Design method of experimental bench for diesel-electric hybrid propulsion system

Abstract

The application discloses a design method of a diesel-electric hybrid propulsion system test bench, computer maximum power, according to the propeller power coefficient obtained by the propeller absorption power and the propeller rotating speed, the diesel engine is selected in combination with the given diesel engine maximum continuous power area, according to the use area of the diesel engine and the working characteristic curve of the diesel engine, the power range in the diesel-electric hybrid power PTH mode, the PTO mode and the PTI mode is divided, the control logic of the gear box clutch is designed according to the diesel engine mode, the PTO mode, the PTI mode and the PTH mode of the diesel-electric hybrid propulsion system, and the main transmission ratio, the PTH transmission ratio and the PTO transmission ratio are calculated; the diesel-electric hybrid power system PTH, PTO, PTI and other operation modes can be realized, the fault simulation experiment of a typical fault is designed, and the influence of different fault modes on the performance and monitoring parameters in each operation mode can be provided.

Description

TECHNICAL FIELD

[0001] The application belongs to the field of ship and energy power engineering, and particularly relates to a design method of a diesel-electric hybrid propulsion system test bench. BACKGROUND

[0002] The diesel-electric hybrid propulsion system is generally composed of a diesel main engine, an electric propulsion device, transmission equipment and a propeller. The diesel-electric hybrid propulsion device combines the advantages of high load, long endurance of the diesel main engine and easy operation and low pollution of the shaft motor, and meets the needs of the propulsion performance, energy efficiency and environmental protection of the ship in various scenes. With the gradual popularization of the diesel-electric hybrid power in the ship industry, the requirements for the system reliability and safety are also higher and higher, and the test bench design becomes the primary task of researching the hybrid power system. At present, the design of the hybrid power system of the actual ship first comprehensively considers the ship operation type, navigation water area, ship body parameters, construction and operation cost, propulsion performance demand and navigation economy and other factors, determines the propulsion form of the power system, then configures the energy distribution of the ship in each working condition according to the ship-machine-propeller matching theory, and finally forms the ship power device selection and the operation mode switching control scheme. The difficulty of the design of the diesel-electric hybrid power test bench is to simulate the ship navigation working condition under the limited conditions in the room, so that the designed operation mode is as close as possible to the energy control process in the actual navigation, so as to study the influence of the fault on the overall performance and safety of the system, propose the fault diagnosis and control decision method and popularize it to the actual ship. Therefore, the design of the diesel-electric hybrid power system fault mechanism research platform is the key problem to be solved.

[0003] The ship power equipment drives the propeller to generate thrust, and the thrust overcomes the resistance to promote the movement of the ship body, which requires that the output power of the power equipment and the absorption power of the propeller are consistent. At the same time, the resistance suffered by the ship increases with the increase of the navigation speed in a quadratic trend, which means that the propeller speed and power are in a cubic function relationship, i.e. the propeller characteristic. When the propeller is driven alone, the diesel engine also needs to meet the cubic relationship, i.e. the working characteristic curve. Due to the reasons of the limited characteristic, the minimum speed, the maximum speed, the minimum load and the like, the working range of the diesel engine is limited. This requires the PTI (Power Take In), PTO (Power Take Out) and PTH (Power Take Home) modes of the diesel-electric hybrid power system to supplement or reduce the energy required by different working conditions, so that the diesel engine runs at the best working point. According to the diesel engine characteristic and the propeller characteristic, the operation mode of the hybrid power is divided into intervals according to the speed and load. The dynamometer is used to simulate the propeller on the test bench. How to set the parameters such as the torque and speed of the dynamometer to simulate the ship navigation working condition, so that the designed operation mode is as close as possible to the energy control process in the actual navigation, and the equipment fault simulation experiment is carried out, which needs a practical scheme. SUMMARY

[0004] The purpose of the present application is to provide a diesel-electric hybrid propulsion system test bench design method which can simulate PTH, PTO, PTI and other operating modes, and further to provide a fault simulation experiment scheme for the propulsion system.

