Hybrid power system, remote control system and control method for an inland vessel

Abstract

The application discloses an inland river ship hybrid power system, a remote control system and a control method. The remote control system comprises a mode control module, the mode control module is used to send a mode instruction to control the working mode of the hybrid power system; the working mode comprises a main engine mode, a power input mode, a power output mode and a power return mode; and a main propulsion control module, the main propulsion control module is used to control operation according to the mode instruction. In this way, the mode instruction is sent by the hybrid control module, so that the main propulsion control module controls the hybrid power system to perform specific mode switching operation according to the mode instruction, and the problem of slow system response speed and inflexible mode switching of the existing control system is solved. The control method solves the problem of slow system response speed and inflexible mode switching of the existing control system by effectively controlling the control logic of the mode switching operation, the switching completion operation and the emergency operation.

Description

Technical Field

[0001] This application relates to the field of hybrid power technology, specifically to a hybrid power system, remote control system, and control method for an inland waterway vessel. Background Technology

[0002] Traditional inland waterway vessels generally use diesel fuel for propulsion, which emits carbon monoxide (CO), nitrogen oxides (NOx), hydrocarbons (HC), sulfur dioxide (SO2), and other particulate matter during navigation, leading to increasingly serious environmental pollution problems. Furthermore, diesel fuel has low power generation efficiency and low energy utilization. In addition, inland waterway vessels powered entirely by electricity have emerged; however, due to the insufficient capacity and high price of lithium batteries, the range of these vessels is limited.

[0003] To address the aforementioned issues, most inland waterway vessels currently use a hybrid power system combining a main engine and an electric motor for propulsion. This aims to meet the range requirements of inland waterway vessels while reducing their carbon emissions and promoting a shift towards low-carbon power systems.

[0004] When hybrid power is used as the driving force, the control system needs to switch the working modes of the host and the motor. However, the existing control system has the problems of inflexible mode switching and slow system response speed. Summary of the Invention

[0005] This application provides a hybrid power system for an inland waterway vessel. A drive module drives the propeller, and the main engine and a variable frequency power distribution module control the drive module's propulsion of the propeller, thereby enabling the inland waterway vessel to use hybrid power for propulsion. This application also provides a remote control system for an inland waterway vessel, used to control the aforementioned hybrid power system. A hybrid control module issues mode commands, causing the main propulsion control module to control the hybrid power system to perform specific mode switching operations according to the mode commands, solving the problems of inflexible mode switching and slow system response in existing control systems. This application further provides a control method for an inland waterway vessel, using the aforementioned remote control system to control the aforementioned hybrid power system. By effectively controlling the control logic for location control mode switching operations, switching completion operations, and emergency operations, this method solves the problems of inflexible mode switching and slow system response in existing control systems.

[0006] This application provides a hybrid power system for an inland waterway vessel, the vessel comprising a port side and a starboard side, each side having a propeller. The hybrid power system includes:

[0007] A drive module, which is connected to the propeller;

[0008] A variable frequency power distribution module; the variable frequency power distribution module is connected to the drive module so that the drive module changes the speed of the propeller under the control of the variable frequency power distribution module.

[0009] In some embodiments, the frequency conversion power distribution module includes:

[0010] A DC power distribution board, the DC power distribution board including a DC busbar and a frequency converter integrated on the DC busbar;

[0011] A gas generator set, wherein the gas generator set is connected to the DC distribution board so that the electricity from the gas generator set flows through the DC busbar;

[0012] An energy storage module is connected to the DC power distribution board so that the electricity from the energy storage module flows through the DC busbar.

[0013] In some embodiments, the energy storage module includes a lithium battery energy storage unit and a supercapacitor energy storage unit to maintain the voltage stability of the DC bus.

[0014] In some embodiments, the drive module includes:

[0015] A gearbox, wherein a main clutch is provided in the gearbox;

[0016] The host unit is connected to the main clutch;

[0017] A shaft-driven motor connected to the main clutch; and the shaft-driven motor connected to the DC power distribution board so that electricity from the shaft-driven motor flows through the DC busbar; and the shaft-driven motor connected to the main unit.

[0018] Accordingly, this application provides a remote control system for an inland waterway vessel, used to control a hybrid power system as described in any of the above embodiments, the remote control system comprising:

[0019] A mode control module is used to issue mode commands to control the operating mode of the hybrid power system; the operating modes include host mode, power input mode, power output mode, and power return mode.

