed, and the efficiency is high; the main engine 1 operates at the highest efficiency point at constant rotating speed and constant power except the condition that the ship is over-accelerated or backs a car, energy can be recycled when the ship decelerates and coasts, the energy-saving effect is obvious, and the emission reduction of the ship is correspondingly realized while the fuel consumption of the ship is saved; a generator set is cancelled, the configuration power of a host can be reduced, and the initial investment of a ship is reduced; the configuration battery pack can use electric energy provided by shore power, wind power and photovoltaic, and the ship operation cost is further saved.

Claims

1. A main engine constant-rotating-speed ship oil-electricity hybrid propulsion system comprises a main engine (1) and a propeller (6); the method is characterized in that: the propulsion system is also composed of a clutch (2), a propulsion generator (3), a gear box (4), a stepless speed change device (5), a transmission shaft (7), a common bus (8), a battery pack (11), a wind driven generator (13), photovoltaic solar energy (15), a shore power box (17) and a daily load (19); the main machine (1), the clutch (2), the propulsion generator (3), the gear box (4), the stepless speed change device (5) and the propeller (6) are sequentially connected in a transmission way through the transmission shaft (7), the propulsion generator (3) is connected with the power circuit of the common bus bar (8) through a propulsion power generation converter (9), the shore power box (17) is connected with the power circuit of the common busbar (8) through a shore power converter (16), the wind power generator (13) is connected with the power circuit of the common busbar (8) through a wind power converter (12), the battery pack (11) is connected with the power circuit of the common busbar (8) through a battery converter (10), the photovoltaic solar energy (15) is connected with the power circuit of the common busbar (8) through a photovoltaic converter (14), the daily load (19) is connected with the power circuit of the common busbar (8) through a load converter (18).

2. The main engine constant-speed ship oil-electric hybrid propulsion system according to claim 1, characterized in that: the main engine (1) is an internal combustion engine, and the clutch (2) is a one-way clutch.

3. The main engine constant-speed ship oil-electric hybrid propulsion system according to claim 1, characterized in that: the propulsion generator (3) is a double-shaft extension motor, and is driven by the main machine (1) to be used as a generator to generate electricity, or electric energy is acquired from the battery pack (11) through the common busbar (8) to be used as a motor to drive the propeller (6).

4. The main engine constant-speed ship oil-electric hybrid propulsion system according to claim 1, characterized in that: and a clutch structure and a speed reduction transmission mechanism or a clutch structure and an acceleration transmission mechanism are arranged in the gear box (4).

5. The main engine constant-speed ship oil-electric hybrid propulsion system according to claim 1, characterized in that: the stepless speed change device (5) is composed of a shell (37), a double-planetary transmission mechanism (A) and an output shaft transmission mechanism (B), wherein the double-planetary transmission mechanism (A) is composed of an input shaft (20), an input central gear (21), an input planetary gear (22), a planetary gear shaft (23), an output planetary gear (24), an output central gear (25), an output shaft (33) and a planetary carrier (36); the input shaft (20) is fixedly connected with the center of the input central wheel (21), the input central wheel (21) is in external meshing transmission connection with the input planet wheel (22), the output central wheel (25) is in external meshing transmission connection with the output planet wheel (24), the output shaft (33) is fixedly connected with the output central wheel (25), and the input planet wheel (22) is coaxially connected and fixed with the output planet wheel (24) through a planet wheel shaft (23); the output shaft transmission mechanism (B) is composed of a planet carrier meshing wheel (26), a first intermediate transmission gear (27), a first intermediate transmission gear shaft (28), a second intermediate transmission gear (29), a third intermediate transmission gear (30), a second intermediate transmission gear shaft (31), an output shaft meshing central wheel (32), an output shaft (33) and a planet carrier (36); the planet carrier meshing wheel (26) is coaxially fixed on a planet carrier (36), the planet carrier meshing wheel (26) and a first intermediate transmission gear (27) form external meshing transmission connection, the first intermediate transmission gear (27) is coaxially connected and fixed with a second intermediate transmission gear (29) through a first transmission gear shaft (28), the second intermediate transmission gear (29) and a third intermediate transmission gear (30) form external meshing transmission connection, a second intermediate transmission gear shaft (31) is connected and fixed at the center of the third intermediate transmission gear (30), and an output shaft meshing central wheel (32) and the third intermediate transmission gear (30) form external meshing transmission connection; the double planetary transmission mechanism (A) and the output shaft transmission mechanism (B) share a planetary gear shaft (23), a planetary carrier (36) and an output shaft (33); the input shaft (20), the output shaft (33) and the planet carrier (36) are coaxially arranged at the rotation center, a planet carrier bearing (34) is fixedly arranged at the center of the planet carrier (36), after the output shaft (33) penetrates through the planet carrier bearing (34), one end of the output shaft is fixedly connected with the output central wheel (25), the other end of the output shaft is fixedly connected with the output shaft meshing central wheel (32), and the periphery of the planet carrier (36) is fixedly connected with the output shaft meshing central wheel (32)A planet wheel bearing (35) is fixedly arranged upwards, a planet wheel shaft (23) is fixedly connected with an inner ring of the planet wheel bearing (35), an input shaft (20), an output shaft (33), a first intermediate transmission gear shaft (28) and a second intermediate transmission gear shaft (31) are rotatably connected with a bearing arranged on a shell (37), an input planet wheel (22) and an output planet wheel (24) rotate and simultaneously revolve around the center of a planet carrier (36) after forming a whole with the planet carrier (36), and the total transmission ratio i of the double-planet transmission mechanism (A)_ATotal transmission ratio i with output shaft transmission mechanism (B)_BIs that_A=1/(1+i_B)。