CN217456317U - Hybrid ship new energy electric propulsion system - Google Patents
Hybrid ship new energy electric propulsion system Download PDFInfo
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- CN217456317U CN217456317U CN202220304832.2U CN202220304832U CN217456317U CN 217456317 U CN217456317 U CN 217456317U CN 202220304832 U CN202220304832 U CN 202220304832U CN 217456317 U CN217456317 U CN 217456317U
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Abstract
The utility model belongs to the technical field of boats and ships electric propulsion system, especially, be a hybrid's boats and ships new forms of energy electric propulsion system, including hybrid boats and ships direct current distribution system and electric propulsion subassembly, hybrid boats and ships direct current distribution system includes container power battery group, container power battery group with electric propulsion subassembly is connected with right the power propulsion subassembly power supply, wherein the electric propulsion subassembly includes the dc-to-ac converter subassembly and advances the module, dc-to-ac converter subassembly series connection is on hybrid boats and ships direct current distribution system. This hybrid's boats and ships new forms of energy electric propulsion system supplies power to impel the module through container power battery group, realizes impelling the module operation in order to impel boats and ships, further sets up the dc-to-ac converter subassembly outside hybrid boats and ships direct current distribution system, realizes the reduction to hybrid boats and ships direct current distribution system assembly occupation space.
Description
Technical Field
The utility model relates to a boats and ships electric propulsion system technical field specifically is a hybrid's boats and ships new forms of energy electric propulsion system.
Background
The ship electric propulsion is a propulsion mode for propelling the ship to operate by driving a propeller by a motor, and the operation of propulsion equipment on the ship is realized by carrying out system distribution on the electric power on the ship, wherein a generator in the system can be used for a ship power grid besides supplying the driving motor to operate and also can be used for charging a container battery.
When the traditional ship electric propulsion system supplies power to the whole ship equipment, alternating current networking is adopted. One or more diesel generators are connected in parallel to provide an alternating current power supply, and the power supply is carried out on the propeller and the daily transformer through an alternating current distribution system. The diesel generator of traditional boats and ships electric propulsion system needs at least a generator to be in operating condition all the time, otherwise the whole ship will lose power, leads to diesel generator power and actual demand to mismatch, and the fuel inefficiency, the oil consumption is high at ordinary times, has increased the emission of carbon emission and nitrogen oxide. When a plurality of diesel generators are connected to the grid, the frequency of the synchronous generators is needed, so that additional synchronous equipment is needed, and limited space is occupied.
In order to solve the problems, a hybrid ship new energy electric propulsion system is urgently needed to be provided, and the problems that in the prior art, the energy consumption is overlarge due to the fact that a diesel generator works for a long time and synchronous equipment is needed when a plurality of diesel generators are connected in a grid mode are solved.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a hybrid's boats and ships new forms of energy electric propulsion system solves the long-time work of diesel generator among the prior art and leads to the too big problem of energy consumption to and many diesel generator are incorporated into the power networks and need the problem of synchronous equipment.
In order to achieve the above object, the utility model provides a following technical scheme: a hybrid marine new energy electric propulsion system, comprising:
the hybrid ship direct current power distribution system comprises a container power battery pack, the container power battery pack and the electric propulsion assembly are connected to supply power to the electric propulsion assembly, the electric propulsion assembly comprises an inverter assembly and a propulsion module, the inverter assembly is connected to the hybrid ship direct current power distribution system in series, and the propulsion module and the inverter assembly are integrally arranged.
Preferably, the propulsion module further comprises a bow side pushing module, a port full-rotation propeller module, an intermediate propeller module and a starboard full-rotation propeller module, and the bow side pushing module, the port full-rotation propeller module, the intermediate propeller module and the starboard full-rotation propeller module are all connected to the hybrid ship direct-current power distribution system through the inverter assembly.