[0020] The main propulsion control module is used to perform control operations according to the mode command.

[0021] In some embodiments, the main propulsion control module includes:

[0022] A local control location, used to issue a first command;

[0023] A central control room is used to receive and execute the first instruction, or to issue a second instruction, or to issue a third instruction;

[0024] A driver's cab control unit, which is used to receive and execute the first instruction, or to receive and execute the second instruction, or to receive and execute the third instruction.

[0025] In some embodiments, the first instruction is an instruction to switch the effective control location to the machine-side control location; the second instruction is an instruction to switch the effective control location to the central control room control location; and the third instruction is an instruction to switch the effective control location to the cockpit control location; the effective control location is the location that performs the current control operation.

[0026] In some embodiments, the main propulsion control module further includes:

[0027] The engine-side control area is equipped with a port side main propeller control box and a starboard side main propeller control box;

[0028] The control room is equipped with a port main propulsion control room touch screen, a port main propulsion control room control unit, a starboard main propulsion control room touch screen, a starboard main propulsion control room control unit, and a main propulsion control room control panel.

[0029] The cockpit control area is equipped with a port main propulsion control room touch screen, a port main propulsion control room wiring board, a starboard main propulsion control room touch screen, a starboard main propulsion control room wiring board, and a main propulsion control room control panel.

[0030] In some embodiments, the remote control system further includes operation buttons located at the machine-side control location, the central control room control location, and the driver's cab control location. The operation buttons include a main unit mode switch button, a motor mode switch button, an emergency exit button, a main unit start button, a main unit stop button, a motor start button, and a motor stop button.

[0031] Accordingly, this application provides a control method for an inland waterway vessel, used to control a hybrid power system as described in any of the above embodiments using a remote control system as described in any of the above embodiments, the control method comprising:

[0032] Identify locations under effective control;

[0033] Activate the host mode switch button, motor mode switch button, and emergency exit button in the effective control location;

[0034] Obtain the mode command from the mode control system;

[0035] Execute a mode switching operation according to the mode command;

[0036] After the mode switching operation is completed, a switch completion operation is performed.

[0037] In some embodiments, the control logic for the mode switching operation includes:

[0038] The host start button, motor start button, and motor stop button in the effective control area are all invalid.

[0039] The main unit stop button is active.

[0040] Pressing the main unit stop button will stop the main unit and trigger a main unit remote control permission loss alarm, thereby causing the mode control system to exit the mode switching operation.

[0041] In some embodiments, the control logic for the switching completion operation includes:

[0042] When the operating mode after the switch is completed is host mode, power input mode, or power output mode, the host start button, motor start button, and motor stop button in the effective control location are all invalid, and the current operating mode remains in operation; the host stop button is valid, pressing the host stop button will stop the host and trigger the host remote control permission loss alarm, so that the mode control system exits the mode switching operation; all buttons in the invalid control location are invalid;

[0043] When the operating mode after the switch is completed is the power return mode, the main unit start button, the main unit stop button, the motor start button, and the motor stop button are all effective; all buttons in the invalid control area are invalid.

[0044] In some embodiments, the control method further includes emergency operations:

[0045] When either the host mode switch button or the motor mode switch button of the effective control location is released, or when the emergency exit button fails, the emergency operation is initiated.

[0046] In some embodiments, the control logic for the emergency operation includes:

[0047] The main unit start button, the main unit stop button, the motor start button, and the motor stop button of the effective control area are all effective;

[0048] The current operating mode of the hybrid power system is determined based on the operating status of the main unit and the shaft-driven motor.

[0049] Compared with existing technologies, this application provides a hybrid power system for an inland waterway vessel. The inland waterway vessel includes a port side and a starboard side, each with a propeller. The hybrid power system includes: a drive module connected to the propeller; and a variable frequency power distribution module connected to the drive module, enabling the drive module to change the propeller speed under the control of the variable frequency power distribution module. Thus, by controlling the drive module's propulsion of the propeller through the variable frequency power distribution module, the inland waterway vessel achieves hybrid power propulsion.

