Energy-saving hybrid system and control operation method based on motor electromagnetic torque-slip and power distribution function

Abstract

An energy-saving hybrid system and control operation method based on the electromagnetic torque-slip and power distribution functions of the motor belong to the field of ship power technology. The system consists of a main engine, a shaft system, a gearbox, a motor, a power distributor, an inverter, a voltage converter, a DC bus, a battery pack and a central control unit. Through the interaction of the motor, the power distributor and the battery pack, a stepless speed change function of adaptive propeller characteristics and a distribution function of the main engine output full power between mechanical energy and electrical energy storage are realized, so that the main engine always operates under the minimum fuel consumption condition per unit power and the output power is fully utilized. The pure electric propulsion function is realized through the action of the battery pack, inverter, voltage converter and motor. The system and control method of the present invention have significant energy-saving effects and can further improve the fuel energy utilization efficiency of the main engine. It is particularly beneficial for use in inland ships whose average propulsion power is far less than the total installed power and whose navigation conditions change greatly and frequently.

Description

Technical Field

[0001] The present invention belongs to the field of ship propulsion technology and relates to an energy-saving hybrid system and a control operation method based on the electromagnetic torque-slip and power distribution functions of the motor. Specifically, it relates to a ship hybrid power system and an operation method for the purpose of improving fuel efficiency and saving energy by operating the main engine at constant speed and constant power, outputting adaptive propeller characteristics of the system, utilizing the electromagnetic torque-slip function of the dual-rotor motor, and absorbing and distributing the main engine output power through a power distributor and a battery pack. Background Art

[0002] The characteristics of inland river navigation are complex and changeable navigation conditions, frequent and large changes in navigation propulsion power, the actual average propulsion power is far less than the total installed power, and the main engine idling condition exists, resulting in the ship's main engine unit power fuel consumption being much higher than the minimum unit power fuel consumption.

[0003] Currently, inland vessels typically use traditional main engine shaft propulsion systems, pure diesel-electric propulsion systems, hybrid diesel-electric propulsion systems with energy storage, and pure battery propulsion systems. These propulsion systems have the following shortcomings under current inland vessel navigation conditions.

[0004] Traditional inland river main engine shaft propulsion system: the main engine does not operate at rated conditions most of the time, the main engine's average output power is far less than the minimum unit power fuel consumption output power, and the fuel consumption per unit power is far higher than the minimum value; the main engine output power changes frequently, and during the main engine's conversion process between different output powers, the average unit power fuel consumption is far higher than the fuel consumption under stable operating conditions; the main engine has a large number of idling conditions, consuming fuel without outputting power.

[0005] Pure diesel-electric propulsion system: The generator sets can be added and removed from service in stages and batches, narrowing the gap between output power and required power. However, the internal combustion engines of the generator sets fail to operate at rated conditions, and the output power keeps changing, which is not consistent with the main engine operating conditions of the traditional main engine shaft propulsion system.

[0006] Diesel-electric hybrid propulsion system with energy storage: Through the absorption of the energy storage system, the generator set can be in the best unit power fuel consumption at different output powers or the best unit power fuel consumption at different speeds, but it cannot make the generator set's internal combustion engine output at a constant speed and constant power.

[0007] Although pure electric propulsion is the direction to solve the problem of energy conservation and environmental protection for ships, the current energy density of batteries cannot meet the requirements of relatively high power and long-range endurance. It can only be used for ships with relatively low power and short range. In addition, the batteries are large, the cost is high, and the economic benefits are poor.

[0008] At present, when the slip electromagnetic clutch outputs at high slip rate and low speed, most of the energy is consumed in the large current heating of the winding, resulting in low transmission efficiency. Summary of the Invention

[0009] In response to the shortcomings of the current propulsion systems of inland vessels in actual inland navigation conditions, the present invention proposes an energy-saving hybrid system and a control operation method based on the electromagnetic torque-slip and power distribution functions of the motor. The system is suitable for ships whose average propulsion power is far less than the total installed power and whose navigation conditions change greatly and frequently, especially inland vessels. It can greatly improve fuel efficiency and further achieve energy saving.

[0010] The energy-saving hybrid system based on the motor electromagnetic torque-slip and power distribution function provided in this application adopts the following technical solutions:

[0011] Energy-saving hybrid system based on motor electromagnetic torque-slip and power distribution functions: The system consists of a main engine, a transmission shaft system, a clutch, a dual-rotor motor, a gearbox, a propeller, a power distributor, a battery pack, a battery charging and discharging device, a DC bus, an inverter, a transformer-frequency converter, and a central control unit. The dual-rotor motor consists of an outer rotor and an inner rotor, each of which is provided with a three-phase winding or a permanent magnet. The outer side of the dual-rotor motor is connected to an outer rotor brush commutator, an outer rotor brake, and an inner rotor brush commutator. The three-phase winding is connected to the transformer-frequency converter and the power distributor via a three-phase AC line through the brush commutator.

[0012] The power distributor is composed of a winding turns regulator, a primary winding for voltage and power conversion, a secondary winding for voltage and power conversion, and a rectifier; the primary winding for voltage and power conversion and the secondary winding for voltage and power conversion form a voltage and power converter;

[0013] The main engine, clutch, dual-rotor motor, gearbox, and propeller are connected in sequence through a transmission shaft system;

[0014] The inverter and the voltage and frequency converter are connected via a three-phase AC line;

[0015] The power distributor, battery charging and discharging device, inverter and DC bus are connected via a DC line, and the battery charging and discharging device and battery pack are connected via a DC line;

[0016] The host, clutch, gear box, dual-rotor motor, winding turns regulator, rectifier, battery pack, battery charging and discharging device, inverter, and voltage and frequency converter are respectively connected to the central control unit through control signal lines.

[0017] By adopting the above technical solutions, a hybrid power system is formed that can realize the transformation of ships from diesel-electric + energy storage hybrid to pure electric propulsion. Through the action of the dual-rotor motor, power distributor, and battery pack, the adaptive propeller characteristic stepless speed change function, the distribution function of the main engine output full power between mechanical energy and electrical energy storage, and the main engine constant speed and constant power operation function can be realized, so that the main engine always operates under the condition of minimum fuel consumption per unit power and the output power is fully utilized. The pure electric propulsion function is realized through the action of the battery pack, inverter, transformer frequency converter, and dual-rotor motor, which greatly improves the main engine fuel energy utilization efficiency and improves the energy saving effect.

[0018] Furthermore, the outer rotor three-phase winding is installed on the inner side of the outer rotor in the dual-rotor motor, the inner rotor permanent magnet is installed on the outer circle of the inner rotor, and the outer rotor three-phase winding is connected to the transformer and power distributor respectively through the outer rotor brush commutator with a three-phase AC line.

[0019] By adopting the above technical solution, the outer rotor three-phase winding cuts the magnetic field of the inner rotor permanent magnet to generate electromotive force and current. On the one hand, this current acts on the inner rotor permanent magnet magnetic field to generate electromagnetic torque to drive the propeller. On the other hand, the current in the closed circuit of the outer rotor three-phase winding passes through the primary winding of the voltage-electric energy conversion and generates magnetic flux, so that the secondary winding of the voltage-electric energy conversion is output to the DC bus through the rectifier to realize power generation output. The electric energy input to the DC bus is charged to the battery pack through the battery charging and discharging device to store the generated electric energy. The number of turns of the primary winding of the voltage-electric energy conversion is changed by the winding turns regulator to adjust the distribution between the propulsion power supplied to the propeller by the dual-rotor motor and the generated power supplied to the DC bus. At the same time, the adaptive stepless speed change of the propeller speed is also realized through the interactive relationship between the slip rate of the dual-rotor motor and the output speed of the dual-rotor motor and the difference between the output torque of the dual-rotor motor and the propeller resistance torque.

[0020] Furthermore, the outer rotor in the dual-rotor motor is equipped with an outer rotor permanent magnet, and the inner rotor is equipped with an inner rotor three-phase winding, which is respectively connected to the transformer and frequency converter and the power distributor through an inner rotor brush commutator.

[0021] By adopting the above technical solution, the outer rotor permanent magnet is driven by the main engine to generate a mechanical rotating magnetic field, and the inner rotor winding cuts the outer rotor mechanical rotating magnetic field to generate current. On the one hand, this current reacts with the mechanical rotating magnetic field to generate electromagnetic torque to drive the propeller. On the other hand, it generates electricity through the primary and secondary windings of the voltage-to-electricity converter to provide electricity to the DC bus to charge the battery pack. By adjusting the number of turns of the primary winding of the voltage-to-electricity converter, the main engine output power is distributed between driving the propeller mechanical power and transmitting the DC bus power generation power.

[0022] Furthermore, an outer rotor three-phase winding and an inner rotor three-phase winding are respectively provided on the outer rotor and the inner rotor in the dual-rotor motor. The outer rotor three-phase winding is connected to the transformer and frequency converter through the outer rotor brush commutator, and the inner rotor three-phase winding is connected to the power distributor through the inner rotor brush commutator.

[0023] By adopting the above technical solution, a three-phase AC excitation current can be supplied to the outer rotor. The direction of the rotating magnetic field generated by this excitation current is consistent with the direction of the outer rotor driven by the main engine, forming a composite rotating magnetic field of the outer rotor. The three-phase winding of the inner rotor cuts the rotating magnetic field of the outer rotor to generate an electromotive force. This current is generated in the closed loop formed by the three-phase winding of the inner rotor and the primary winding of the voltage-to-electric energy conversion. This current acts together with the rotating magnetic field of the outer rotor to generate electromagnetic torque, thereby causing the inner rotor to drive the propeller through the gearbox. By adjusting the number of turns of the primary winding of the voltage-to-electric energy conversion, the full output power of the main engine can be distributed between the propeller propulsion power provided by the dual-rotor motor and the power supplied to the DC bus for power generation. Similarly, by simultaneously or separately adjusting the voltage and frequency of the three-phase power supplied to the outer rotor, the output torque and speed of the dual-rotor motor can be changed, and the distribution between the propeller propulsion power and the power supplied to the DC bus for power generation can be changed.

[0024] Furthermore, a differential gear train is connected between the dual-rotor motor and the gear box, and the differential gear train has only two degrees of freedom.

[0025] By adopting the above technical solution, a differential gear train is set up to amplify the output electromagnetic torque of the dual-rotor motor, relatively reducing the current of the three-phase winding of the dual-rotor motor, thereby reducing the motor loss caused by the large current of the three-phase winding of the dual-rotor motor and further improving the energy-saving effect.