Preferably, the inverter assembly includes a bow thrusting inverter and a propulsion inverter, wherein the number of the propulsion inverters is three, and the propulsion inverter is installed between the port full-circle thruster module and the hybrid ship dc distribution system, between the middle thruster module and the hybrid ship dc distribution system, and between the starboard full-circle thruster module and the hybrid ship dc distribution system, and the bow thrusting inverter is installed in series between the bow thrusting module and the hybrid ship dc distribution system.
Preferably, the system further comprises a daily transformer, and the hybrid ship direct current distribution system is connected with the daily transformer to supply power to the daily transformer.
Preferably, the hybrid ship direct-current power distribution system further comprises a power inverter, and the power inverter is installed between the daily transformer and the hybrid ship direct-current power distribution system in series.
Preferably, the hybrid marine dc power distribution system further comprises a generator set and a first rectifier, the first rectifier being mounted between the generator set and the electric propulsion assembly, the generator set being connected to power the electric propulsion assembly through the first rectifier, and the generator set being connected to the container power battery pack to charge the container power battery pack.
Preferably, the hybrid ship direct-current power distribution system further comprises a manual isolating switch, a first direct-current section and a second direct-current section, the manual isolating switch is installed between the first direct-current section and the second direct-current section, the first direct-current section is connected with the bow thrust module and the port board full-rotation thruster module, the second direct-current section is connected with the middle thruster module and the starboard full-rotation thruster module, and the first direct-current section and the second direct-current section are connected with at least one container power battery pack and at least one generator set.
Preferably, an incoming line breaker connected with shore power is installed on the second direct current section, and the incoming line breaker is matched with the shore power to charge the container power battery pack.
Compared with the prior art, the beneficial effects of the utility model are that:
according to the hybrid ship new energy electric propulsion system, a hybrid ship direct-current power distribution system is adopted, and a diesel generator is merged into the hybrid ship direct-current power distribution system through a first rectifier, so that synchronous equipment is not needed; the mixed type ship direct-current power distribution system is connected into a large-capacity container type power battery pack, and the container type power battery pack provides full ship power, so that the working time of a diesel generator is reduced, the oil consumption is reduced, and the carbon emission and the nitrogen oxide emission are reduced; the inverter assembly is further arranged outside the hybrid ship direct-current power distribution system and combined with the electric propulsion assembly into a whole, so that the volume of the hybrid ship direct-current power distribution system is reduced; the generator set is started when the container power battery pack is in power shortage to charge the battery pack, and the generator set only works in the most economic power section, so that the power generation efficiency is improved; the shore power access unit is added, so that the power battery pack of the container can be charged without starting a generator set when shore power access is performed, and oil consumption is further reduced.
Drawings
Fig. 1 is a general schematic diagram of one embodiment of the present invention.
In the figure: 100. a hybrid ship direct current power distribution system; 101. a container power battery pack; 102. an incoming line breaker; 103. a manual isolation switch; 104. a first direct current section; 105. a second direct current section; 106. a first rectifier; 107. a second rectifier; 200. an electric propulsion assembly; 201. an inverter assembly; 2011. a bow thrusting inverter; 2012. a propulsion inverter; 202. a propulsion module; 2021. a bow side pushing module; 2022. a port full-circle-turning propeller module; 2023. a middle thruster module; 2024. a starboard full-circle-turning propeller module; 300. a domestic transformer; 400. a power inverter; 500. a generator set; 600. a sine filter.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
Referring to fig. 1, the present invention provides a technical solution: a hybrid marine new energy electric propulsion system, comprising:
a hybrid ship dc power distribution system 100 and an electric propulsion assembly 200, wherein the hybrid ship dc power distribution system 100 comprises a container power battery pack 101, the container power battery pack 101 and the electric propulsion assembly 200 are connected to supply power to the electric propulsion assembly 200, wherein the electric propulsion assembly 200 comprises an inverter assembly 201 and a propulsion module 202, the inverter assembly 201 is connected in series on the hybrid ship dc power distribution system 100, and the propulsion module 202 and the inverter assembly 201 are integrally arranged.
