TW201343478A - Dual motive power system of a ship and operating method thereof - Google Patents

Abstract

The invention provides a dual motive power system of a ship. The dual motive power system of a ship incudes a transmission system, an electric motive power system, an oil motive power system, a protecting charger system, a relational locking system, and a preventing unexpected acceleration system. The electric motive power system can transform electricity into motive power. The oil motive power system can transform oil into motive power. The motive power is conveyed by the transmission system, and the motive power makes a ship move. The protecting charger system can adjust the load of the electric motive system and protect a charger form overloading. The relational locking system can choose the electric motive power system or the oil motive power system to supply motive power. The preventing unexpected acceleration system can detect the transmission system, and keep the electric motive power system and oil motive power system stopping working, make the ship doesn't move suddenly. The invention also provides an operating method thereof.

Description

Dual power boat power system and its operation method

The invention relates to a power system of a ship, in particular to a ship power system equipped with dual power and a method of operating the same.

With the increase in human activities, the demand for transportation and transportation has increased significantly in transportation, tourism or business, resulting in huge energy consumption and environmental pollution. In view of this, humans began to develop more efficient power systems, in order to use less fuel to drive transportation equipment to a greater distance. In the current technology, the power system often uses an electric motor (such as an electric motor) or an internal combustion engine (such as a diesel engine) as a power source for output power. The characteristics of the motor are that it can have a very good torque performance at low speeds, and it does not emit exhaust gas during operation, and the generated noise is also small. If the power generated by the power plant can be used, the energy price is low, and the pollution caused by electricity generation is also smaller. The internal combustion engine has a long history of development and mature technology, so it has the advantages of high reliability, low failure and low cost.

However, there are still shortcomings in the two. When the motor is used, it must be equipped with a battery that supplies its power source, and the mobility is limited. Even if the battery that supplies the motor power is large and cumbersome, the unnecessary load is increased, and the energy consumption is increased. In the case of internal combustion engines that use fossil fuels, it is inevitable that emissions will be emitted. What's more, even with the most advanced technology, the efficiency of the internal combustion engine to convert the energy contained in the fuel into power is only 30%. Most of the energy is dissipated into the environment in the form of waste heat and noise.

And when the two are loaded on land, there are other problems. General land transport equipment such as cars and locomotives will encounter a variety of road conditions when used. The required speed and torque are ever-changing. Under such conditions, the internal combustion engine or electric motor must be powered at various speeds. It is not possible to optimize for a specific speed, and it is not guaranteed to operate in the optimal speed range of the design during use, which consumes excess fuel and further reduces operating efficiency.

Therefore, people have developed a transportation vehicle equipped with two kinds of power systems, mixing the power output of the two power systems, and driving the hybrid system of the transportation equipment. In the low speed condition, the power is mainly outputted by the high torque motor. In the high speed condition, the internal combustion engine mainly outputs power, and the internal combustion engine charges the battery, and the distribution ratio of the power output is judged by the driving computer. In this way, regardless of any road conditions, the motor and the internal combustion engine can be operated at the respective set optimal speeds. By determining the speed range during operation, the designer can optimize the motor or internal combustion engine for this speed environment to further improve operating efficiency and reduce environmental pollution.

Hybrid systems seem to solve the problem, but they create new shortcomings. Generally, the clutch function of the conventional gearbox must be operated by the hydraulic starting energy provided by the rotation of the input shaft of the transmission. When a general internal combustion engine is used, the hydraulic starting energy can be supplied by its idle speed, but if the electric motor is used, However, there is no idle speed available, and the conventional gearbox cannot operate. Therefore, in the process of power mixing and output, complicated transmission and shifting equipment must be used, making maintenance and maintenance difficult, and the entire system is also quite expensive. When the two kinds of power are mixed output, the power switching and the mixing are likely to cause hysteresis, causing bumps in the transportation and transportation tools, the passengers feel uncomfortable, and the danger of driving is also increased.

The biggest advantage of the hybrid system is that it can change the output ratio of the two power systems according to different road conditions to achieve good operating efficiency. However, these advantages are useless when navigating on the water. Land transport tools require a large torque at the start, and the speed will change due to traffic conditions (crash traffic, traffic signs), or stop and go. The action, when encountering the up and down slope, causes the required speed change, so the conventional hybrid system works. However, when sailing on water, the traffic conditions are stable, and the thrust required to drive the ship is simply proportional to the cube of its speed, and the density of the liquid is much higher than that of the air, so it is always climbing compared to the operation of the land transport. Slopes, and the ability of a ship to travel almost at a fixed rate throughout the voyage, the advantages of conventional hybrid systems are therefore not available. The single sailing time of the ship is much longer than that of the land transport, and it is difficult to replenish during the voyage. This highlights the shortcomings of the conventional hybrid system that makes the entire power system complex and makes maintenance difficult, which is even more unfavorable for water use. .