[0026] Furthermore, the differential gear system is composed of three groups of functionally independent motion components, namely a sun gear motion component, a planetary carrier motion component, and a ring gear motion component. The sun gear motion component is composed of a sun gear, which is connected to the inner rotor through a transmission shaft system and serves as a first input component; the planetary carrier motion component is composed of planetary gears and a planetary carrier, which is connected to the gearbox and propeller through a transmission shaft system and serves as an output component; the ring gear motion component is composed of ring gear one, ring gear two, transmission wheel one, transmission wheel two and transmission wheel three, which is connected to the outer rotor and serves as a second input component; one end of the central rotating shaft of transmission wheel one and the central rotating shaft of transmission wheel two are both fixed to the body; when the first input component inputs a speed, the speed direction of the output component is the same as the speed direction of the output component when the second input component inputs a speed; when the second power input component inputs a speed, it is accelerated through transmission wheel one, transmission wheel two and transmission wheel three to reduce the electromagnetic torque of the dual-rotor motor.

[0027] By adopting the above technical solution, the output speed of the differential gear output component is adaptively changed according to the propeller load characteristics, so that when the system host is running, the system host can operate at a constant speed and constant power at the minimum unit power fuel consumption, further improving the energy saving effect.

[0028] Furthermore, the dual-rotor motor adopts an AC asynchronous motor, which consists of a stator and a rotor. The stator three-phase winding is installed on the inner side of the stator, and the rotor three-phase winding is installed on the outer circle of the rotor; the sun gear motion assembly is connected to the clutch and the main engine through the transmission shaft system, serving as the first input assembly, and the planetary carrier motion assembly is connected to the gearbox and the propeller through the transmission shaft system; the ring gear motion assembly is connected to the rotor, serving as the second input assembly; the stator three-phase winding is connected to the transformer and frequency converter with a three-phase AC line; the rotor three-phase winding is connected to the power distributor with a three-phase AC line via a rotor brush commutator; when the first input assembly inputs the speed, the speed direction of the output assembly is the same as the speed direction of the output assembly when the rotor drives the second input assembly to input the speed; when the second power input assembly inputs the speed, it is accelerated through the transmission wheel 1 and the transmission wheel 2 to reduce the electromagnetic torque of the AC asynchronous motor.

[0029] By adopting the above technical solution, the second input component of the differential gear train has a speed-changing function, which greatly reduces the electromagnetic torque of the AC asynchronous motor and reduces the high current loss of the three-phase winding; at the same time, the stator does not rotate, which enhances the mechanical stability of the system and reduces mechanical inertia loss.

[0030] Furthermore, the battery pack has spare space and a system expansion interface, making the system diffusible.

[0031] By adopting the above technical solutions, the spare space can meet the further expansion needs of the system, and the battery pack can store more electrical energy by increasing the number of batteries and / or increasing the unit energy density of the batteries; the setting of the system diffusion interface can facilitate the expansion of the battery pack's carrying and storage capacity of electrical energy, preparing for the possibility that all energy in a single voyage can be carried and provided by the battery pack.

[0032] The energy-saving hybrid system control operation method provided by the present application with the motor slip and the conjugate action of the differential gear train adopts the following technical solutions:

[0033] The main engine output power and the electric power of the dual-rotor motor can respectively meet the propulsion power requirements of the entire ship. The system is divided into three working modes: battery pack main engine operation charging, battery pack discharge, and dock charging; the mutual conversion conditions between the two working modes of battery pack main engine operation charging and battery pack discharge are: it is necessary to reach the set maximum battery charge state before it can switch to discharge mode, and it is necessary to reach the set minimum battery charge state before it can switch to charging mode, thus avoiding frequent start and stop of the main engine; battery pack main engine operation charging working mode: the clutch is engaged, the outer rotor brake is disengaged, the main engine runs at constant power and constant speed, driving the dual-rotor motor, outer rotor and outer rotor three The phase winding rotates, and the inner rotor is stopped or has a much lower speed than the outer rotor due to the resistance of the propeller, so that the three-phase winding of the outer rotor cuts the magnetic field of the permanent magnet of the inner rotor to generate an electromotive force, and generates current in the closed loop formed by the three-phase winding of the outer rotor and the primary winding of the voltage-electric energy conversion. This current works together with the magnetic field of the permanent magnet of the inner rotor to generate electromagnetic torque, so that the inner rotor drives the propeller through the gearbox; at the same time, the current of the closed circuit of the three-phase winding of the outer rotor also passes through the primary winding of the voltage-electric energy conversion and generates magnetic flux, so that the secondary winding of the voltage-electric energy conversion is output to the DC bus through the rectifier to realize power generation output, and the electric energy output to the DC bus is sent to the battery pack through the battery charging and discharging device. Charging stores the generated electrical energy; the number of turns of the primary winding for voltage-electricity conversion is changed through the winding turns regulator, that is, the size of the equivalent impedance of the inner rotor is changed, and the full power output of the main engine is distributed between the propulsion power of the dual-rotor motor to the propeller and the power generated by the DC bus while adjusting the propeller torque and speed. When the number of turns of the primary winding for voltage-electricity conversion is adjusted to the maximum and the output torque of the dual-rotor motor is small and cannot drive the propeller, the output power of the main engine is all used to generate electricity to charge and store the battery pack. At this time, the dual-rotor motor is equivalent to a generator. When the number of turns of the primary winding for voltage-electricity conversion is adjusted to zero, the outer rotor three-phase winding is equivalent to When the motor is short-circuited and no power is output, the dual-rotor motor outputs the maximum torque, and the main engine output power is all used to drive the propeller. At this time, the dual-rotor motor is equivalent to an electric motor. When the outer rotor and the inner rotor are both equipped with three-phase windings, similarly, by adjusting the voltage and frequency of the three-phase power supplied to the outer rotor simultaneously or separately, the output torque and speed of the dual-rotor motor can be changed, and the distribution between the propeller's propulsion power and the power generated by the DC bus can be changed. At the same time, the adaptive stepless speed change of the propeller speed is also achieved through the interactive relationship between the dual-rotor motor slip rate and the output speed of the dual-rotor motor and the difference between the output torque of the dual-rotor motor and the propeller resistance torque.

[0034] Battery pack discharge operating mode: The main engine stops running, the clutch disengages, and the outer rotor brake engages to fix the outer rotor to the base and prevent rotation. The voltage and electrical energy conversion turns of the primary winding are adjusted to zero, putting the outer rotor's three-phase winding in a closed short-circuit state. The battery pack provides electrical energy to the outer rotor through the battery charging and discharging device, DC bus, inverter, and transformer-frequency converter to supply three-phase AC power to the outer rotor. At this time, the dual-rotor motor is equivalent to an AC synchronous permanent magnet motor. The battery pack electrical energy is converted into mechanical energy by the dual-rotor motor to drive the propeller. The torque and speed output to the propeller are adjusted by changing the voltage and frequency of the three-phase AC power supplied to the outer rotor.

[0035] Terminal charging mode: The terminal shore power charges the battery pack through the DC bus and battery charging and discharging device, and other parts of the power system stop working;

[0036] The reverse function of the powertrain is achieved by reversing the gearbox.

[0037] In summary, the present invention includes at least one of the following beneficial technical effects:

[0038] (1) The present invention distributes charging electric energy and driving mechanical energy by outputting full power of the main engine, and continuously changes the speed of the dual-rotor motor output to adapt to the propeller load characteristics. When the system main engine is running, the system main engine can operate at a constant speed and constant power at the minimum unit power fuel consumption, and the energy-saving effect is significant.

[0039] (2) The present invention can avoid the operating condition where the system host machine is idling and consuming no fuel, thereby saving fuel consumption when the host machine is idling.

[0040] (3) The battery pack of the present invention stores energy between the output power of the main engine and the power required by the propeller when the main engine is running, and releases it to the propeller for use when the main engine is in pure electric operation, thereby achieving full utilization of the main engine output power.

[0041] (4) When the motor has a high slip rate, the present invention stores electricity from the inner rotor or outer rotor through a current-voltage power conversion device, thereby avoiding the problem of low efficiency of the differential electromagnetic clutch when the output speed is low.

[0042] (5) The present invention solves the problem of short driving range due to insufficient battery energy density in pure electric propulsion, greatly improving the fuel utilization rate of the system. At the same time, the system battery pack is equipped with expansion space and interfaces, providing a method and approach for the transition from diesel-electric hybrid to pure electric power.

[0043] (6) The present invention is applied to ships whose propulsion power changes greatly and frequently and whose actual average propulsion power is far less than the total installed power of the entire ship, and the energy-saving effect is obvious; the energy-saving effect is even more significant when applied to inland ships with relatively high power and long voyage. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 This is a system schematic diagram of the outer rotor three-phase winding + inner rotor permanent magnet structure.

[0045] Figure 2 This is a system schematic diagram of the inner rotor three-phase winding + outer rotor permanent magnet structure.

[0046] Figure 3 This is a system schematic diagram of the inner rotor three-phase winding + outer rotor three-phase winding structure.

[0047] Figure 4 This is a system schematic diagram of the outer rotor three-phase winding + inner rotor permanent magnet + differential gear train structure.

[0048] Figure 5 This is a system schematic diagram of the outer rotor three-phase winding + inner rotor three-phase winding + differential gear train structure.

[0049] Figure 6 This is a system diagram of an AC asynchronous motor + differential gear train mechanism.

[0050] Figure 7 This is the mechanical characteristic diagram of the inner rotor series impedance of a dual-rotor motor.

[0051] Figure 8 Mechanical characteristic diagram of stator string impedance of AC asynchronous motor.

[0052] In the figure: main engine 1, shaft system 2, clutch 3, dual-rotor motor 4, outer rotor 41, outer rotor three-phase winding 411, outer rotor permanent magnet 412, inner rotor 42, inner rotor permanent magnet 421, inner rotor three-phase winding 422, outer rotor brush commutator 43, outer rotor brake 44, inner rotor brush commutator 45, gearbox 5, propeller 6, power distributor 7, winding turns regulator 71, voltage-electricity conversion primary winding 72, voltage-electricity conversion secondary winding 73, rectifier 74, battery Group 8, battery charging and discharging device 9, DC bus 10, inverter 11, transformer and frequency converter 12, central control unit 13, differential gear train 14, sun gear 141, planetary gears 142, planetary carrier 143, ring gear 144, ring gear 2 145, transmission gear 1 146, transmission gear 2 147, transmission gear 3 148, AC asynchronous motor 15, stator 151, stator three-phase winding 152, rotor 153, rotor three-phase winding 154, rotor brush commutator 155, sun gear brake 156. DETAILED DESCRIPTION

[0053] The present invention is further illustrated below with reference to the accompanying drawings and specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not used to limit the scope of the present invention. After reading the present invention, modifications of various equivalent forms of the present invention made by those skilled in the art fall within the scope defined by the claims attached to this application.

