CN219008093U - Marine hybrid power system and ship - Google Patents
Marine hybrid power system and ship Download PDFInfo
- Publication number
- CN219008093U CN219008093U CN202223085587.XU CN202223085587U CN219008093U CN 219008093 U CN219008093 U CN 219008093U CN 202223085587 U CN202223085587 U CN 202223085587U CN 219008093 U CN219008093 U CN 219008093U
- Authority
- CN
- China
- Prior art keywords
- unit
- power
- fuel cell
- propulsion
- direct
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The utility model discloses a marine hybrid power system and a ship. The system comprises: the system comprises a host unit, at least two groups of fuel cell units, at least two groups of lithium cell units, a direct current distribution board, a power unit and a daily load; the main machine unit is used for generating mechanical energy to provide energy for the power unit and generating propulsion power; the power unit is used for providing propulsion power for the ship; the fuel cell unit is connected with the lithium battery unit in parallel and is used for generating direct-current voltage to supply power for the power unit and the daily load through the direct-current distribution board, so that the power unit generates propulsion power and the daily load normally operates; the direct current distribution board is used for distributing power for the power unit and the daily load. According to the technical scheme, the three power sources are used for jointly providing power, so that the defect of insufficient power or insufficient propulsion of the ship can be avoided, the ship can stably navigate even under severe sea conditions, and the main unit is closed, and the fuel cell unit and the lithium cell unit are only used for supplying power to the ship, so that the environmental pollution can be reduced.
Description
Technical Field
The utility model relates to the technical field of ships, in particular to a marine hybrid power system and a ship.
Background
In recent years, energy conservation and emission reduction of ships have become important concerns in the ship industry. With the development of economic globalization and technological innovation, research on energy conservation and emission reduction technology in the ship industry is not easy. The new energy sources such as fuel cells, battery energy storage, wind energy, solar energy and the like are different from the traditional fossil energy sources and are widely applied to the land, and reference is provided for new energy application in the ship industry.
With the increasing of the emission reduction pressure of ships, the power conversion from the traditional fuel oil to the new energy provided by the ships is inevitable, and the stable navigation of the ships is ensured while the new energy is applied to achieve the purposes of energy conservation and emission reduction.
Disclosure of Invention
The utility model provides a marine hybrid power system and a ship, which are used for reducing environmental pollution and ensuring stable sailing of the ship under severe sea conditions.
According to an aspect of the present utility model, there is provided a marine hybrid system, comprising: the system comprises a host unit, at least two groups of fuel cell units, at least two groups of lithium cell units, a direct current distribution board, a power unit and a daily load;
the main machine unit is connected with the power unit and is used for generating mechanical energy to provide energy for the power unit and generating propulsion power; the power unit is connected with the direct current distribution board and is used for providing propulsion power for the ship;
the fuel cell unit is connected with the lithium battery unit in parallel and is used for generating direct-current voltage to supply power for the power unit and the daily load through the direct-current distribution board, so that the power unit generates propulsion power and the daily load normally operates;
the direct-current distribution board further comprises a direct-current busbar, a busbar switch, a battery chopper, a propulsion inverter and a daily inverter; the direct current busbar is divided into a left section and a right section by a busbar switch, one group of fuel cell units and one group of lithium cell units are connected with the left section direct current busbar through a cell chopper, and the other group of fuel cell units and the other group of lithium cell units are connected with the right section direct current busbar through a cell chopper; the busbar switch is used for disconnecting the failed fuel cell unit and the lithium cell unit, and keeping the normal continuous operation of the fuel cell unit and the lithium cell unit as the power supply of the whole ship; the daily load is connected with the direct current busbar through the daily inverter; the power unit is connected with the direct current busbar through the propulsion inverter.
Optionally, the host unit includes: a main machine and a high torque clutch;
the host machine is used for generating mechanical energy and transmitting the mechanical energy to the high-torque clutch; the large torque clutch is used for converting mechanical energy into torque thrust and acting on the power unit, so that the power unit acts to generate propulsion power.
Optionally, the fuel cell unit includes: a hydrogen tank, a flow valve and a hydrogen fuel cell;
the hydrogen fuel cell is connected with a hydrogen tank through a flow valve, and the hydrogen tank is used for providing hydrogen for the hydrogen fuel cell; the flow valve is used for controlling the output hydrogen amount of the hydrogen tank and further controlling the electric quantity generated by the fuel cell unit.
