CN215514074U - Electric propulsion circuit for ship - Google Patents
Electric propulsion circuit for ship Download PDFInfo
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- CN215514074U CN215514074U CN202120782039.9U CN202120782039U CN215514074U CN 215514074 U CN215514074 U CN 215514074U CN 202120782039 U CN202120782039 U CN 202120782039U CN 215514074 U CN215514074 U CN 215514074U
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- 238000004804 winding Methods 0.000 claims abstract description 14
- 239000011159 matrix material Substances 0.000 claims description 8
- 230000010355 oscillation Effects 0.000 abstract 1
- 239000003990 capacitor Substances 0.000 description 10
- 238000002485 combustion reaction Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 4
- 238000004891 communication Methods 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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Abstract
The utility model discloses a ship electric propulsion circuit, which has the technical scheme that: the generator set G1, the generator set G2 and the generator set G3 are included, the generator set G1 is electrically connected with a rectifier V3, the generator set G2 is electrically connected with a rectifier V6, the generator set G3 is electrically connected with a rectifier V11, the rectifier V3 is electrically connected with an inverter power supply V1, an inverter V2 and an inverter V4, the rectifier V6 is electrically connected with an inverter V5 and an inverter V9, the rectifier V11 is electrically connected with an inverter V10, an inverter V12 and an inverter power supply V13, the inverter V5 is electrically connected with one group of the low-speed permanent magnet propulsion motor set PM1 with double windings connected in series, and the inverter V9 is electrically connected with the other group of the low-speed permanent magnet propulsion motor set PM1 with double windings connected in series; the device can be used for distribution and adjustment, saves resources, has good control performance, reduces shafting oscillation and prolongs the service life.
Description
Technical Field
The utility model relates to the field of ship power, in particular to a ship electric propulsion circuit.
Background
An obvious technical development trend that the electric propulsion system replaces the traditional diesel engine direct propulsion mode for the ship propulsion system appears in the small and medium-sized ship market. Compared with the traditional diesel engine direct propulsion mode, the electric propulsion mode has the following technical advantages that (1) the power source is from a plurality of generator sets, so that the reliability and the safety of a power system are improved; (2) the automation degree of the whole propulsion system is improved; and (3) ship propulsion and power consumption for sailing are provided through an alternating current network, the propulsion power and power supply system of the whole ship is simplified, and the arrangement of a ship cabin and the arrangement and configuration of an auxiliary system of the cabin are optimized.
Referring to the existing Chinese patent with publication number CN110893900A, the ship electric propulsion system and the ship are disclosed, wherein the ship electric propulsion system comprises an internal combustion engine, a generator, a rectifier bridge, an inverter, a capacitor bank, a conversion bridge, a parameter collector and a controller; the rotational speed of the internal combustion engine is variable; the internal combustion engine is connected with the generator; the alternating current end of the rectifier bridge is connected with the generator; the positive and negative poles of the direct-current end of the inverter are correspondingly connected with the positive and negative poles of the direct-current end of the rectifier bridge, and the alternating-current end of the inverter is connected with the electric propeller of the ship; the high-voltage side of the conversion bridge is connected with the direct-current side of the rectifier bridge, and the low-voltage side of the conversion bridge is connected with the capacitor bank; the parameter collector is used for detecting the voltage and the current of the direct-current end of the inverter and the parameters of the capacitor bank; the controller controls the state of the converter bridge and the rotational speed of the internal combustion engine such that the sum of the output power of the direct-current end of the rectifier bridge and the input/output power of the capacitor bank is adapted to the load of the electric thruster. The capacitor bank connected in parallel with the generator thus carries the vast majority of the sudden load.
According to the ship electric propulsion system and the ship, as the capacitor bank of the ship electric propulsion system has the charge and discharge capacity, when the load of the ship electric propulsion system is smaller than the output power of the generator, the generator can provide the load consumption of the ship electric propulsion system and simultaneously charge the capacitor bank. When the load of the ship electric propulsion system is larger than the output power of the generator, the capacitor bank discharges through the direct current bus, and the capacitor bank and the generator provide load consumption of the ship electric propulsion system together, so that the power shortage of the electric propeller is avoided. When the load of the ship propulsion system is suddenly changed, most of the suddenly changed load is borne by the capacitor bank, so that the impact of the sudden change of the load of the ship propulsion system on the running state of the internal combustion engine is remarkably reduced, and the soot emission of the internal combustion engine is reduced when the load of the ship propulsion system is suddenly changed. However, the above-mentioned ship electric propulsion system and ship still have some disadvantages, such as: firstly, power output cannot be distributed to the ship, so that resource consumption is saved; secondly, the number and the rotating speed of the generators cannot be flexibly configured so as to control the ship; thirdly, the ship cannot be conveniently controlled, the vibration of shafting transmission is reduced, and the service life of the ship is prolonged.