[0054] Example 1

[0055] like Figure 1 As shown, the system consists of a host 1, a transmission shaft system 2, a clutch 3, a dual-rotor motor 4, a gearbox 5, a propeller 6, a power distributor 7, a battery pack 8, a battery charging and discharging device 9, a DC bus 10, an inverter 11, a transformer and frequency converter 12, and a central control unit 13; the dual-rotor motor 4 consists of an outer rotor 41, an inner rotor 42, an outer rotor brush commutator 43, and an outer rotor brake 44. The outer rotor 41 is provided with an outer rotor three-phase winding 411, and the inner rotor 42 is provided with an inner rotor permanent magnet 421; the power distributor 7, a winding turns regulator 71, a voltage and power conversion primary winding 72, a voltage and power conversion secondary winding 73, and a rectifier 74; the host 1, the clutch 3, the dual-rotor motor 4, the gearbox 5, the propeller 6, the power distributor 7, the battery pack 8, the battery charging and discharging device 9, the DC bus 10, the inverter 11, the transformer and frequency converter 12, and the central control unit 13; the dual-rotor motor 4 consists of an outer rotor 41, an inner rotor 42, an outer rotor brush commutator 43, and an outer rotor brake 44. The outer rotor 41 is provided with an outer rotor three-phase winding 411, and the inner rotor 42 is provided with an inner rotor permanent magnet 421. The box 5 and the propeller 6 are connected in sequence through the transmission shaft system 2. The outer rotor three-phase winding 411 is connected to the transformer 12 and the power distributor 7 respectively through the outer rotor brush commutator 43 with a three-phase AC line. The inverter 11 and the transformer 12 are connected with a three-phase AC line. The power distributor 7, the battery charging and discharging device 9, the inverter 11 and the DC bus 10 are connected with a DC line. The battery charging and discharging device 9 and the battery pack 8 are connected with a DC line. The main engine 1, the clutch 3, the gear box 5, the dual-rotor motor 4, the winding turns regulator 71 and the rectifier 74 of the power distributor 7, the battery pack 8, the battery charging and discharging device 9, the inverter 11, and the transformer 12 are connected with the central control unit 13 through control signal lines. Figure 1 As shown, when the outer rotor brake 44 is engaged, the outer rotor 41 is fixed to the hull base and can withstand the corresponding torque transmitted to the propeller. The gear box 5 reduces the output speed of the dual rotor motor 4 according to a fixed transmission ratio and transmits it to the propeller 6.

[0056] like Figure 1 As shown, the battery pack 8 has spare space and system interfaces, providing expansion capabilities to allow the battery pack 8 to carry more power from shore power at the dock. By increasing the number of batteries and / or increasing the battery's unit energy density, the battery pack can store more power. The more power the battery pack 8 can carry from shore power each time it leaves port, the less fuel the main engine will use during a voyage. When the battery energy density is high enough that the power stored in the limited space of the battery pack 8 can meet the needs of a single voyage, the main engine does not need to be started for the entire voyage, achieving pure battery propulsion.

[0057] like Figure 1 As shown, the DC power of the battery pack 8 can be converted into three-phase AC power by the battery charging and discharging device 9 and the DC bus 10 through the inverter 11, and then supplied to the outer rotor 41 after frequency conversion and voltage conversion by the transformer-frequency converter 12. The transformer-frequency converter 12 can adjust the voltage and frequency of the three-phase AC power separately or simultaneously.

[0058] like Figure 1 As shown, the voltage-to-electricity conversion primary winding 72 and the voltage-to-electricity conversion secondary winding 73 form a voltage-to-electricity converter, which is effectively equivalent to a transformer. The equivalent impedance of a transformer's primary winding is equal to the square of the number of primary winding turns divided by the square of the number of secondary winding turns multiplied by the secondary winding impedance. That is, the primary winding impedance is proportional to the square of the number of primary winding turns. In other words, changing the number of turns in the voltage-to-electricity conversion primary winding 72 can correspondingly change the equivalent impedance of the voltage-to-electricity conversion primary winding 72. Because the voltage-to-electricity conversion primary winding 72 forms a closed loop with the outer rotor three-phase winding 411, changing the equivalent impedance of the voltage-to-electricity conversion primary winding 72 is equivalent to changing the impedance of the outer rotor three-phase winding 411.

[0059] like Figure 1 As shown, when the main engine 1 drives the outer rotor 41 to rotate, the inner rotor 42 is stationary or rotates in the same direction at a lower speed, a relative speed or speed difference is generated between the outer rotor 41 and the inner rotor 42, and the inner rotor permanent magnet 421 generates a permanent magnetic field. This permanent magnetic field is combined with the relative speed between the outer rotor 41 and the inner rotor 42 to form a rotating magnetic field with a synchronous speed equal to the main engine speed for the outer rotor three-phase winding 411. At the same time, the outer rotor three-phase winding 411 and the voltage energy conversion primary winding 72 form a closed loop and cut the inner rotor permanent magnet 421 to form a magnetic field to generate current. At this time, the dual-rotor motor is equivalent to a three-phase AC asynchronous motor. According to the electromagnetic torque formula of the three-phase AC asynchronous motor:

[0060]

[0061] In formula (1): T is the electromagnetic torque, T max is the maximum electromagnetic torque, s is the slip rate, s m Is the slip rate corresponding to the maximum electromagnetic torque. Maximum electromagnetic torque T max It is related to the excitation voltage and frequency. Since the inner rotor magnetic field in this embodiment is generated by permanent magnets, the excitation voltage and frequency are considered unchanged. Therefore, the maximum electromagnetic torque T max From formula (1), we can see that the motor electromagnetic torque and slip rate s, is the slip rate s corresponding to the maximum electromagnetic torque m According to the slip rate s corresponding to the maximum electromagnetic torque of the AC asynchronous motor m Calculation formula:

[0062]

[0063] In formula (2), R1 is the stator main impedance, R2 is the rotor main impedance, x1 is the stator leakage impedance, and x2 is the rotor leakage impedance. In this embodiment, the inner rotor 42 is equivalent to the stator, and the outer rotor 41 is equivalent to the rotor. Since the inner rotor is a permanent magnet, R1 is zero. Since x1 and x2 are small and relatively unchanged, the slip rate s corresponding to the maximum electromagnetic torque is m The size of is directly related to R2, that is, the main impedance of the outer rotor three-phase winding 411. When the impedance of the outer rotor three-phase winding 411 is increased, the slip rate s corresponding to the maximum electromagnetic torque will increase. m , the slip rate s corresponding to the maximum electromagnetic torque m The increase in will change the electromagnetic torque of the motor, that is, change the output torque of the dual-rotor motor. In this embodiment, the equivalent impedance of the primary winding 72 of the voltage and power converter is changed by changing the number of coil turns of the primary winding 72 of the voltage and power converter. Because the primary winding 72 of the voltage and power converter forms a closed loop with the outer rotor three-phase winding 411, changing the equivalent impedance of the primary winding 72 of the voltage and power converter is equivalent to changing the impedance of the outer rotor three-phase winding 411, thereby changing the output torque of the dual-rotor motor. At the same time, the change in the number of coil turns of the primary winding 72 of the voltage and power converter causes the main magnetic flux generated by the coil of the primary winding 72 of the voltage and power converter to change, which further causes the power generated by the secondary winding 73 of the voltage and power converter and delivered to the DC bus 10 to change due to the change in the main magnetic flux. The greater the number of coil turns of the primary winding 72 of the voltage and power converter, the stronger the main magnetic flux, and the greater the power generated by the secondary winding 73 of the voltage and power converter and delivered to the DC bus 10.

[0064] like Figure 1 As shown, the change of the winding turns regulator 71 from point C to point A reduces the number of turns of the primary coil 72 of the voltage power converter, and the change from point C to point B increases the number of turns of the primary coil 72 of the voltage power converter. At point A, the number of turns of the primary coil 72 of the voltage power converter is zero, and at point B, the number of turns of the primary coil 72 of the voltage power converter is the maximum.

[0065] like Figure 7 As shown, it is a mechanical characteristic diagram corresponding to different outer rotor three-phase winding impedance X2 of the dual-rotor motor 4. In the figure: the T axis represents the output torque, T max Indicates the maximum output torque, n axis indicates the output speed, n1 indicates the synchronous speed, S m Indicates the slip rate at maximum output torque, X 24 >X 23 >X 22 >X 21 ,Depend on Figure 7 It can be seen that when the impedance of the outer rotor three-phase winding 411 becomes smaller, the output speed of the dual-rotor motor will increase.

[0066] In this embodiment, the output power of the main engine 1 and the electric power of the dual-rotor motor 4 can both meet the propulsion power requirements of the entire ship. Ignoring losses, the magnetic flux generated by the inner rotor permanent magnet 421 can satisfy the following requirements: when the dual-rotor motor 4 is in a pure power generation state, it can fully convert the output power of the main engine 1 into generating power; when the dual-rotor motor 4 is in a pure electric state, it can fully convert the output power of the main engine 1 into propeller driving power. The specific control operation method is as follows:

[0067] The system operates in three modes: host-side charging, battery discharging, and dock charging. The two modes transition between charging and discharging: Battery 8 must reach a specified maximum SOC (battery state of charge) before switching to discharge mode, and battery 8 must reach a specified minimum SOC before switching to charging mode, thus preventing frequent starts and stops of host 1.

[0068] The battery pack host runs in charging mode: the clutch 3 is engaged, the outer rotor brake 44 is disengaged, and the winding turns regulator 71 is at point B, that is, the position of the maximum number of turns of the primary side 72 of the voltage-to-electricity converter. The host 1 runs at constant power and constant speed, driving the outer rotor 41 and the outer rotor three-phase winding 411 to rotate. The outer rotor three-phase winding 411 cuts the permanent magnetic field of the inner rotor to generate an electromotive force. Because the outer rotor three-phase winding 411 and the primary side 72 coil of the voltage-to-electricity converter form a closed loop to generate current, at this time, the number of turns of the primary side 72 coil of the voltage-to-electricity converter is the largest, so the impedance of the outer rotor three-phase winding 411 is the largest, the loop current is small, the output torque of the inner rotor is insufficient to drive the propeller, and the inner rotor is in a stationary state. At this time, all the output power of the host is generated and converted by the voltage-to-electricity converter to charge the battery pack 8; the winding turns regulator 71 moves from point B to point A and stays between points B and A, that is, the number of turns of the primary side 72 coil of the voltage-to-electricity converter is reduced. At this time, the outer rotor three-phase winding 411 is closed. The impedance of the phase winding 411 decreases, the current increases, and the output torque of the dual-rotor motor 4 also increases to a certain value. The output torque of the dual-rotor motor 4 is compared with the propeller resistance torque. If the output torque of the dual-rotor motor 4 is greater than the starting torque of the propeller 6, the propeller 6 starts to rotate. The increase in propeller speed / inner rotor speed will reduce the slip rate of the dual-rotor motor 4, and the reduction in slip rate will reduce the output torque of the dual-rotor motor 4. At the same time, because the propeller 6 is a fan-type load, the torque increases with the increase in speed, and the increase in propeller speed also increases the propeller resistance torque. As the slip rate decreases, the output torque of the dual-rotor motor 4 continues to decrease and the resistance torque of the propeller 6 continues to increase due to the increase in speed. The difference between the output torque of the dual-rotor motor 4 and the propeller resistance torque continues to decrease. When the two are equal, the propeller 6 speed no longer increases, and the slip rate of the dual-rotor motor 4 no longer decreases. After the output speed of the dual-rotor motor 4 is adjusted to the adaptive propeller characteristics, the system enters an equilibrium state. At this time, of the total power output by the main engine, ignoring losses, a part is converted into mechanical energy to drive the propeller 6, and the remaining part is used to generate electricity to charge the battery pack 8 through the voltage-to-electricity converter and store the electrical energy in the battery pack 8.