[0005] To achieve the above-mentioned purpose, the diesel-electric hybrid propulsion system test bench design method of the present application, the diesel-electric hybrid propulsion system comprising a diesel main engine, a shaft-mounted motor, a gearbox and a dynamometer, the design method comprising the following steps:

[0006] A maximum effective power of the propeller of a given diesel-electric hybrid propulsion system test bench and a corresponding maximum propeller speed Based on energy loss, calculate the required diesel engine rated power P of the test bench d0 and the shaft-mounted motor rated power P e0 The sum of the two is the maximum power of the machine According to the maximum effective power of the propeller and the maximum propeller speed The propeller power coefficient C p is obtained

[0007] The energy loss includes power margin η ε , hull efficiency η H , submerged propeller efficiency η P , relative rotation efficiency η R and shafting transmission efficiency η S ; calculate the sum of the required diesel engine rated power and the shaft-mounted motor rated power of the test bench to obtain the maximum power of the machine

[0008]

[0009] The relationship between the propeller absorbed power P p and the propeller speed n p is:

[0010]

[0011] When the propeller absorbed power P p is equal to the maximum effective power of the propeller and the propeller speed n p is equal to the maximum propeller speed , the propeller power coefficient C is obtained

[0012] B. In the electric shaft mode, calculate the diesel engine rated power P d0 and the shaft-mounted motor rated power P e0 based on the maximum power of the machine in step A , and select the diesel engine in combination with the maximum continuous power region of the given diesel engine;

[0013] Electric shaft mode refers to that the ship adopts double shaft propulsion, single shaft diesel engine drives propeller, and another shaft drives propeller through shaft motor driven by power generation; in order to realize electric shaft mode, the rated power P d0 of diesel engine e0 satisfies the following relationship:

[0014]

[0015] P d0 ≥2P e0

[0016] In order to simplify the calculation, let P d0 =2P e0 , the calculation result is Combined with the given diesel engine maximum continuous power area, the maximum continuous power P R1 of the selected diesel engine type cannot be less than the diesel engine rated power P d0 required by the test bench, that is

[0017] P R1 ≥P d0

[0018] And when selecting, the rated speed of diesel engine and shaft motor is kept consistent to reduce the gear box transmission ratio;

[0019] C according to the use area of diesel engine and the working characteristic curve of diesel engine, the power range in PTH mode, PTO mode and PTI mode of diesel-electric hybrid power is divided;

[0020] The use area of diesel engine includes power use area, speed use area, maximum torque use area and highest exhaust temperature use area;

[0021] The power use area is formed by the minimum power and maximum power of diesel engine at each speed, and the speed use area is formed by the minimum speed and maximum speed of diesel engine at each load;

[0022] The maximum power P and minimum power P of diesel engine are obtained by intercepting power use area through the working characteristic curve of diesel engine; The maximum speed N and minimum speed N of diesel engine are obtained by intercepting speed use area through the working characteristic curve of diesel engine;

[0023] When PTH mode runs at the minimum speed N or minimum power P of diesel engine,The power P at the operating condition switching point between the PTH mode and the PTO mode when the shaft generator drives the propeller alone in the low speed operating condition H Slightly higher than the minimum effective power of the diesel engine That is

[0024]

[0025] where η PTH is the coefficient of the PTH mode switching point power;

[0026] Therefore, in the PTH mode, the shaft generator speed n e and the shaft generator power P e satisfy the following relationship:

[0027] P e =C p ·(n e / R H ) 3

[0028] 0≤P e ≤P H

[0029]

[0030] where P is the rated power of the shaft generator, and R H is the speed ratio of the shaft generator to the input shaft of the dynamometer, i.e. the PTH speed ratio;

[0031] The power P at the operating condition switching point between the PTH mode and the PTO mode is in the range of the maximum effective power of the diesel engine H and the minimum effective power of the diesel engine When only the diesel engine operates, it is the main engine mode, and the redundant power of the diesel engine is used to generate power by the shaft generator, which is the PTO mode.