In view of the fact that the conventional hybrid system is not suitable for being mounted on a watercraft, the present invention provides a power system of a dual-powered ship and a power system operation method of the dual-powered ship, in order to solve the above problems.

[Double-powered ship power system]

The invention provides a dual power boat power system comprising a transmission system, an electric drive system, a fuel drive system, a charger protection system, an interlock system and an anti-burst system.

The transmission system is coupled to the electric drive system and the fuel drive system to transmit the electric drive system and the power generated by the fuel drive system to drive the vessel forward. The transmission system includes a throttle and a gearbox, wherein the throttle controls the magnitude of the output power to change the speed of the vessel, the gearbox controls the torque of the output power, and includes controlling whether the power is output to the clutch function of the ship. .

The electric drive system is coupled to the transmission system to convert electrical power into power through which the power can be transmitted to drive the vessel forward. The electric drive system includes at least one electric motor, a motor driver, a battery, a charger, and an electromagnetic clutch. The at least one electric motor is a power source of the electric drive system, and is responsible for outputting power. The at least one electric motor is in operation. However, when the power is not output, the idle speed of the general engine is simulated, and the speed is maintained at 500 rpm to 1000 rpm. The motor driver functions to start and push the at least one electric motor, and the battery provides the at least one electric motor through the motor driver. Motor power, the charger can charge the battery, the electromagnetic clutch can engage the gearbox and transmit the power generated by the electric drive system.

The fuel-driven system is coupled to the transmission system to convert fuel into power through which power can be transmitted to drive the vessel forward. The fuel drive system includes a diesel engine, an engine starter motor and a hydraulic clutch. The diesel engine is a power source of the fuel drive system and is responsible for outputting power. The engine starter motor functions as a launching engine, and the hydraulic clutch can be engaged. The gearbox transmits the power generated by the fuel drive system.

The charger protection system is coupled to the electric drive system and has the function of protecting the charger. The charger protection system includes a battery detection module for detecting the amount of power of the battery. The charger protection system can disconnect a circuit contact connected to the at least one electric motor to form an open circuit between the charger and the at least one electric motor.

The interlock system is coupled to the electric drive system and the fuel-driven system, which is available to selectively drive the vessel for output, and to avoid simultaneous damage to the transmission system due to the simultaneous output of two types of power. The interlock system includes an interlock module and an alternate mode selection module, the interlock module includes an interlock release switch and a dual clutch operating lever, and the interlock release switch is used when the interlock module is faulty The interlocking module can be disengaged and enters the standby mode selection module, and the dual clutch operating lever is used to select one of the electromagnetic clutch or the hydraulic clutch to engage the transmission. And the standby mode selection module is used when the interlock module is faulty, and includes a mode switch, wherein the mode switch can select one of the electromagnetic clutch or the hydraulic clutch to engage the gearbox.

The interlocking module further includes an oil pressure detecting module and a circuit contact detecting module, wherein the oil pressure detecting module detects the oil pressure of the diesel engine, and the circuit contact detecting module detects the circuit connection of the motor driver The interlock module can turn off the electric motor or the diesel engine according to the detection result.

The anti-burst system is coupled to the transmission system, the electric drive system, and the fuel-driven system to prevent the vessel from being driven forward in unexpected conditions. The anti-burst system includes a detection gear module and a detection throttle module, wherein the detection gear module is configured to detect a gear position of the gearbox, and the detection throttle module detects a position of the throttle, the anti-storm system The at least one electric motor or the diesel engine may be prohibited from being fired according to the detection result.

[Double-powered ship power system operation method]

The present invention also provides several methods for operating a power system of a dual-powered ship, as explained below.

A method for operating a power system of a dual-powered ship, the steps of which include:

a. detecting that a battery is in a powerable state: detecting that the battery is sufficiently powered to supply at least one electric motor;

b. starting an interlock module;

c. switching the drive system;

d. detecting the drive system;

e. operating a gearbox and a throttle: operating the gearbox to neutral, operating the throttle to a neutral position;

F1. Launch the at least one electric motor.