The container power battery pack 101 is used for supplying power to the propulsion module 202, the propulsion module 202 is operated to propel ships, and the inverter assembly 201 is further arranged outside the hybrid ship direct-current power distribution system 100 to reduce the assembly occupation space of the hybrid ship direct-current power distribution system 100.
As shown in fig. 1, the propulsion module 202 further includes a bow-side thrust module 2021, a port full-rotation thruster module 2022, an intermediate thruster module 2023, and a starboard full-rotation thruster module 2024, and the bow-side thrust module 2021, the port full-rotation thruster module 2022, the intermediate thruster module 2023, and the starboard full-rotation thruster module 2024 are all connected to the hybrid ship dc distribution system 100 through the inverter assembly 201.
The bow side thrust module 2021, the port side full-rotation propeller module 2022, the middle propeller module 2023 and the starboard side full-rotation propeller module 2024 are sequentially mounted on the hybrid ship direct-current power distribution system 100, so that the hybrid ship direct-current power distribution system 100 can respectively supply power to the bow side thrust module 2021, the port side full-rotation propeller module 2022, the middle propeller module 2023 and the starboard side full-rotation propeller module 2024.
As shown in fig. 1, the inverter assembly 201 includes a bow thrust inverter 2011 and a propulsion inverter 2012, wherein the number of the propulsion inverters 2012 is three, and the propulsion inverter 2012 is installed between the port full-turn thruster module 2022 and the hybrid ship dc distribution system 100, between the intermediate thruster module 2023 and the hybrid ship dc distribution system 100, and between the starboard full-turn thruster module 2024 and the hybrid ship dc distribution system 100, and the bow thrust inverter 2011 is installed in series between the bow thrust module 2021 and the hybrid ship dc distribution system 100.
Through the bow thrust inverter 2011 and the propulsion inverter 2012 on the inverter assembly 201, the output current on the container power battery pack 101 is converted, so that the bow thrust module 2021, the port full-rotation propeller module 2022, the middle propeller module 2023 and the starboard full-rotation propeller module 2024 connected to the inverter assembly 201 are electrified to work.
Specifically, the bow-side thrust module 2021, the port full-circle thruster module 2022, the middle thruster module 2023, and the starboard full-circle thruster module 2024 are all connected to the inverter assembly 201.
More specifically, the full-circle-turning propeller comprises a propelling motor, a transmission shaft assembly, an elastic coupling, a propeller and a gear set, wherein the elastic coupling is installed at the output end of the propelling motor, the transmission shaft assembly comprises a vertical shaft and tail shafts, one end of the vertical shaft is installed on the elastic coupling, the other end of the vertical shaft is connected with the tail shafts through the gear set in a transmission manner, the number of the tail shafts is two, the two tail shafts are symmetrically arranged on two sides of the axis of the vertical shaft, one tail shaft deviates from one end of the vertical shaft and is provided with a pushing type paddle, the other tail shaft deviates from one end of the vertical shaft and is provided with a pulling type paddle, and the rotating directions of the pushing type paddle and the pulling type paddle are opposite.
Drive the transmission shaft subassembly through propulsion motor cooperation elastic coupling and rotate, realize the protection to propulsion motor, wherein the transmission shaft subassembly adopts two segmentation transmission settings, compares in traditional propeller, has less mechanical connection point, reduction in production cost reduces the device and maintains work load to promote device operating efficiency, reduced vibration and noise when the operation.
As shown in fig. 1, the hybrid ship dc distribution system 100 further includes a household transformer 300, and the household transformer 300 is connected to the hybrid ship dc distribution system 100 to supply power to the household transformer 300.
Specifically, the household transformer 300 and the electric propulsion assembly 200 are connected in parallel.