[0032] Therefore, in the diesel engine mode, the diesel engine drives the propeller alone, the diesel engine speed n d and the diesel engine power P d satisfy the following relationship:

[0033] P d =C p ·(n d / R M ) 3

[0034]

[0035] where R M is the speed ratio of the diesel engine to the input shaft of the dynamometer, i.e. the main speed ratio; and when the diesel engine is at the diesel engine speed n dThe output power is greater than P d At that time, the excess power is used to drive the shaft-driven motor to generate electricity.

[0036] At the maximum effective power of the diesel engine and machine maximum power Within the specified range, the diesel engine and shaft-driven motor jointly drive the dynamometer in PTI mode. The calculation expression is as follows:

[0037]

[0038]

[0039] In the formula, P p For the propeller to absorb power, P e This refers to the power of the shaft-driven motor.

[0040] For the diesel engine mode, PTO mode, PTI mode and PTH mode of the diesel-electric hybrid propulsion system, design the control logic of the gearbox clutch and calculate the main transmission ratio, PTH transmission ratio and PTO transmission ratio.

[0041] Switching between diesel engine mode, PTO mode, PTI mode, and PTH mode is achieved through the gearbox, using a main clutch, reversing clutch, PTH clutch, and PTO clutch for switching.

[0042] In PTH mode, the PTH clutch and reversing clutch are engaged, while the main clutch and PTO clutch are disengaged.

[0043] In PTO / PTI mode, the main clutch, PTO clutch, and reversing clutch are engaged, while the PTH clutch is disengaged.

[0044] In diesel engine mode, the main clutch and reversing clutch are engaged, and the PTH clutch and PTO clutch are disengaged.

[0045] The main drive ratio is equal to the rated speed of the diesel engine. / Power absorbed by the dynamometer is rotational speed at time

[0046] The PTH transmission ratio is equal to the minimum power of the diesel engine. / Power absorbed by the dynamometer is rotational speed at time

[0047] The PTI gear ratio is 1:1.

[0048] E designs fault simulation experiments and solutions for hybrid power system faults.

[0049] Fault modes of the hybrid propulsion system include insufficient external coolant flow to the diesel engine, diesel engine misfire, insufficient power, abnormal valve clearance, wear of the connecting rod small-end bearing, wear of the connecting rod large-end bearing, intake blockage, gearbox clutch slippage, and short circuit between stator turns and broken rotor bars of the shaft-driven motor. For insufficient external coolant flow to the diesel engine, a manual valve is used to control the external coolant flow. For diesel engine misfire and insufficient power, the high-pressure oil pipe is blocked. For connecting rod bearing wear, bearings with different wear levels are replaced to simulate the problem. For intake blockage, the intake pipe is blocked with cardboard. Gearbox clutch slippage is achieved by adjusting the proportional solenoid valve to reduce the control oil pressure during clutch engagement and disengagement. Short circuit between stator turns of the shaft-driven motor is achieved by connecting resistors of different values ​​between a phase and the neutral point. The broken rotor bars of the shaft-driven motor are replaced by replacing the broken rotor.

[0050] Compared with the prior art, the present invention has the following advantages: The test bench design method of the diesel-electric hybrid propulsion system of the present invention can realize the operation modes of diesel-electric hybrid power system such as PTH, PTO, and PTI, and designs a fault simulation experiment of typical faults, which can provide a basis for the impact of different fault modes on the performance and monitoring parameters under each operation mode. Detailed Implementation

[0051] The present invention will be further described below with reference to specific embodiments.

[0052] In the diesel-electric hybrid propulsion system of this invention, both the 6-cylinder diesel engine and the shaft-driven motor are fed into a gearbox via a flexible coupling. The gearbox has a single output that drives the dynamometer. The diesel engine is electrically started, and its self-contained battery simultaneously powers the starter motor and servo motor, and is also charged by the shaft-driven motor. The shaft-driven motor transmits energy to the battery pack through inverters, DC-DC converters, and switches, acting as a motor in PTI / PTH mode and a generator in PTO mode.