A method for operating a power system of a dual-powered ship, the steps of which include:

a. detecting that a battery is in a powerable state: detecting that the battery is sufficiently powered to supply at least one electric motor;

b. starting an interlock module;

c. switching the drive system;

d. detecting the drive system;

e. operating a gearbox and a throttle; operating the gearbox to neutral, operating the throttle to a neutral position;

F2. Launch a diesel engine.

A method for operating a power system of a dual-powered ship, the steps of which include:

a. detecting that a battery is in a powerable state: detecting that the battery is sufficiently powered to supply at least one electric motor;

B1. Start an alternate mode selection module;

c. switching the drive system;

e. operating a gearbox and a throttle: operating the gearbox to neutral, operating the throttle to a neutral position;

F1. Launch the at least one electric motor.

A method for operating a power system of a dual-powered ship, the steps of which include:

a. detecting that a battery is in a powerable state: detecting that the battery is sufficiently powered to supply at least one electric motor;

B1. Start an alternate mode selection module;

c. switching the drive system;

e. operating a gearbox and a throttle: operating the gearbox to neutral, operating the throttle to a neutral position;

F2. Launch a diesel engine.

The details of the prior art techniques and means employed in the present invention will be described in detail below with reference to the drawings.

1 is a block diagram of a power system (700) of a dual power boat provided by the present invention. It can be seen from the figure that the power system (700) of the dual power boat includes a transmission system (100), an electric drive system (200), a fuel drive system (300), a charger protection system (400), and an interlock. System (500) and a flood protection system (600).

The transmission system (100) includes a throttle (120) and a gearbox (110), wherein the throttle (120) can control the magnitude of the output power to change the speed of the vessel, and the gearbox (110) can control the output power. The amount of torque. The transmission system (100) is coupled to the electric drive system (200) and the fuel drive system (300), and the electric drive system (200) and the fuel drive system (300) can be operated through the operation of the transmission system (100) The output power is transmitted and drives the ship forward.

The electric drive system (200) includes at least one electric motor (230), a motor driver (250), a battery (220), a charger (210), and an electromagnetic clutch (240), the at least one electric motor (230) a power source for the electric drive system (200) responsible for outputting power, the motor driver (250) functioning to launch and push the at least one electric motor (230), the battery (220) being provided through the motor driver (250) The at least one electric horse (230) powers, the charger (210) can charge the battery (220), and the source of the charging power can be a diesel generator, a solar energy or a fuel cell, and the electromagnetic clutch (240) can be engaged. The gearbox (110) transmits the power output from the electric drive system (200).

It has been mentioned in the prior art that land vehicles with electric motors as a power source often plague the battery (220) being too bulky and cumbersome, making installation difficult and causing unnecessary load. However, these problems do not occur on the watercraft, because the ship's load capacity and loading space are far better than the onshore steam locomotive, so the electric drive system (200) is not required to worry about the volume and weight on the ship. Instead, it can provide the driver with a choice of power and enjoy the advantages of using the motor.

In addition, the at least one electric motor (230) of the present invention has a setting for simulating a general engine idle speed, and the at least one electric motor (230) maintains 500 revolutions per minute to every minute while the electric motor (230) is in operation but does not output power to drive the vessel. 1000 rpm analog idle speed. The design is such that the at least one electric motor (230) can provide the hydraulic starting energy required for the operation of the transmission (110), and the at least one electric motor (230) can be directly applied to the vessel without modifying the transmission. System (100).

The fuel drive system (300) includes a diesel engine (320), an engine starter motor (330), and a hydraulic clutch (310) that is the power source of the fuel drive system (300). Outputting power, the fuel used may be diesel, gasoline or alcohol, the engine starter motor (330) functioning to activate the diesel engine (320), the hydraulic clutch (310) may engage the gearbox (110), The power generated by the fuel drive system (300) is transmitted.

The charger protection system (400) has the function of protecting the charger (210), and includes a battery detection module (410) for detecting the power of the battery (220). The charger protection system (400) is coupled to the electric drive system (200). When detecting that the battery (220) is not fully charged, the charger (210) charges the battery (220). When the battery (220) is insufficient to push the at least one electric motor (230), the charger protection system (400) disconnects the circuit contact with the at least one electric motor (230) to enable the charging. Forming an open circuit between the device (210) and the at least one electric motor (230), completely severing the possibility that the charger (210) directly supplies the at least one electric motor (230), ensuring that the charger (210) is not loaded Too big and damaged.