Optionally, in the dc distribution board:
the battery chopper is used for boosting direct-current voltages generated by the fuel battery unit and the lithium battery unit and transmitting the direct-current voltages to the direct-current busbar; the direct current busbar is used for transmitting the boosted high-voltage direct current voltage to the propulsion inverter and the daily inverter; the propulsion inverter is used for converting the high-voltage direct-current voltage into alternating-current voltage to supply power for the power unit; the daily inverter is used for converting high-voltage direct-current voltage into alternating-current voltage to supply power for daily loads.
Optionally, the system also comprises a daily isolation transformer; the daily isolation transformer is arranged between the daily load and the daily inverter and is used for converting alternating voltage output by the daily inverter into three-phase alternating current to supply power for the daily load.
Optionally, the power unit includes: the device comprises a propeller, a shaft motor, a high-elasticity coupler and a gear box;
the shaft motor is used for converting electric energy generated by the fuel cell unit and the lithium cell unit into mechanical energy and transmitting the mechanical energy to the gear box; the gearbox is used for driving the propeller to rotate through the high-elasticity coupling according to the obtained mechanical energy.
Optionally, the system further comprises an engine management system, wherein the engine management system comprises a main controller and a sub-controller; the sub-controller comprises a fuel cell unit control system, a lithium cell unit control system, a power unit controller and a fire control controller;
the main controller is used for controlling each sub-controller;
the fuel cell unit control system includes a fuel cell controller, and is used for controlling the fuel cell unit;
the lithium battery unit control system comprises a lithium battery controller and is used for controlling the lithium battery unit;
the power unit controller is used for controlling the power unit;
the fire control controller is used for controlling the fire control unit;
wherein, all sub-controllers are connected with the main controller.
Optionally, the system also comprises a power management system, wherein the power management system comprises a control box and a main propeller side box;
the control box is connected with the power unit controller and is used for transmitting signals sent by the power unit controller to the side box of the main propeller; wherein the signals include a host state, a lithium battery state, and a fuel cell state;
the main propulsion side box comprises a main propulsion display panel and a main propulsion control panel, wherein the main propulsion display panel is used for displaying the energy use condition of the hybrid power system; the main propulsion control panel is used for controlling the energy distribution of the hybrid power system and displaying the energy distribution condition.
According to another aspect of the present utility model there is provided a marine vessel, characterized in that the vessel comprises a marine hybrid system according to the first aspect; the marine hybrid power system includes: the system comprises a host unit, at least two groups of fuel cell units, at least two groups of lithium cell units, a direct current distribution board, a power unit and a daily load;
the main machine unit is connected with the power unit and is used for generating mechanical energy to provide energy for the power unit and generating propulsion power; the power unit is connected with the direct current distribution board and is used for providing propulsion power for the ship;
the fuel cell unit is connected with the lithium battery unit in parallel and is used for generating direct-current voltage to supply power for the power unit and the daily load through the direct-current distribution board, so that the power unit generates propulsion power and the daily load normally operates;
the direct-current distribution board further comprises a direct-current busbar, a busbar switch, a battery chopper, a propulsion inverter and a daily inverter; the direct current busbar is divided into a left section and a right section by a busbar switch, one group of fuel cell units and one group of lithium cell units are connected with the left section direct current busbar through a cell chopper, and the other group of fuel cell units and the other group of lithium cell units are connected with the right section direct current busbar through a cell chopper; the busbar switch is used for disconnecting the failed fuel cell unit and the lithium cell unit, and keeping the normal continuous operation of the fuel cell unit and the lithium cell unit as the power supply of the whole ship; the daily load is connected with the direct current busbar through the daily inverter; the power unit is connected with the direct current busbar through the propulsion inverter.
Optionally, the method further comprises: engine management system, power management system and fire protection system;
the power management system is used for controlling the whole ship and ensuring the normal sailing of the ship; the engine management system is used for controlling the power unit, the fuel cell unit, the lithium battery unit and the fire protection system;
the daily load and the power management system are arranged in the cab, the daily load is controlled by the power management system, and the cab is positioned at the bow; the fuel cell unit and the lithium cell unit are connected in parallel and arranged in a battery cabin, and the battery cabin is positioned between the cab and the centralized control room; the engine management system and the fire control system are arranged in a centralized control room, and the centralized control room is positioned between the battery compartment and the rudder propeller compartment; the power unit and the host unit are arranged in the rudder propeller cabin, the power unit is controlled by the host unit and the engine management system together, and the rudder propeller cabin is positioned at the stern.
