Ship power control system and control method thereof

Abstract

The present application proposes a ship power control system and a control method thereof. The ship power control includes: an instruction acquisition module, which is used to acquire control instructions and generate power control signals; an interlocking signal acquisition module, which includes at least one of a first speed sensor and a first torque sensor; a frequency conversion control module, which is electrically connected to the propulsion motor; and a control panel, which includes a programmable logic controller, which is communicatively connected to the interlocking signal acquisition module, the instruction acquisition module, and the frequency conversion control module. The interlocking signal acquisition module acquires at least one of the stern shaft speed and stern shaft torque of the diesel propulsion main engine. When the stern shaft speed or stern shaft torque is lower than the corresponding preset threshold, the operating conditions of the frequency conversion control module and the diesel propulsion main engine are changed according to the power control signal to prevent the gearbox from failing due to an excessive difference in output power between the diesel propulsion main engine and the propulsion motor, thereby avoiding safety hazards caused by sudden changes in the ship's sailing speed.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of ship control technology, and specifically to a ship power control system and a control method thereof. Background Art

[0002] Existing ships generally use diesel propulsion main engines as power devices. However, when using diesel propulsion main engines as power devices to drive ships, due to the large output power of diesel propulsion main engines, when the ship is sailing at low speed, the power generated by the diesel propulsion main engines is often not fully utilized, resulting in serious energy waste. At the same time, the noise generated by the diesel propulsion main engines during operation is relatively large, which leads to the use of diesel propulsion main engines as power sources when the ship needs to dock, which not only causes serious energy waste, but also brings serious noise pollution to the dock. Based on this, some ships currently use diesel propulsion main engines and propulsion motors as hybrid power sources. However, when using When a ship is driven by a combination of a diesel-powered main engine and a propulsion motor, the control device of the diesel-powered main engine and the control device of the propulsion motor are often independent of each other. On the one hand, the independence of the two control devices will bring inconvenience to the driver's operation. On the other hand, the independence of the two control devices means that the diesel-powered main engine and the propulsion motor also operate independently. Since the output power of the diesel-powered main engine is relatively high, while the output power of the propulsion motor is relatively low, when the power source of the ship is switched, it is easy for the gearbox, propeller and other propulsion devices to malfunction due to the large difference in output power between the two. In addition, the speed of the ship's propeller changes greatly at the moment of switching the power source, and the ship's sailing speed will change suddenly, which may easily pose a safety hazard. Summary of the Invention

[0003] The main purpose of the embodiments of the present application is to propose a ship power control system and a control method thereof. By integrating the control device of the diesel propulsion main engine and the control device of the propulsion motor, and interlocking them through a programmable logic controller, the power source is switched after the output power of the diesel propulsion main engine drops to a level that matches the output power of the propulsion motor, effectively preventing gearbox failure caused by a large gap between the output power of the diesel propulsion main engine and the propulsion motor, and avoiding safety hazards caused by sudden changes in the ship's navigation speed.

[0004] A first aspect of an embodiment of the present application provides a ship power control system, which is applied to a ship. The ship is provided with a diesel-powered main engine and a propulsion motor, wherein the diesel-powered main engine and the propulsion motor are both used to drive a gearbox of the ship to drive a propeller. The ship power control system includes:

[0005] An instruction acquisition module, the instruction acquisition module is used to acquire a control instruction and generate a power control signal according to the control instruction;

[0006] an interlock signal acquisition module, the interlock signal acquisition module including at least one of a first speed sensor and a first torque sensor, the first speed sensor being used to acquire a stern shaft speed of the diesel-propelled main engine, and the first torque sensor being used to acquire a stern shaft torque of the diesel-propelled main engine;

[0007] a frequency conversion control module, the frequency conversion control module being electrically connected to the propulsion motor, and the frequency conversion control module being configured to determine a state of power supply to the propulsion motor according to the power control signal;

[0008] A control panel, the control panel including a programmable logic controller, the programmable logic controller being communicatively connected to the interlock signal acquisition module, the programmable logic controller being communicatively connected to the instruction acquisition module, and the programmable logic controller being communicatively connected to the frequency conversion control module, wherein the programmable logic controller is configured to control the operating conditions of the frequency conversion control module and the diesel propulsion main engine according to the power control signal when the stern shaft speed is lower than a first preset threshold or the stern shaft torque is lower than a second preset threshold.

[0009] In some embodiments, the system further includes a machine-side control box, which is communicatively connected or electrically connected to the frequency conversion control module, and is communicatively connected to the programmable logic controller, and is used to obtain the control instructions.

[0010] In some embodiments, the frequency conversion control module includes a shaft generator and a propulsion inverter, the shaft generator and the propulsion motor are electrically connected, and the propulsion inverter is used to adjust the frequency and amplitude of the output voltage of the shaft generator according to the power control signal to control the operating speed and output power of the propulsion motor.