[0053] The design method for a test bench for a diesel-electric hybrid propulsion system includes the following steps:

[0054] Given the maximum effective power of the propeller on a diesel-electric hybrid propulsion system test bench, With the corresponding maximum propeller speed Based on energy loss, calculate the required rated power P of the diesel engine for the test bench. d0 With the rated power P of the shaft-driven motor e0 The sum gives the machine's maximum power. Based on the propeller's maximum effective power With the propeller's maximum speed The propeller power coefficient C was obtained. p ;

[0055] Energy loss includes power margin η ε Hull efficiency η H η, the efficiency of the wading paddle P Relative rotational efficiency η R and shaft transmission efficiency η S The maximum power of the machine is obtained by summing the rated power of the diesel engine and the rated power of the shaft-driven motor required for the test bench.

[0056]

[0057] Propeller power absorption P p With propeller speed n p The relationship is:

[0058]

[0059] When the propeller absorbs power P p Equal to the maximum effective power of the propeller propeller speed n p Equal to the propeller's maximum speed When the propeller power coefficient is obtained

[0060] B is in electric shaft mode, based on the machine's maximum power in step A. Calculate the rated power P of the diesel engine d0 With the rated power P of the shaft-driven motor e0 The diesel engine is selected based on the given maximum continuous power range.

[0061] Electric shaft mode refers to a ship employing dual-shaft propulsion, with a diesel engine on one shaft driving the propeller, while a generator simultaneously drives a shaft-driven motor on the other shaft to drive the propeller. To achieve electric shaft mode, the diesel engine's rated power P... d0 With the rated power P of the shaft-driven motor e0 The following relationship must be satisfied:

[0062]

[0063] P d0 ≥2P e0

[0064] To simplify the calculation, let P d0 =2P e0 Calculations yielded Given the maximum continuous power range of the diesel engine, the maximum continuous power P of the selected diesel engine model is... R1 The power output P of the diesel engine required for the test bench must not be less than the rated power of the diesel engine. d0 Right now

[0065] P R1 ≥Pd0

[0066] Furthermore, when selecting a model, the rated speed of the diesel engine and the shaft-driven motor should be kept consistent to reduce the gearbox transmission ratio;

[0067] C. Based on the operating area of ​​the diesel engine and the working characteristic curve of the diesel engine, the power range of diesel-electric hybrid power generation PTH mode, PTO mode and PTI mode are divided.

[0068] The operating range of a diesel engine includes the power operating range, the speed operating range, the maximum torque operating range, and the maximum exhaust temperature operating range.

[0069] The power usage area is the area enclosed by the minimum and maximum power of the diesel engine at various speeds, and the speed usage area is the area enclosed by the minimum and maximum speed of the diesel engine at various loads.

[0070] The maximum effective power of a diesel engine is obtained by selecting the power operating range from its operating characteristic curve. and minimum effective power The maximum speed of the diesel engine is obtained by selecting the operating speed range from the diesel engine's operating characteristic curve. and minimum speed

[0071] When PTH mode is running at the diesel engine's minimum speed or minimum effective power In the following low-speed operating conditions, when the propeller is driven solely by the shaft-driven motor, the power P at the switching point between PTH mode and PTO mode is... H Slightly higher than the minimum effective power of the diesel engine Right now

[0072]

[0073] In the formula, η PTH The coefficient for the power at the PTH mode switching point;

[0074] Therefore, in PTH mode, the shaft-driven motor speed n e With shaft-driven motor power P e The following relationship must be satisfied:

[0075] P e =C p ·(n e / R H ) 3

[0076] 0≤P e ≤P H

[0077]

[0078] In the formula, R is the rated power of the shaft-driven motor. H The speed ratio between the shaft-driven motor and the input shaft of the dynamometer is called the PTH speed ratio.

[0079] Power P at the switching point between PTH mode and PTO mode H and the maximum effective power of the diesel engine Within the specified range, only the diesel engine mode is the main engine mode, and the diesel engine's redundant power is used to generate electricity for the shaft-driven motor, which is the PTO mode.