According to the technical scheme, the main unit, the fuel cell unit, the lithium battery unit, the power unit and the like are reasonably arranged, so that the main unit, the fuel cell unit and the lithium battery unit are combined to provide stable energy for the ship power unit; the ship can stably navigate even under severe sea conditions by jointly providing power through the three power sources, and environmental pollution can be reduced by only using the fuel cell unit and the lithium cell unit to supply power to the ship by closing the host unit.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the utility model or to delineate the scope of the utility model. Other features of the present utility model will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a block diagram of a marine hybrid power system according to an embodiment of the present utility model;
fig. 2 is a schematic control structure diagram of a marine hybrid power system according to an embodiment of the present utility model;
fig. 3 is a schematic structural view of a ship according to an embodiment of the present utility model.
In the figure:
the main unit 1, the main unit 11, the large torque clutch 12, the fuel cell unit 2, the hydrogen tank 21, the flow valve 22, the hydrogen fuel cell 23, the lithium battery unit 3, the direct current distribution board 4, the direct current busbar 41, the busbar switch 42, the battery chopper 43, the propulsion inverter 44, the daily inverter 45, the power unit 5, the propeller 51, the shaft charging 52, the high elastic coupling 53, the gear box 54, the daily load 6, the daily isolation transformer 7, the engine management system 8, the main controller 81, the sub-controller 82, the fuel cell unit control system 801, the lithium battery unit control system 802, the power unit controller 803, the fire control controller 804, the power management system 9, the control box 91, the main propulsion side box 92, the main propulsion display panel 901, the main propulsion control panel 902, the fire control system 10, the cab 100, the battery compartment 200, the collection chamber 300, and the rudder propeller 400.
Detailed Description
In order that those skilled in the art will better understand the present utility model, a technical solution in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present utility model, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present utility model without making any inventive effort, shall fall within the scope of the present utility model.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present utility model and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Fig. 1 is a block diagram of a marine hybrid power system according to an embodiment of the present utility model, which is applicable to providing stable energy supply to a ship, as shown in fig. 1, and includes: a main unit 1, at least two groups of fuel cell units 2, at least two groups of lithium cell units 3, a direct current distribution board 4, a power unit 5 and a daily load 6;
the main machine unit 1 is connected with the power unit 5 and is used for generating mechanical energy to provide energy for the power unit 5 and generating propulsion power; the power unit 5 is connected with the direct current distribution board 4, and the power unit 5 is used for providing propulsion power for the ship;
the fuel cell unit 2 is connected in parallel with the lithium cell unit 3 and is used for generating direct-current voltage to supply power for the power unit 5 and the daily load 6 through the direct-current distribution board, so that the power unit 2 generates propulsion power and the daily load 6 normally operates;
the dc distribution board 4 further includes a dc busbar 41, a busbar switch 42, a battery chopper 43, a propulsion inverter 44, and a daily inverter 45; the direct current busbar 41 is divided into a left section and a right section by a busbar switch 42, one group of fuel cell units 2 and one group of lithium cell units 3 are connected with the left section direct current busbar 41 through a battery chopper 43, and the other group of fuel cell units 2 and the other group of lithium cell units 3 are connected with the right section direct current busbar 41 through the battery chopper 43; the busbar switch 42 is used for disconnecting the failed fuel cell unit 2 and the lithium battery unit 3, and keeping the normal continuous operation of the fuel cell unit 2 and the lithium battery unit 3 to supply power to the whole ship; the daily load 6 is connected with the direct current busbar 41 through the daily inverter 45; the power unit 5 is connected to the dc bus 41 via a propulsion inverter 44.