SUMMERY OF THE UTILITY MODEL
In view of the problems mentioned in the background, it is an object of the present invention to provide a marine vessel electric propulsion circuit that solves the problems mentioned in the background.
The technical purpose of the utility model is realized by the following technical scheme:
a ship electric propulsion circuit comprises a generator set G1, a generator set G2 and a generator set G3, wherein a rectifier V3 is electrically connected to the generator set G1, a rectifier V6 is electrically connected to the generator set G2, a rectifier V11 is electrically connected to the generator set G3, an inverter V3 and an inverter V3 are electrically connected to the rectifier V3, an inverter V3 and an inverter V3 are electrically connected to the rectifier V3, one group of motors in a low-speed permanent magnet propulsion motor group PM 3 with two windings connected in series is electrically connected to the inverter V3, the other group of motors in the low-speed permanent magnet propulsion motor group PM 3 with two windings connected in series is electrically connected to the inverter V3, a side-push motor M3 is electrically connected to the inverter V3, and a cargo oil pump CM3 and a cargo pump BTCM 3 are electrically connected to the inverter V3, the inverter V10 and the inverter V12 are respectively and electrically connected with a cargo oil pump CM3 and a cargo oil pump CM 4.
By adopting the technical scheme, when in use, the generator set G1, the generator set G2 and the generator set G3 are used for supplying power for operation, the generator set G1, the generator set G2 and the generator set G3 can select single power supply and common power supply, the operation states of the generator set G1, the generator set G2 and the generator set G3 are controlled according to the advancing speed of a ship, the voltage forms of the generator set G1, the generator set G2 and the generator set G3 are converted through a rectifier, alternating current voltage is converted into direct current voltage, power supply for equipment of the ship is realized, in order to realize power supply for power equipment of the ship or other equipment, an inverter is electrically connected behind the rectifier, the direct current voltage is converted into alternating current voltage through the inverter, further, the power supply operation for the equipment of the ship is realized, and the alternating current voltage realizes power supply for the low-speed permanent magnet propulsion motor set PM1 with double windings connected in series at the moment, the ship can run, the rotating speed condition of the low-speed permanent magnet propulsion motor set PM1 with the double windings connected in series is fed back according to different requirements, then the running states of the generator set G1, the generator set G2 and the generator set G3 are controlled, and the side propulsion motor BTM1 is further arranged and used for controlling the ship to steer.
Preferably, the rectifier V3, the rectifier V6 and the rectifier V11 are electrically connected to a main bus bar, and the inverter V1, the inverter V2, the inverter V4, the inverter V5, the inverter V9, the inverter V10, the inverter V12 and the inverter V13 are respectively electrically connected to the main bus bar by plugging.
By adopting the technical scheme, the main bus socket is set so that the electric quantity among the rectifier V3, the rectifier V6 and the rectifier V11 can be communicated, the rectifier V3, the rectifier V6 and the rectifier V11 can be mutually matched to operate, and selective operation is realized.
Preferably, a dc switch V7 and a dc switch V8 are electrically connected between the rectifier V6 and the inverter V9, and the dc switch V7 and the dc switch V8 are connected in series.
By adopting the technical scheme, the setting of the direct current switch V7 and the direct current switch V8 can realize the effective control and regulation of the on-off of the electric quantity of the system.
Preferably, the inverter V2 and the inverter V4 are electrically connected to the cargo oil pump CM1 and the cargo oil pump CM2 through a group of cargo oil pump matrix switching cabinets, respectively, and the inverter V10 and the inverter V12 are electrically connected to the cargo oil pump CM3 and the cargo oil pump CM4 through another group of cargo oil pump matrix switching cabinets, respectively.