[0011] In some embodiments, the programmable logic controller is further configured to convert the power control signal from a voltage signal into a corresponding current signal.

[0012] In some embodiments, the control panel further includes a first display module and a second display module, wherein the first display module is used to display the operating parameters of the diesel propulsion main engine, and the second display module is used to display the operating parameters of the propulsion motor.

[0013] A ship power control method, applied to a ship power control system as described in any one of the embodiments of the first aspect, the method comprising:

[0014] Obtaining a control instruction, and generating the corresponding power control signal according to the control instruction;

[0015] detecting at least one of a stern shaft speed and a stern shaft torque of a diesel propulsion main engine;

[0016] When the stern shaft speed is lower than a first preset threshold or the stern shaft torque is lower than a second preset threshold, the operating conditions of the frequency conversion control module and the diesel propulsion main engine are controlled according to the power control signal to control the power mode of the ship.

[0017] In some embodiments, the method further comprises at least one of the following:

[0018] When the control instruction is successfully obtained and the stern shaft speed is not lower than a first preset threshold, reducing the operating power of the diesel propulsion main engine until the stern shaft speed is lower than the first preset threshold;

[0019] When the control instruction is successfully obtained and the stern shaft torque is not lower than a second preset threshold, the operating power of the diesel propulsion main engine is reduced until the stern shaft torque is lower than the second preset threshold.

[0020] In some embodiments, controlling the frequency conversion control module and the diesel propulsion main engine operating condition according to the power control signal to control the power mode of the ship includes:

[0021] When the power control signal is a control signal for driving the ship in a hybrid power mode, starting the diesel propulsion main engine and the electric pump of the gearbox;

[0022] When the electric pump is started, starting the frequency conversion control module;

[0023] When the frequency conversion control module is started, controlling the clutch of the gear box to engage so as to drive the gear box through the electric pump;

[0024] adjusting the rotor speed of the propulsion motor to a preset idle speed through the frequency conversion control module;

[0025] Control the clutch engagement and disengagement of the diesel propulsion main engine.

[0026] In some embodiments, the frequency conversion control module includes a shaft generator and a propulsion inverter, and controlling the operating conditions of the frequency conversion control module and the diesel propulsion main engine according to the power control signal to control the power mode of the ship includes:

[0027] When the power control signal is a control signal for switching from diesel-powered main engine drive to propulsion motor drive, starting a shaft generator and monitoring a first speed of the shaft generator, the shaft generator being used to supply power to the propulsion motor;

[0028] reducing the second speed of the diesel engine to a preset idle speed range;

[0029] When the first speed and the second speed are equal, starting a propulsion inverter and switching the operation mode of the propulsion motor to a power mode, wherein the propulsion inverter is used to control the power and speed of the propulsion motor;

[0030] The load power of the diesel-powered main engine is reduced, and when the load power of the diesel-powered main engine is lower than a first preset threshold, the clutch of the diesel-powered main engine is controlled to be disengaged.

[0031] In some embodiments, the frequency conversion control module includes a shaft generator and a propulsion inverter, and the operating conditions of the frequency conversion control module and the diesel propulsion main engine are controlled according to the power control signal to control the power mode of the ship, further comprising:

[0032] When the power control signal is a control signal for switching from propulsion motor drive to diesel propulsion main engine drive, starting the diesel propulsion main engine and monitoring a second speed of the diesel propulsion main engine;

[0033] reducing the first speed of the shaft generator to a preset idle speed;

[0034] When the second speed is equal to the first speed, controlling the clutch of the diesel propulsion main engine to engage;

[0035] After the clutch of the diesel propulsion main engine is engaged, the output power of the propulsion motor is reduced by reducing the first speed of the shaft generator;

[0036] When the output power of the propulsion motor is less than a second preset threshold, the propulsion inverter is controlled to shut down.

[0037] An embodiment of the present application provides a ship power control system and a control method thereof. The ship power control system includes: an instruction acquisition module, the instruction acquisition module being configured to acquire control instructions and generate a power control signal based on the control instructions; an interlock signal acquisition module, the interlock signal acquisition module including at least one of a first speed sensor and a first torque sensor, the first speed sensor being configured to acquire the stern shaft speed of the diesel propulsion main engine, and the first torque sensor being configured to acquire the stern shaft torque of the diesel propulsion main engine; a frequency conversion control module, the frequency conversion control module being electrically connected to the propulsion motor and configured to determine a power supply status to the propulsion motor based on the power control signal; and a control panel, the control panel including a programmable logic controller, the programmable logic controller being communicatively connected to the interlock signal acquisition module, the programmable logic controller being communicatively connected to the instruction acquisition module, and the programmable logic controller being communicatively connected to the frequency conversion control module. The programmable logic controller is configured to control the operating conditions of the frequency conversion control module and the diesel propulsion main engine based on the power control signal when the stern shaft speed is lower than a first preset threshold or the stern shaft torque is lower than a second preset threshold. The present application sets an interlocking signal acquisition module to collect at least one of the stern shaft speed and stern shaft torque of the diesel propulsion main engine, and determines whether the stern shaft speed or stern shaft torque is lower than the corresponding preset threshold value through a programmable logic controller. Only when it is lower than the corresponding preset threshold value, the working conditions of the frequency conversion control module and the diesel propulsion main engine are changed according to the power control signal, and the ship power source is switched, thereby preventing the ship gearbox from malfunctioning due to the large difference in output power between the diesel propulsion main engine and the propulsion motor when switching the power source, and avoiding the safety hazards caused by sudden changes in the ship's navigation speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a schematic diagram of the structure of a ship power control system provided by an embodiment of the present application;