[0050] Compared with the prior art, the present application provides a remote control system for an inland waterway vessel, used to control a hybrid power system as described in any of the above embodiments. The remote control system includes: a mode control module, which issues mode commands to control the operating mode of the hybrid power system; the operating modes include main engine mode, power input mode, power output mode, and power return mode; and a main propulsion control module, which performs control operations according to the mode commands. Thus, by issuing mode commands through the hybrid control module, the main propulsion control module controls the hybrid power system to perform specific mode switching operations according to the mode commands, solving the problems of inflexible mode switching and slow system response speed in existing control systems.

[0051] Compared with existing technologies, this application provides a control method for an inland waterway vessel, used with any of the remote control systems described in the above embodiments. The control method includes: determining a valid control location; activating the host mode switching button, motor mode switching button, and emergency exit button at the valid control location; acquiring mode commands from the mode control system; performing a mode switching operation according to the mode commands; and performing a switch completion operation after the mode switching operation is completed. Thus, by controlling the mode switching operation, switch completion operation, and emergency operation through the control logic of the valid control location, the problems of inflexible mode switching and slow system response speed in existing control systems are solved. Attached Figure Description

[0052] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 A schematic diagram of the hybrid power system of an inland waterway vessel provided in an embodiment of this application;

[0054] Figure 2 A schematic diagram of the structure of a remote control system for an inland waterway vessel provided in an embodiment of this application;

[0055] Figure 3 A schematic diagram of the main propulsion control module in a remote control system for an inland waterway vessel, provided as an embodiment of this application;

[0056] Figure 4 A schematic diagram of the logic flow of a control method for an inland waterway vessel provided in an embodiment of this application;

[0057] Figure 5 A schematic diagram of the logic flow of mode switching operation in a control method for an inland waterway vessel provided in an embodiment of this application;

[0058] Figure 6 A schematic diagram of the logic flow of the switching completion operation in a control method for an inland waterway vessel provided in an embodiment of this application;

[0059] Figure 7 A schematic diagram of the logic flow of emergency operation in a control method for an inland waterway vessel provided in an embodiment of this application;

[0060] Figure 8 This is a schematic diagram of the logic flow of an unrecognized mode operation in a control method for an inland waterway vessel provided in an embodiment of this application.

[0061] Reference numerals: 100-Drive module; 110-Gearbox; 111-Main clutch; 120-Main engine; 130-Shaft-driven motor; 200-Variable frequency power distribution module; 210-DC power distribution board; 211-DC busbar; 212-Variable frequency drive; 220-Gas generator set; 230-Energy storage module; 300-Mode control module; 400-Main propulsion control module; 410-Engine-side control area; 411-Port main propulsion engine side control box; 412-Starboard main propulsion engine side control box; 420-Central control room Control areas; 421 - Port main propulsion control room touchscreen; 422 - Port main propulsion control room control unit; 423 - Starboard main propulsion control room touchscreen; 424 - Starboard main propulsion control room control unit; 425 - Main propulsion control room control panel; 430 - Bridge control area; 431 - Port main propulsion control room touchscreen; 432 - Port main propulsion control room wiring panel; 433 - Starboard main propulsion control room touchscreen; 434 - Starboard main propulsion control room wiring panel; 435 - Main propulsion control room control panel. Detailed Implementation

[0062] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0063] The first embodiment of this application provides a hybrid power system for an inland waterway vessel, see [link to relevant documentation]. Figure 1 This application provides a schematic diagram of the structure of a hybrid power system for an inland waterway vessel, which is... Figure 1 It is known that the inland waterway vessel includes a port side and a starboard side, with a propeller on each side. The hybrid power system includes a drive module 100 and a variable frequency power distribution module 200.

[0064] Specifically, the port and starboard sides of the inland waterway vessel described in this application have the same configuration, and the hardware is independent of each other.

[0065] Specifically, the drive module 100 is connected to the propeller; the frequency conversion power distribution module 200 is connected to the drive module 100 so that the drive module 100 changes the speed of the propeller under the control of the frequency conversion power distribution module 200.

[0066] In one possible implementation, the variable frequency power distribution module 200 includes: a DC power distribution board 210, which includes a DC busbar 211 and a frequency converter 212 integrated on the DC busbar 211; a gas generator set 220 connected to the DC power distribution board 210 so that the electricity from the gas generator set 220 flows through the DC busbar 211; and an energy storage module 230 connected to the DC power distribution board 210 so that the electricity from the energy storage module 230 flows through the DC busbar 211.