[0069] After reaching the aforementioned system equilibrium state, if the propeller resistance torque increases, the output torque of the dual-rotor motor 4 will be less than the propeller resistance torque, causing the propeller 6 speed to decrease. This decrease in propeller 6 speed will cause the propeller resistance torque to decrease, while also increasing the slip of the dual-rotor motor 4. This increase in slip will in turn cause the output torque of the dual-rotor motor 4 to increase. As the slip increases, the output torque of the dual-rotor motor 4 continues to increase, and the propeller resistance torque of the propeller 6 continues to decrease due to the decrease in speed. The difference between the output torque of the dual-rotor motor 4 and the propeller resistance torque continues to decrease. When the two are equal, the propeller speed no longer decreases, the slip of the dual-rotor motor 4 no longer increases, and the output speed of the dual-rotor motor 4, after the adaptive propeller characteristic speed adjustment, the system enters a new equilibrium state. After reaching the aforementioned system equilibrium state, if the propeller resistance torque decreases, the same situation occurs.

[0070] After the system reaches a balanced state, if the winding turns regulator 71 continues to move toward point A, the torque, speed and power output to the propeller 6 will be further increased, and the power generated by the dual-rotor motor 4 and the charging power to the battery pack 8 will be reduced at the same time, until the winding turns regulator 71 reaches point A, and the output power of the main engine 1 is all used to drive the propeller 6; if the winding turns regulator 71 moves to point B, the torque, speed and power output to the propeller 6 will be reduced, and the power generated by the dual-rotor motor 4 and the charging power to the battery pack 8 will be increased at the same time, until the winding turns regulator 71 reaches point B, the propeller 6 does not rotate, and the output power of the main engine 1 is all used to generate electricity to charge the battery pack 8.

[0071] Unlike the slip electromagnetic clutch, which has a large winding current and generates heat at low speed, resulting in low efficiency, the above-mentioned dual-rotor motor outputs mechanical energy to the propeller. At the same time, the voltage-to-electricity converter connected in series in the closed loop of the outer rotor winding outputs electrical energy to achieve the power generation function, rather than consuming the electrical energy as heat in its own resistance, thereby realizing full utilization of the main engine output power.

[0072] Battery pack discharge working mode: the clutch 3 is disengaged, the outer rotor brake 44 is engaged to fix the outer rotor 41 to the base and prevent it from rotating, the main engine 1 stops running, and the winding turns regulator 71 adjusts the voltage and electrical energy conversion primary winding 72 turns to zero, even if the inner rotor three-phase winding 411 is in a closed short-circuit state; the battery pack 8 provides electrical energy through the battery charging and discharging device 9, the DC bus 10, the inverter 11 and the transformer and frequency converter 12 to supply three-phase AC power to the outer rotor 41. At this time, the dual-rotor motor 4 is equivalent to an AC synchronous permanent magnet motor, and the electrical energy of the battery pack 8 is converted into mechanical energy through the dual-rotor motor 4 to drive the propeller 6; the torque and speed output to the propeller 6 are adjusted by changing the voltage and frequency of the three-phase AC power supplied to the outer rotor 41.

[0073] Terminal charging working mode: The terminal shore power charges the battery pack 8 through the DC bus 10 and the battery charging and discharging device 9, and the other parts of the power system stop working.

[0074] The reverse function of the power system is achieved by reversing the gearbox 5.

[0075] Example 2

[0076] like Figure 2 As shown, different from the above-mentioned embodiment 1, in this embodiment, an outer rotor permanent magnet 412 is installed on the outer rotor 41, and an inner rotor three-phase winding 422 is installed on the inner rotor 42, and the inner rotor three-phase winding 422 is connected to the transformer 12 and the power distributor 7; when the battery pack host is running in the charging working mode, when the outer rotor permanent magnet 412 is driven by the host 1 to generate a mechanical rotating magnetic field, the inner rotor three-phase winding 422 cuts the mechanical rotating magnetic field of the outer rotor 41 to generate current, and this current, on the one hand, acts with the mechanical rotating magnetic field to generate electromagnetic torque to drive the propeller 6, and on the other hand, generates electricity through the primary winding 72 and the secondary winding 73 of the voltage-to-electricity converter to provide electrical energy to the DC bus 10 to charge the battery pack. By adjusting the number of turns of the primary winding 72 of the voltage-to-electricity converter, the propeller torque and speed are adjusted while the host output power is distributed in driving the propeller mechanical power and transmitting the DC bus power generation power.

[0077] In the battery pack discharge mode, the battery pack 8 provides three-phase AC power to the inner rotor 42 via the inverter 11 and the voltage / frequency converter 12, which interacts with the magnetic field of the outer rotor permanent magnet 412. In this state, the dual-rotor motor 4 functions as an AC synchronous permanent magnet motor. By varying the voltage and frequency of the three-phase AC power supplied to the outer rotor, the torque and speed output to the propeller are adjusted. The remaining system components and control operating principles are the same as those in Example 1 and are not further described in this embodiment.

[0078] Example 3

[0079] like Figure 3As shown, the difference from the above-mentioned embodiment 1 is that in this embodiment, an inner rotor three-phase winding 422 is installed on the inner rotor 42 instead of an inner rotor permanent magnet 421, and the power distributor 7 is connected to the inner rotor three-phase winding 422 instead of the outer rotor three-phase winding 411; when the battery pack host is running in the charging working mode, the host 1 drives the outer rotor 41, and the inner rotor 42 is connected to the propeller 6. The DC bus 10 provides a three-phase AC excitation current to the outer rotor 41 of the dual-rotor motor through the inverter 11 and the transformer-frequency converter 12. The rotating magnetic field generated by this excitation current is consistent with the direction in which the outer rotor 41 is driven by the host 1. Combined with the mechanical rotation of the outer rotor 41, a composite rotating magnetic field of the outer rotor is formed. At this time, the inner rotor 42 is stopped or has a speed much smaller than that of the outer rotor 41 due to the resistance of the propeller 6, so that the inner rotor three-phase winding 422 cuts the rotating magnetic field of the outer rotor 41 to generate an electromotive force, and generates current in the closed loop formed by the inner rotor three-phase winding 422 and the voltage-to-electricity conversion primary winding 72. This current and the outer rotor rotating magnetic field are combined. The electromagnetic torque is generated, so that the inner rotor 42 drives the propeller 6 through the gear box 5; at the same time, the closed circuit current of the inner rotor three-phase winding 422 is also converted into magnetic flux by the primary winding 72, so that the secondary winding 73 of the voltage-electricity conversion is output to the DC bus 10 through the rectifier 74 to realize power generation output. Part of the electric energy input to the DC bus 10 is transmitted to the outer rotor three-phase winding 411 as excitation three-phase AC power through the inverter 11 and the transformer frequency converter 12, and the remaining part is transmitted to the battery charging and discharging device 9. The battery pack 8 is charged; the number of turns of the primary winding 72 for voltage-to-electricity conversion is changed by a winding turns regulator, thereby changing the equivalent impedance of the inner rotor 42. This adjusts the propeller torque and speed while distributing the full power output of the main engine between the propeller propulsion power provided by the dual-rotor motor and the power generated by the DC bus. Furthermore, the propeller speed is adaptively and continuously variable through the interactive relationship between the slip rate of the dual-rotor motor and the difference between the output speed of the dual-rotor motor and the output torque of the dual-rotor motor and the propeller resistance torque.In addition to achieving changes in propeller torque and speed and changes in the ratio between the power output to the propeller and the generated power by the dual-rotor motor by changing the number of coil turns of the primary winding 72 for power conversion, when the number of coil turns of the primary winding 72 for power conversion remains unchanged, changes in propeller torque and speed and changes in the ratio between the power output to the propeller and the generated power by the dual-rotor motor can also be achieved by separately or simultaneously adjusting the voltage and frequency of the three-phase power of the outer rotor three-phase winding excitation. The output torque of the dual-rotor motor is proportional to the square of the excitation voltage. When the number of coil turns of the primary winding 72 for power conversion remains unchanged, the frequency of the excitation three-phase power remains unchanged, the excitation voltage increases, the inner rotor current increases, the output torque of the dual-rotor motor increases, and the dual Adaptive speed regulation is performed between the rotor motor and the propeller, increasing the propeller speed. This increase in inner rotor current also increases the dual-rotor motor's generated power. When the number of turns in the primary winding 72 of the electric energy conversion remains unchanged, the three-phase excitation frequency increases, and the excitation voltage remains unchanged, the dual-rotor motor's output speed increases, the inner rotor current decreases, and the output torque also decreases. Adaptive speed regulation is performed between the dual-rotor motor and the propeller, decreasing the propeller speed. This decrease in inner rotor current also reduces the dual-rotor motor's generated power. Simultaneously, the outer rotor's three-phase excitation voltage and frequency are adjusted to achieve a change in the ratio of the main engine's full output power to the propeller's power and generated power, thereby simultaneously varying the torque and speed of the propeller.

[0080] In the battery pack discharge working mode, the battery pack 8 provides electrical energy to supply the outer rotor three-phase AC power through the battery charging and discharging device 9, the DC bus 10, the inverter 11 and the transformer-frequency converter 12. The winding turns regulator adjusts the voltage and electrical energy conversion primary winding 72 turns to zero, so that the inner rotor three-phase winding 422 is in a closed short-circuit state. At this time, the dual-rotor motor is equivalent to an AC asynchronous motor, and the battery pack electrical energy is converted into mechanical energy through the dual-rotor motor to drive the propeller; by changing the voltage and frequency of the three-phase AC power supplied to the outer rotor, the torque and speed output to the propeller are adjusted; at the same time, the propeller speed can also be adaptively variable through the interactive relationship between the slip rate of the dual-rotor motor and the output speed of the dual-rotor motor and the difference between the output torque of the dual-rotor motor and the propeller resistance torque.

[0081] The other components and control operation principles of the system are the same as those in the above embodiment 1 and will not be repeated in this embodiment.