[0039] Figure 2 This is a flow chart of a ship power control method provided by an embodiment of the present application;

[0040] Figure 3 This is a flow chart of a ship power control method provided by another embodiment of the present application;

[0041] Figure 4 yes Figure 2 A sub-flowchart for the case where the ship is driven by hybrid power in step S103;

[0042] Figure 5 yes Figure 2 A sub-flowchart for switching from diesel-powered main engine drive to propulsion motor drive in step S103;

[0043] Figure 6 yes Figure 2 The sub-flowchart is for switching from propulsion motor drive to diesel propulsion main engine drive in step S103. DETAILED DESCRIPTION

[0044] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of the present application, and should not be understood as limiting the embodiments of the present application.

[0045] In the description of the embodiments of the present application, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the embodiments of the present application.

[0046] In the description of the embodiments of this application, "several" means one or more, "many" means more than two, "greater than," "less than," and "exceed" are understood to exclude the number itself, while "above," "below," and "within" are understood to include the number itself. The use of "first" and "second" is solely for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, implicitly specifying the number of the indicated technical features, or implicitly specifying the order of the indicated technical features.

[0047] In the description of the embodiments of the present application, unless otherwise clearly defined, terms such as setting, installing, and connecting should be understood in a broad sense. Technical personnel in the relevant technical field can reasonably determine the specific meanings of the above terms in the embodiments of the present application based on the specific content of the technical solution.

[0048] Reference Figure 1The embodiment of the present application first proposes a ship power control system, which is applied to a ship. The ship is provided with a diesel propulsion main engine and a propulsion motor. The diesel propulsion main engine and the propulsion motor are both used to drive the ship's gearbox to drive the propeller. The ship power control system includes: an instruction acquisition module 101, an interlocking signal acquisition module 102, a frequency conversion control module 103, and a control panel 104, wherein the control panel 104 includes a programmable logic controller 105, the interlocking signal acquisition module 102 includes at least one of a first speed sensor and a first torque sensor, the instruction acquisition module 101, the interlocking signal acquisition module 102, the frequency conversion control module 103 They are respectively communicated with the programmable logic controller 105, the instruction acquisition module 101 is used to obtain control instructions and generate a power control signal according to the control instructions, the first speed sensor is used to collect the stern shaft speed of the diesel propulsion main engine, the first torque sensor is used to collect the stern shaft torque of the diesel propulsion main engine, the frequency conversion control module 103 is electrically connected to the propulsion motor, the frequency conversion control module 103 is used to determine the state of power supply to the propulsion motor according to the power control signal, and the programmable logic controller 105 controls the frequency conversion control module 103 and the diesel propulsion main engine according to the power control signal when the stern shaft speed is lower than the first preset threshold or the stern shaft torque is lower than the second preset threshold.

[0049] In some embodiments, the instruction acquisition module can be a remote control handle installed in the ship's cab. The handle is provided with multiple gears, including at least gears corresponding to diesel propulsion main engine drive, propulsion motor drive, and diesel propulsion main engine and propulsion motor hybrid drive. By turning the handle, the control system can obtain the corresponding control instructions and generate corresponding power control signals. The control panel can be integrated with the instruction acquisition module and installed in the ship's cab. At this time, the programmable logic controller will receive the power control signal from the instruction acquisition module. At this time, the first speed sensor will collect the stern shaft speed of the diesel propulsion main engine and transmit the stern shaft speed to the programmable logic controller, or the first torque sensor will collect the stern shaft torque of the diesel propulsion main engine and transmit the stern shaft torque to the programmable logic controller. The programmable logic controller compares the signal transmitted by the interlock signal acquisition module with the corresponding preset threshold. In some embodiments, the first preset threshold can be 10RPM (Revolutions Per Minute) and the second preset threshold can be 600N. m (Newton meters). When the stern shaft speed is higher than the first preset threshold or the stern shaft torque is higher than the second preset threshold, it means that the output power of the diesel propulsion main engine is relatively high. At this time, switching the power source is likely to cause gearbox failure due to the large output power gap between the diesel propulsion main engine and the propulsion motor, causing safety hazards. Therefore, the ship's power source will remain unchanged and the power control signal will not be executed temporarily. Only when the stern shaft speed has dropped below the first preset threshold or the stern shaft torque has dropped below the second preset threshold, the power control signal will be executed to change the working conditions of the frequency conversion control module and the diesel propulsion main engine to realize the ship power switching.