Specifically, the power unit 5 includes a propeller 51, a shaft-carrying motor 52, a high-elasticity coupling 53, and a gear case 54. The propeller 51 is used for converting received mechanical energy into propulsive force to provide propulsive power for the ship; the high-elasticity coupling 53 is an elastic member having a buffering and vibration-damping function, and can reduce vibration and friction of the propeller 51 and reduce damage to the propeller 51. The shaft motor 52 is connected with the direct current distribution board 4 and receives the electric energy generated by the fuel cell unit 2 and the lithium cell unit 3; the shaft-charged motor 52 is also connected to the gear case 54 through a high-elasticity coupling 53, and the shaft-charged motor 52 is used to convert electric energy generated by the fuel cell unit 2 and the lithium cell unit 3 into mechanical energy and transmit the mechanical energy to the gear case 54. The gear box 54 is used for driving the propeller 51 to rotate through the high-elasticity coupling 53 according to the obtained mechanical energy; the mechanical energy obtained by the gear case 54 may include mechanical energy obtained by converting electric energy generated by the fuel cell unit 2 and the lithium cell unit 3 through the shaft motor 5, and mechanical energy generated by the main unit 1. Through the flexible combined application of the host unit 1, the fuel cell unit 2 and the lithium battery unit 3, stable and sufficient power can be provided for the ship, and the problems of insufficient power or insufficient propelling force of the ship due to the fact that the host unit 1, the fuel cell unit 2 or the lithium battery unit 3 serves as a single energy source under severe sea conditions such as high stormy waves are avoided.
The host unit 1 includes a host 11 and a high torque clutch 12. The main machine 11 is used for generating mechanical energy and transmitting the mechanical energy to the high-torque clutch 12; the high torque clutch 12 is used to convert mechanical energy into a larger torque thrust and acts on the gear box 54 in the power unit 5, so that the gear box 54 rotates the propeller 51 according to the received mechanical energy, thereby generating propulsion power. Wherein the main unit 11 may comprise a diesel engine, and when the ship sails in the economic discharge area, since the economic discharge area has strict requirements on the discharge of pollutants, the reduction of the pollution discharge can be achieved by powering the ship by the fuel cell unit 2 and the lithium cell unit 3 by switching off the main unit.
The fuel cell unit 2 includes a hydrogen tank 21, a flow valve 22, and a hydrogen fuel cell 23. The hydrogen fuel cell 23 is connected to a hydrogen tank 21 through a flow valve 22, and the hydrogen tank 21 is used to supply hydrogen gas to the hydrogen fuel cell 23. The flow valve 22 is disposed between the hydrogen tank 21 and the hydrogen fuel cell 23, and is used for controlling the amount of hydrogen output from the hydrogen tank 21 to the hydrogen fuel cell 23, and further controlling the amount of electricity generated by the fuel cell unit 2, wherein the larger the amount of hydrogen output from the hydrogen tank 21, the more the amount of electricity generated by the fuel cell unit 2.
The fuel cell unit 2 and the lithium cell unit 3 are arranged in parallel, and are connected with the direct current busbar 41 through the cell chopper 43, and jointly generate direct current to supply power for the ship. The battery chopper 43 is used for boosting the dc voltage generated by the fuel cell unit 2 and the lithium cell unit 3 and delivering the dc voltage to the dc bus bar 41. Since the dc voltage generated by the fuel cell unit 2 and the lithium cell unit 3 is a low voltage current and the required voltage of the ship dc bus 41 is a high voltage, the dc voltage generated by the fuel cell unit 2 and the lithium cell unit 3 needs to be boosted and then transferred to the dc bus 41. The dc bus 41 is used for transmitting the boosted high-voltage dc voltage to the propulsion inverter 44 and the daily inverter 45. Propulsion inverter 44 is configured to convert the high-voltage dc voltage to an ac voltage required by power unit 4 to power unit 4; the daily inverter 45 is used to convert the high-voltage dc voltage into an ac voltage required by the daily load 6 to supply power to the daily load 6.
Specifically, under severe sea conditions, the host unit 1, the fuel cell unit 2 and the lithium cell unit 3 together supply energy to the vessel. The mechanical energy generated by the main machine 11 acts on the gear box 54, the mechanical energy obtained by converting the electric energy generated by the fuel cell unit 2 and the lithium cell unit 3 by the shaft motor 5 also acts on the gear box 54, and the gear box 54 drives the propeller 41 to rotate according to the obtained mechanical energy, so that sufficient propulsion force is provided for the ship, and the ship can stably sail. In the economical discharge area, the main machine 11 is turned off, and the ship is powered only by the electric energy generated by the fuel cell unit 2 and the lithium cell unit 3, thereby reducing the pollution discharge.