[0082] Example 4

[0083] like Figure 4 As shown, the difference from the above-mentioned embodiments 1-3 is that a differential gear train 14 is added between the dual-rotor motor 4 and the gearbox 5 in the system of this embodiment, so that under the same system output torque, the electromagnetic torque of the dual-rotor motor is greatly reduced, reducing the loss caused by the high current of the three-phase winding of the dual-rotor motor. Figure 4As shown, a three-phase winding 411 is installed on the inner ring of the outer rotor 41, and an inner rotor permanent magnet 421 is installed on the outer circle of the inner rotor 42; the differential gear system 14 has only two degrees of freedom, and is composed of three groups of independent motion components: a sun gear motion component, a planetary carrier motion component, and a ring gear motion component. The sun gear motion component is composed of a sun gear 141, which is connected to the inner rotor 42 through a transmission shaft system 2 and serves as a first input component. The planetary carrier motion component is composed of planetary gears 142 and a planetary carrier 143, which are connected to the gearbox 5 and the propeller 6 through a transmission shaft system 2 and serve as an output component. The ring gear motion component is composed of a ring gear 144, a ring gear 2 145, a transmission wheel 146, a transmission wheel 2 147 and a transmission wheel 3 148, which are connected to the outer rotor 41 and serve as a second input component. One end of the transmission wheel 146 shaft and the transmission wheel 2 147 shaft are fixed to the body; the power distributor 7 is composed of a winding turns regulator 71, a voltage regulator The main engine 1, clutch 3, inner rotor 42, differential gear train 14, gearbox 5, and propeller 6 are connected in sequence through the transmission shaft system 2; the outer rotor three-phase winding 411 is connected to the transformer-frequency converter 12 and the power distributor 7 at the same time through the outer rotor brush commutator 43 with a three-phase AC line, the inverter 11 and the transformer-frequency converter 12 are connected with a three-phase AC line, the power distributor 7, the battery charging and discharging device 9, the inverter 11 and the DC bus 10 are connected with a DC line, and the battery charging and discharging device 9 and the battery pack 8 are connected with a DC line; the main engine 1, clutch 3, gearbox 5, dual-rotor motor 4, the inner winding turns regulator 71 and the rectifier 74 of the power distributor 7, the battery pack 8, the battery charging and discharging device 9, the inverter 11, and the transformer-frequency converter 12 are respectively connected to the central control unit 13 through control signal lines.

[0084] like Figure 4 As shown, when outer rotor brake 44 is engaged, outer rotor 41 is fixed to the hull base and can withstand the corresponding torque transmitted to the propeller. Gearbox 5 has reversing, clutching, and speed reduction functions. The reversing function enables reverse operation of the system, the clutching function reduces impact on the propeller, and the speed reduction function is a fixed speed ratio deceleration, reducing the output speed of the dual-rotor motor 4 according to a fixed transmission ratio before transmitting it to the propeller 6.

[0085] like Figure 4 As shown, the DC power of the battery pack 8 can be converted into three-phase AC power by the battery charging and discharging device 9 and the DC bus 10 through the inverter 11, and then supplied to the outer rotor 41 after frequency conversion and voltage conversion by the transformer-frequency converter 12. The transformer-frequency converter 12 can adjust the voltage and frequency of the excitation separately or simultaneously.

[0086] like Figure 4As shown, when the host 1 drives the inner rotor 42 to rotate, the inner rotor permanent magnet 421 generates a permanent magnetic field to form a rotating magnetic field under the drive of the host, and the outer rotor three-phase winding 411 and the voltage energy conversion primary winding 72 form a closed loop and cut the rotating magnetic field of the inner rotor permanent magnet 421 to generate current. At this time, the dual-rotor motor is equivalent to a three-phase AC asynchronous motor.

[0087] In this embodiment, the equivalent impedance of the primary winding 72 of the voltage and power converter is changed by changing the number of coil turns of the primary winding 72 of the voltage and power converter. Since the primary winding 72 of the voltage and power converter forms a closed loop with the three-phase winding 411 of the outer rotor, changing the equivalent impedance of the primary winding 72 of the voltage and power converter means changing the impedance of the three-phase winding 411 of the outer rotor, thereby changing the output torque of the outer rotor 41 of the dual-rotor motor. At the same time, the change in the number of coil turns of the primary winding 72 of the voltage and power converter causes a change in the main magnetic flux generated by the coil of the primary winding 72 of the voltage and power converter, which further causes a change in the power generated by the secondary winding 73 of the voltage and power converter and delivered to the DC bus 9 due to the change in the main magnetic flux. The greater the number of coil turns of the primary winding 72 of the voltage and power converter, the stronger the main magnetic flux, and the greater the power generated by the secondary winding 73 of the voltage and power converter and delivered to the DC bus 9.

[0088] like Figure 4 As shown, the change of the winding turns regulator 71 from point C to point A reduces the number of turns of the primary coil 72 of the voltage power converter, and the change from point C to point B increases the number of turns of the primary coil 72 of the voltage power converter. At point A, the number of turns of the primary coil 72 of the voltage power converter is zero, and at point B, the number of turns of the primary coil 72 of the voltage power converter is the maximum.

[0089] In this embodiment, the differential gear system 14 has only two degrees of freedom, and the effective torque ratio of the three independently moving components of the differential gear system is fixed. In this embodiment, OZ = 3OX in the differential gear system, that is, the effective torque ratio of the first input component to the second input component and the output component is 1:3:4. When the ratio of the actual input torque of the first input component to the actual input of the second input component is less than 1 / 3, the output component torque is 4 times the actual torque of the first input component; when the ratio of the actual input torque of the second input component to the actual input of the first input component is less than 3, the output component torque is 4 / 3 times the actual torque of the second input component. The output torque of the main engine 1 is divided into two parts. One part is transmitted to the first input component of the differential gear system 14 through the inner rotor 42, and the other part is transmitted to the second input component of the differential gear system through the outer rotor 41 through the electromagnetic torque of the dual-rotor motor 4, and finally combined at the output component to drive the propeller 6. At the same time, the outer rotor of the dual-rotor motor is decelerated from the second input component to the second input component through the transmission wheel 146, the transmission wheel 2 147, and the transmission wheel 3 148. Figure 4As shown, since OE=3OD, the outer rotor output torque to the second input component is increased three times, which effectively reduces the current of the outer rotor three-phase winding 411 and saves energy.

[0090] In this embodiment, the output power of the main engine 1 and the electric power of the dual-rotor motor 4 can both meet the propulsion power requirements of the entire ship. Ignoring losses, the magnetic flux generated by the inner rotor permanent magnet 421 can satisfy the following requirements: when the dual-rotor motor 4 is in a pure power generation state, it can fully convert the output power of the main engine 1 into generating power; when the dual-rotor motor 4 is in a pure electric state, it can fully convert the output power of the main engine 1 into driving power for the propeller 6. The specific control operation method is as follows:

[0091] The system has three operating modes: host battery charging, battery discharge, and dock charging. The conversion between the two operating modes is as follows: the battery pack 8 must reach a specified maximum SOC (battery state of charge) before it can enter the discharge mode, and the battery pack 8 must reach a specified minimum SOC before it can enter the charging mode, to avoid frequent starts and stops of the host 1.

[0092] The battery pack host runs in charging mode: the clutch 3 is engaged, the outer rotor brake 44 is disengaged, the winding turns regulator 71 is at point B, that is, the voltage power converter primary coil 72 has the maximum number of turns, the host 1 runs at constant power and constant speed, driving the inner rotor 42 and the inner rotor permanent magnet 421 to rotate to form a rotating magnetic field, the outer rotor three-phase winding 411 cuts the rotating magnetic field of the inner rotor permanent magnet 421, and generates an electromotive force. Because the outer rotor three-phase winding 411 and the voltage power converter primary coil 72 form a closed loop, current is generated. At this time, the voltage power converter primary coil 72 has the maximum number of turns, so the outer rotor three-phase winding 411 is the largest. The phase winding 411 has the largest impedance and the loop current is small. The output torque of the outer rotor 41 is insufficient to drive the propeller 6 and the output component of the differential gear system 14, causing the outer rotor 41 to rotate in the reverse direction. At this time, all the output power of the main engine 1 is generated and converted by the voltage-to-electricity converter to charge the battery pack 8; the winding turns regulator 71 moves from point B to point A and stops at a point between points B and A, that is, the number of turns of the primary coil 72 of the voltage-to-electricity converter is reduced. At this time, the impedance of the outer rotor three-phase winding 411 is reduced, the current is increased, and the output torque of the outer rotor 41 of the dual-rotor motor also increases to a certain value and is converted by the second input of the differential gear system. The component is amplified three times. At this time, the output torque of the main engine is divided into the electromagnetic torque of the dual-rotor motor and the torque transmitted to the first input component of the differential gear system. If the ratio of the torque of the second input component to the torque of the first input component is less than 3 at this time, the output torque of the differential gear system is 4 / 3 times the torque of the second input component. The torque of the differential gear system output component is compared with the resistance torque of the propeller 6. If the output torque of the differential gear system output component is greater than the starting torque of the propeller 6, the propeller 6 starts to rotate, and the propeller speed / the speed of the differential gear system output component increases. The increase in the speed of the differential gear system output component will reduce the slip rate of the dual-rotor motor 4, and the reduction in the slip rate will The output torque of outer rotor 41 is reduced. Since propeller 6 is a fan-type load, its torque increases with speed. This increase in propeller 6 speed also increases the propeller's resistance torque. As the slip decreases, the output torque of outer rotor 41 decreases while the resistance torque of propeller 6 increases due to its increasing speed. The difference between the output torque of the differential gear train output assembly and the resistance torque of propeller 6 decreases. When the two are equal, propeller 6 speed no longer increases, and the slip of dual-rotor motor 4 no longer decreases. After the output speed of outer rotor 41 has been adjusted to adapt to the characteristics of propeller 6, the system enters a balanced state. At this point, ignoring losses, a portion of the total power output of the main engine is converted into mechanical energy to drive propeller 6, while the remaining portion generates electricity, which is then charged and stored in battery pack 8 via a voltage-to-electricity converter.

[0093] After reaching the aforementioned system equilibrium state, if the propeller 6 resistance torque increases, the output torque of the differential gear system output assembly will be less than the propeller 6 resistance torque, causing the propeller 6 speed to decrease. This decrease in propeller 6 speed will cause the propeller 6 resistance torque to decrease, while also increasing the slip of the dual-rotor motor 4. This increase in slip will in turn cause the output torque of the outer rotor 41 to increase. As the slip increases, the output torque of the outer rotor 41 continues to increase, while the propeller 6 resistance torque continues to decrease due to the decrease in speed. The difference between the output torque of the differential gear system 14 output assembly and the propeller 6 resistance torque continues to decrease. When the two are equal, the propeller 6 speed no longer decreases, the slip of the dual-rotor motor 4 no longer increases, and the output speed of the outer rotor 41, after the adaptive speed adjustment based on the propeller 6 characteristics, enters a new equilibrium state. After reaching the aforementioned system equilibrium state, if the propeller 6 resistance torque decreases, the same situation will occur.

[0094] After the system reaches a balanced state, if the winding turns regulator 71 continues to move toward point A, the torque, speed and power transmitted from the second input component to the output component and output to the propeller 6 will be further increased, and the power generated by the dual-rotor motor 4 and the charging power to the battery pack 8 will be reduced at the same time, until the winding turns regulator 71 reaches point A, and the output power of the main engine 1 is all used to drive the propeller 6 after the torque of the first input component and the second input component are combined in the output component; if the winding turns regulator 71 moves to point B, the torque, speed and power output to the propeller 6 will be reduced, and the power generated by the dual-rotor motor 4 and the charging power to the battery pack 8 will be increased at the same time, until the winding turns regulator 71 reaches point B, the propeller 6 does not rotate, and the output power of the main engine 1 is all generated to charge the battery pack 8.

