Electromechanical hybrid propulsion ship power system and control method thereof

Abstract

The invention relates to the technical field of ship power system control, in particular to an electromechanical hybrid propulsion ship power system and a control method thereof. The bidirectional motor serves as a mechanical energy and electric energy conversion node and is matched with the control and switching device to enable the propelling system and the electric power system to be communicated in an electric energy mode, mutual power conversion and application between the two systems are achieved, and the power utilization efficiency of the ship power system can be effectively improved by combining the corresponding control method; according to the invention, the communication between the propulsion system and the electric power system is realized, the relative independence of the two systems is maintained, the propulsion system and the electric power system can be mutually backed up, and the vitality of the propulsion system and the electric power system is greatly improved; the low-noise performance of the ship under the low-speed working condition is improved, arrangement of the propulsion system is more flexible through electric bridging, and the overall space use efficiency of the ship can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of ship power system control, and in particular to an electromechanical hybrid propulsion ship power system and a control method thereof. Background Art

[0002] The propulsion system has always been the top priority in ship design. Due to the wide range of ship speeds and multiple operating conditions, the following factors need to be considered when determining the propulsion system solution:

[0003] (a) The ratio of maximum propulsion power to total installed power; (b) The ease of obtaining equipment; (c) The maintainability and reliability of the system; (d) The economy of life cycle operation; (e) The vitality of the system (damage resistance); (f) Others (special operating conditions, such as low noise conditions);

[0004] In the existing ship power system solutions, the ship power system and the propulsion system are usually operated independently of each other. In recent years, with the development and application of ship electric propulsion technology, ship propulsion systems have also formed a variety of combinations and a variety of operation modes to cope with the multi-operating conditions of ship navigation. However, when the existing ship power system and propulsion system are mixed for propulsion, there are still problems such as insufficient power utilization and high system working noise. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a ship power system with electromechanical hybrid propulsion and a control method thereof, which can effectively improve the power utilization efficiency of the ship power system and enhance the fuel economy and low noise performance of ship use.

[0006] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0007] 1. A ship power system with electromechanical hybrid propulsion

[0008] The present invention provides a ship power system with electromechanical hybrid propulsion, comprising a separately arranged gas turbine 1 and a gas turbine 2, wherein the gas turbine 1 and the gas turbine 2 are respectively connected to a propulsion shaft 5 and a propulsion shaft 6 through a gear box 3 and a gear box 4, the ends of the propulsion shaft 5 and the propulsion shaft 6 are respectively connected to a propeller 7 and a propeller 8, and the middle parts of the propulsion shaft 5 and the propulsion shaft 6 are respectively provided with a bidirectional shaft belt motor 19 and a bidirectional shaft belt motor 20, the bidirectional shaft belt motor 19 and the bidirectional shaft belt motor 20 are both electrically connected to a control and switching device 11 through connecting cables, and the control and switching device 11 is electrically connected to a ship power system 12.

[0009] Preferably, the bidirectional shaft belt motor 1 9 and the bidirectional shaft belt motor 2 10 both have a generator mode and a motor mode, which are used to convert the mechanical energy of the corresponding propulsion shaft into electrical energy and transmit it to the control and switching device 11, or convert the electrical energy transmitted by the control and switching device 11 into mechanical energy to drive the corresponding propulsion shaft to operate.

[0010] Preferably, the control and switching device 11 is used to control the speed of the bidirectional shaft motor 1 9 and the bidirectional shaft motor 2 10 in the motor mode, and the control and switching device 11 is also used to transmit the electric energy transmitted in the shaft motor generator mode to the ship power system 12, or to transmit the electric energy stored in the ship power system 12 to the shaft motor in the motor mode.

[0011] 2. A control method for a ship power system

[0012] Based on the same inventive concept, the present invention also provides a control method for the ship power system as described above, which specifically includes the following steps:

[0013] S1, judging the current operating condition of the ship;

[0014] S2, when the ship is in high speed operation, dual gas turbine propulsion plus electric power system auxiliary propulsion is adopted;

[0015] S3, when the ship is in the cruising speed operating condition; single gas turbine propulsion plus single motor propulsion is adopted;

[0016] S4: When the ship is in low speed operation, it adopts single gas turbine propulsion plus electric power system auxiliary propulsion;

[0017] S5: When the ship is in a fault-resistant operating condition, it switches to the corresponding backup propulsion mode according to the location of the fault.