According to the technical scheme, the main unit, the fuel cell unit, the lithium battery unit, the power unit and the like are reasonably arranged, so that the main unit, the fuel cell unit and the lithium battery unit are combined to provide stable energy for the ship power unit; the ship can stably navigate even under severe sea conditions by jointly providing power through the three power sources, and environmental pollution can be reduced by only using the fuel cell unit and the lithium cell unit to supply power to the ship by closing the host unit.
With continued reference to fig. 1, the marine hybrid system optionally further comprises a household isolation transformer 7; the daily isolation transformer 7 is arranged between the daily load 6 and the daily inverter 45, and the daily isolation transformer 7 is used for converting the alternating voltage output by the daily inverter 45 into three-phase alternating current to supply power for the daily load 6.
Specifically, since the three-phase ac power is the main power supply mode adopted by the world power system, that is, the load is usually powered by using the three-phase ac power, the daily-use isolation transformer 7 needs to be set to convert the ac voltage output by the daily-use inverter 45 into the three-phase ac power to power the daily-use load 6, so that the normal operation of the daily-use load 6 of the ship can be maintained. The daily load 6 may include a lighting device, an air conditioner, a refrigerator, or the like, among others.
Fig. 2 is a schematic control structure diagram of a marine hybrid power system according to an embodiment of the present utility model, referring to fig. 2, optionally, the marine hybrid power system further includes an engine management system 8, where the engine management system 8 includes a main controller 81 and a sub-controller 82; wherein the sub-controller 82 comprises a fuel cell unit control system 801, a lithium cell unit control system 802, a power unit controller 803, and a fire control controller 804; the main controller 81 is for controlling each sub-controller 82; the fuel cell unit control system 801 includes a fuel cell controller, and the fuel cell unit control system 801 is configured to control a fuel cell unit; the lithium battery cell control system 802 includes a lithium battery controller, and the lithium battery cell control system 802 is configured to control a lithium battery cell; the power unit controller 803 is used to control the power unit; the fire control controller 804 is used for controlling the fire control unit; wherein all sub-controllers 82 are connected to the main controller 81.
Specifically, the engine management system 8 is used for controlling the power unit, the fuel cell unit, the lithium cell unit and the fire protection system, so that the normal sailing of the ship is ensured. The fuel cell unit control system 801 may include a fuel cell controller by which the fuel cell unit control system 801 controls the fuel cell unit. The lithium battery cell control system 802 may include a lithium battery controller by which the lithium battery cell control system 802 controls the lithium battery cell. The main controller 81 is used to control all the sub-controllers 82, and the main controller 81 may control the power unit through the power unit controller 803, for example, to thereby propel the ship to normally sail.
With continued reference to fig. 2, the marine hybrid system optionally further comprises a power management system 9, the power management system 9 comprising a control box 91, a main propulsion side box 92; the control box 91 is connected with the power unit controller 803, and the control box 91 is used for transmitting signals sent by the power unit controller 803 to the main propeller side box 92; wherein the signals may include a host state, a lithium battery state, and a fuel cell state; the main propulsion side box 92 includes a main propulsion display panel 901 and a main propulsion control panel 902, the main propulsion display panel 901 being for displaying energy usage of the hybrid system; the main propulsion control panel 902 is used to control the distribution of energy to the hybrid powertrain and display the energy distribution.
Specifically, the power unit controller 803 is further configured to output status signals of the host unit, the fuel cell unit, and the lithium cell unit, such as a host rotational speed, a fuel cell power, a lithium cell power, and the like. The control box 91 is connected to the power unit controller 803, receives a signal output from the power unit controller 803, and outputs the signal to the main propeller side box 92. A main propulsion display panel 901 and a main propulsion control panel 902 are provided on the main propulsion side box 92, and the main propulsion display panel 901 is used for displaying the energy usage of the power unit, for example, the energy used by the propeller, the generated power condition, and the like. The main propulsion control panel 902 is configured to reasonably configure electric energy generated by the fuel cell unit and the lithium cell unit and display energy distribution conditions, and the power unit controller 803 controls the power unit according to the configuration conditions, so as to ensure normal sailing of the ship.