[0067] Specifically, the gas generator set 220 can only transfer energy (electricity) to the DC power distribution board, while the energy (electricity) between the energy storage module 230 and the DC power distribution board 210, and between the shaft motor 130 and the DC power distribution board 210, is bidirectional.

[0068] Specifically, the gas generator set 220 uses liquefied natural gas (LNG) as fuel, thereby effectively reducing emissions of pollutants and greenhouse gases.

[0069] In one possible implementation, the energy storage module 230 includes a lithium battery energy storage unit and a supercapacitor energy storage unit to maintain the voltage stability of the DC bus 211.

[0070] Specifically, both the lithium battery energy storage unit and the supercapacitor energy storage unit are connected to the DC bus 211 of the DC distribution board 210 through a bidirectional DC converter, and have the following functions: peak shaving and valley filling according to the grid load to ensure the stability of the DC bus voltage; and providing energy independently in PTH / PTI mode to improve the redundancy of the power system.

[0071] In one possible implementation, the drive module 100 includes: a gearbox 110, a main unit 120, and a shaft-driven motor 130. The gearbox 110 is provided with a main clutch 111; the main unit 120 is connected to the main clutch 111; the shaft-driven motor 130 is connected to a propeller; and the shaft-driven motor 130 is connected to a DC power distribution board 210 so that electricity for the shaft-driven motor 130 flows through the DC busbar 211.

[0072] Specifically, the shaft-driven motor 130 has two operating modes: generator mode and electric mode. When the shaft-driven motor 130 operates in generator mode, the surplus power of the main unit 120 is transmitted to the DC power distribution board 210 via the frequency converter 212, enabling the hybrid power system to operate in power take-out (PTO) mode. When the shaft-driven motor 130 operates in electric mode, it can be powered by either the gas generator set 220 or the energy storage module 230. The DC power distribution board 210 transmits electrical energy to the shaft-driven motor 130 (electric mode), which drives the propeller through the gearbox 110, enabling either power take-in (PTI) boost or power take-home (PTH) independent propulsion.

[0073] Compared with the prior art, the first embodiment of this application provides a hybrid power system for an inland waterway vessel. The inland waterway vessel includes a port side and a starboard side, each with a propeller. The hybrid power system includes: a drive module connected to the propeller; and a variable frequency power distribution module connected to the drive module, enabling the drive module to change the propeller speed under the control of the variable frequency power distribution module. Thus, by controlling the drive module's propulsion of the propeller through the main engine and the variable frequency power distribution module, the inland waterway vessel achieves hybrid power propulsion.

[0074] Accordingly, the second embodiment of this application provides a remote control system for an inland waterway vessel, used to control a hybrid power system as described in any of the first embodiments, see [link to first embodiment]. Figure 2 This is a schematic diagram of the structure of a remote control system for an inland waterway vessel provided in an embodiment of this application. The remote control system includes a mode control module 300 and a main propulsion control module 400.

[0075] Specifically, the mode control module 300 is used to issue mode commands to control the operating mode of the hybrid power system; the operating modes include main engine mode, power input mode, power output mode and power return mode; the main propulsion control module 400 is used to perform control operations according to the mode commands.

[0076] Specifically, when the hybrid power system operates in main engine mode, the main engine 120 is running, the gearbox 110 and the main clutch 111 are engaged, the main engine 120 drives the propeller, and the shaft-driven motor 130 is not operating. When the hybrid power system operates in power input mode, the main engine 120 is running, the gearbox 110 and the main clutch 111 are engaged, and the main engine 120 and the shaft-driven motor 130 jointly drive the propeller. The shaft-driven motor 130 is in electric operation mode, absorbing electrical energy from the DC power distribution board 210. When the hybrid power system operates in power output mode, the main engine 120 is running, the gearbox 110 and the main clutch 111 are engaged, the main engine 120 drives the propeller, and the shaft-driven motor 130 is in generator operation mode, providing electrical energy to the DC power distribution board 210. When the hybrid power system operates in power return mode, the main engine 120 is not running, the gearbox 110 and the main clutch 111 are disengaged, the shaft-driven motor 130 drives the propeller, and the shaft-driven motor 130 is in electric operation mode, absorbing electrical energy from the DC power distribution board 210.

[0077] See Figure 3 This is a schematic diagram of the main propulsion control module in a remote control system for an inland waterway vessel, provided in an embodiment of this application.

[0078] In one possible implementation, the main propulsion control module 400 includes: a machine-side control unit 410 for issuing a first command; a central control room control unit 420 for receiving and executing the first command, or issuing a second command, or issuing a third command; and a cockpit control unit 430 for receiving and executing the first command, or receiving and executing the second command, or receiving and executing the third command.

[0079] Specifically, the premises can also be called control stations. The remote control system is equipped with human-machine interfaces, handles, buttons, indicator lights, instruments, etc. at the premises. Operators can conveniently monitor and control the hybrid power system at each control station. The premises are connected via hardwired and dual Ethernet, with the dual Ethernet forming a redundant structure. If the Ethernet length exceeds 100 meters, fiber optic cable is used.

[0080] In one possible implementation, the first instruction is an instruction to switch the effective control location to the machine-side control location 410; the second instruction is an instruction to switch the effective control location to the central control room control location 420; and the third instruction is an instruction to switch the effective control location to the cockpit control location 430; the effective control location is the location that performs the current control operation.

[0081] Specifically, the priority order among the various locations is as follows: aircraft-side control location 410 > central control room control location 420 > cockpit control location 430. That is, aircraft-side control location 410 has the highest priority, and other control locations can only receive control location transfer commands initiated by aircraft-side control location 410. When in another control location, the control location can be switched to aircraft-side control. The cockpit control location 430 of the remote control system can only receive control location transfer commands initiated by central control room control location 420. Central control room control location 420 can initiate transfer commands to cockpit control location 430 and receive control location transfer commands initiated by aircraft-side control location 410.

[0082] In one possible implementation, the main propulsion control module 400 further includes: a control area 410 with a port main propulsion engine control box 411 and a starboard main propulsion engine control box 412; a control room 420 with a port main propulsion control room touchscreen 421, a port main propulsion control room control unit 422, a starboard main propulsion control room touchscreen 423, a starboard main propulsion control room control unit 424, and a main propulsion control room control panel 425; and a bridge control area 430 with a port main propulsion bridge control room touchscreen 431, a port main propulsion bridge control room wiring board 432, a starboard main propulsion bridge control room touchscreen 433, a starboard main propulsion bridge control room wiring board 434, and a main propulsion bridge control room control panel 435.

[0083] In one possible implementation, the remote control system further includes operation buttons located at the machine-side control location 410, the central control room control location 420, and the driver's cab control location 430. The operation buttons include a main unit mode switch button, a motor mode switch button, an emergency exit button, a main unit start button, a main unit stop button, a motor start button, and a motor stop button.

[0084] Compared with the prior art, the second embodiment of this application provides a remote control system for an inland waterway vessel, used to control a hybrid power system as described in any of the above embodiments. The remote control system includes: a mode control module, which issues mode commands to control the operating mode of the hybrid power system; the operating modes include main engine mode, power input mode, power output mode, and power return mode; and a main propulsion control module, which performs control operations according to the mode commands. Thus, by issuing mode commands through the hybrid control module, the main propulsion control module controls the hybrid power system to perform specific mode switching operations according to the mode commands, solving the problems of inflexible mode switching and slow system response speed in existing control systems.

[0085] Accordingly, the third embodiment of this application provides a control method for an inland waterway vessel, used to control a hybrid power system as described in any of the second embodiments using a remote control system as described in any of the second embodiments. The control method includes:

[0086] Step 101: Determine the effective control location;

[0087] Step 102: Activate the host mode switch button, motor mode switch button, and emergency exit button in the effective control area;

[0088] Step 103: Obtain the mode command from the mode control system;

[0089] Step 104: Perform a mode switching operation according to the mode command;

[0090] Step 105: After the mode switching operation is completed, execute the switch completion operation.

[0091] Specifically, see Figure 4 This is a schematic diagram of the logic flow of a control method for an inland waterway vessel provided in an embodiment of this application. The overall logic of the control method of this application is as follows: after the effective control location is determined, if both the main engine mode switching button and the motor mode switching button of the effective control location are pressed, and the emergency exit signal sent by the mode control system remains connected, then the main propulsion control system operates according to the mode command of the mode control system; if any of the above signals are disconnected, then the emergency operation logic is entered.

[0092] Specifically, when the main propulsion control system operates according to the mode command of the mode control system, it is divided into two situations: the switching process (mode switching is in progress) and the switching completion (mode switching is completed). The switching process is the mode switching operation, and the switching completion is the switching completion operation.

[0093] See Figure 8 This is a schematic diagram of the logic flow for unrecognized mode operation in a control method for an inland waterway vessel provided in this application embodiment. If mode switching cannot be completed, the unrecognized mode operation is entered. Specifically, in the unrecognized mode operation logic, the host 120 can be started via the host start button on the control panel within the effective control area, and the shaft motor 130 can be started via the motor start button on the control panel. When the host 120 is running, it is determined that the hybrid power system is in host mode. When the host 120 is stopped and the shaft motor 130 is running, it is determined that the hybrid power system is in PTH mode.

[0094] See Figure 5 This is a schematic diagram of the logic flow of mode switching operation in a control method for an inland waterway vessel provided in an embodiment of this application.

[0095] In one possible implementation, the control logic for the mode switching operation includes: the main engine start button, motor start button, and motor stop button in the valid control location are all disabled; the main engine stop button is valid, pressing the main engine stop button stops the main engine and triggers the main engine remote control permission loss alarm, thereby causing the mode control system to exit the mode switching operation; all buttons in the invalid control location are disabled. The invalid control locations are the two remaining control locations besides the valid control locations. The main engine stop button is pressed according to the actual ship requirements.

[0096] Furthermore, activating the remote control to allow the alarm to be lost allows the mode control system to return to the operating mode before the mode switch or enter an unrecognized mode after exiting the mode switching operation.

[0097] See Figure 6 This is a schematic diagram of the logic flow of the switching operation in a control method for an inland waterway vessel provided in an embodiment of this application.

[0098] In one possible implementation, the control logic for switching the completed operation includes:

[0099] When the operating mode after switching is host mode, power input mode, or power output mode, the host start button, motor start button, and motor stop button in the effective control area are all invalid, and the current operating mode is maintained; the host stop button is valid. Pressing the host stop button will stop the host and trigger the host remote control permission loss alarm, so that the mode control system exits the mode switching operation; all buttons in the invalid control area are invalid.

[0100] When the working mode is switched to power return mode, the main unit start button, main unit stop button, motor start button, and motor stop button are all effective; all buttons in the invalid control area are invalid.

[0101] In one possible implementation, the control method further includes emergency operation:

[0102] Emergency operation is initiated when either the host mode switch button or the motor mode switch button in the effective control area is released, or when the emergency exit button fails.

[0103] Figure 7 This is a schematic diagram of the logic flow of emergency operation in a control method for an inland waterway vessel provided in an embodiment of this application.

[0104] In one possible implementation, the control logic for emergency operation includes:

[0105] The main unit start button, main unit stop button, motor start button, and motor stop button of the effective control area are all effective;

[0106] The current operating mode of the hybrid power system is determined based on the operating status of the main unit and the shaft-driven motor.

[0107] Specifically, in the emergency operation logic, when the main unit 120 is running, the hybrid power system is determined to be in main unit mode. If the main unit 120 stops but the shaft motor 130 runs, the hybrid power system is determined to be in PTH mode. If both the main unit 120 and the shaft motor 130 stop, the hybrid power system is determined to be in PTH mode by default. In PTH mode, the main unit 120 and the shaft motor 130 can be started and stopped using the main unit start button, main unit stop button, motor start button, and motor stop button on the control panel, respectively. After the main unit 120 starts, it cannot be combined with other units, and after the shaft motor 130 starts, it runs in PTH mode. The default mode can be modified to main unit mode, PTI mode, PTO mode, or PTH mode according to the actual situation on site.

[0108] Specifically, see Table 1 for the working mode definition table:

[0109] Table 1 Working Mode Definition Table

[0110]

[0111] As can be seen, in main unit mode, the start and stop of the main unit are controlled by the buttons on the control panel, and the main unit speed is adjusted by the handle. The specific operation method is as follows: When the main unit is ready, with the handle in the zero position, press the main unit start button at the current control position. The main unit is running at idle speed. Push the handle to the gearbox engagement position, the gearbox engages, and the main unit drives the propeller; continue to push the handle to adjust the main unit speed according to the handle position.