[0018] Preferably, in step S2, the high-speed operation condition is specifically that the ship speed is higher than a preset maximum cruise speed of the ship;

[0019] The dual gas turbine propulsion plus electric system auxiliary propulsion form is specifically that both gas turbines operate at a preset power of one; at the same time, both bidirectional shaft belt motors are in motor mode, and the ship's power system provides electrical energy to assist in driving the corresponding propulsion shafts to operate.

[0020] Preferably, in step S3, the cruising speed operating condition is specifically that the ship speed is not higher than a preset maximum value of the ship cruising speed and not lower than a preset minimum value of the ship cruising speed;

[0021] The single gas turbine propulsion plus single motor propulsion form is specifically that any one gas turbine operates according to the preset power two, the corresponding bidirectional shaft belt motor on its propulsion shaft is in generator mode, and the electric energy generated by the generator is transmitted to another bidirectional shaft belt motor for use, and the other bidirectional shaft belt motor is in motor mode, which is used to drive the propulsion shaft corresponding to the other gas turbine to operate.

[0022] Part of the electric energy generated by the generator is transmitted to the other bidirectional shaft belt motor for use, and the other part is transmitted to the load of the ship's power system for use.

[0023] Preferably, in step S4, the low speed operation condition is specifically that the ship speed is lower than a preset minimum cruising speed of the ship;

[0024] The single gas turbine propulsion plus electric system auxiliary propulsion form is specifically that any one gas turbine operates according to the preset power three, and the corresponding bidirectional shaft belt motor on its propulsion shaft is in the motor mode, and the gas turbine and the corresponding bidirectional shaft belt motor jointly drive the corresponding propulsion shaft to operate.

[0025] Preferably, in step S5, when a ship gas turbine fails, both bidirectional shaft motors are in motor mode, and the ship power system provides electrical energy to drive the corresponding propulsion shafts to operate.

[0026] Preferably, in step S5, when a fault occurs in the ship's power system, both gas turbines operate at a preset power of four, and both bidirectional shaft motors are in generator mode, and the electric energy generated by the generators is transmitted to the load of the ship's power system for use.

[0027] Compared with the prior art, the present invention has the following main advantages:

[0028] 1. The present invention uses a bidirectional motor as a node for converting mechanical energy into electrical energy, and cooperates with a control and switching device to connect the propulsion system and the power system in the form of electrical energy, thereby realizing mutual power conversion and application between the two systems. Combined with the corresponding control method, the power utilization efficiency of the ship power system can be effectively improved;

[0029] 2. The present invention adopts a hybrid propulsion mode of mechanical propulsion and electric propulsion, which not only maintains the maturity and reliability of the traditional propulsion system, but also possesses the advancement of electric propulsion, and further improves the economy of the ship's life cycle and the stability of operation;

[0030] 3. The present invention realizes the connection between the propulsion system and the power system, which maintains the relative independence of the two systems and enables the propulsion system and the power system to back up each other, greatly improving the vitality of the propulsion system and the power system;

[0031] 4. The present invention improves the low noise performance of the ship under low-speed conditions, and the power jumper makes the layout of the propulsion system more flexible, which helps to improve the overall space utilization efficiency of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is an overall schematic diagram of a ship power system in an embodiment of the present invention;

[0033] Figure 2 is a flow chart of a control method in an embodiment of the present invention;

[0034] Figure 3 The operation diagram of the ship power system under high speed operation condition in the embodiment of the present invention is shown in FIG. Figure 1 ;

[0035] Figure 4 The operation diagram of the ship power system under high speed operation condition in the embodiment of the present invention is shown in FIG. Figure 2 ;

[0036] Figure 5 Schematic diagram of the operation of the ship power system under the cruising speed condition in an embodiment of the present invention Figure 1 ;

[0037] Figure 6 Schematic diagram of the operation of the ship power system under the cruising speed condition in an embodiment of the present invention Figure 2 ;

[0038] Figure 7 It is a schematic diagram of the operation of the ship power system under low speed operating conditions in an embodiment of the present invention.