According to the technical scheme, the engine management system and the power management system reasonably control the host unit, the fuel cell unit, the lithium battery unit, the power unit and the like, so that the host unit, the fuel cell unit and the lithium battery unit can provide stable energy for the ship power unit; the stable sailing of the ship can be ensured by reasonably distributing the energy provided by the power sources.
Fig. 3 is a schematic structural view of a ship according to an embodiment of the present utility model, referring to fig. 3, and optionally, the ship includes a hybrid power system for a ship according to any of the foregoing embodiments; the marine hybrid power system includes: a main unit 1, at least two groups of fuel cell units 2, at least two groups of lithium cell units 3, a direct current distribution board 4, a power unit 5 and a daily load 6;
the main machine unit 1 is connected with the power unit 5 and is used for generating mechanical energy to provide energy for the power unit 5 and generating propulsion power; the power unit 5 is connected with the direct current distribution board 4 and is used for providing propulsion power for the ship;
the fuel cell unit 2 is connected in parallel with the lithium cell unit 3 and is used for generating direct-current voltage to supply power to the power unit 5 and the daily load 6 through the direct-current distribution board 4, so that the power unit 5 generates propulsion power and the daily load 6 normally operates;
the direct current distribution board 4 further comprises a direct current busbar, a busbar switch, a battery chopper, a propulsion inverter and a daily inverter; the direct current busbar is divided into a left section and a right section by a busbar switch, one group of fuel cell units 2 and one group of lithium cell units 3 are connected with the left section direct current busbar through a cell chopper, and the other group of fuel cell units 2 and the other group of lithium cell units 3 are connected with the right section direct current busbar through a cell chopper; the busbar switch is used for disconnecting the failed fuel cell unit 2 and the lithium cell unit 3, and keeping the normal continuous operation of the fuel cell unit 2 and the lithium cell unit 3 as the whole ship power supply; the daily load 6 is connected with the direct current busbar through a daily inverter; the power unit 5 is connected with the direct current busbar through the propulsion inverter.
With continued reference to fig. 3, optionally, further includes: an engine management system 8, a power management system 9, and a fire protection system 10;
the power management system 9 is used for controlling the whole ship and ensuring the normal sailing of the ship; the engine management system 8 is used for controlling the power unit 5, the fuel cell unit 2, the lithium battery unit 3 and the fire protection system 10;
the daily load 6 and the power management system 9 are arranged in the cab 100, the daily load 6 is controlled by the power management system 9, and the cab 100 is positioned at the bow; the fuel cell unit 2 and the lithium cell unit 3 are connected in parallel and arranged in the battery compartment 200, and the battery compartment 200 is positioned between the cab 100 and the centralized control room 300; the engine management system 8 and the fire protection system 10 are arranged in the centralized control room 300, and the centralized control room 300 is positioned between the battery compartment 200 and the rudder propeller compartment 400; the power unit 5 and the main unit 1 are arranged in the rudder propeller device 400, the power unit 5 is controlled by the main unit 1 and the engine management system 8 together, and the rudder propeller device 400 is positioned at the stern.
Specifically, the cab 100 is disposed at the bow, and is farthest from the rudder trunk 400, so that the driver can be prevented from being affected by noise. The battery compartment 200 is far from the rudder propeller compartment 400, and adverse effects on the fuel cell unit 2 and the lithium cell unit 3 in the battery compartment 200 caused by vibration of the power unit 5 and the host unit 1 in the rudder propeller compartment 400 can be avoided. The fire protection system 10 is used to extinguish a fire source in the event of a fire.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present utility model may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present utility model are achieved, and the present utility model is not limited herein.
The above embodiments do not limit the scope of the present utility model. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included in the scope of the present utility model.