[0050] In this embodiment, the stern shaft speed or stern shaft torque of the diesel propulsion main engine is collected by at least one of the first speed sensor and the first torque sensor to determine the output power of the diesel propulsion main engine. If the output power of the diesel propulsion main engine is too high, the power control signal is not executed until the stern shaft speed or stern shaft torque drops below the corresponding preset threshold value. After the output power of the diesel propulsion main engine matches the output power of the propulsion motor, the operating conditions of the frequency conversion control module and the diesel propulsion main engine are changed, and the ship power source is switched. This avoids gearbox failure caused by a large difference in the output power of the diesel propulsion main engine and the propulsion motor when switching the ship power source.

[0051] In some embodiments, the ship power control system also includes an engine-side control box, which is communicatively connected or electrically connected to the frequency conversion module, and is communicatively connected to the programmable logic controller. The engine-side control box is used to obtain control instructions. It can be understood that the engine-side control box can be set near the frequency conversion control module. When the propulsion motor is used to drive the gearbox of the ship, the engine-side control box can directly change the working condition of the frequency conversion control module according to the obtained control instructions, or it can transmit the obtained control instructions to the programmable logic controller and then change the working condition of the frequency conversion control module. Therefore, the ship operator can control the propulsion motor in the cab, and can also input the control instructions of the propulsion motor near the frequency conversion control module.

[0052] In some embodiments, the variable frequency control module includes a shaft generator and a propulsion inverter. The shaft generator is used to supply power to the propulsion motor, and the propulsion inverter is used to adjust the frequency and amplitude of the output voltage of the shaft generator according to the power control signal, thereby controlling the operating speed of the propulsion motor.

[0053] In some embodiments, the power control signal is a voltage signal, the instruction acquisition module is located in the cab, and the frequency conversion control module is located in the cabin. The distance between the two is relatively far. During long-distance transmission, the voltage signal has weak anti-interference ability, and the signal may be distorted due to factors such as the cable's own resistance. At the same time, there will be a mismatch between the power control signal generated by the instruction acquisition module and the power signal required by the frequency conversion control module. Based on this, in this embodiment, the programmable logic controller will also convert the power control signal from a voltage signal to a corresponding current signal to enhance its anti-interference ability during long-distance transmission, and at the same time unify the output signal of the instruction acquisition module with the power signal of the frequency conversion control module.

[0054] In some embodiments, the control panel also includes a first display module and a second display module. The first display module is used to display the operating parameters of the diesel propulsion main engine, such as the speed of the diesel propulsion main engine, etc., and the second display module is used to display the operating parameters of the propulsion motor, such as the output power of the propulsion motor, etc., so that the operator can understand the operating status of the diesel propulsion main engine and the propulsion motor in real time in the cab, and provide a decision-making basis for inputting control instructions.

[0055] Reference Figure 2 The present application also provides a ship power control method, which is applied to the ship power control system described above. The method includes but is not limited to the following steps S101 to S103:

[0056] Step S101, obtaining a control instruction, and generating the corresponding power control signal according to the control instruction;

[0057] Step S102, detecting at least one of a stern shaft speed and a stern shaft torque of the diesel propulsion main engine;

[0058] Step S103, when the stern shaft speed is lower than a first preset threshold or the stern shaft torque is lower than a second preset threshold, controlling the working conditions of the frequency conversion control module and the diesel propulsion main engine according to the power control signal to control the power mode of the ship.

[0059] In some embodiments, control instructions can be obtained through an instruction acquisition module. The instruction acquisition module can be a remote control handle installed in the ship's cab. The handle can be preset with multiple gears corresponding to different ship power modes. When the handle is turned to the corresponding gear, the instruction acquisition module can obtain the corresponding control instruction and generate a corresponding control signal.

[0060] In some embodiments, a first speed sensor is provided to obtain the stern shaft speed of the diesel propulsion main engine, or the stern shaft torque of the diesel propulsion main engine is obtained through a first torque sensor. It can be understood that the first speed sensor can be connected to the stern shaft of the diesel propulsion main engine to obtain the stern shaft speed, or the stern shaft speed of the diesel propulsion main engine can be obtained directly from the tachometer of the diesel propulsion main engine. The first torque sensor can be a torque meter installed on the stern shaft of the diesel propulsion main engine.

[0061] In some embodiments, a programmable logic controller obtains at least one of the stern shaft speed detected by a first speed sensor and the stern shaft torque detected by a first torque sensor and compares the obtained values ​​with corresponding preset thresholds. Specifically, the first preset threshold corresponding to the stern shaft speed may be 10 RPM, and the second preset threshold corresponding to the stern shaft torque may be 600 N m. When the stern shaft speed is greater than the first preset threshold or the stern shaft torque is greater than the second preset threshold, indicating that the output power of the diesel propulsion main engine is greater than the upper limit of the propulsion motor power output, the control command is not executed. This prevents excessive output power of the diesel propulsion main engine and the propulsion motor from causing gearbox failure and excessive propeller speed changes from causing a sudden change in the ship's sailing speed, which could result in a safety accident. When the stern shaft speed is less than the first preset threshold or the stern shaft torque is less than the second preset threshold, indicating that the operating power of the diesel propulsion main engine has dropped to a level that matches the output power of the propulsion motor, switching the ship's power source will not significantly change the gearbox speed, and the propeller speed driven by the gearbox will also change slightly, keeping the ship's sailing speed stable. At this point, the control command is executed to switch the ship's power source.

[0062] Reference Figure 3 In some embodiments, the ship power control method further includes but is not limited to at least one of the following steps S201 and S202.

[0063] Step S201: if the control instruction is successfully obtained and the stern shaft speed is not lower than a first preset threshold, reducing the operating power of the diesel propulsion main engine until the stern shaft speed is lower than the first preset threshold;

[0064] Step S202: When the control instruction is successfully obtained and the stern shaft torque is not lower than a second preset threshold, the operating power of the diesel propulsion main engine is reduced until the stern shaft torque is lower than the second preset threshold.

[0065] It can be understood that when a control instruction is obtained through the instruction acquisition module, it means that the ship power source needs to be switched at this time. If the stern shaft speed or stern shaft torque of the diesel propulsion main engine is high at this time, it means that the operating power of the diesel propulsion main engine is large at this time. Switching the ship power source is likely to cause gearbox failure and navigation accidents. At this time, the operating power of the diesel propulsion main engine should be controlled to gradually decrease until the stern shaft speed of the diesel propulsion main engine is lower than the first preset threshold or the stern shaft torque of the diesel propulsion main engine is lower than the second preset threshold, thereby creating conditions for the subsequent execution of the control instruction and switching the ship power source.

[0066] Reference Figure 4 In some embodiments, step S103 includes but is not limited to the following steps S301 to S305:

[0067] Step S301, when the power control signal is a control signal for driving the ship in a hybrid power mode, starting the diesel propulsion main engine and the electric pump of the gearbox;

[0068] Step S302: When the electric pump is started, the frequency conversion control module is started;

[0069] Step S303: When the frequency conversion control module is started, the clutch of the gearbox is controlled to engage;

[0070] Step S304, adjusting the rotor speed of the propulsion motor to a preset idle speed through the frequency conversion control module;

[0071] Step S305, controlling the clutch of the diesel engine to engage or disengage.

[0072] In the hybrid drive mode of the ship, the diesel propulsion main engine is used as the main power source and the propulsion motor is used as the auxiliary power source. It is understandable that in the existing ships that are driven by a combination of the diesel propulsion main engine and the propulsion motor, the diesel propulsion main engine and the gearbox will be provided with couplings and clutches for engagement or disengagement. In the disengaged state, the main engine runs but the stern shaft does not rotate, that is, the main engine runs but does not output power to the outside. In the engaged state, the main engine will drive the stern shaft to rotate and thus drive the gearbox or propeller connected to the stern shaft. The propulsion motor is generally directly connected to the gearbox. After the frequency conversion control module is started, it will drive the propulsion motor, thereby making the gearbox main engine run. The diesel propulsion main engine needs to be engaged before it can drive the stern shaft of the diesel propulsion main engine itself to rotate and drive the gearbox. Specifically, the frequency conversion control module, which includes a shaft generator and a propulsion inverter, is first activated. The shaft generator is first activated, allowing it to power the propulsion motor. After the shaft generator is started, the propulsion inverter is then activated to control the frequency and amplitude of the shaft generator's output voltage, thereby operating the gearbox main engine. At this point, the gearbox is then controlled to rotate, causing the gearbox stern shaft to rotate, thereby driving the propeller. The frequency conversion control module then adjusts the propulsion motor's speed to idle, maintaining its minimum output power. At this point, the diesel propulsion main engine is controlled to rotate, allowing the diesel propulsion main engine and the propulsion motor to drive the gearbox in a hybrid manner. In some feasible embodiments, when using hybrid power, the power load of the diesel propulsion main engine can also be collected in real time and used to control the power setting of the propulsion motor, thereby maintaining a stable combined output power of the diesel propulsion main engine and the propulsion motor.