Although the present invention is equipped with two kinds of power, it is not a method in which two kinds of power are simultaneously outputted, and then mixed by a computer to drive the vehicle. The present invention outputs only one of the powers at the same time, so it is necessary to provide a system for the driver to select which power to use and to ensure that only one type of power is being output at the same time to avoid damage to the transmission system (100). The interlocking system (500) functions as such, which is coupled to the electric drive system (200) and the fuel drive system (300). The interlock system (500) includes an interlock module (510) and a An alternate mode selection module (520), the interlock module (510) includes an interlock release switch (512) and a dual clutch operating lever (513), the interlock release switch (512) is in the interlock module (510) when the fault is used, the interlock module (510) can be released, and the standby mode selection module (520) is entered, and the dual clutch operating lever (513) is used to select the electromagnetic clutch (240) or the oil pressure. One of the clutches (310) engages the transmission (110), i.e., selects to use the electric drive system (200) or the fuel drive system (300). The standby mode selection module (520) is configured to use the mode switch (521) when the interlock module (510) is faulty, and the mode switch (521) can select the electromagnetic clutch (240) or the oil. One of the pressure clutches (310) engages the gearbox (110).

The interlocking module (510) further includes an oil pressure detecting module (514) and a circuit contact detecting module (511). The oil pressure detecting module (514) detects the oil pressure of the diesel engine (320). The circuit contact detecting module (511) detects a circuit contact of the motor driver (250). Since the diesel engine (320) is operated to cause an increase in the oil pressure, the engine oil pressure is detected to determine whether the diesel engine (320) is running, and the motor driver (250) is to activate the at least one electric motor (230). It is necessary to detect the circuit contact of the motor driver (250) to know whether the motor driver (250) can be activated, and further know whether the at least one electric motor (230) can be started. Through these detection mechanisms, it is ensured that only one kind of power is being output at the same time.

Through the interlock system (500), the driver can manually select the electric drive system (200) or the fuel drive system (300) as needed, and then the interlock system (500) automatically ensures that only one drive system outputs power. When the ship enters the port, the driver can choose to use the electric drive system (200) to drive the ship because of the work in the port. This will not emit exhaust gas and generate noise, so it will not cause damage to personnel in the port. Impact, the relative fuel ocean navigation can choose to use the fuel drive system (300), all according to the driver's judgment to switch. By adopting two kinds of drive systems and interlocking system (500), the ship's environmental adaptability and endurance can be further improved without adding new transmission and shifting systems.

The thrust required for maritime navigation is proportional to the cube of the speed. Compared to the landborne gear, the conditions for maritime navigation are much simpler. The single voyage can be advanced at a constant speed from beginning to end. This characteristic is just right for the same time. Only one power output is used inside. Since the required rate can be known in advance, it is easy to estimate the required thrust, and the designer can optimize the at least one electric motor (230) and the diesel engine (320) for the expected rate of use. The electric motor (230) and the diesel engine (320) operate only at the most efficient rotational speed. In this way, fuel consumption and pollution reduction can be achieved without adding extra equipment.

The anti-burst system (600) ensures the safety of the vessel and the occupants to prevent the vessel from being driven forward under unintended conditions. The anti-blown system (600) is coupled to the electric drive system (200), the fuel-driven system (300), and the transmission system (100), and the anti-burst system (600) includes a detection gear module (610) And a detection throttle module (620) for detecting a gear position of the gearbox (110), the detection throttle module (620) detecting a position of a throttle (120), If the gearbox (110) gear is in neutral and the throttle (120) is in neutral, the anti-flush system (600) prohibits launching the at least one electric motor (230) or the diesel engine (320) to prevent Sudden power is transmitted through the transmission system (100), causing the ship to storm.

Generally, a single voyage of a maritime voyage often takes tens of days. The longer or even a few months, it is difficult to dock or enter the port for rectification during the voyage. At this time, the maintenance and maintenance of the ship can only rely on the crew on board, in order to reduce maintenance. The difficulty of maintenance, the system is simply a better choice. The power system (700) of the dual-powered ship described above can be directly applied to general watercraft, retaining the advantages of carrying two kinds of power, and avoiding the hybrid system. Difficulties in maintenance and maintenance, reducing the cost of use and modification, just in line with the characteristics of the watercraft.