[0080] Therefore, in diesel engine mode, the diesel engine drives the propeller alone, and the diesel engine speed n d With diesel engine power P d The following relationship must be satisfied:

[0081] P d =C p ·(n d / R M ) 3

[0082]

[0083] In the formula, R M This refers to the speed ratio between the diesel engine and the dynamometer input shaft, i.e., the main speed ratio; when the diesel engine is at a speed n... d The output power is greater than P d At that time, the excess power is used to drive the shaft-driven motor to generate electricity.

[0084] At the maximum effective power of the diesel engine and machine maximum power Within the specified range, the diesel engine and shaft-driven motor jointly drive the dynamometer in PTI mode. The calculation expression is as follows:

[0085]

[0086]

[0087] In the formula, P p For the propeller to absorb power, P e This refers to the power of the shaft-driven motor.

[0088] For the diesel engine mode, PTO mode, PTI mode and PTH mode of the diesel-electric hybrid propulsion system, design the control logic of the gearbox clutch and calculate the main transmission ratio, PTH transmission ratio and PTO transmission ratio.

[0089] Switching between diesel engine mode, PTO mode, PTI mode, and PTH mode is achieved through the gearbox, using a main clutch, reversing clutch, PTH clutch, and PTO clutch for switching.

[0090] In PTH mode, the PTH clutch and reversing clutch are engaged, while the main clutch and PTO clutch are disengaged.

[0091] In PTO / PTI mode, the main clutch, PTO clutch, and reversing clutch are engaged, while the PTH clutch is disengaged.

[0092] In diesel engine mode, the main clutch and reversing clutch are engaged, and the PTH clutch and PTO clutch are disengaged.

[0093] The main drive ratio is equal to the rated speed of the diesel engine. / Power absorbed by the dynamometer is rotational speed at time

[0094] The PTH transmission ratio is equal to the minimum power of the diesel engine. / Power absorbed by the dynamometer is rotational speed at time

[0095] The PTI gear ratio is 1:1.

[0096] E designs fault simulation experiments and solutions for hybrid power system faults.

[0097] Fault modes of the hybrid propulsion system include insufficient external coolant flow to the diesel engine, diesel engine misfire, insufficient power, abnormal valve clearance, wear of the connecting rod small-end bearing, wear of the connecting rod large-end bearing, intake blockage, gearbox clutch slippage, and short circuit between stator turns and broken rotor bars of the shaft-driven motor. For insufficient external coolant flow to the diesel engine, a manual valve is used to control the external coolant flow. For diesel engine misfire and insufficient power, the high-pressure oil pipe is blocked. For connecting rod bearing wear, bearings with different wear levels are replaced to simulate the problem. For intake blockage, the intake pipe is blocked with cardboard. Gearbox clutch slippage is achieved by adjusting the proportional solenoid valve to reduce the control oil pressure during clutch engagement and disengagement. Short circuit between stator turns of the shaft-driven motor is achieved by connecting resistors of different values ​​between a phase and the neutral point. The broken rotor bars of the shaft-driven motor are replaced by replacing the broken rotor.

[0098] The design method of the experimental rig for the diesel-electric hybrid propulsion system of the present invention is further illustrated with specific examples, including the following steps:

[0099] Given the maximum effective power of the propeller on a diesel-electric hybrid propulsion system test bench, With the corresponding maximum propeller speed And power margin η ε=0.1, hull efficiency η H =0.97, water-crossing efficiency η P =0.75, relative rotational efficiency η R =1.0, shaft transmission efficiency η S =0.98, maximum power of the calculating machine

[0100]

[0101] Propeller power absorption P p With propeller speed n p The relationship is:

[0102]

[0103] When the propeller absorbs power P p Equal to the maximum effective power of the propeller propeller speed n p Equal to the propeller's maximum speed When the propeller power coefficient is obtained

[0104] B is in electric shaft mode, based on the machine's maximum power in step A. Calculate the rated power P of the diesel engine d0 With the rated power P of the shaft-driven motor e0 The diesel engine is selected based on the given maximum continuous power range.