Claims (10)
1. A marine hybrid system, comprising: the system comprises a host unit, at least two groups of fuel cell units, at least two groups of lithium cell units, a direct current distribution board, a power unit and a daily load;
the main machine unit is connected with the power unit and is used for generating mechanical energy to provide energy for the power unit and generating propulsion power; the power unit is connected with the direct current distribution board and is used for providing propulsion power for the ship;
the fuel cell unit is connected with the lithium battery unit in parallel and is used for generating direct-current voltage to supply power for the power unit and the daily load through the direct-current distribution board, so that the power unit generates propulsion power and the daily load normally operates;
the direct-current distribution board further comprises a direct-current busbar, a busbar switch, a battery chopper, a propulsion inverter and a daily inverter; the direct current busbar is divided into a left section and a right section by the busbar switch, one group of the fuel cell units and one group of the lithium cell units are connected with the left section of the direct current busbar through the cell chopper, and the other group of the fuel cell units and the other group of the lithium cell units are connected with the right section of the direct current busbar through the cell chopper; the busbar switch is used for disconnecting the fuel cell unit and the lithium cell unit which are in failure, and keeping the normal continuous operation of the fuel cell unit and the lithium cell unit to supply power to the whole ship; the daily load is connected with the direct current busbar through the daily inverter; the power unit is connected with the direct current busbar through the propulsion inverter.
2. The system of claim 1, wherein the host unit comprises: a main machine and a high torque clutch;
the main machine is used for generating mechanical energy and transmitting the mechanical energy to the high-torque clutch; the large-torque clutch is used for converting mechanical energy into torque thrust and acting on the power unit to enable the power unit to act to generate propulsion power.
3. The system of claim 1, wherein the fuel cell unit comprises: a hydrogen tank, a flow valve and a hydrogen fuel cell;
the hydrogen fuel cell is connected with the hydrogen tank through the flow valve, and the hydrogen tank is used for providing hydrogen for the hydrogen fuel cell; the flow valve is used for controlling the output hydrogen amount of the hydrogen tank, and further controlling the electric quantity generated by the fuel cell unit.
4. The system of claim 1, wherein in the dc distribution board:
the battery chopper is used for boosting direct-current voltages generated by the fuel battery unit and the lithium battery unit and transmitting the direct-current voltages to the direct-current busbar; the direct current busbar is used for transmitting the boosted high-voltage direct current voltage to the propulsion inverter and the daily inverter; the propulsion inverter is used for converting the high-voltage direct-current voltage into alternating-current voltage to supply power for the power unit; the daily inverter is used for converting the high-voltage direct-current voltage into alternating-current voltage to supply power for the daily load.
5. The system of claim 4, further comprising a household isolation transformer; the daily isolation transformer is arranged between the daily load and the daily inverter and is used for converting alternating voltage output by the daily inverter into three-phase alternating current to supply power for the daily load.
6. The system of claim 1, wherein the power unit comprises: the device comprises a propeller, a shaft motor, a high-elasticity coupler and a gear box;
the shaft motor is used for converting electric energy generated by the fuel cell unit and the lithium cell unit into mechanical energy and transmitting the mechanical energy to the gear box; the gearbox is used for driving the propeller to rotate through the high-elasticity coupler according to the obtained mechanical energy.
7. The system of claim 1, further comprising an engine management system comprising a main controller and a sub-controller; the sub-controller comprises a fuel cell unit control system, a lithium cell unit control system, a power unit controller and a fire control controller;
the main controller is used for controlling each sub-controller;
the fuel cell unit control system includes a fuel cell controller for controlling the fuel cell unit;
the lithium battery unit control system comprises a lithium battery controller, and is used for controlling the lithium battery unit;
the power unit controller is used for controlling the power unit;
the fire control controller is used for controlling the fire control unit;
all the sub-controllers are connected with the main controller.
8. The system of claim 7, further comprising a power management system comprising a control box, a main propulsion side box;
the control box is connected with the power unit controller and is used for transmitting signals sent by the power unit controller to the side box of the main propeller; wherein the signals include a host state, a lithium battery state, and a fuel cell state;
the main propulsion side box comprises a main propulsion display panel and a main propulsion control panel, wherein the main propulsion display panel is used for displaying the energy use condition of the hybrid power system; the main propulsion control panel is used for controlling the energy distribution of the hybrid power system and displaying the energy distribution condition.