By connecting the daily transformer 300 to the hybrid ship direct-current distribution system 100, the daily transformer 300 can effectively convert the current on the hybrid ship direct-current distribution system 100.
Specifically, the power supply system further comprises a power supply inverter 400, wherein the power supply inverter 400 is installed in series between the domestic transformer 300 and the hybrid ship direct current distribution system 100.
More specifically, the sine filter 600 is further included, and the sine filter 600 is installed between the power inverter 400 and the household transformer 300.
The current output from the container power battery pack 101 is converted by the power inverter 400, and is further processed by the sine filter 600, so that the daily transformer 300 can receive the current, wherein the power inverter 400 is disposed outside the hybrid ship dc distribution system 100, thereby reducing the assembly volume of the hybrid ship dc distribution system 100.
As shown in fig. 1, the hybrid marine dc power distribution system 100 further includes a generator set 500, the generator set 500 is connected to the electric propulsion assembly 200 through the first rectifier 106 to power the electric propulsion assembly 200, and the generator set 500 is connected to the container power battery pack 101 to charge the container power battery pack 101.
The generator set 500 generates electric power, and the generated electric power is rectified by the first rectifier 106 and then transmitted to the electric propulsion assembly 200, so that the electric propulsion assembly 200 is powered, and the generator set 500 and the container power battery pack 101 are powered by the electric propulsion assembly 200 in different use environments.
Electric power is generated by the generator set 500 and transmitted to the container power battery pack 101 to charge the container power battery pack 101.
As shown in fig. 1, the hybrid ship dc power distribution system 100 further includes a manual disconnector 103, a first dc section 104, and a second dc section 105, the manual disconnector 103 is installed between the first dc section 104 and the second dc section 105, the first dc section 104 is connected to the bow thrust module 2021 and the port-side full-turn thruster module 2022, the second dc section 105 is connected to the middle thruster module 2023 and the starboard-side full-turn thruster module 2024, and the first dc section 104 and the second dc section 105 are connected to at least one container power battery pack 101 and at least one generator set 500.
In one embodiment of the present invention, the first dc section 104 and the second dc section 105 are respectively connected to a container power battery pack 101 and a generator set 500.
The first direct current section 104 and the second direct current section 105 are separated by the manual isolating switch 103, so that the two generator sets 500 can independently charge the two container power battery packs 101, the two container power battery packs 101 can independently supply power to the bow thrust module 2021 and the port full-turn propeller module 2022, and the middle propeller module 2023 and the starboard full-turn propeller module 2024, thereby preventing the electric propulsion assembly 200 of the whole ship from being incapable of supplying power due to paralysis of part of the container power battery packs 101.
An incoming line breaker 102 connected to shore power is installed on the second dc section 105, and the incoming line breaker 102 and shore power cooperate to charge the container power battery pack 101.
Specifically, the incoming line breaker 102 and the generator set 500 are connected in parallel.
More specifically, the hybrid marine dc power distribution system 100 further comprises a second rectifier 107, wherein the second rectifier 107 is installed between the second dc section 105 and the incoming line breaker 102.
The shore power outputs current, the current enters a second rectifier 107 through an incoming line breaker 102, and the current processed by the second rectifier 107 is connected to the container power battery pack 101, so that the electric quantity on the container power battery pack 101 is supplemented.
In summary, the container power battery pack 101 supplies power to the propulsion module 202, so that the propulsion module 202 operates to propel a ship, and the inverter module 201 is further disposed outside the hybrid ship dc distribution system 100, so that the space occupied by the hybrid ship dc distribution system 100 during assembly is reduced.
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 invention, the scope of which is defined in the appended claims and their equivalents.