[0073] It is understandable that since the ship's gearbox is prone to failure due to excessive friction coefficient during operation, before the gearbox is assembled, it is necessary to start the electric pump first to spray lubricating oil into the gearbox to keep the gearbox lubricated, and then gradually start the gearbox.

[0074] In this embodiment, during the starting phase of the ship, the propeller of the ship is first driven by the propulsion motor to start at a low speed. When the rotor speed of the propulsion motor reaches idle speed, the diesel propulsion main engine is combined. As a result, the acceleration during the starting phase of the ship is relatively smooth, ensuring the safety of the ship during startup.

[0075] Reference Figure 5 In some embodiments, step S103 may also include but is not limited to the following steps S401 to S404:

[0076] Step S401: when the power control signal is a control signal for switching from diesel engine drive to propulsion motor drive, starting a shaft generator and monitoring a first speed of the shaft generator, the shaft generator being used to supply power to the propulsion motor;

[0077] Step S402, reducing the second speed of the diesel propulsion engine to a preset idle speed range;

[0078] Step S403: when the first speed and the second speed are equal, starting the propulsion inverter and switching the operation mode of the propulsion motor to the power mode, wherein the propulsion inverter is used to control the power and speed of the propulsion motor;

[0079] Step S404: reducing the load power of the diesel-powered main engine, and controlling the clutch of the diesel-powered main engine to disengage when the load power of the diesel-powered main engine is lower than a first preset threshold.

[0080] In some embodiments, due to factors such as speed and noise, the ship needs to switch from diesel-powered main engine drive to propulsion motor drive. The frequency conversion control module that drives the propulsion motor includes a shaft generator and a propulsion inverter for controlling the power generation of the shaft generator. At this time, the shaft generator is started first, and the first speed of the rotor of the shaft generator is continuously monitored. It is understandable that restarting the ship after it is completely shut down is likely to cause damage to the engine. In addition, a large amount of exhaust gas will be generated in the cold start state of the engine, causing environmental pollution. Therefore, when switching the power source of the ship, the propulsion motor should be started first and then the load of the diesel-powered main engine should be gradually transferred to the propulsion motor, so as to avoid the ship from being completely shut down. Therefore, when switching from diesel propulsion main engine drive to propulsion motor drive, the shaft generator must be started first to start the propulsion motor. It is understandable that in order to avoid the superposition of the propulsion motor output power and the diesel propulsion main engine output power, which may lead to excessive gearbox input power, the first speed of the shaft generator rotor must be monitored to maintain the output power of the propulsion motor at a low level, so that the propulsion motor is in a state where it has completed startup but has a low output power. At this time, the operating power of the diesel propulsion main engine is gradually reduced, thereby reducing the rotor speed of the diesel propulsion main engine, and the input power of the gearbox is also gradually reduced until the rotor speed of the diesel propulsion main engine decreases to an idle state. At this time, the output power of the diesel propulsion main engine reaches a minimum value. When the second speed of the diesel propulsion main engine rotor is equal to the first speed of the shaft generator rotor, the speeds of the diesel propulsion main engine and the shaft generator rotor are synchronized. At this time, the propulsion inverter is started to control the operating power of the shaft generator, thereby controlling the output power of the propulsion motor. At this time, the load power of the diesel propulsion main engine is gradually transferred to the propulsion motor. When the load power of the diesel propulsion main engine drops to zero, the gearbox is completely driven by the propulsion motor, that is, the diesel propulsion main engine can be controlled to be disengaged, so that the ship is switched from diesel propulsion main engine drive to propulsion motor drive.

[0081] Reference Figure 6 In some embodiments, the process may also include but is not limited to the following steps S501 to S505:

[0082] Step S501, when the power control signal is a control signal for switching from propulsion motor drive to diesel propulsion main engine drive, starting the diesel propulsion main engine and monitoring a second speed of the diesel propulsion main engine;

[0083] Step S502 , reducing the first speed of the shaft generator to a preset idle speed;

[0084] Step S503, when the second speed is equal to the first speed, controlling the clutch of the diesel engine to engage;

[0085] Step S504, after the clutch of the diesel propulsion main engine is engaged, the output power of the propulsion motor is reduced by reducing the first speed of the shaft generator;

[0086] Step S505 : When the output power of the propulsion motor is less than a second preset threshold, the propulsion inverter is controlled to shut down.