[0095] Unlike the slip electromagnetic clutch, which has a large winding current and generates heat at low speed, resulting in low efficiency, the inner rotor output torque of the dual-rotor motor outputs mechanical energy to the differential gear output component and propeller after deceleration. At the same time, the voltage-to-electricity converter connected in series in the closed loop of the outer rotor winding outputs electrical energy to realize the power generation function, rather than consuming the electrical energy as heat in its own resistance, thereby realizing full utilization of the main engine output power.

[0096] Battery pack discharge working mode: the clutch 3 is disengaged, the outer rotor brake 44 is engaged to fix the outer rotor 41 to the base and prevent it from rotating, the main engine 1 stops running, and the winding turns regulator 71 adjusts the voltage and electrical energy conversion primary winding 72 turns to zero, even if the outer rotor three-phase winding 411 is in a closed short-circuit state; the battery pack 8 provides electrical energy through the battery charging and discharging device 9, the DC bus 10, the inverter 11 and the transformer and frequency converter 12 to supply three-phase AC power to the outer rotor 41. At this time, the dual-rotor motor 4 is equivalent to an AC synchronous permanent magnet motor. The electrical energy of the battery pack 8 is converted into mechanical energy through the dual-rotor motor 4 and drives the propeller 6 through the outer rotor, the second input component of the differential gear system, and the differential gear system output component; by changing the voltage and frequency of the three-phase AC power supplied to the outer rotor 41, the torque and speed output to the propeller 6 by the outer rotor and the differential gear system output component are adjusted.

[0097] Terminal charging working mode: The terminal shore power charges the battery pack 8 through the DC bus 10 and the battery charging and discharging device 9, and the other parts of the power system stop working.

[0098] The other components and control operation principles of the system are the same as those in the above embodiment 1 and will not be repeated in this embodiment.

[0099] Example 5

[0100] like Figure 5As shown, this embodiment differs from the above-mentioned embodiment 4 in that the inner rotor 42 is installed with an inner rotor three-phase winding 422 instead of a permanent magnet, and the transformer-frequency converter 12 is connected to the inner rotor three-phase winding 422 instead of the outer rotor three-phase winding 411. When the battery pack host runs in the charging working mode, the battery pack 8 provides the inner rotor three-phase winding 422 with three-phase excitation current through the inverter 11 and the transformer-frequency converter 12. This excitation current forms a rotating magnetic field and combines with the host driving speed to form a composite rotating magnetic field. The outer rotor three-phase winding 411 cuts the composite rotating magnetic field to generate current; in addition to changing the number of coil turns of the voltage-electric energy conversion primary winding 72 to achieve changes in the differential gear output component and propeller torque and speed, and changes in the ratio between the outer rotor output to the differential gear output component and propeller torque power and the generated power, when the number of coil turns of the electric energy conversion primary winding 72 remains unchanged, it is also possible to achieve changes in the differential gear output component and propeller torque and speed, and changes in the ratio between the dual-rotor motor output to the differential gear output component and propeller power and the generated power by adjusting the voltage and frequency of the inner rotor three-phase winding excitation three-phase electricity separately or simultaneously. The output torque of the dual-rotor motor is proportional to the square of the excitation voltage. When the electric energy The number of turns of the primary winding 72 for conversion remains unchanged, the three-phase excitation frequency remains unchanged, the excitation voltage increases, the outer rotor current increases, the outer rotor output torque increases, and the outer rotor and differential gear system output speed are adaptively regulated to the propeller speed, so that the propeller speed increases. At the same time, the increase in the outer rotor current also causes the dual-rotor motor power generation to increase; when the number of turns of the primary winding 72 for electric energy conversion remains unchanged, the three-phase excitation frequency increases, the excitation voltage remains unchanged, the outer rotor output speed increases, the outer rotor current decreases, and the output torque also decreases. The outer rotor and the differential gear system output component and the propeller are adaptively regulated to reduce the propeller speed. At the same time, the reduction in the outer rotor current also causes the dual-rotor motor power generation to decrease. At the same time, the inner rotor excitation three-phase voltage and frequency are adjusted to achieve a change in the ratio of the main engine output full power between the drive differential gear system output component and the propeller power and the power generation, and at the same time change the torque and speed of the drive differential gear system output component and the propeller. Battery pack discharge working mode: The battery provides three-phase AC power to the inner rotor three-phase winding, and adjusts the winding turns regulator 71 at point A. Even if the outer rotor three-phase winding is in a closed short-circuit state, the dual-rotor motor is equivalent to a variable-frequency asynchronous AC motor.

[0101] The other components and control operation principles of the system are the same as those of the above-mentioned embodiment 3 and embodiment 5, and will not be repeated in this embodiment.

[0102] Example 6

[0103] like Figure 6As shown, the difference between this embodiment and the above-mentioned embodiments 4-5 is that in this embodiment, an AC asynchronous motor 15 is selected to replace the dual-rotor motor 4 in the above-mentioned embodiment. The purpose is to prevent the stator of the AC asynchronous motor from rotating, thereby enhancing the mechanical stability of the system and reducing the mechanical inertia loss of the system. This is especially true when the motor power is large, that is, the motor weight and volume are large. The AC asynchronous motor 15 is composed of a stator 151, a rotor 153, a rotor brush commutator 155, and a sun gear brake 156. The inner ring of the stator 151 is equipped with a stator three-phase winding 152, and the outer circle of the rotor 153 is equipped with a rotor three-phase winding 154; the differential gear train 14 has only two degrees of freedom and is composed of three groups of functionally independent motion components: a sun gear motion component, a planetary carrier motion component, and a ring gear motion component. The sun gear motion component is composed of a sun gear 141, which is transmitted through the sun gear 141. The driving shaft system 2 is connected to the clutch 3 and the main engine 1, and serves as the first input component. The planetary carrier motion component is composed of planetary gears 142 and planetary carriers 143, which are connected to the gearbox 5 and propeller 6 through the transmission shaft system 2. As the output component, the ring gear motion component is composed of ring gear 144, ring gear 2 145, transmission wheel 146 and transmission wheel 2 147, which are connected to the stator 151. As the second input component, one end of the transmission wheel 146 shaft is fixed to the body; the power distributor 7 is composed of windings The turns regulator 71, the primary winding 72 for voltage and power conversion, the secondary winding 73 for voltage and power conversion, and the rectifier 74 are composed; the host 1, the clutch 3, the differential gear system 14, the gear box 5, and the propeller 6 are connected in sequence through the transmission shaft system 2; the rotor three-phase winding 154 is connected to the power distributor 7 through the rotor brush commutator 155 with a three-phase AC line, and the inverter 11 and the transformer frequency converter 12 are connected with a three-phase AC line. The power distributor 7, battery charging and discharging device 9, inverter 11 and DC bus 10 are connected by DC lines, and the battery charging and discharging device 9 and battery pack 8 are connected by DC lines; the host 1, clutch 3, gearbox 5, AC asynchronous motor 15, winding turns regulator 71 and rectifier 74 in power distributor 7, battery pack 8, battery charging and discharging device 9, inverter 11, and voltage converter 12 are connected to the central control unit 13 through control signal lines. Figure 6 As shown, when sun gear brake 156 is engaged, sun gear 141 cannot rotate. Gearbox 5 has reversing, clutching, and deceleration functions. The reversing function enables the system to reverse, the clutching function reduces the impact on the propeller, and the deceleration function is a fixed speed ratio deceleration, which reduces the output speed of AC asynchronous motor 15 according to a fixed transmission ratio and transmits it to propeller 6.

[0104] like Figure 6As shown, the DC power of the battery pack 8 can be converted into three-phase AC power by the battery charging and discharging device 9 and the DC bus 10 through the inverter 11, and then supplied to the stator 151 after frequency conversion and voltage conversion by the transformer-frequency converter 12. The transformer-frequency converter 12 can adjust the voltage and frequency of the excitation separately or simultaneously.

[0105] like Figure 6 As shown, the voltage-to-electricity conversion primary winding 72 and the voltage-to-electricity conversion secondary winding 73 form a voltage-to-electricity converter, which is effectively equivalent to a transformer. The equivalent impedance of the transformer primary winding 72 is equal to the square of the number of primary winding turns divided by the square of the number of secondary winding turns multiplied by the secondary winding impedance. In other words, the primary winding impedance is proportional to the square of the number of primary winding turns. In other words, changing the number of turns of the voltage-to-electricity conversion primary winding 72 can correspondingly change the equivalent impedance of the voltage-to-electricity conversion primary winding 72. Because the voltage-to-electricity conversion primary winding 72 forms a closed loop with the rotor three-phase winding 154, changing the equivalent impedance of the voltage-to-electricity conversion primary winding 72 is equivalent to changing the impedance of the stator three-phase winding 152.

[0106] like Figure 6 As shown, when the main engine 1 drives the sun gear 141 to rotate forward, the rotor rotates forward because the differential gear system output component is stationary due to the propeller resistance torque. At the same time, the electric energy of the battery pack 8 provides a three-phase excitation current to the stator through the inverter 11 and the transformer-frequency converter 12 and forms a rotating magnetic field. The rotor three-phase winding 154 and the voltage energy conversion primary winding 72 form a closed loop and cut the stator rotating magnetic field to generate current. At this time, the AC asynchronous motor is equivalent to a three-phase AC asynchronous motor.

[0107] From the above formula (1), it can be seen that when the excitation voltage and frequency remain unchanged, the motor electromagnetic torque and slip rate s, the slip rate s corresponding to the maximum electromagnetic torque m According to the above formula (2), the slip rate s corresponding to the maximum electromagnetic torque is m The size of is directly related to the main impedance R2 of the rotor three-phase winding 154. When the impedance of the rotor three-phase winding 154 is increased, the slip rate s corresponding to the maximum electromagnetic torque will increase. m , the slip rate s corresponding to the maximum electromagnetic torque mThe increase in will change the electromagnetic torque of the motor, that is, change the output torque of the AC asynchronous motor. In this embodiment, the equivalent impedance of the primary winding 72 of the voltage and power converter is changed by changing the number of coil turns of the primary winding 72 of the voltage and power converter. Since the primary winding 72 of the voltage and power converter forms a closed loop with the rotor three-phase winding 154, changing the equivalent impedance of the primary winding 72 of the voltage and power converter is to change the impedance of the rotor three-phase winding 154, thereby changing the output torque of the rotor 153 of the AC asynchronous motor. At the same time, the change in the number of coil turns of the primary winding 72 of the voltage and power converter causes the main magnetic flux generated by the primary winding 72 of the voltage and power converter to change, which further causes the power generated by the secondary winding 73 of the voltage and power converter and delivered to the DC bus 10 to change due to the change in the main magnetic flux. The greater the number of coil turns of the primary winding 72 of the voltage and power converter, the stronger the main magnetic flux, and the greater the power generated by the secondary winding 73 of the voltage and power converter and delivered to the DC bus 10.