[0112] In PTI mode, the start and stop of the main unit are controlled by buttons on the control panel, and the speed of the main unit is adjusted by the handle. The start, stop, and torque output of the frequency converter are automatically controlled according to the handle position. The specific operation method is as follows: When the main unit is ready and the handle is in the zero position, press the "Main Unit Start" button at the current control position; the main unit is running at idle speed, push the handle to the gearbox engagement position, the gearbox engages, and the main unit drives the propeller; continue to push the handle, adjust the main unit speed according to the handle position, and the shaft-driven frequency converter starts automatically at the same time; the shaft-driven frequency converter runs, and the torque output of the shaft-driven motor is adjusted according to the handle position.

[0113] In PTO mode, the main unit is started and stopped via buttons on the control panel, and its speed is adjusted via a handle. The inverter starts and stops automatically based on the handle's position, and the power generation is controlled according to instructions from the energy management system. The specific operating procedure is as follows: With the main unit ready and the handle in the zero position, press the main unit start button at the current control position; the main unit is running at idle speed, push the handle to the gearbox engagement position, the gearbox engages, and the main unit drives the propeller; continue pushing the handle to adjust the main unit speed according to its position, and simultaneously the shaft-driven inverter starts automatically; the shaft-driven inverter runs, and the DC voltage of the shaft-driven inverter is adjusted according to instructions from the energy management system.

[0114] In PTH mode, the start and stop of the shaft-driven motor are controlled by buttons on the control panel, and the speed of the shaft-driven motor is adjusted by the handle. The specific operation method is as follows: With the shaft-driven frequency converter ready and the handle in the zero position, press the motor start button at the current control position; the shaft-driven frequency converter runs, the shaft-driven motor drives the propeller, and the motor speed is adjusted according to the handle position.

[0115] Compared with the prior art, the third embodiment of this application provides a control method for an inland waterway vessel, used to employ a remote control system as described in any of the above embodiments. The control method includes: determining a valid control location; activating the host mode switching button, motor mode switching button, and emergency exit button at the valid control location; acquiring mode commands from the mode control system; performing a mode switching operation according to the mode commands; and performing a switch completion operation after the mode switching operation is completed. Thus, by controlling the mode switching operation, switch completion operation, and emergency operation through the control logic of the valid control location, the problems of inflexible mode switching and slow system response speed in existing control systems are solved.

[0116] The hybrid power system, remote control system, and control method for an inland waterway vessel provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the technical solutions and core ideas of this application. Those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for controlling inland waterway vessels, characterized in that, A remote control system for inland waterway vessels, the remote control system comprising: a machine-side control unit (410), a central control room control unit (420), and a wheelhouse control unit (430); the machine-side control unit (410), the central control room control unit (420), and the wheelhouse control unit (430) are equipped with operation buttons, the operation buttons including a main engine mode switch button, a motor mode switch button, an emergency exit button, a main engine start button, a main engine stop button, a motor start button, and a motor stop button; The control method includes: Identify locations under effective control; Activate the host mode switch button, motor mode switch button, and emergency exit button in the effective control location; Obtain the mode command from the mode control system; The mode switching operation is executed according to the mode command; the control logic of the mode switching operation includes: the host start button, motor start button and motor stop button of the effective control location are all invalid; the host stop button is valid; pressing the host stop button stops the host and triggers the host remote control permission loss alarm, so that the mode control system exits the mode switching operation; After the mode switching operation is completed, a switch completion operation is performed.

2. The control method as described in claim 1, characterized in that, The remote control system further includes a mode control module (300), which is used to issue mode commands to control the operating mode of the hybrid power system; the operating modes include host mode, power input mode, power output mode and power return mode; The control logic for the switching completion operation includes: When the operating mode after the switch is completed is host mode, power input mode, or power output mode, the host start button, motor start button, and motor stop button in the effective control location are all invalid, and the current operating mode remains in operation; the host stop button is valid, pressing the host stop button will stop the host and trigger the host remote control permission loss alarm, so that the mode control system exits the mode switching operation; all buttons in the invalid control location are invalid; When the operating mode after the switch is completed is the power return mode, the main unit start button, the main unit stop button, the motor start button, and the motor stop button are all effective; all buttons in the invalid control area are invalid.