[0039] In the figure: 1-gas turbine 1; 2-gas turbine 2; 3-gear box 1; 4-gear box 2; 5-propulsion shaft 1; 6-propulsion shaft 2; 7-propeller 1; 8-propeller 2; 9-bidirectional shaft belt motor 1; 10-bidirectional shaft belt motor 2; 11-control and switching device; 12-ship power system. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0041] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, and two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0042] Embodiment 1: This embodiment provides a ship power system with electromechanical hybrid propulsion, such as Figure 1 As shown, it mainly includes: a gas turbine 1 and a gas turbine 2 which are separately arranged, the gas turbine 1 and the gas turbine 2 are respectively connected to a propulsion shaft 5 and a propulsion shaft 6 through a gear box 3 and a gear box 4, the ends of the propulsion shaft 5 and the propulsion shaft 6 are respectively connected to a propeller 7 and a propeller 8, and the middle parts of the propulsion shaft 5 and the propulsion shaft 6 are respectively provided with a bidirectional shaft belt motor 19 and a bidirectional shaft belt motor 2 10, the bidirectional shaft belt motor 19 and the bidirectional shaft belt motor 2 10 are both electrically connected to a control and switching device 11 through connecting cables, and the control and switching device 11 is electrically connected to a ship power system 12.

[0043] Furthermore, the bidirectional shaft belt motor 1 9 and the bidirectional shaft belt motor 2 10 both have a generator mode and a motor mode, which are used to convert the mechanical energy of the corresponding propulsion shaft into electrical energy and transmit it to the control and switching device 11, or convert the electrical energy transmitted by the control and switching device 11 into mechanical energy to drive the corresponding propulsion shaft to operate.

[0044] Furthermore, the control and switching device 11 is used to control the speed of the bidirectional shaft motor 1 9 and the bidirectional shaft motor 2 10 in the motor mode. At the same time, the control and switching device 11 is also used to transmit the electric energy transmitted in the shaft motor generator mode to the ship power system 12, or to transmit the electric energy stored in the ship power system 12 to the shaft motor in the motor mode.

[0045] Embodiment 2: Based on the same inventive concept, this embodiment also provides a control method for the ship power system as described above, such as Figure 2 As shown, the specific steps include:

[0046] S1, judging the current operating condition of the ship;

[0047] S2: When the ship is in high-speed operation, it adopts dual gas turbine propulsion plus electric power system auxiliary propulsion;

[0048] S3, when the ship is in the cruising speed operating condition; single gas turbine propulsion plus single motor propulsion is adopted;

[0049] S4: When the ship is in low speed operation, it adopts single gas turbine propulsion plus electric power system auxiliary propulsion;

[0050] S5: When the ship is in a fault-resistant operating condition, it switches to the corresponding backup propulsion mode according to the location of the fault.

[0051] Furthermore, in step S2, the high-speed operation condition is specifically that the ship speed is higher than a preset maximum cruise speed of the ship;

[0052] The dual gas turbine propulsion plus electric system auxiliary propulsion form is specifically that both gas turbines operate at a preset power of one; at the same time, both bidirectional shaft belt motors are in motor mode, and the ship's power system provides electrical energy to assist in driving the corresponding propulsion shafts to operate.

[0053] Further, in step S3, the cruising speed operating condition is specifically that the ship speed is not higher than a preset maximum value of the ship cruising speed and not lower than a preset minimum value of the ship cruising speed;

[0054] The single gas turbine propulsion plus single motor propulsion form is specifically that any one gas turbine operates according to the preset power two, the corresponding bidirectional shaft belt motor on its propulsion shaft is in generator mode, and the electric energy generated by the generator is transmitted to another bidirectional shaft belt motor for use, and the other bidirectional shaft belt motor is in motor mode, which is used to drive the propulsion shaft corresponding to the other gas turbine to operate.