9. A marine vessel, characterized in that the marine vessel comprises a marine hybrid system according to any of claims 1-8; the marine hybrid power system includes: the system comprises a host unit, at least two groups of fuel cell units, at least two groups of lithium cell units, a direct current distribution board, a power unit and a daily load;
the main machine unit is connected with the power unit and is used for generating mechanical energy to provide energy for the power unit and generating propulsion power; the power unit is connected with the direct current distribution board and is used for providing propulsion power for the ship;
the fuel cell unit is connected with the lithium battery unit in parallel and is used for generating direct-current voltage to supply power for the power unit and the daily load through the direct-current distribution board, so that the power unit generates propulsion power and the daily load normally operates;
the direct-current distribution board further comprises a direct-current busbar, a busbar switch, a battery chopper, a propulsion inverter and a daily inverter; the direct current busbar is divided into a left section and a right section by the busbar switch, one group of the fuel cell units and one group of the lithium cell units are connected with the left section of the direct current busbar through the cell chopper, and the other group of the fuel cell units and the other group of the lithium cell units are connected with the right section of the direct current busbar through the cell chopper; the busbar switch is used for disconnecting the fuel cell unit and the lithium cell unit which are in failure, and keeping the normal continuous operation of the fuel cell unit and the lithium cell unit to supply power to the whole ship; the daily load is connected with the direct current busbar through the daily inverter; the power unit is connected with the direct current busbar through the propulsion inverter.
10. The vessel according to claim 9, further comprising: engine management system, power management system and fire protection system;
the power management system is used for controlling the whole ship and ensuring the normal navigation of the ship; the engine management system is used for controlling the power unit, the fuel cell unit, the lithium battery unit and the fire protection system;
the daily load and the power management system are arranged in a cab, the daily load is controlled by the power management system, and the cab is positioned at the bow; the fuel cell unit and the lithium cell unit are connected in parallel and arranged in a battery compartment, and the battery compartment is positioned between the cab and the centralized control room; the engine management system and the fire control system are arranged in a centralized control room, and the centralized control room is positioned between the battery compartment and the rudder propeller compartment; the power unit and the host unit are arranged in a rudder propeller cabin, the power unit is controlled by the host unit and the engine management system together, and the rudder propeller cabin is positioned at the stern.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223085587.XU CN219008093U (en) | 2022-11-17 | 2022-11-17 | Marine hybrid power system and ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223085587.XU CN219008093U (en) | 2022-11-17 | 2022-11-17 | Marine hybrid power system and ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219008093U true CN219008093U (en) | 2023-05-12 |
Family
ID=86230540
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223085587.XU Active CN219008093U (en) | 2022-11-17 | 2022-11-17 | Marine hybrid power system and ship |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219008093U (en) |
-
2022
- 2022-11-17 CN CN202223085587.XU patent/CN219008093U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8062081B2 (en) | Hybrid propulsion systems | |
| CN108639299B (en) | Gas-electric series-parallel ship hybrid power system with fuel cell | |
| CN108657406B (en) | Diesel-electric series-parallel ship hybrid power system with fuel cell | |
| CN102358412B (en) | Multi-energy-source hybrid ship electric propulsion system and implementation method thereof | |
| CN113300422A (en) | Ship hybrid power supply system, ship and power supply control method thereof | |
| KR20210112211A (en) | Ship propulsion system | |
| CN103072681A (en) | Multi-energy-source hybrid power system for boat | |
| CN102530219B (en) | Electric propulsion system | |
| AU2012203987A1 (en) | Propulsion system | |
| EP2722272A1 (en) | Hydrogen device for sailing boats | |
| CN212267818U (en) | Ship with a detachable cover | |
| CN112572744A (en) | Double-shaft four-engine ship hybrid power system and propulsion control method thereof | |
| CN219008093U (en) | Marine hybrid power system and ship | |
| CN216508978U (en) | Unmanned ship direct current network deployment electric propulsion system | |
| CN115764876A (en) | Method for sharing frequency converter for marine shaft generator and side push | |
| CN202193201U (en) | Ship | |
| CN114074751A (en) | Model selection method for ship equipment and ship | |
| RU2498926C1 (en) | High tonnage ship electric plant | |
| CN218431697U (en) | High-power direct current hybrid system and ship | |
| CN214958725U (en) | Ship hybrid power supply system and ship | |
| CN201325339Y (en) | Power supply system of electric propulsion system of ship | |
| CN220374738U (en) | Energy management system, propulsion system and water area movable equipment | |
| CN213057459U (en) | AC/DC comprehensive power supply system for single-propeller hybrid electric push boat | |
| CN211766219U (en) | Extended-range charging type environment-friendly power pleasure boat | |
| CN212969155U (en) | AC/DC comprehensive power supply system for double-paddle hybrid electric push boat |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |