TWI791932B - Operating method for hybrid power system - Google Patents

Abstract

The invention discloses an operating method for hybrid power system. The hybrid power system and the operation method per se are mainly constructed in a ship. In the abovementioned hybrid power system, the engine, the clutch, the motor, the gearbox and the propeller in said hybrid power system rotate coaxially. According to the crankshaft speed threshold of the ship and the state of charge interval of the main battery, the operation status and power management strategy of each component module are determined.

Description

How the Hybrid Powertrain Works

The invention provides an operation method of a composite power system, especially an engine, a clutch, a motor, a gearbox and a propeller coaxially rotating, and according to the crankshaft speed threshold of the ship and the power state range of its main battery, determine each A method of operation of a hybrid power system based on the operating state of the component modules and the energy distribution strategy.

With the intensification of the global greenhouse effect, countries around the world have further controlled the carbon emissions of industrial, commercial and transportation activities. With the rising awareness of environmental protection, various industries with fuel demand are prioritized into relevant considerations.

Among them, the transportation industry can be described as one of the industries most directly related to fuel oil. Because of this, considering the particularity of this industry category, it is currently developing in the direction of saving fuel consumption. However, the power brought by traditional fuel consumption is actually far higher than the power brought by electric current; due to technical problems, currently larger vehicles cannot be driven purely by electric energy.

Among them, in terms of ships, shipping or water sightseeing, entertainment and leisure activities all rely on the use of ship technology. Because of this, under the premise of meeting various water navigation power requirements, various composite power ships have sprung up like mushrooms after rain. However, the current hybrid power ships still have many shortcomings to be improved; for example, the operation of the current hybrid power ships cannot effectively integrate power and fuel consumption into the hardware.

Looking at the mechanism of hardware and control strategy judgment that has been integrated at present, and because the mechanism is too complicated, once a problem occurs, it is not easy for relevant technical personnel to repair it; and it is not easy to quickly find the point of occurrence of the problem.

The problems mentioned in the prior art that the existing ship composite power system has poor integration of software and hardware, and the system is too complicated, the present invention provides a composite power system.

The compound power system is set in a ship. The hybrid power system includes a power distribution module and at least one propulsion module. Wherein, the power distribution module includes a main battery, an internal power converter, a backup battery and an external power converter. The at least one propulsion module is connected with the power distribution module, and each propulsion module includes an engine, a clutch, a motor, a gearbox, a propeller and a motor driver.

Wherein, the internal power converter is connected to the main battery, the backup battery is connected to the internal power converter, and the external power converter is connected to the main battery. As for the engine being connected with the internal power converter and the backup battery, the clutch is connected with the engine, and the motor is detachably connected with the clutch. The gearbox is connected with the motor, the propeller is connected with the gearbox, and finally, the motor driver is connected with the motor and the main battery. Wherein, the engine, the clutch, the motor, the gearbox and the propeller rotate coaxially.

Furthermore, the present invention also provides a method for operating a hybrid power system. Firstly, step (a) is performed to provide the aforementioned hybrid power system. Then step (b) is executed to determine that the crankshaft speed of the ship is greater than, equal to or smaller than a crankshaft speed threshold.

Step (c) is then executed to determine a power state interval of the main battery of the ship. After completion, step (d) is executed to determine a sailing mode according to the crankshaft speed threshold and the power state range. type. Step (e) is then executed to detect the changes in the crankshaft speed threshold and the power state range in real time, and switch the type of the sailing mode in real time. Wherein, the sailing mode includes a pure electric sailing mode, a generator sailing mode, an acceleration sailing mode and a high-speed sailing mode.

The purpose of the above brief description of the present invention is to make a basic description of several aspects and technical features of the present invention. The summary of the invention is not a detailed description of the invention, so it is not intended to specifically list the key or important elements of the invention, nor is it used to define the scope of the invention, but to present several concepts of the invention in a concise manner.

10: Compound power system

100: Power distribution module

101: Main battery

102:Internal power converter

103: Spare battery

104: External power converter

200: Advance Module

201: engine

202: Clutch

203: motor

204: gearbox

205: propeller

206: Motor driver

301: shore power

302:Payload

(a)~(e): steps

FIG. 1 is a system architecture diagram of a hybrid power system according to an embodiment of the present invention.

Fig. 2 is a flow chart of the operation method of the hybrid power system according to the embodiment of the present invention.

In order to be able to understand the technical characteristics and practical effects of the present invention, and to implement according to the contents of the instructions, the preferred embodiment shown in the drawings is further described in detail as follows: first, please refer to Fig. 1, Fig. 1 is A system architecture diagram of a hybrid power system according to an embodiment of the present invention. As shown in FIG. 1 , the hybrid power system 10 in this embodiment can be installed in a ship. The ship may be a ship for sightseeing, leisure and entertainment, or a transport ship, which is not limited in the present invention.

The hybrid power system 10 of this embodiment is mainly composed of a power distribution module 100 and at least one propulsion module 200 . In fact, the number of propulsion modules 200 can be added in parallel according to the requirements of various ships, which is not limited in the present invention. Taking the dual-power composite power ship as an example, this type of ship is usually provided with two sets of propulsion modules 200, and so on.

In this embodiment, the power distribution module 100 includes a main battery 101 , an internal power converter 102 , a backup battery 103 and an external power converter 104 . The propulsion module 200 is connected to the power distribution module 100 , and each propulsion module 200 in this embodiment includes an engine 201 , a clutch 202 , a motor 203 , a gearbox 204 , a propeller 205 and a motor driver 206 .

Wherein, the internal power converter 102 is connected to the main battery 101 . In this embodiment, the voltage of the main battery 101 is 350 volts (V). Furthermore, the main battery 101 of this embodiment can be formed by connecting a plurality of lithium-iron batteries or aluminum batteries in series.

The backup battery 103 is connected to the internal power converter 102 . In this embodiment, the voltage of the backup battery 103 is 12 volts (V). The backup battery 103 can be a lead-acid battery or the like that can accept and store the power converted by the engine 201 .

The external power converter 104 is also connected to the main battery 101 . The internal power converter 102 described in this embodiment can be a unidirectional DC/DC power converter; the external power converter 104 is a bidirectional AC/DC power converter (also called an inverter).

Through the internal power converter 102 , the high voltage of the main battery 101 can be easily converted to a lower voltage, so as to ensure that the state of high voltage and high current is only used by the motor 203 . In this embodiment, the DC/DC power converter as the internal power converter 102 can convert 330-350 volts (V) direct current into 12 volts (V) direct current.

As for the external power converter 104, it can convert the alternating current of the shore power 301 (Shore Power) into direct current, and provide the main battery 101 for charging; it can also convert the direct current released by the main battery 101 into alternating current, and then supply it to the ship. The use of the payload (Hotel Load) is not limited in the present invention.

In this embodiment, the engine 201 is connected to the internal power converter 102 and the backup battery 103 , and the clutch 202 is connected to the engine 201 . Also, the motor 203 is detachably connected to the clutch 202 . Based on the co-constructive architecture of the engine 201, clutch 202, and motor 203 described above in this embodiment, the engine 201 frequently engages or disengages the clutch 202 and the motor 203. Therefore, in this embodiment, a replacement is provided between the engine 201 and the clutch 202. There is a shock absorber.

The shock absorber can be any damping material or a spring shock absorber and other shock absorbers, which are used to slow down the impact of the frequent release of the clutch 202 or engagement of the motor 203 due to the frequent switching of ship sailing modes, further reducing the impact of the hybrid power system 10. Likelihood and risk of needing repairs.

Accordingly, the gearbox 204 of this embodiment is connected to the motor 203, so that the motor 203 has one more level of speed options for modulation. And the propeller 205 is connected with the gearbox 204, specifically providing the force for propulsion of the ship. Finally, the motor driver 206 is connected to the motor 203 and the main battery 101 , so that the DC power supplied by the main battery 101 can change the operation mode of the motor 203 through the operation mode in the motor driver 206 .

In this embodiment, the engine 201 , the clutch 202 , the motor 203 , the gearbox 204 and the propeller 205 rotate coaxially. Through this hardware structure, the hybrid power system 10 of this embodiment can decide at any time whether to let the engine 201 intervene, and supply propulsion force to the propeller 205 together with the motor 203 . Therefore, please refer to FIG. 2 for the operation method of the hybrid power system 10 of this embodiment.

Please refer to FIG. 2 . FIG. 2 is a flow chart of the operation method of the hybrid power system according to the embodiment of the present invention. As shown in FIG. 2 , the embodiment in FIG. 2 operates under the framework of the embodiment in FIG. 1 . Therefore, firstly, a compound power system is provided. The compound power system referred to in this embodiment is the compound power system 10 shown in FIG. 1 .

Then, judge that the crankshaft speed of the ship is greater than, equal to or less than a crankshaft speed threshold; and immediately judge a state of charge of the main battery of the ship, wherein the crankshaft speed of the ship is based on the ship carrying the hybrid power system 10 Mainly. The calculation method of the crankshaft speed of the ship is in addition to In addition to obtaining the information from the tachometer of the engine 201, it can also be obtained through calculations assisted by multiple acceleration sensors, liquid resistance sensors, tilt chips, gyroscopes or GPS positioning signals onboard.