Through adopting above-mentioned technical scheme, the setting of cargo oil pump matrix switch cabinet can realize carrying out the conversion regulation to cargo oil pump CM1, cargo oil pump CM2, cargo oil pump CM3 and cargo oil pump CM4 on inverter V2, inverter V4, inverter V10 and inverter V12, and convenient operation is swift.
Preferably, the inverter V1 is electrically connected to the ACB through a set of transformers T1, and the inverter V13 is electrically connected to the ACB through another set of transformers T2.
Through adopting above-mentioned technical scheme, invertion power supply V1 and invertion power supply V13 supply power to ACB, can make the frame-type circuit breaker can realize the circular telegram to can realize supplying power the operation to the hull through the frame-type circuit breaker.
Preferably, the ACB is electrically connected with a shore electrical connection port, and the ACB is also electrically connected with an ESB.
Through adopting above-mentioned technical scheme, realize putting through the bank electricity through frame-type circuit breaker for boats and ships can realize berthing charging etc. and ESB can realize data communication's connection.
Preferably, the ACB and the ESB are further electrically connected with a plurality of sets of electrical interfaces, and the ESB is further electrically connected with an emergency generator set EG/HG 1.
Through adopting above-mentioned technical scheme, a plurality of groups of electrical property interfaces can realize supplying power and communication connection to other equipment to and emergent generating set EG/HG1 can carry out emergent power supply when the system breaks down.
In summary, the utility model mainly has the following beneficial effects:
firstly, the propulsion propeller works at any rotating speed, the number of the power generation diesel engines and even the rotating speed can be dynamically distributed, so that the diesel engines can be ensured to operate at working points with higher efficiency, and the fuel efficiency is saved by more than 10% compared with the traditional mechanical propulsion mode;
secondly, the number of running generators can be automatically selected by a computer according to the navigation speed requirement of the ship, one, two or three generators can be automatically selected to run in a network, and meanwhile, under the condition that the generators run in the network, the working point of the generator set is selected by the control of the computer in combination with the inherent power and rotating speed characteristic curve of the generator set, so that the generator set is ensured to work at the optimal oil consumption point, the problem that the working point of the generator set cannot be accurately selected and controlled due to manual operation is avoided, the automation degree of system control is improved, and the fuel consumption can be greatly saved;
thirdly, the dynamic characteristic and the control performance of the propulsion system are better, and the control performance of the ship is improved;
and fourthly, gear boxes of the mechanical transmission device are reduced, so that the vibration of shafting transmission is reduced, the abrasion of the shafting is reduced, and the service life of mechanical parts is prolonged.
Drawings
Fig. 1 is a schematic diagram of the circuit structure of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example 1
Referring to fig. 1, a ship electric propulsion circuit comprises a generator set G1, a generator set G2 and a generator set G3, wherein the generator set G1 is electrically connected with a rectifier V3, the generator set G2 is electrically connected with a rectifier V6, the generator set G3 is electrically connected with a rectifier V11, the rectifier V3 is electrically connected with an inverter V1, an inverter V2 and an inverter V4, the rectifier V6 is electrically connected with an inverter V5 and an inverter V9, the rectifier V11 is electrically connected with an inverter V10, an inverter V12 and an inverter V13, the inverter V5 is electrically connected with one group of low-speed permanent magnet propulsion motor sets PM1 with two windings connected in series, the inverter V9 is electrically connected with the other group of low-speed permanent magnet propulsion motor sets PM1 with two windings connected in series, the inverter V9 is also electrically connected with a side propulsion motor BTM1, the inverter V2 and the inverter V4 are respectively and electrically connected with a cargo oil pump CM1 and a cargo oil pump CM2, and the inverter V10 and the inverter V12 are respectively and electrically connected with a cargo oil pump CM3 and a cargo oil pump CM 4.