[Example 1]

The operational flow of the present invention will be described below in conjunction with the drawings and the embodiments. First, please refer to FIG. 2, which is a flow chart of the operation method of the dual-powered ship power system (700) for starting the interlock module (510) and selecting to use the electric drive system (200). In operation, performing step a, the charger protection system (400) checks whether the battery (220) is sufficient to supply the at least one electric motor (230), if the battery (220) is insufficient to supply the battery An electric motor (230) disconnects a circuit contact that is connected to the at least one electric motor (230), that is, the circuit contact y of FIG. 6, at which time the charger (210) and the at least one electric motor ( Between 230), an open circuit is formed, and the connection state of the circuit contact x of FIG. 6 is maintained, so that the charger (210) and the battery (220) maintain a path, so that the charger (210) can be the battery (220). Charging is performed, but the electric power of the at least one electric motor (230) is not directly supplied. The circuit contact x of Figure 6 is used to prevent the battery (220) from being overcharged, and is normally kept off.

Next, the driver selects whether to activate the interlock module (510). After the interlock module (510) is started, the process proceeds to step b. At this time, a program for confirming only a single power output in the same time (ie, step d of FIG. 2 and FIG. 3) is added, and the target that needs to be detected is confirmed. It must be determined according to the driver's choice to use the electric drive system (200) or the fuel drive system (300).

Following step c1, the driver of the vessel can select to use the electric drive system (200) or the fuel drive system (300) via the dual clutch operating lever (513). Here, the situation in which the electric drive system (200) is selected for use will be described first, that is, as shown in FIG. When the driver selects the electric drive system (200) as the driving force for driving the ship, the process proceeds to step c11, the electromagnetic clutch (240) engages the transmission (110), the hydraulic clutch (310) and the transmission (110) disconnected, at this time, as shown in FIG. 7, the at least one electric motor (230) outputs power, and then the engine start motor (330) is cut off to ensure that the diesel engine (320) is not activated. .

Then, in step d1, the interlock module (510) confirms whether the oil pressure of the diesel engine (320) is less than a specific pressure, and the specific pressure is set at 0 pounds per square inch (psi) to 25 (psi). between. Since the diesel engine (320) is operated to cause an increase in the oil pressure, it can be seen from the action whether the diesel engine (320) is in operation, and if the oil pressure of the diesel engine (320) is above the specific pressure, then Step d12 is performed to forcibly shut down the diesel engine (320). Through the function of the interlocking module (510), it can be ensured that only the at least one electric motor (230) outputs power at this time, so that the at least one electric motor (230) can operate in the originally designed environment, and the diesel oil is also avoided. Sudden output of power from the engine (320) causes damage to the transmission system (100). After confirming that the oil pressure of the diesel engine (320) is less than the specific pressure, the step d11 is performed to start the motor driver (250), and the motor driver (250) can be operated at any time.

Then, step e1 and step e2 are performed, the gearbox (110) is operated to the neutral position, and the throttle (120) is operated to the neutral position. At this time, the anti-burst system (600) starts to operate, and the detection gear position module ( 610) detecting whether the gear position of the gearbox (110) is in neutral, the detecting throttle module (620) detecting whether the throttle (120) is in the neutral position, if the gearbox (110) is in the empty position When the throttle (120) is in the neutral position, the at least one electric motor (230) can be started, otherwise the at least one electric motor (230) cannot be started, and at least one electric motor (230) can perform the foregoing simulation. General engine idle speed. If the at least one electric motor (230) is started, the ship is already in a state of being non-neutral or entering the throttle (120), so that the power is suddenly transmitted, and the ship is driven forward without the driver's expectation. , causing a collision or danger to personnel.

After operating the transmission (110) to neutral and the throttle (120) to the neutral position, the process proceeds to step f1 to activate the at least one electric motor (230). Then, the shifting and entering the throttle (120) can be performed, and the ship can proceed according to the operation of the driver, and the at least one electric horse (230) is turned off after the operation ends.

Next, when the interlock module (510) is started in step b, the condition of using the fuel drive system (300), that is, the flow shown in FIG. 3, is selected. The flow is roughly the same as in Figure 2, except that there is a slight change in the detection and launching of the target. First, in step c2, the driver selects the fuel drive system (300) as the driving force for driving the ship, and then proceeds to step c21, the hydraulic clutch (310) engages the transmission (110), and the electromagnetic clutch (240) The transmission (110) is disconnected, and at this time, as shown in Fig. 8, the diesel engine (320) outputs power. The motor driver (250) is then turned off to ensure that the at least one electric motor (230) is not activated.