Claims (7)
1. A hybrid marine new energy electric propulsion system, comprising:
a hybrid ship direct current power distribution system (100) and an electric propulsion assembly (200), wherein the hybrid ship direct current power distribution system (100) comprises a container power battery pack (101), the container power battery pack (101) and the electric propulsion assembly (200) are connected to supply power to the electric propulsion assembly (200), the electric propulsion assembly (200) comprises an inverter assembly (201) and a propulsion module (202), the inverter assembly (201) is connected in series to the hybrid ship direct current power distribution system (100), and the propulsion module (202) and the inverter assembly (201) are integrally arranged;
the propulsion module (202) further comprises a bow-side thrust module (2021), a port full-rotation propeller module (2022), an intermediate propeller module (2023) and a starboard full-rotation propeller module (2024), and the bow-side thrust module (2021), the port full-rotation propeller module (2022), the intermediate propeller module (2023) and the starboard full-rotation propeller module (2024) are all connected to the hybrid ship direct-current power distribution system (100) through the inverter assembly (201).
2. The hybrid marine new energy electric propulsion system of claim 1, characterized in that: the inverter assembly (201) comprises a bow thrust inverter (2011) and a propulsion inverter (2012), wherein the number of the propulsion inverters (2012) is three, and the propulsion inverter (2012) is mounted between the port full-turn propeller module (2022) and the hybrid marine dc distribution system (100), between the intermediate propeller module (2023) and the hybrid marine dc distribution system (100), and between the starboard full-turn propeller module (2024) and the hybrid marine dc distribution system (100), the bow thrust inverter (2011) being mounted in series between the bow thrust module (2021) and the hybrid marine dc distribution system (100).
3. The hybrid marine new energy electric propulsion system of claim 1, characterized in that: the marine direct-current power distribution system further comprises a daily transformer (300), and the hybrid marine direct-current power distribution system (100) is connected with the daily transformer (300) to supply power to the daily transformer (300).
4. The hybrid marine new energy electric propulsion system of claim 3, characterized in that: the marine direct current power distribution system further comprises a power inverter (400), wherein the power inverter (400) is installed between the daily transformer (300) and the hybrid marine direct current power distribution system (100) in series.
5. The hybrid marine new energy electric propulsion system of claim 1, characterized in that: the hybrid marine dc power distribution system (100) further comprises a generator set (500) and a first rectifier (106), the first rectifier (106) being mounted between the generator set (500) and the electric propulsion assembly (200), the generator set (500) being connected through the first rectifier (106) and the electric propulsion assembly (200) to power the electric propulsion assembly (200), and the generator set (500) and the container power battery pack (101) being connected to charge the container power battery pack (101).
6. The hybrid marine new energy electric propulsion system of claim 5, wherein: the hybrid ship direct-current power distribution system (100) further comprises a manual isolating switch (103), a first direct-current section (104) and a second direct-current section (105), the manual isolating switch (103) is installed between the first direct-current section (104) and the second direct-current section (105), the first direct-current section (104) is connected with the bow-side thrust module (2021) and the port-side full-rotation thruster module (2022), the second direct-current section (105) is connected with the middle thruster module (2023) and the starboard full-rotation thruster module (2024), and at least one container power battery pack (101) and at least one generator set (500) are connected to the first direct-current section (104) and the second direct-current section (105).
7. The hybrid marine new energy electric propulsion system of claim 6, wherein: an incoming line breaker (102) connected to shore power is mounted on the second direct current section (105), and the incoming line breaker (102) and shore power cooperate to charge the container power battery pack (101).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220304832.2U CN217456317U (en) | 2022-02-15 | 2022-02-15 | Hybrid ship new energy electric propulsion system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220304832.2U CN217456317U (en) | 2022-02-15 | 2022-02-15 | Hybrid ship new energy electric propulsion system |
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| Publication Number | Publication Date |
|---|---|
| CN217456317U true CN217456317U (en) | 2022-09-20 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202220304832.2U Active CN217456317U (en) | 2022-02-15 | 2022-02-15 | Hybrid ship new energy electric propulsion system |
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| CN (1) | CN217456317U (en) |
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