By adopting the technical scheme, when in use, the generator set G1, the generator set G2 and the generator set G3 are used for supplying power for operation, the generator set G1, the generator set G2 and the generator set G3 can select single power supply and common power supply, the operation states of the generator set G1, the generator set G2 and the generator set G3 are controlled according to the advancing speed of a ship, the voltage forms of the generator set G1, the generator set G2 and the generator set G3 are converted through a rectifier, alternating current voltage is converted into direct current voltage, power supply for equipment of the ship is realized, in order to realize power supply for power equipment of the ship or other equipment, an inverter is electrically connected behind the rectifier, the direct current voltage is converted into alternating current voltage through the inverter, further, the power supply operation for the equipment of the ship is realized, and the alternating current voltage realizes power supply for the low-speed permanent magnet propulsion motor set PM1 with double windings connected in series at the moment, the ship can run, the rotating speed condition of the low-speed permanent magnet propulsion motor set PM1 with the double windings connected in series is fed back according to different requirements, then the running states of the generator set G1, the generator set G2 and the generator set G3 are controlled, and the side propulsion motor BTM1 is further arranged and used for controlling the ship to steer.
In this embodiment, it is preferable that the rectifier V3, the rectifier V6, and the rectifier V11 are electrically connected to a main bus bar, and the inverter V1, the inverter V2, the inverter V4, the inverter V5, the inverter V9, the inverter V10, the inverter V12, and the inverter V13 are respectively electrically connected to the main bus bar by plugging. The main bus socket has the advantages that the main bus socket is set, so that the electric quantity among the rectifier V3, the rectifier V6 and the rectifier V11 can be communicated, the rectifier V3, the rectifier V6 and the rectifier V11 can be mutually matched to operate, and selective operation is realized.
In this embodiment, preferably, a dc switch V7 and a dc switch V8 are electrically connected between the rectifier V6 and the inverter V9, and the dc switch V7 and the dc switch V8 are connected in series. The effect is that the setting of the direct current switch V7 and the direct current switch V8 can realize the effective control and regulation of the on-off of the electric quantity of the system.
In this embodiment, preferably, the inverter V2 and the inverter V4 are electrically connected to the cargo oil pump CM1 and the cargo oil pump CM2 through a group of cargo oil pump matrix switch cabinets, respectively, and the inverter V10 and the inverter V12 are electrically connected to the cargo oil pump CM3 and the cargo oil pump CM4 through another group of cargo oil pump matrix switch cabinets, respectively. The effect is that, the switching cabinet of cargo oil pump matrix's setting can realize carrying out the switching regulation to cargo oil pump CM1, cargo oil pump CM2, cargo oil pump CM3 and cargo oil pump CM4 on inverter V2, inverter V4, inverter V10 and inverter V12, and convenient operation is swift.
In this embodiment, preferably, the inverter V1 is electrically connected to the ACB through one set of transformer T1, and the inverter V13 is electrically connected to the ACB through another set of transformer T2. The effect is, the ACB is supplied power to inverter V1 and inverter V13, can make the frame-type circuit breaker can realize the circular telegram to can realize supplying power the operation to the hull through the frame-type circuit breaker.
In this embodiment, preferably, the ACB is electrically connected to a shore electrical connection port, and the ACB is further electrically connected to an ESB. The effect does, realizes putting through the bank electricity through frame-type circuit breaker for boats and ships can realize berthing charging etc. and ESB can realize data communication's connection.
In this embodiment, preferably, the ACB and the ESB are further electrically connected to a plurality of sets of electrical interfaces, and the ESB is further electrically connected to an emergency generator set EG/HG 1. The effect does, and a plurality of groups of electrical interfaces can realize supplying power and the communication connection to other equipment to and emergent generating set EG/HG1 can carry out emergent power supply when the system breaks down.
The use principle and the advantages are as follows:
when the marine power generating set is used, the power supply operation is carried out through the generator set G1, the generator set G2 and the generator set G3, the generator set G1, the generator set G2 and the generator set G3 can select single power supply and common power supply, the operation states of the generator set G1, the generator set G2 and the generator set G3 are controlled according to the advancing speed of a ship, the voltage forms of the generator set G1, the generator set G2 and the generator set G3 are converted through a rectifier, alternating current voltage is converted into direct current voltage, power supply for equipment of the ship is achieved, in order to achieve power supply for power equipment of the ship or other equipment, an inverter is electrically connected to the rear side of the rectifier, the direct current voltage is converted into alternating current voltage through the inverter, further, the power supply operation for the equipment of the ship is achieved, and the alternating current voltage achieves power supply for the low-speed permanent magnet propulsion motor set PM1 with double windings in series connection, the ship can run, the rotating speed condition of the low-speed permanent magnet propulsion motor set PM1 with the double windings connected in series is fed back according to different requirements, then the running states of the generator set G1, the generator set G2 and the generator set G3 are controlled, and the side propulsion motor BTM1 is further arranged and used for controlling the ship to steer.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the utility model, the scope of which is defined in the appended claims and their equivalents.