And, the power state of the aforementioned main battery 101 can be represented by a first state, a second state and a third state respectively, and the main battery is related to a first power state interval, a second power state interval or a The comparison of the third power state range is used as a reference to evaluate the result of the power of the main battery. Wherein, the result can be calculated by measuring the temperature (temperature sensor), current, voltage or weight of the main battery 101 . In other words, the above-mentioned various sensors installed throughout the ship will synthesize their data to determine the operation strategy of the motor driver 206 , the clutch 202 and the engine 201 .

Then, a sailing mode type is determined according to the crankshaft rotational speed threshold and the battery state. In this embodiment, the sailing modes include a pure electric sailing mode, a power generation sailing mode, an acceleration sailing mode and a high-speed sailing mode. Of course, in this embodiment, a manual mode can be added, so that experienced ship drivers can adjust the navigation mode by themselves. An emergency mode can also be added, so that the backup battery 103 can replace the main battery 101 for a period of time or supply part of the ship with a life-supporting payload (Hotel Load) in case of danger.

Finally, by detecting the threshold value of the crankshaft speed and the range change of the power state in real time, the type of the sailing mode can be switched in a timely manner. In this embodiment, the "real-time detection" is essentially a general term for repeatedly performing the actions of judging the crankshaft speed of the ship and the power state of the main battery, and will not enter until the ship has no operation or navigation requirements Standby mode to save energy.

In this embodiment, the crankshaft rotational speed threshold is 1500 revolutions per minute (r.p.m.) as the reference point; and the first battery state range is 0% to 20%; the second battery state range is 20% to 20%. 80%; and the aforementioned third power state interval is 80% to 100%.

The crankshaft speed threshold described in this embodiment is based on the real crankshaft speed of the ship. The so-called real crankshaft speed is the data obtained after comprehensively judging the speed, power and resistance of the ship. Can only judge with the tachometer of engine 201.

Therefore, when it is desired to determine the crankshaft speed of the ship, if the sensors installed on the ship comprehensively measure that the crankshaft speed of the ship is less than the crankshaft speed threshold and the power state interval is between but not equal to the second power state interval (20 -80%) (that is, the second state), all switch to the pure electric sailing mode.

In the pure electric sailing mode, the engine 201 never operates, and the clutch 202 also remains disconnected. At this time, the main battery 101 alone will supply the motor driver 206 with power, and then further deliver the power to the motor 203 to propel the ship forward. In the state of non-manual switching, the pure electric sailing mode will continuously increase the speed of the ship.

When the crankshaft rotational speed of the ship is greater than or equal to the crankshaft rotational speed threshold, unless the sailing mode is switched manually, it is followed by checking which power state interval the ship's power state range is in. As mentioned above, if the power state range of the ship is between or equal to the endpoint (0-20%) of the first power state range (ie, the first state), switch to the power generation sailing mode.

In the power generation sailing mode, this state means that the main battery 101 has almost no power to supply the motor driver 206 and the motor 203 to operate. Therefore, in the power generation sailing mode, the sailing speed of the ship is controlled to an upper limit, and only the engine 201 is turned on during the whole process, and the motor 203 is not turned on.

However, since the hybrid power system 10 of the present embodiment is in operation, the fuel power of the engine 201 must be connected to the motor 203 through the clutch 202 to operate, so that the ship can obtain propulsion. Therefore, through the engagement action of the clutch 202, in conjunction with maintaining the ship's sailing speed at the upper limit of the constant speed (that is, the crankshaft speed at a constant speed), the operating energy of the engine 201 that exceeds the upper limit of the speed can be converted to the motor 203 in the form of reverse power generation. The power generated by the engine 201 is recharged into the main battery 101 or the backup battery 103 (shown by the double-line arrow next to the motor driver 206 in FIG. 1 ). To restore the power state of the main battery 101 .

Similarly, whether it is manual or automatic, if the ship needs to quickly accelerate from low speed to high crankshaft speed (for example, 4000 revolutions per minute (r.p.m)), it will give priority to judging whether the power state range of the main battery 101 is between but not equal to The endpoint (ie, the second state) of the second battery state interval (20-80%). If yes, then switch to the accelerated sailing mode. In the initial stage of the accelerated sailing mode, since the crankshaft speed of the ship has not yet reached the demand for a high crankshaft speed (for example, 4000 revolutions per minute (r.p.m)), the engine 201 will be operated according to the operating conditions of the driver such as the vehicle manipulator according to the situation. Simultaneously start with the motor 203, so that the crankshaft speed of the ship can be accelerated to the required crankshaft speed (for example, 4000 revolutions per minute (r.p.m)) in a short time.

Finally, if the power state range of the ship is equal to or greater than the endpoint of the third power state range (80%-100%) (ie, the third state), it will switch to the high-speed sailing mode. In the high-speed sailing mode, the motor 203 will be driven to a certain ship speed at the highest speed (for example, the crankshaft speed threshold is 1500 revolutions per minute (r.p.m)), then the motor 203 will be turned off and the engine 201 will be started at the highest speed. In this way, the engine 201 can be stably maintained at a very high speed with the least fuel consumption.