[0055] Part of the electric energy generated by the generator is transmitted to the other bidirectional shaft belt motor for use, and the other part is transmitted to the load of the ship's power system for use.

[0056] Further, in step S4, the low speed operation condition is specifically that the ship speed is lower than a preset minimum cruising speed of the ship;

[0057] The single gas turbine propulsion plus electric system auxiliary propulsion form is specifically that any one gas turbine operates according to the preset power three, and the corresponding bidirectional shaft belt motor on its propulsion shaft is in the motor mode, and the gas turbine and the corresponding bidirectional shaft belt motor jointly drive the corresponding propulsion shaft to operate.

[0058] Furthermore, in step S5, when a ship gas turbine fails, both bidirectional shaft motors are in motor mode, and the ship power system provides electrical energy to drive the corresponding propulsion shafts to operate.

[0059] Furthermore, in step S5, when a fault occurs in the ship's power system, both gas turbines operate at a preset power of four, and both bidirectional shaft motors are in generator mode, and the electric energy generated by the generators is transmitted to the load of the ship's power system for use.

[0060] Embodiment 3: This embodiment provides a control method for a ship power system, including:

[0061] 1) High speed operation conditions

[0062] When the ship is running at high speed, the two propulsion systems operate independently, the two gas turbines drive the shaft propellers to operate respectively, and the two propulsion systems operate in the same way as the all-fuel combined propulsion mode. Figure 3 As shown, the propulsion scheme for this working condition ensures the maturity and reliability of mechanical propulsion, and can reduce the risk of developing high-speed electric propulsion and high-power electric propulsion related equipment.

[0063] Under this condition, the ship is in mechanical propulsion mode; at the same time, the remaining power reserve of the power system can be used as the reserve power of the propulsion system, such as Figure 4 As shown, when necessary, the surplus electricity of the power system can be used to drive the motor and add power to the propulsion system to make the ship more powerful.

[0064] 2) Cruising speed conditions

[0065] At cruising speed, the propulsion power demand is greatly reduced, and it can be propelled by any of the main engines, with its shaft motor used as a generator to convert part of the power into electrical energy. The electrical energy is transmitted to the other shaft motor through the switching control device. At this time, the other shaft motor is used as an electric motor. Figure 5 shown.

[0066] Under this condition, the ship is in a hybrid propulsion mode. In order to increase the operating power of the main engine under this condition, the power generated by the shaft motor can be delivered to the load of the power system while meeting the propulsion of the other shaft. Figure 6 shown.

[0067] 3) Low speed operation conditions

[0068] When the speed is lower than the cruising speed, the power of a single main engine will be more than enough for propulsion, and the main engine is operating in a low-power condition. At this time, the main engine has low efficiency and poor operating stability. In addition to using the main engine to undertake propulsion (operating in the same way as cruising conditions), this application can also use electric propulsion from the reserve power of the power system. At this time, the power system is basically in a higher operating condition, with good operating stability, and the vibration of the gearbox is reduced, which can reduce the vibration and noise radiation of the entire ship. The operating diagram is as follows Figure 7 shown.

[0069] The power of the power system can be adjusted according to the load, so it can meet the high-efficiency operation in the low speed range. In addition to having good economy, it can also be applied to low-noise demand conditions and improve the special performance of the ship. Under this condition, the whole ship is equivalent to a comprehensive electric ship.

[0070] 4) Special operating conditions

[0071] a) Fault-resistant operating conditions

[0072] As a ship, it is necessary to consider the special operating mode of the system under fault conditions, that is, the fault operating condition. As the two most important systems that provide power and electricity, the vitality of the propulsion system and the power system should be an important consideration in ship design.

[0073] The propulsion system of this technical solution eliminates the cross-gearbox and reduces the layout constraints of the two main engines. It helps to reduce the risk of simultaneous failure of the two main engines. The shaft belt motor under the cable connection is also more flexible than the cross-gearbox and can be distributed in different compartments. After the power system and the propulsion type are connected, the vitality of the propulsion system and the power system is further improved at the same time. At this time, the propulsion system can serve as a backup for the power system, and the power system can serve as a backup for the low-speed operation of the propulsion system, greatly improving the vitality of the ship's propulsion system and power system.