[0105] Electric shaft mode refers to a ship employing dual-shaft propulsion, with a diesel engine on one shaft driving the propeller, while a generator simultaneously drives a shaft-driven motor on the other shaft to drive the propeller. To achieve electric shaft mode, the diesel engine's rated power P... d0 With the rated power P of the shaft-driven motor e0 The following relationship must be satisfied:

[0106]

[0107] P d0 ≥2P e0

[0108] To simplify the calculation, let P d0 =2P e0 Calculations yielded Given the maximum continuous power range of the diesel engine, the maximum continuous power P of the selected diesel engine model is... R1 The power output P of the diesel engine required for the test bench must not be less than the rated power of the diesel engine. d0 Right now

[0109] P R1 ≥P d0

[0110] Furthermore, when selecting a model, the rated speed of the diesel engine and the shaft-driven motor should be kept consistent to reduce the gearbox transmission ratio.

[0111] C. Based on the operating area of ​​the diesel engine and the working characteristic curve of the diesel engine, the power range of diesel-electric hybrid power generation PTH mode, PTO mode and PTI mode are divided.

[0112] The operating range of a diesel engine includes the power operating range, the speed operating range, the maximum torque operating range, and the maximum exhaust temperature operating range.

[0113] The power usage area is the area enclosed by the minimum and maximum power of the diesel engine at various speeds, and the speed usage area is the area enclosed by the minimum and maximum speed of the diesel engine at various loads.

[0114] The maximum effective power of a diesel engine is obtained by selecting the power operating range from its operating characteristic curve. and minimum effective power The maximum speed of the diesel engine is obtained by selecting the operating speed range from the diesel engine's operating characteristic curve. and minimum speed

[0115] When PTH mode is running at the diesel engine's minimum speed or minimum effective power In the following low-speed operating conditions, when the propeller is driven solely by the shaft-driven motor, the power P at the switching point between PTH mode and PTO mode is... H Slightly higher than the minimum effective power of the diesel engine Right now

[0116]

[0117] In the formula, η PTH The coefficient for the power at the PTH mode switching point;

[0118] Therefore, in PTH mode, the shaft-driven motor speed n e With shaft-driven motor power P e The following relationship must be satisfied:

[0119] P e =C p ·(n e / R H ) 3

[0120] 0≤P e ≤P H

[0121]

[0122] In the formula, R is the rated power of the shaft-driven motor. H The speed ratio between the shaft-driven motor and the input shaft of the dynamometer is called the PTH speed ratio.

[0123] Power P at the switching point between PTH mode and PTO mode H and the maximum effective power of the diesel engine Within the specified range, only the diesel engine mode is the main engine mode, and the diesel engine's redundant power is used to generate electricity for the shaft-driven motor, which is the PTO mode.

[0124] Therefore, in diesel engine mode, the diesel engine drives the propeller alone, and the diesel engine speed n d With diesel engine power P d The following relationship must be satisfied:

[0125] P d =C p ·(n d / R M ) 3

[0126]

[0127] In the formula, R M This refers to the speed ratio between the diesel engine and the dynamometer input shaft, i.e., the main speed ratio; when the diesel engine is at a speed n... d The output power is greater than P d At that time, the excess power is used to drive the shaft-driven motor to generate electricity.

[0128] At the maximum effective power of the diesel engine and machine maximum power Within the specified range, the diesel engine and shaft-driven motor jointly drive the dynamometer in PTI mode. The calculation expression is as follows:

[0129]

[0130]

[0131] In the formula, P p For the propeller to absorb power, P e Power of shaft-driven motor

[0132] After calculation, the rated power P of the diesel engine was selected. d0 =110kW, rated power P of shaft-driven motor e0 =55kW, with the diesel engine and shaft-driven motor both rated at 1500rpm. The power range in PTH mode is (0,31], the power range in main engine mode is (25,110), and the power range in PTI mode is (110,165).

[0133] For the diesel engine mode, PTO mode, PTI mode and PTH mode of the diesel-electric hybrid propulsion system, design the control logic of the gearbox clutch and calculate the main transmission ratio, PTH transmission ratio and PTO transmission ratio.