To sum up, the crankshaft speed threshold used in this embodiment is 1500 revolutions per minute (r.p.m), the first power state interval (0-20%), the second power state interval (20-80%) and the third power state interval ( 80%-100%) and other optimal parameters, when the motor 203 is running, the engine 201, which can continue to run at about 2500 revolutions per minute (r.p.m.), has the best fuel consumption performance, thereby achieving and reducing carbon purpose of discharge.

But what is described above is only a preferred embodiment of the present invention, and should not limit the scope of implementation of the present invention, that is, the simple changes and modifications made according to the patent scope and description of the present invention still belong to the present invention within the scope covered.

10: Compound power system

100: Power distribution module

101: Main battery

102:Internal power converter

103: Spare battery

104: External power converter

200: Advance Module

201: engine

202: Clutch

203: motor

204: gearbox

205: propeller

206: Motor driver

301: shore power

302:Payload

Claims (6)

An operation method of a compound power system is applied to a compound power system, the compound power system is arranged on a ship and includes a power distribution module and at least one propulsion module connected with the power distribution module, the power distribution module has a main battery, the propulsion module has an engine; a clutch; a motor and a propeller, wherein when the clutch is engaged with the motor, the engine will rotate coaxially with the motor and the propeller, the hybrid power system The operating method comprises the following steps: (a) judging that the crankshaft speed of the ship is greater than, equal to or less than a crankshaft speed threshold; (b) judging that a state of charge of the main battery of the ship is a first state, a second state or a third state; (c) according to the crankshaft speed threshold and the power state range, determine whether the ship is operating under a pure electric sailing mode, a power generation sailing mode, an acceleration sailing mode or a high-speed sailing mode, And, if the pure electric navigation mode is available, step (d) is performed; if the power generation navigation mode is available, step (e) is performed; if the acceleration navigation mode is available, step (f) is performed; if the high-speed navigation mode is available mode, execute step (g); if the pure electric sailing mode, the generator sailing mode, the acceleration sailing mode and the high-speed sailing mode do not exist, then execute step (h); (d) when the crankshaft speed of the ship is less than the crankshaft speed threshold; and when the state of charge of the main battery is the second state, disconnect the motor and the clutch, and switch from driving the motor by the engine to being driven by the main battery; (e) when the ship The crankshaft rotation speed of the ship is greater than or equal to the crankshaft rotation speed threshold; and when the main battery is in the first state, engage the motor and the clutch and start the engine, so that the main battery can pass through the engine while the ship maintains a constant speed. drive the motor for charging; (f) when the ship's crankshaft speed is below the required crankshaft speed; and the main battery is in the second state, engaging the motor and the clutch and simultaneously activating the engine and the main battery to drive the motor so that the the ship's curvature speed is accelerated to the required crankshaft speed; (g) when the ship's crankshaft speed has not reached the required crankshaft speed; and the main battery is in the third state, disengaging the motor and the clutch, and The motor is first driven by the main battery until the ship's curvature speed reaches the desired crankshaft speed, then the motor and the clutch are engaged, and the motor is switched from the main battery to the engine. and (h) by real-time detection of the crankshaft speed threshold and the change in the power state range, to instantly determine whether to switch to a pure electric sailing mode, a power generation sailing mode, an acceleration sailing mode or a high-speed sailing mode. The operation method of the hybrid power system as described in claim 1, wherein in step (b), the first state, the second state and the third state are based on the main battery and a first power state range, A comparison of a second state of charge interval or a third state of charge interval is used as a reference to evaluate the result of the charge of the main battery, and wherein the first state of charge interval is 0% to 20%; the second state of charge interval is 20% to 80%; and the third battery state interval is 80% to 100%. The method for operating a hybrid power system as claimed in claim 2, wherein in step (b), the crankshaft speed threshold is 1500 revolutions per minute (r.p.m.), and the first state is between 0% and 20% ; the second state is greater than but not equal to 20% to less than but not equal to 80%; and the third state range is greater than or equal to any percentage value between 80% and 100%. The operation method of the hybrid power system as described in claim 1, wherein the power distribution module further has an internal power converter; a backup battery and an external power converter, and wherein the internal power converter and the external power converter respectively connected to the main battery; and the backup battery connected to the internal power converter. The operation method of the hybrid power system as described in claim 1, wherein the at least one propulsion module further has a gearbox and a motor driver, and wherein the gearbox is connected to the motor; and the motor driver is respectively connected to the motor and The main battery is connected. The operation method of the hybrid power system as claimed in item 1, wherein a shock absorber is further provided between the engine and the clutch.

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