[0087] It is understandable that when the ship needs a higher speed, the output power of the propulsion motor cannot meet the speed requirement, and it is necessary to switch from the propulsion motor drive to the diesel main engine drive. At this time, the diesel main engine is started and the rotor speed of the diesel main engine is monitored. The diesel main engine is running in a disengaged state. After the diesel main engine is running, the rotor speed of the shaft generator is reduced until the rotor speed of the shaft generator drops to the preset idle speed. At this time, the output voltage of the shaft generator reaches the minimum value, the output power of the propulsion motor is maintained at a low level, and the gearbox speed is low. When the rotor speed of the shaft generator is the same as the speed of the diesel main engine, the shaft generator is kept at a low level. When the rotor of the diesel propulsion main engine and the rotor of the shaft generator are both running at idle speed, their output powers match. The clutch of the diesel propulsion main engine can be controlled to engage, and the diesel propulsion main engine drives the ship's gearbox. The rotor speed of the shaft generator is then gradually reduced, thereby reducing the output power of the propulsion motor. When the output power of the propulsion motor drops below a second preset threshold, it can be considered that the gearbox is completely driven by the diesel propulsion main engine, the output power of the propulsion motor can be regarded as 0, and the shaft generator stops running. At this time, the propulsion inverter can be controlled to shut down, realizing the switch from diesel propulsion main engine drive to propulsion motor drive.

[0088] It can be understood that in addition to the above-mentioned ship power control method, the ship power control system proposed in this embodiment can also be provided with control methods such as starting in propulsion motor drive mode, starting in diesel main engine drive mode, diesel main engine shutdown mode, and controlling ship braking in hybrid mode. Please refer to the following embodiments for details.

[0089] Embodiment 1: Start in propulsion motor drive mode, start the electric pump of the gearbox to spray lubricating oil into the gearbox to keep the gearbox lubricated; start the propulsion inverter and the shaft generator; and control the gearbox to be combined.

[0090] Example 2: Starting in diesel main engine drive mode, activating an electric pump to spray lubricating oil into the gearbox; controlling the gearbox to be combined; starting the diesel main engine and monitoring its rotor speed; activating the propulsion inverter and shaft generator, and applying power to the propulsion motor to start the vessel's propeller at a low speed; after the propeller speed reaches a preset idle speed, controlling the diesel main engine to be combined, and reducing the propulsion motor power setting to 0, thereby shutting down the propulsion motor. In this embodiment, the propeller is pre-started by the propulsion motor. After the propeller speed slowly increases to the preset idle speed in diesel main engine mode, controlling the diesel main engine to be combined, and reducing the propulsion motor power setting to 0, thereby shutting down the propulsion motor. Thus, when the vessel is to be started in diesel main engine drive mode, the propulsion motor is first driven at a low speed to accelerate the vessel from zero speed to the idle speed in diesel main engine drive mode. This allows for a more gradual acceleration during the vessel's startup phase, thereby avoiding excessive acceleration when driven by the diesel main engine.

[0091] Example 3: Shutdown of the diesel propulsion main engine: reduce the diesel propulsion main engine stern shaft speed to idle speed; after the diesel propulsion main engine stern shaft speed drops to idle speed, control the gearbox to be disengaged; after the gearbox is disengaged, control the propulsion inverter and the shaft generator to be shut down; control the diesel propulsion main engine to be disengaged; and control the electric pump to be shut down.

[0092] Embodiment 4: Emergency braking in hybrid mode: Control the diesel propulsion main engine rotor to slow down to idle speed, and reduce the output power of the propulsion motor to 0; after the diesel propulsion main engine rotor speed drops to idle speed, control the diesel propulsion main engine and gearbox to disengage, and keep the diesel propulsion main engine and propulsion motor running at idle power; control the diesel propulsion main engine and gearbox to reverse and engage; control the diesel propulsion main engine and propulsion motor to run at a rated speed, and adjust the output power of the propulsion motor according to the load power of the diesel propulsion main engine.

[0093] The embodiments described in the embodiments of this application are intended to more clearly illustrate the technical solutions of the embodiments of this application and do not constitute a limitation on the technical solutions provided by the embodiments of this application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0094] Those skilled in the art will understand that the technical solutions shown in the drawings do not constitute a limitation on the embodiments of the present application, and may include more or fewer components than shown in the drawings, or a combination of certain components, or different components.

[0095] The terms "first," "second," "third," "fourth," and so forth (if any) in the specification of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a particular order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, such that the embodiments of the present application described herein can be practiced in an order other than that illustrated or described herein.

[0096] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but are not intended to limit the scope of the present invention. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and essence of the present invention should be within the scope of the present invention.