[0134] Switching between diesel engine mode, PTO mode, PTI mode, and PTH mode is achieved through the gearbox, using a main clutch, reversing clutch, PTH clutch, and PTO clutch for switching.

[0135] In PTH mode, the PTH clutch and reversing clutch are engaged, while the main clutch and PTO clutch are disengaged.

[0136] In PTO / PTI mode, the main clutch, PTO clutch, and reversing clutch are engaged, while the PTH clutch is disengaged.

[0137] In diesel engine mode, the main clutch and reversing clutch are engaged, and the PTH clutch and PTO clutch are disengaged.

[0138] Calculations show that the main drive ratio is 2:1, the PTH drive ratio is 2:1, and the PTI drive ratio is 1:1.

Claims

1. A design method for a test bench for a diesel-electric hybrid propulsion system, the diesel-electric hybrid propulsion system comprising a diesel main engine, a shaft-driven motor, a gearbox, and a dynamometer, characterized in that: The design methodology includes the following steps: Given the maximum effective power of the propeller on a diesel-electric hybrid propulsion system test bench, With the corresponding maximum propeller speed Based on energy loss, calculate the required rated power P of the diesel engine for the test bench. d0 With the rated power P of the shaft-driven motor e0 The sum gives the machine's maximum power. Based on the maximum effective power of the propeller With the propeller's maximum speed The propeller power coefficient C was obtained. p ; B is in electric shaft mode, based on the machine's maximum power in step A. Calculate the rated power P of the diesel engine d0 With the rated power P of the shaft-driven motor e0 The diesel engine is selected based on the given maximum continuous power range. C. Based on the operating area of ​​the diesel engine and the working characteristic curve of the diesel engine, the power range of diesel-electric hybrid power generation PTH mode, PTO mode and PTI mode are divided. For the diesel engine mode, PTO mode, PTI mode and PTH mode of the diesel-electric hybrid propulsion system, design the control logic of the gearbox clutch and calculate the main transmission ratio, PTH transmission ratio and PTO transmission ratio.

2. The design method for the experimental rig of the diesel-electric hybrid propulsion system according to claim 1, characterized in that: The specific process of step A is as follows: Energy loss includes power margin η ε Hull efficiency η H η, the efficiency of the wading paddle P Relative rotational efficiency η R and shaft transmission efficiency η S The maximum power of the machine is obtained by summing the rated power of the diesel engine and the rated power of the shaft-driven motor required for the test bench. Propeller power absorption P p With propeller speed n p The relationship is: When the propeller absorbs power P p Equal to the maximum effective power of the propeller propeller speed n p Equal to the propeller's maximum speed When the propeller power coefficient is obtained 3. The design method for the experimental rig of the diesel-electric hybrid propulsion system according to claim 1, characterized in that: The specific process of step B is as follows: Electric shaft mode refers to the ship using dual-shaft propulsion, with a single-shaft diesel engine driving the propeller, while simultaneously generating electricity to drive a shaft-driven motor on the other shaft to drive the propeller; to achieve electric shaft mode, the rated power P of the diesel engine... d0 With the rated power P of the shaft-driven motor e0 The following relationship must be satisfied: P d0 ≥2P e0 To simplify the calculation, let P d0 =2P e0 Calculations yielded Given the maximum continuous power range of the diesel engine, the maximum continuous power P of the selected diesel engine model is... R1 The power output P of the diesel engine required for the test bench must not be less than the rated power of the diesel engine. d0 Right now P R1 ≥P d0 Furthermore, when selecting a model, the rated speeds of the diesel engine and the shaft-driven motor should be kept consistent.