Claims (8)
1. The utility model provides a boats and ships electric propulsion circuit, includes generating set G1, generating set G2 and generating set G3, its characterized in that: the generator set G1 is electrically connected with a rectifier V3, the generator set G2 is electrically connected with a rectifier V6, the generator set G3 is electrically connected with a rectifier V11, the rectifier V3 is electrically connected with an inverter power supply V1, an inverter V2 and an inverter V4, the rectifier V6 is electrically connected with an inverter V5 and an inverter V9, the rectifier V11 is electrically connected with an inverter V10, an inverter V12 and an inverter V13, the inverter V5 is electrically connected with one group of motors in a low-speed permanent magnet propulsion motor group PM1 with double windings connected in series, the inverter V9 is electrically connected with the other group of the low-speed permanent magnet propulsion motor group PM1 with double windings connected in series, the inverter V9 is also electrically connected with a side pushing motor BTM1, the inverter V2 and the inverter V4 are respectively and electrically connected with a cargo oil pump CM1 and a cargo oil pump CM2, the inverter V10 and the inverter V12 are respectively and electrically connected with a cargo oil pump CM3 and a cargo oil pump CM 4.
2. A marine vessel electric propulsion circuit according to claim 1, characterised in that: the rectifier V3, the rectifier V6 and the rectifier V11 are all electrically connected with a main bus socket.
3. A marine vessel electric propulsion circuit according to claim 2, characterised in that: the inverter power supply V1, the inverter V2, the inverter V4, the inverter V5, the inverter V9, the inverter V10, the inverter V12 and the inverter power supply V13 are respectively electrically connected with the main bus bar in a plugging mode.
4. A marine vessel electric propulsion circuit according to claim 1, characterised in that: a dc switch V7 and a dc switch V8 are electrically connected between the rectifier V6 and the inverter V9, and the dc switch V7 and the dc switch V8 are connected in series.
5. A marine vessel electric propulsion circuit according to claim 1, characterised in that: the inverter V2 and the inverter V4 are electrically connected with the cargo oil pump CM1 and the cargo oil pump CM2 through a group of cargo oil pump matrix switching cabinets respectively, and the inverter V10 and the inverter V12 are electrically connected with the cargo oil pump CM3 and the cargo oil pump CM4 through another group of cargo oil pump matrix switching cabinets respectively.
6. A marine vessel electric propulsion circuit according to claim 1, characterised in that: the inverter power supply V1 is electrically connected with the ACB through a set of transformer T1, and the inverter power supply V13 is electrically connected with the ACB through another set of transformer T2.
7. A marine vessel electric propulsion circuit according to claim 6, characterised in that: and the ACB is electrically connected with a shore electric connection port and is also electrically connected with an ESB.
8. A marine vessel electric propulsion circuit according to claim 7, characterised in that: the ACB and the ESB are also electrically connected with a plurality of groups of electrical interfaces, and the ESB is also electrically connected with an emergency generator set EG/HG 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120782039.9U CN215514074U (en) | 2021-04-16 | 2021-04-16 | Electric propulsion circuit for ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120782039.9U CN215514074U (en) | 2021-04-16 | 2021-04-16 | Electric propulsion circuit for ship |
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| Publication Number | Publication Date |
|---|---|
| CN215514074U true CN215514074U (en) | 2022-01-14 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120782039.9U Active CN215514074U (en) | 2021-04-16 | 2021-04-16 | Electric propulsion circuit for ship |
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| CN (1) | CN215514074U (en) |
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2021
- 2021-04-16 CN CN202120782039.9U patent/CN215514074U/en active Active
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Denomination of utility model: A Ship Electric Propulsion Circuit Granted publication date: 20220114 Pledgee: Agricultural Bank of China Limited Shanghai Free Trade Zone Branch Pledgor: Shanghai Dingheng Shipping Technology Co.,Ltd. Registration number: Y2024980023246 |