Then, in step d2, the interlock module (510) confirms whether the circuit contact of the motor driver (250) is disconnected. If the circuit contact of the motor driver (250) is not disconnected, the process proceeds to step d22. The at least one electric motor (230) is forcibly closed. Through the function of the interlocking module (510), it can be ensured that only the diesel engine (320) outputs power at this time, so that the diesel engine (320) can operate in the originally designed environment, and the at least one electric motor is also avoided ( 230) Sudden output of power causes damage to the transmission system (100). After confirming that the circuit contact of the motor driver (250) is disconnected, proceeding to step d21, the engine starter motor (330) is activated, and the engine starter motor (330) can be operated at any time.

Then, step e1 and step e2 are performed, the gearbox (110) is operated to the neutral position, and the throttle (120) is operated to the neutral position. At this time, the anti-burst system (600) starts to operate, and the detection gear position module ( 610) detecting whether the gear position of the gearbox (110) is in neutral, the detecting throttle module (620) detecting whether the throttle (120) is in the neutral position, if the gearbox (110) is in the empty position When the throttle (120) is in the neutral position, step f2 can be performed to start the diesel engine (320), otherwise the diesel engine (320) cannot be started to ensure the safety of the personnel and the ship.

Proceeding to step f2, after the diesel engine (320) is started, the engine can be shifted and the throttle (120) can be moved. The ship can proceed according to the operation of the driver, and the diesel engine (320) is turned off after the operation ends.

Next, the case of using the standby mode selection module (520) will be described. FIG. 4 and FIG. 5 illustrate the flow of using the standby mode selection module (520). FIG. 4 can be compared with FIG. 2, and it can be seen that FIG. 4 is not executed. The other processes are the same except for step d in FIG. 2, and FIG. 5 can be compared with FIG. 3. It can be seen that FIG. 5 is the same except that step d of FIG. 3 is not executed.

When the driver releases the interlock module (510) through the interlock release switch (512), the standby mode selection module (520) is activated to enter step b1 of FIG. 4 or 5. Then, the mode selection switch is used to select one of the electric drive system (200) or the fuel drive system (300) as the output power. If the electric drive system (200) is selected, the step c1 of FIG. 4 is selected. The fuel drive system is step c2 of Figure 5.

The difference between the standby mode selection module (520) and the interlock module (510) is that the step of confirming the diesel engine (320) oil pressure and whether the motor driver (250) circuit contact is disconnected (ie, Figure 2 and step d) of Figure 3, the rest are the same. When the standby mode selection module (520) is used for the failure of the interlock module (510), the detecting step (ie, step d of FIG. 2 and FIG. 3) may cause the at least one electric motor (230) and the diesel The engine (320) cannot be started. At this time, the interlock module (510) can be manually released, the detection step is cancelled, and the standby mode selection module (520) continues the operation flow.

In summary, the power system (700) of the dual-powered ship provided by the present invention has a simple structure, does not need to add complicated new components, is convenient to maintain and maintain, and has low cost. When the present invention is actually equipped, since the loading characteristics of the ship itself are much better than that of the general steam and the locomotive, there is no need to worry about the volume and weight of the battery (220) in the electric drive system (200), and the electric drive system can be enjoyed. (200) brings the benefits of no noise and no exhaust. The driver can better select the different drive system to drive the ship according to his own judgment, and improve the environmental adaptability and endurance of the ship during navigation. The electric motor (230) and the diesel engine (320) can be designed to optimize the efficiency of the ship before it is mounted. During the operation of the power system (700) of the dual-powered ship, a safety mechanism for protecting the charger (210), ensuring a single power output, and preventing overshooting is provided, which not only reduces the failure rate of each component, but also improves the failure rate of each component. Provide excellent personal protection for the crew of the ship. Even if the system fails, the present invention also provides the standby mode selection module (520) to allow the driver to still control the vessel. Therefore, the present invention fully satisfies the requirements of today's general watercraft, and can be used as a reference for mounting.

100. . . Transmission system

110. . . Gearbox

120. . . accelerator

200. . . Electric drive system

210. . . charger

220. . . battery

230. . . electric motor

240. . . Electromagnetic clutch

250. . . Motor driver

300. . . Fuel drive system

310. . . Hydraulic clutch

320. . . Diesel engines

330. . . Engine starter motor

400. . . Charger protection system

410. . . Battery test module

500. . . Interlocking system

510. . . Interlocking module

511. . . Circuit contact detection module

512. . . Interlock release switch

513. . . Dual clutch lever

514. . . Oil pressure detection module

520. . . Alternate mode selection module

521. . . Mode switch

600. . . Prevent storm system

610. . . Detection gear module

620. . . Detection throttle module

700. . . Dual power boat power system

Figure 1 is a block diagram of the power system of a dual power boat.