3. The control method as described in claim 2, characterized in that, The control method also includes emergency procedures: When either the host mode switch button or the motor mode switch button of the effective control location is released, or when the emergency exit button fails, the emergency operation is initiated.

4. The control method as described in claim 3, characterized in that, The control logic for the emergency operation includes: The main unit start button, the main unit stop button, the motor start button, and the motor stop button in the effective control location are all effective; The current operating mode of the hybrid power system is determined based on the operating status of the main unit (120) and the shaft-driven motor (130).

5. The control method as described in claim 3, characterized in that, The control method also includes unrecognized mode operation: When the mode switching operation cannot be completed, the unrecognized mode operation is entered.

6. The control method as described in claim 5, characterized in that, The unrecognized pattern operation includes: Within the effective control area, the host (120) is started by controlling the host start button, and the shaft motor (130) is started by controlling the motor start button; When the host (120) is running, it is determined that the hybrid power system is in host mode; When the host (120) is stopped and the shaft motor (130) is running, it is determined that the hybrid power system is in power return mode.

7. A hybrid power system for an inland waterway vessel, characterized in that, For performing the control method of an inland waterway vessel as described in any one of claims 1-6, the inland waterway vessel includes a port side and a starboard side, each of the port side and the starboard side being provided with a propeller, the hybrid power system comprising: A drive module (100) is connected to the propeller; Variable frequency power distribution module (200); the variable frequency power distribution module (200) is connected to the drive module (100) so that the drive module (100) changes the speed of the propeller under the control of the variable frequency power distribution module (200).

8. The hybrid power system as described in claim 7, characterized in that, The variable frequency power distribution module (200) includes: A DC power distribution board (210) includes a DC busbar (211) and a frequency converter (212) integrated on the DC busbar (211). A gas generator set (220) is connected to the DC distribution board (210) so that the electricity of the gas generator set (220) flows through the DC bus (211); An energy storage module (230) is connected to the DC power distribution board (210) so that the electricity of the energy storage module (230) flows through the DC bus (211).

9. The hybrid power system as described in claim 8, characterized in that, The energy storage module (230) includes a lithium battery energy storage unit and a supercapacitor energy storage unit to maintain the voltage stability of the DC bus (211).

10. The hybrid power system as claimed in claim 9, characterized in that, The drive module (100) includes: Gearbox (110), wherein a main clutch (111) is provided in the gearbox (110); The host (120) is connected to the main clutch (111); A shaft-driven motor (130) is connected to the main clutch (111); and the shaft-driven motor (130) is connected to the DC power distribution board (210) so that the electricity of the shaft-driven motor (130) flows through the DC bus (211).

11. A remote control system for an inland waterway vessel, characterized in that, For controlling the hybrid power system as described in any one of claims 7-10, the remote control system comprises: A mode control module (300) is used to issue mode commands to control the operating mode of the hybrid power system; the operating modes include host mode, power input mode, power output mode and power return mode; The main propulsion control module (400) is used to perform control operations according to the mode command.

12. The remote control system as described in claim 11, characterized in that, The main propulsion control module (400) includes: A local control unit (410) is used to issue a first command; Central control room (420) is used to receive and execute the first instruction, or to issue a second instruction, or to issue a third instruction; A cab control unit (430) is configured to receive and execute the first instruction, or to receive and execute the second instruction, or to receive and execute the third instruction.

13. The remote control system as described in claim 12, characterized in that, The first instruction is an instruction to switch the effective control location to the machine-side control location (410); the second instruction is an instruction to switch the effective control location to the central control room control location (420); the third instruction is an instruction to switch the effective control location to the cockpit control location (430); the effective control location is the location that performs the current control operation.

14. The remote control system as described in claim 13, characterized in that, The main propulsion control module (400) also includes: The engine control unit (410) is equipped with a port main propeller control box (411) and a starboard main propeller control box (412). The central control room control area (420) is equipped with a port main propulsion central control room touch screen (421), a port main propulsion central control room control unit (422), a starboard main propulsion central control room touch screen (423), a starboard main propulsion central control room control unit (424), and a main propulsion central control room control panel (425). The cockpit control area (430) is equipped with a port main propulsion cockpit touch screen (431), a port main propulsion cockpit wiring board (432), a starboard main propulsion cockpit touch screen (433), a starboard main propulsion cockpit wiring board (434), and a main propulsion cockpit control panel (435).

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