Claims

1. A ship power control system, applied to a ship, wherein the ship is provided with a diesel-powered main engine and a propulsion motor, wherein the diesel-powered main engine and the propulsion motor are both used to drive the ship's gearbox to drive a propeller, the ship power control system comprising: An instruction acquisition module, the instruction acquisition module is used to acquire a control instruction and generate a power control signal according to the control instruction; an interlock signal acquisition module, the interlock signal acquisition module including at least one of a first speed sensor and a first torque sensor, the first speed sensor being used to acquire a stern shaft speed of the diesel-propelled main engine, and the first torque sensor being used to acquire a stern shaft torque of the diesel-propelled main engine; a frequency conversion control module, the frequency conversion control module being electrically connected to the propulsion motor, and the frequency conversion control module being configured to determine a state of power supply to the propulsion motor according to the power control signal; a control panel, the control panel including a programmable logic controller, the programmable logic controller being communicatively connected to the interlock signal acquisition module, the programmable logic controller being communicatively connected to the instruction acquisition module, and the programmable logic controller being communicatively connected to the frequency conversion control module, wherein the programmable logic controller is configured to control the operating conditions of the frequency conversion control module and the diesel propulsion main engine according to the power control signal when the stern shaft speed is lower than a first preset threshold or the stern shaft torque is lower than a second preset threshold; The ship power control system also includes an engine-side control box, which is communicatively connected or electrically connected to the frequency conversion control module, and is communicatively connected to the programmable logic controller, and is used to obtain the control instructions; the frequency conversion control module includes a shaft generator and a propulsion inverter, and the shaft generator is electrically connected to the propulsion motor, and the propulsion inverter is used to adjust the frequency and amplitude of the output voltage of the shaft generator according to the power control signal to control the operating speed and output power of the propulsion motor; the programmable logic controller is also used to convert the power control signal from a voltage signal to a corresponding current signal.

2. The ship power control system according to claim 1, characterized in that: The control panel further includes a first display module and a second display module, wherein the first display module is used to display the operating parameters of the diesel propulsion main engine, and the second display module is used to display the operating parameters of the propulsion motor.

3. A ship power control method, applied to the ship power control system according to any one of claims 1 to 2, the method comprising: Obtaining a control instruction, and generating the corresponding power control signal according to the control instruction; detecting at least one of a stern shaft speed and a stern shaft torque of a diesel propulsion main engine; When the stern shaft speed is lower than a first preset threshold or the stern shaft torque is lower than a second preset threshold, the operating conditions of the frequency conversion control module and the diesel propulsion main engine are controlled according to the power control signal to control the power mode of the ship.

4. The method according to claim 3, characterized in that The method further comprises at least one of the following: When the control instruction is successfully obtained and the stern shaft speed is not lower than a first preset threshold, reducing the operating power of the diesel propulsion main engine until the stern shaft speed is lower than the first preset threshold; When the control instruction is successfully obtained and the stern shaft torque is not lower than a second preset threshold, the operating power of the diesel propulsion main engine is reduced until the stern shaft torque is lower than the second preset threshold.

5. The method according to claim 3, characterized in that The step of controlling the frequency conversion control module and the diesel propulsion main engine operating condition according to the power control signal to control the power mode of the ship includes: When the power control signal is a control signal for driving the ship in a hybrid power mode, starting the diesel propulsion main engine and the electric pump of the gearbox; When the electric pump is started, starting the frequency conversion control module; When the frequency conversion control module is started, controlling the clutch of the gearbox to engage so as to drive the gearbox through the propulsion motor; adjusting the rotor speed of the propulsion motor to a preset idle speed through the frequency conversion control module; Control the clutch engagement and disengagement of the diesel propulsion main engine.

6. The method according to claim 3, wherein the frequency conversion control module comprises a shaft generator and a propulsion inverter, wherein: The controlling of the operating conditions of the frequency conversion control module and the diesel propulsion main engine according to the power control signal to control the power mode of the ship includes: When the power control signal is a control signal for switching from diesel-powered main engine drive to propulsion motor drive, starting a shaft generator and monitoring a first speed of the shaft generator, the shaft generator being used to supply power to the propulsion motor; reducing the second speed of the diesel engine to a preset idle speed range; When the first speed and the second speed are equal, starting a propulsion inverter and switching the operation mode of the propulsion motor to a power mode, wherein the propulsion inverter is used to control the power and speed of the propulsion motor; The load power of the diesel-powered main engine is reduced, and when the load power of the diesel-powered main engine is lower than a first preset threshold, the clutch of the diesel-powered main engine is controlled to be disengaged.

7. The method according to claim 3, wherein the frequency conversion control module comprises a shaft generator and a propulsion inverter, wherein: The method of controlling the working conditions of the frequency conversion control module and the diesel propulsion main engine according to the power control signal to control the power mode of the ship further includes: When the power control signal is a control signal for switching from propulsion motor drive to diesel propulsion main engine drive, starting the diesel propulsion main engine and monitoring a second speed of the diesel propulsion main engine; reducing the first speed of the shaft generator to a preset idle speed; When the second speed is equal to the first speed, controlling the clutch of the diesel propulsion main engine to engage; After the clutch of the diesel propulsion main engine is engaged, the output power of the propulsion motor is reduced by reducing the first speed of the shaft generator; When the output power of the propulsion motor is less than a second preset threshold, the propulsion inverter is controlled to shut down.

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