Figure 2 is a flow chart showing the operation method of the power system of the dual-powered ship when the interlock module is started and the electric drive system is used.

Figure 3 is a flow chart showing the operation method of the power system of the dual-powered ship when the interlocking module is started and the fuel-driven system is used.

Figure 4 is a flow chart showing the operation method of the power system of the dual-powered ship when the interlocking module is used and the electric drive system is used.

Figure 5 is a flow chart of the operation method of the power system of the dual-powered ship when the interlocking module is used and the fuel-driven system is used.

Figure 6 is a diagram showing the coupling circuit of the charger, the battery, and the motor.

Figure 7 is a schematic diagram of selecting the output power of the electric drive system.

Figure 8 is a schematic diagram of the selection of the output power of the fuel drive system.

100. . . Transmission system

110. . . Gearbox

120. . . accelerator

200. . . Electric drive system

210. . . charger

220. . . battery

230. . . electric motor

240. . . Electromagnetic clutch

250. . . Motor driver

300. . . Fuel drive system

310. . . Hydraulic clutch

320. . . Diesel engines

330. . . Engine starter motor

400. . . Charger protection system

410. . . Battery test module

500. . . Interlocking system

510. . . Interlocking module

511. . . Circuit contact detection module

512. . . Interlock release switch

513. . . Dual clutch lever

514. . . Oil pressure detection module

520. . . Alternate mode selection module

521. . . Mode switch

600. . . Prevent storm system

610. . . Detection gear module

620. . . Detection throttle module

700. . . Dual power boat power system

Claims (26)