4. The design method for the experimental rig of the diesel-electric hybrid propulsion system according to claim 1, characterized in that: The specific process of step C is as follows: The operating range of the diesel engine includes the power operating range, the speed operating range, the maximum torque operating range, and the highest exhaust temperature operating range; The power usage area is the area enclosed by the minimum and maximum power of the diesel engine at various speeds, and the speed usage area is the area enclosed by the minimum and maximum speed of the diesel engine at various loads. The maximum effective power of a diesel engine is obtained by selecting the power operating range from its operating characteristic curve. and minimum effective power The maximum speed of the diesel engine is obtained by selecting the operating speed range from the diesel engine's operating characteristic curve. and minimum speed When PTH mode is running at the diesel engine's minimum speed or minimum effective power In the following low-speed operating conditions, when the propeller is driven solely by the shaft-driven motor, the power P at the switching point between PTH mode and PTO mode is... H Slightly higher than the minimum effective power of the diesel engine Right now In the formula, η PTH The coefficient for the power at the PTH mode switching point; Therefore, in PTH mode, the shaft-driven motor speed n e With shaft-driven motor power P e The following relationship must be satisfied: P e =C p ·(n e / R H ) 3 0≤P e ≤P H In the formula, R is the rated power of the shaft-driven motor. H The speed ratio between the shaft-driven motor and the input shaft of the dynamometer is called the PTH speed ratio. Power P at the switching point between PTH mode and PTO mode H and the maximum effective power of the diesel engine Within the specified range, only the diesel engine mode is the main engine mode, and the diesel engine's redundant power is used to generate electricity for the shaft-driven motor, which is the PTO mode. Therefore, in diesel engine mode, the diesel engine drives the propeller alone, and the diesel engine speed n d With diesel engine power P d The following relationship must be satisfied: P d =C p ·(n d / R M ) 3 In the formula, R M This refers to the speed ratio between the diesel engine and the dynamometer input shaft, i.e., the main speed ratio; when the diesel engine is at a speed n... d The output power is greater than P d At that time, the excess power is used to drive the shaft-driven motor to generate electricity; At the maximum effective power of the diesel engine and machine maximum power Within the specified range, the diesel engine and shaft-driven motor jointly drive the dynamometer in PTI mode. The calculation expression is as follows: In the formula, P p For the propeller to absorb power, P e This refers to the power of the shaft-driven motor.

5. The design method for the experimental rig of the diesel-electric hybrid propulsion system according to claim 1, characterized in that: The specific process of step D is as follows: the switching between diesel engine mode, PTO mode, PTI mode, and PTH mode is achieved through the gearbox, using the main clutch, reversing clutch, PTH clutch, and PTO clutch for switching. In PTH mode, the PTH clutch and reversing clutch are engaged, while the main clutch and PTO clutch are disengaged. In PTO / PTI mode, the main clutch, PTO clutch, and reversing clutch are engaged, while the PTH clutch is disengaged. In diesel engine mode, the main clutch and reversing clutch are engaged, and the PTH clutch and PTO clutch are disengaged. The main drive ratio is equal to the rated speed of the diesel engine. / The dynamometer absorbs power of rotational speed at time The PTH transmission ratio is equal to the minimum power of the diesel engine. / The dynamometer absorbs power of rotational speed at time The PTI gear ratio is 1:

1.

6. The design method for the experimental rig of the diesel-electric hybrid propulsion system according to claim 1, characterized in that: It also includes designing fault simulation experiments and solutions for hybrid power system faults, the specific process of which is as follows: Failure modes of hybrid propulsion systems include insufficient external cooling water flow to the diesel engine, diesel engine misfire, insufficient power, abnormal valve clearance, wear of the small end bearing of the connecting rod, wear of the large end bearing of the connecting rod, intake blockage, slippage of the gearbox clutch, and short circuit between stator turns and broken rotor bars of the shaft-driven motor. For insufficient external cooling water flow in diesel engines, a manual control valve is used to control the external cooling water flow to simulate the problem; for diesel engine misfire and insufficient power, the high-pressure oil pipe is blocked; for connecting rod bearing wear, bearings with different wear levels are replaced to simulate the problem; for intake blockage, cardboard is used to block the intake pipe to simulate the problem; gearbox clutch slippage is achieved by adjusting the proportional solenoid valve to reduce the control oil pressure when the clutch is engaged and disengaged; for short circuit between stator turns in a shaft-driven motor, resistors of different sizes are connected between a phase and the neutral point; for broken rotor bars in a shaft-driven motor, the broken rotor is replaced to simulate the problem.

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