[0108] like Figure 6 As shown, the change of the winding turns regulator 71 from point C to point A reduces the number of turns of the primary coil 72 of the voltage power converter, and the change from point C to point B increases the number of turns of the primary coil 72 of the voltage power converter. At point A, the number of turns of the primary coil 72 of the voltage power converter is zero, and at point B, the number of turns of the primary coil 72 of the voltage power converter is the maximum.

[0109] The mechanical characteristic diagram corresponding to different rotor three-phase winding impedance X2 of AC asynchronous motor 15 is as follows: Figure 8 As shown in the figure, the T axis represents the output torque, T max Indicates the maximum output torque, n axis indicates the output speed, n1 indicates the synchronous speed, S m Indicates the slip rate at maximum output torque, X 24 >X 23 >X 22 >X 21 ,Depend on Figure 8 It can be seen that when the impedance of the stator three-phase winding 411 becomes smaller, the output speed of the AC asynchronous motor will increase; in this embodiment, the AC asynchronous motor 15 operates in the fourth quadrant, that is, the equivalent resistance X2 of the rotor three-phase winding is equal to [X1 when the winding turns regulator 71 adjusts the number of turns of the primary side coil 72 of the voltage-electric energy converter to the minimum (that is, when the winding turns regulator 71 is at point A) 2 +(x1+x2) 2 ] 1 / 2 , that is, S m Equal to 1; when the winding turns regulator 71 moves to point B, S m If it is greater than 1, the characteristic curve will turn to X 24 Move in the direction.

[0110] In this embodiment, the differential gear system 14 is a differential gear system with only two degrees of freedom. In the differential gear system, OZ=3OX, that is, the effective torque ratio of the first input component to the second input component and the output component is 1:3:4. When the ratio of the actual input torque of the first input component to the actual input of the second input component is less than 1 / 3, the output component torque is 4 times the actual torque of the first input component; when the ratio of the actual input torque of the second input component to the actual input of the first input component is less than 3, the output component torque is 4 / 3 times the actual torque of the second input component. The output torque of the main engine 1 is transmitted to the first input component of the differential gear system 14, and the electromagnetic torque of the AC asynchronous motor 15 is transmitted to the second input component of the differential gear system via the rotor 153, and finally synthesized at the output component to drive the propeller 6. At the same time, the rotor of the AC asynchronous motor is decelerated by the transmission wheel 146 and the transmission wheel 2 147 on the way to the second input component. Figure 6 As shown, since OE=3OD, the rotor output torque to the second input assembly is increased threefold, effectively reducing the current in the stator three-phase winding 152 and lowering losses. Since the stator does not rotate in this embodiment, the system mechanical stability and mechanical inertia loss are enhanced.

[0111] In this embodiment, the output power of the main engine 1 and the electric power of the AC asynchronous motor 15 can both meet the propulsion power requirements of the entire ship. The specific control operation method is as follows:

[0112] The system operates in three modes: host-side charging, battery discharging, and dock charging. The two modes transition between charging and discharging: Battery 8 must reach a specified maximum SOC (battery state of charge) before switching to discharge mode, and battery 8 must reach a specified minimum SOC before switching to charging mode, thus preventing frequent starts and stops of host 1.

[0113] The battery pack host runs in charging mode: the clutch 3 is engaged, the sun gear brake 156 is disengaged, and the winding turns regulator 71 is at point B, that is, the voltage-to-electricity converter primary coil 72 has the maximum number of turns, and the rotor three-phase winding closed loop impedance is the maximum; the host 1 runs forward at constant power and constant speed, driving the first input component of the differential gear system, the sun gear 141, to rotate forward at the host output speed. At the same time, the battery pack 8 provides three-phase excitation current to the stator through the inverter 11 and the transformer-frequency converter 12 and forms a reverse rotating magnetic field. The rotor three-phase winding 154 and the voltage energy conversion primary winding 72 form a closed loop and cut the stator rotating magnetic field to generate current. However, due to the current rotor three-phase winding closed loop impedance The impedance is the largest, and this current is very small, so it cannot drive the differential gear output component and the propeller to rotate. Under the drive of the main engine, the first input component rotates forward, the output component is stationary, the rotor rotates forward and the rotor three-phase winding 154 cuts the rotating magnetic field. At this time, since the output component has no power output due to being stationary, the rotor three-phase winding 154 and the voltage energy conversion primary winding 72 form a closed loop current that is completely converted into the voltage energy conversion secondary winding 73 to generate electricity for the DC bus 10. The electric energy generated for the DC bus 8 is first used to compensate for the excitation current of the stator 151, and the remaining part is used to charge the battery pack 8; the winding turns regulator 71 moves from point B to point A and stops at a point between point B and point A, that is, the electric current is reduced. The number of turns of the primary coil 72 of the piezoelectric energy converter is increased. At this time, the impedance of the rotor three-phase winding 154 decreases, the current increases, and the output torque of the AC asynchronous motor rotor 153 also increases to a certain value and is amplified three times by the second input component of the differential gear system. The output torque of the host is transmitted to the first input component of the differential gear system. If the ratio of the torque of the second input component to the torque of the first input component is less than 3 at this time, the output torque of the differential gear system is 4 / 3 times the torque of the second input component. The torque of the differential gear system output component is compared with the resistance torque of the propeller 6. If the output torque of the differential gear system output component is greater than the starting torque of the propeller 6, the propeller 6 starts to rotate. The propeller speed / the speed of the differential gear system output component increases, and the speed of the differential gear system output component increases. Increasing speed reduces the slip of AC asynchronous motor 15, which in turn reduces the output torque of rotor 153. Since propeller 6 is a fan-type load, torque increases with speed. This increased propeller speed also increases propeller resistance torque. As the slip decreases, rotor 153's output torque decreases, while propeller 6's resistance torque increases due to increasing speed. The difference between the output torque of the differential gear train output assembly and the resistance torque of propeller 6 decreases. When the two are equal, propeller 6 speed no longer increases, and the slip of AC asynchronous motor 15 no longer decreases. After adaptively adjusting the output speed of rotor 153 to the characteristics of propeller 6, the system enters a balanced state. Simultaneously, the current in the closed-loop rotor three-phase winding 154 forms a main magnetic flux in the voltage-to-electricity conversion primary winding 72. This main magnetic flux generates electricity through the voltage-to-electricity conversion secondary winding 73, which transmits it to DC bus 10.At this time, of the total power output by the main engine, ignoring losses, a part is converted into mechanical energy to drive the propeller 6, and the remaining part is converted into electrical energy through the voltage-to-electricity converter. This electrical energy first compensates the excitation current of the stator 151, and the remaining part is used to charge the battery pack 8 and store the electrical energy in the battery pack 8.

[0114] After reaching the aforementioned system equilibrium state, if the propeller 6 resistance torque increases, the output torque of the differential gear system output assembly will be less than the propeller 6 resistance torque, causing the propeller 6 speed to decrease. This decrease in propeller 6 speed will also reduce the propeller 6 resistance torque and increase the forward speed of the differential gear system's second input assembly, increasing the slip of the AC asynchronous motor 15. This increase in slip in turn causes the output torque of the rotor 153 to increase. As the slip increases, the output torque of the rotor 153 continues to increase, while the propeller 6 resistance torque decreases due to the decrease in speed. The difference between the output torque of the differential gear system output assembly 14 and the propeller 6 resistance torque continues to decrease. When the two are equal, the propeller 6 speed no longer decreases, the slip of the AC asynchronous motor 15 no longer increases, and the output speed of the rotor 153, after undergoing speed adjustment adapted to the propeller 6 characteristics, enters a new equilibrium state. After reaching the aforementioned system equilibrium state, if the propeller 6 resistance torque decreases, the same situation occurs.

[0115] After the system reaches a balanced state, if the winding turns regulator 71 continues to move toward point A, the torque, speed, and power transmitted from the second input component to the output component and output to the propeller 6 will be further increased, and the power generated by the AC asynchronous motor 15 and the charging power of the battery pack 8 will be reduced at the same time, until the winding turns regulator 71 reaches point A. The output torque of the host 1 is all used to drive the propeller 6 after the torque of the first input component and the second input component are combined in the output component. At this time, the S of the AC asynchronous motor 15 is m is 1, all the generated power is used to compensate for the stator 151 excitation current, and the battery pack 8 is not charged; if the winding turns regulator 71 moves to point B, the torque, speed and power output to the propeller 6 will be reduced, and at the same time the power generation of the AC asynchronous motor 15 and the charging power of the battery pack 8 will be increased until the winding turns regulator 71 reaches point B. At this time, the output torque of the differential gear output component is small and cannot drive the propeller 6 to rotate. The output power of the main engine 1 is all generated by the AC asynchronous motor. The generated power is first used to compensate for the stator excitation current, and the remaining part is used to charge the battery pack 8.

[0116] In addition to achieving changes in the torque and speed of the differential gear train output component and the propeller, and a change in the ratio between the torque power output by the rotor to the differential gear train output component and the propeller and the generated power by changing the number of coil turns of the primary winding 72 for voltage-to-electric energy conversion, changes in the torque and speed of the differential gear train output component and the propeller, and a change in the ratio between the power output by the AC asynchronous motor to the differential gear train output component and the propeller and the generated power can also be achieved by separately or simultaneously adjusting the voltage and frequency of the three-phase power of the stator three-phase winding excitation. The output torque of the AC asynchronous motor is proportional to the square of the excitation voltage. When the number of coil turns of the primary winding 72 for electric energy conversion remains unchanged, the frequency of the excitation three-phase power remains unchanged, the excitation voltage increases, the rotor current increases, and the rotor output torque increases. , adaptive speed regulation is performed between the output speed of the rotor and the differential gear system and the propeller speed, so that the propeller speed increases. At the same time, the increase in rotor current also causes the AC asynchronous motor to increase its power generation. When the number of coil turns of the primary winding 72 of the electric energy conversion remains unchanged, the excitation three-phase electrical frequency increases, and the excitation voltage remains unchanged, the rotor output speed increases, the rotor current decreases, and the output torque also decreases. Adaptive speed regulation is performed between the rotor and the differential gear system output component and the propeller, so that the propeller speed decreases. At the same time, the reduction in rotor current also causes the AC asynchronous motor to reduce its power generation. By adjusting the stator excitation three-phase electrical voltage and frequency at the same time, the ratio of the main engine output full power between the drive differential gear system output component and the propeller power and the power generation can be realized, and the torque and speed of the drive differential gear system output component and the propeller can be changed at the same time.

[0117] Unlike the slip electromagnetic clutch, which has a large winding current and generates heat at low speed, resulting in low efficiency, the AC asynchronous motor rotor outputs torque and outputs mechanical energy to the differential gear output assembly and propeller after deceleration. At the same time, the voltage-to-electricity converter connected in series in the closed loop of the rotor winding outputs electrical energy to achieve power generation, rather than consuming the electrical energy as heat in its own resistance, thereby achieving full utilization of the host output power.