A dual-powered ship power system includes: a transmission system for transmitting and distributing output power, the transmission system including a throttle and a gearbox, wherein the throttle is responsible for controlling the magnitude of the output power, the gearbox is used for Adjusting the torque of the output power; an electric drive system coupled to the transmission system converts power into power, and transmits power through the transmission system to drive a ship forward, the electric drive system including an electromagnetic clutch, the electromagnetic clutch The fuel transmission system can be coupled to the transmission system to convert fuel into power, and the power is transmitted through the transmission system to drive the ship forward. The fuel drive system includes a hydraulic clutch, the oil The pressure clutch can engage the gearbox; a charger protection system coupled to the electric drive system can adjust an electrical load of the electric drive system to maintain stability of the electric drive system; an interlock system, and the electric drive system The fuel drive system is coupled to select the electric drive system and One of the fuel drive systems outputs power, the interlock system includes an interlock module and an alternate mode selection module, the interlock module includes an interlock release switch, and the interlock release switch can release the interlock mode Activating a standby mode selection module; and a storm prevention system coupled to the electric drive system, the fuel drive system, and the transmission system to detect a state of the transmission system, and to disable the electric drive system and the The fuel drive system is activated to prevent the vessel from being driven without warning. The power system of the dual-powered ship according to claim 1, wherein the electric drive system further includes at least one electric motor, a motor driver, a battery, and a charger, wherein the at least one electric motor is driven by the motor Launching and pushing, the battery can provide the at least one electric motor power through the motor driver, and the charger can charge the battery. The power system of the dual power boat of claim 1, wherein the fuel drive system further includes a diesel engine and an engine starter motor, wherein the diesel engine is started by the engine starter motor. The power system of the dual-powered ship according to claim 1, wherein the anti-burst system comprises a detection gear module and a detection throttle module, wherein the detection gear module detects the gear position of the transmission The detection throttle module detects the position of the throttle. The power system of the dual-powered ship according to claim 1, wherein the interlocking module further comprises a dual clutch operating lever, wherein the dual clutch operating lever can select one of the electromagnetic clutch or the hydraulic clutch to engage The gearbox. The power mode of the dual power boat of claim 1, wherein the standby mode selection module includes a mode switch that can select one of the electromagnetic clutch or the hydraulic clutch to engage the gearbox. The power system of the dual-powered ship according to claim 2, wherein the charger protection system comprises a battery detection module, and the battery detection module is configured to detect the power of the battery. The power system of the dual-powered ship according to claim 2, wherein the interlocking module further comprises a circuit contact detecting module, wherein the circuit contact detecting module can detect whether the circuit contact of the motor driver is disconnect. The power system of the dual-powered ship according to claim 3, wherein the interlocking module further comprises an oil pressure detecting module, wherein the oil pressure detecting module can detect the oil pressure of the diesel engine. A method for operating a dynamic system of a dual power boat, the steps comprising: a. detecting that a battery is in a power supply state: detecting that the power of the battery is sufficient to supply at least one electric motor; b. starting an interlock module; c. switching the drive system d. Detecting the drive system; e. operating a gearbox and a throttle: operating the gearbox to neutral, operating the throttle to a neutral position; and f1. actuating the at least one electric motor. The method for operating a power system of a dual-powered ship according to claim 10, wherein if the battery is in an unpowered state in step a, disconnecting the battery from the at least one electric motor, a charger, and the at least one The circuit contacts of the electric motor are connected such that the charger does not separately provide the electric power of the at least one electric motor. The method for operating a power system of a dual-powered ship according to claim 10, wherein the step c further comprises the following steps: step c1 selects an electric drive system, step c11 an electromagnetic clutch engages the transmission, and a hydraulic clutch Disconnected from the gearbox, cutting off an engine starter motor. The method for operating a power system of a dual-powered ship according to claim 10, wherein the step d further comprises the steps of: detecting whether the oil pressure of a diesel engine is not full of a specific pressure, and if so, starting a motor drive, if otherwise Turn off the diesel engine. A method of operating a power system of a dual power boat as described in claim 13 wherein the specific pressure can be between 0 pounds per square inch (psi) and 25 (psi). The method for operating a power system of a dual-powered ship according to claim 10, wherein in the step f1, the at least one electric motor is in operation but does not output power to propel the ship, and maintains 500 revolutions per minute to 1000 per minute. turn. A dual power boat power system operation method, the steps comprising: a. detecting that a battery is in a power supply state: detecting that the battery power is sufficient to supply at least one electric motor; b. starting an interlock module; c. switching the drive system d. Detecting the drive system; e. operating a gearbox and a throttle: operating the gearbox to neutral, operating the throttle to a neutral position; and f2. launching a diesel engine. The method for operating a power system of a dual-powered ship according to claim 16, wherein in the step a, if the battery is in an unpowered state, disconnecting the battery from the at least one electric motor, a charger, and the at least one The circuit contacts of the electric motor are connected such that the charger does not separately provide the electric power of the at least one electric motor. The method for operating a power system of a dual-powered ship according to claim 16, wherein the step c further includes the following steps: step c2 selects to use a fuel-driven system, and step c21: an electromagnetic clutch is disconnected from the transmission, an oil The pressure clutch engages the gearbox and cuts off a motor drive. The method for operating a power system of a dual-powered ship according to claim 18, wherein the step d further comprises the steps of: detecting whether the circuit contact of the motor driver is disconnected, and if so, starting an engine to start the motor, if otherwise, turning off The at least one electric motor. A dual power boat power system operation method, the steps comprising: a. detecting that a battery is in a power supply state: detecting that the battery power is sufficient to supply at least one electric motor; b1. starting a standby mode selection module; c. switching the drive System; e. operating a gearbox and a throttle: operating the gearbox to neutral, operating the throttle to a neutral position; and f1. actuating the at least one electric motor. The method for operating a power system of a dual-powered ship according to claim 20, wherein if the battery is in an unpowered state in step a, disconnecting the battery from the at least one electric motor, a charger, and the at least one The circuit contacts of the electric motor are connected such that the charger does not separately provide the electric power of the at least one electric motor. The method for operating a power system of a dual-powered ship according to claim 20, wherein the step c further comprises the following steps: step c1 selects an electric drive system, step c11 an electromagnetic clutch engages the transmission, and an oil pressure clutch Disconnected from the gearbox, cutting off an engine starter motor. The method for operating a power system of a dual-powered ship according to claim 20, wherein in the step f1, the at least one electric motor is in operation but does not output power to propel the ship, and maintains 500 revolutions per minute to 1000 per minute. turn. A dual power boat power system operation method, the steps comprising: a. detecting that a battery is in a power supply state: detecting that the battery power is sufficient to supply at least one electric motor; b1. starting a standby mode selection module; c. switching the drive System; e. operating a gearbox and a throttle: operating the gearbox to neutral, operating the throttle to a neutral position; and f2. launching a diesel engine. The method for operating a power system of a dual-powered ship according to claim 24, wherein if the battery is in an unpowered state in step a, disconnecting the battery from the at least one electric motor, a charger, and the at least one The circuit contacts of the electric motor are connected such that the charger does not separately provide the electric power of the at least one electric motor. The method for operating a power system of a dual-powered ship according to claim 24, wherein the step c further comprises the following steps: step c2 selects to use a fuel-driven system, and step c21: an electromagnetic clutch is disconnected from the transmission, an oil The pressure clutch engages the gearbox and cuts off a motor drive.