[0118] Battery pack discharge working mode: the clutch 3 is disengaged, the sun gear brake 156 is engaged to fix the sun gear 141 to the base and prevent it from rotating, the main engine 1 stops running, and the winding turns regulator 71 adjusts the voltage and electrical energy conversion to zero turns of the primary winding 72, even if the rotor three-phase winding 154 is in a closed short-circuit state; the battery pack 8 provides electrical energy through the battery charging and discharging device 9, the DC bus 10, the inverter 11 and the transformer and frequency converter 12 to supply the stator 151 with three-phase AC power. The electrical energy of the battery pack 8 is converted into mechanical energy through the AC asynchronous motor 15 and drives the propeller 6 through the rotor, the second input component of the differential gear system, and the differential gear system output component; by changing the voltage and frequency of the three-phase AC power supplied to the stator 151, the torque and speed output to the propeller 6 by the stator and the differential gear system output component are adjusted.

[0119] Terminal charging working mode: The terminal shore power charges the battery pack 8 through the DC bus 10 and the battery charging and discharging device 9, and the other parts of the power system stop working.

[0120] The reverse function of the power system is achieved by reversing the gearbox 5.

[0121] The other components and control operation principles of the system are the same as those of the above-mentioned embodiments 4-5 and will not be repeated in this embodiment.

Claims

1. An energy-saving hybrid system based on the electromagnetic torque-slip and power distribution function of a motor, comprising a main engine (1), a clutch (3), a gearbox (5) and a propeller (6) connected via a transmission shaft system (2); characterized in that: The energy-saving hybrid system is further composed of a dual-rotor motor (4), a power distributor (7), a battery pack (8), a battery charging and discharging device (9), a DC bus (10), an inverter (11), a voltage and frequency converter (12), and a central control unit (13); The dual-rotor motor (4) is composed of an outer rotor (41) and an inner rotor (42), and the outer rotor (41) and the inner rotor (42) are respectively provided with three-phase windings or permanent magnets. The outer side of the dual-rotor motor (4) is connected to an outer rotor brush commutator (43), an outer rotor brake (44), and an inner rotor brush commutator (45); the three-phase windings are respectively connected to a transformer (12) and a power distributor (7) via a three-phase AC line through the brush commutator; The power distributor (7) is composed of a winding turns regulator (71), a voltage-electric energy conversion primary winding (72), a voltage-electric energy conversion secondary winding (73), and a rectifier (74); the voltage-electric energy conversion primary winding (72) and the voltage-electric energy conversion secondary winding (73) form a voltage-electric energy converter; The main engine (1), clutch (3), dual-rotor motor (4), gear box (5), and propeller (6) are sequentially connected via a transmission shaft system (2); The inverter (11) and the voltage and frequency converter (12) are connected via a three-phase AC line; The power distributor (7), the battery charging and discharging device (9), the inverter (11) and the DC bus (10) are connected via a DC line, and the battery charging and discharging device (9) and the battery pack (8) are connected via a DC line; The host (1), clutch (3), gear box (5), dual-rotor motor (4), winding turns regulator (71), rectifier (74), battery pack (8), battery charging and discharging device (9), inverter (11), and voltage and frequency converter (12) are respectively connected to a central control unit (13) via control signal lines; A differential gear train (14) is connected between the dual-rotor motor (4) and the gear box (5), and the differential gear train (14) has only two degrees of freedom; The differential gear train (14) is composed of three groups of independent functional motion components, namely, a sun gear motion component, a planetary carrier motion component, and a ring gear motion component. The sun gear motion component is composed of a sun gear (141), which is connected to an inner rotor (42) via a transmission shaft system (2) and serves as a first input component; the planetary carrier motion component is composed of a planetary gear (142) and a planetary carrier (143), which is connected to a gear box (5) and a propeller (6) via a transmission shaft system (2) and serves as an output component; the ring gear motion component is composed of a ring gear 1 (144), a ring gear 2 (145), a transmission shaft system (2) and a transmission shaft system (2). The driving wheel 1 (146), the transmission wheel 2 (147) and the transmission wheel 3 (148) are connected to the outer rotor (41) and serve as the second input component; the central rotating shaft of the transmission wheel 1 (146) and one end of the central rotating shaft of the transmission wheel 2 (147) are fixed to the body; when the first input component inputs the rotation speed, the rotation speed direction of the output component is the same as the rotation speed direction of the output component when the second input component inputs the rotation speed; when the second power input component inputs the rotation speed, it is accelerated through the transmission wheel 1, the transmission wheel 2 and the transmission wheel 3 to reduce the electromagnetic torque of the dual-rotor motor.

2. The energy-saving hybrid system based on the motor electromagnetic torque-slip and power distribution function according to claim 1 is characterized in that: An outer rotor three-phase winding (411) is installed on the inner side of the outer rotor (41) in the dual-rotor motor (4), an inner rotor permanent magnet (421) is installed on the outer circle of the inner rotor (42), and the outer rotor three-phase winding (411) is connected to a transformer (12) and a power distributor (7) via a three-phase AC line through an outer rotor brush commutator (43).

3. The energy-saving hybrid system based on the motor electromagnetic torque-slip and power distribution function according to claim 1 is characterized in that: An outer rotor permanent magnet (412) is mounted on the outer rotor (41) of the dual-rotor motor (4), an inner rotor three-phase winding (422) is mounted on the inner rotor (42), and the inner rotor three-phase winding (422) is connected to a voltage converter (12) and a power distributor (7) respectively via an inner rotor brush commutator (45).

4. The energy-saving hybrid system based on the motor electromagnetic torque-slip and power distribution function according to claim 1 is characterized in that: An outer rotor three-phase winding (411) and an inner rotor three-phase winding (422) are respectively provided on the outer rotor (41) and the inner rotor (42) in the dual-rotor motor (4); the outer rotor three-phase winding (411) is connected to a voltage converter (12) via an outer rotor brush commutator (43); and the inner rotor three-phase winding (422) is connected to a power distributor (7) via an inner rotor brush commutator (45).

5. The energy-saving hybrid system based on the motor electromagnetic torque-slip and power distribution function according to claim 1 is characterized in that: The battery pack (8) has a spare space and a system expansion interface to enable one-time carrying and storage of more electrical energy.

6. A control and operation method for an energy-saving hybrid system with a motor electromagnetic torque-slip and power distribution function, characterized in that the energy-saving hybrid system according to claim 2 is used, and the control and operation method is as follows: The main engine output power and the electric power of the dual-rotor motor can both meet the propulsion power requirements of the entire ship. The system has three operating modes: battery pack main engine operation charging, battery pack discharge, and dock charging. The switching conditions between the two operating modes are: the battery pack main engine operation charging and battery pack discharge mode can only be switched to discharge mode when the battery state of charge reaches the set maximum, and the battery state of charge must reach the set minimum to switch to charging mode, thus avoiding frequent starting and stopping of the main engine. The battery pack host operates in a charging mode: the clutch (3) is engaged, the outer rotor brake (44) is disengaged, and the host (1) operates at a constant power and constant speed, driving the dual-rotor motor (4), the outer rotor (41) and the outer rotor three-phase winding (411) to rotate. At this time, the inner rotor (42) is subjected to the resistance of the propeller (6) and is stationary or has a speed much lower than that of the outer rotor (41), so that the outer rotor three-phase winding (411) cuts the magnetic field of the inner rotor permanent magnet (421) to generate an electromotive force, and generates a current in a closed loop formed by the outer rotor three-phase winding (411) and the voltage-electricity conversion primary winding (72). This current acts together with the magnetic field of the inner rotor permanent magnet (421). Electromagnetic torque is generated, thereby causing the inner rotor (42) to drive the propeller (6) through the gear box (5); at the same time, the closed circuit current of the outer rotor three-phase winding (411) also passes through the voltage and power conversion primary winding (72) and generates magnetic flux, thereby causing the voltage and power conversion secondary winding (73) to be output to the DC bus (10) through the rectifier (74) to realize power generation output, and the power output to the DC bus (10) is charged to the battery pack (8) through the battery charging and discharging device (9) to store the generated power; the number of turns of the voltage and power conversion primary winding (72) is changed by the winding turns regulator (71), that is, the size of the equivalent impedance of the inner rotor (42) is changed, and the power output is adjusted. The torque and speed of the propeller (6) are adjusted while the full power output by the main engine (1) is distributed between the propulsion power of the dual-rotor motor (4) to the propeller (6) and the power generation power delivered to the DC bus (10). When the number of turns of the primary winding (72) for voltage and electric energy conversion is adjusted to the maximum and the output torque of the dual-rotor motor (4) is small and cannot drive the propeller (6), the output power of the main engine (1) is all used to generate electricity to charge and store the battery pack (8). At this time, the dual-rotor motor (4) is equivalent to a generator. When the number of turns of the primary winding (72) for voltage and electric energy conversion is adjusted to zero, the outer rotor three-phase winding (411) is equivalent to a short circuit, and no power generation power is output. The dual-rotor motor (4) has the maximum output torque, and the output power of the main engine (1) is all used to drive the propeller (6). At this time, the dual-rotor motor (4) is equivalent to an electric motor. When the outer rotor (41) and the inner rotor (42) are both equipped with three-phase windings, the voltage and frequency of the three-phase power supplied to the outer rotor are adjusted simultaneously or separately, so that the output torque and speed of the dual-rotor motor can be changed and the distribution between the propeller propulsion power and the power generated by the DC bus can be changed. At the same time, the propeller speed can be adaptively and continuously changed through the interactive relationship between the dual-rotor motor slip rate and the output speed of the dual-rotor motor and the difference between the output torque of the dual-rotor motor and the propeller resistance torque. Battery pack discharge working mode: the main engine (1) stops running, the clutch (3) is disengaged, the outer rotor brake (44) is engaged to fix the outer rotor (41) to the base and prevent rotation, and the number of turns of the primary winding (72) for voltage and electric energy conversion is adjusted to zero, so that the outer rotor three-phase winding (411) is in a closed short-circuit state; the battery pack (8) provides electric energy to supply the outer rotor (41) with three-phase AC power through the battery charging and discharging device (9), the DC bus (10), the inverter (11) and the voltage and frequency converter (12). At this time, the dual-rotor motor (4) is equivalent to an AC synchronous permanent magnet motor, and the electric energy of the battery pack (8) is converted into mechanical energy through the dual-rotor motor (4) to drive the propeller (6); by changing the voltage and frequency of the three-phase AC power supplied to the outer rotor, the torque and speed output to the propeller (6) are adjusted; Terminal charging working mode: the terminal shore power charges the battery pack (8) through the DC bus (10) and the battery charging and discharging device (9), and other parts of the energy-saving hybrid system stop working; The reverse function of the energy-saving hybrid system is achieved by reversing the gearbox.

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