[0074] The operation mode after the power system fails refers to the cruise condition. Figure 6 ; The operation mode after the propulsion system fails refers to the low speed condition Figure 7 .

[0075] b) Low noise operation conditions

[0076] Low-speed electric system propulsion condition (refer to low-speed condition Figure 7 ) comes only from the diesel generator, which reduces the vibration noise of the three gearboxes compared to the full-fuel combination. Therefore, it has better mechanical low-noise performance. In addition, the diesel engine has less infrared radiation, which also helps to reduce infrared radiation and improve the infrared radiation characteristics of the ship.

[0077] Furthermore, all parts involved in this application that are not described in detail are the same as the prior art or are implemented using the prior art.

[0078] In summary:

[0079] 1. The present invention uses a bidirectional motor as a node for converting mechanical energy into electrical energy, and cooperates with a control and switching device to connect the propulsion system and the power system in the form of electrical energy, thereby realizing mutual power conversion and application between the two systems. Combined with the corresponding control method, the power utilization efficiency of the ship power system can be effectively improved;

[0080] 2. The present invention adopts a hybrid propulsion mode of mechanical propulsion and electric propulsion, which not only maintains the maturity and reliability of the traditional propulsion system, but also possesses the advancement of electric propulsion, and further improves the economy of the ship's life cycle and the stability of operation;

[0081] 3. The present invention realizes the connection between the propulsion system and the power system, which maintains the relative independence of the two systems and enables the propulsion system and the power system to back up each other, greatly improving the vitality of the propulsion system and the power system;

[0082] 4. The present invention improves the low noise performance of the ship under low-speed conditions, and the power jumper makes the layout of the propulsion system more flexible, which helps to improve the overall space utilization efficiency of the ship.

[0083] It will be easily understood by those skilled in the art that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A ship power system with electromechanical hybrid propulsion, characterized in that: The invention comprises a gas turbine 1 (1) and a gas turbine 2 (2) which are separately arranged. The gas turbine 1 (1) and the gas turbine 2 (2) are connected to a propulsion shaft 1 (5) and a propulsion shaft 2 (6) respectively through a gear box 1 (3) and a gear box 2 (4). The ends of the propulsion shaft 1 (5) and the propulsion shaft 2 (6) are connected to a propeller 1 (7) and a propeller 2 (8) respectively. The middle parts of the propulsion shaft 1 (5) and the propulsion shaft 2 (6) are respectively provided with a bidirectional shaft belt motor 1 (9) and a bidirectional shaft belt motor 2 (10). The bidirectional shaft belt motor 1 (9) and the bidirectional shaft belt motor 2 (10) are both electrically connected to a control and switching device (11) through a connecting cable. The control and switching device (11) is electrically connected to a ship power system (12).

2. The electromechanical hybrid propulsion ship power system according to claim 1, characterized in that: The bidirectional shaft belt motor 1 (9) and the bidirectional shaft belt motor 2 (10) both have a generator mode and a motor mode, and are used to convert the mechanical energy of the corresponding propulsion shaft into electrical energy and transmit it to the control and switching device (11), or convert the electrical energy transmitted by the control and switching device (11) into mechanical energy to drive the corresponding propulsion shaft to operate.

3. The electromechanical hybrid propulsion ship power system according to claim 2, characterized in that: The control and switching device (11) is used to control the rotational speed of the bidirectional shaft motor 1 (9) and the bidirectional shaft motor 2 (10) in the motor mode. The control and switching device (11) is also used to transmit the electric energy transmitted in the shaft motor generator mode to the ship power system (12), or to transmit the electric energy stored in the ship power system (12) to the shaft motor in the motor mode.

4. A method for controlling a ship power system according to any one of claims 1 to 3, characterized in that: The steps include: S1, judging the current operating condition of the ship; S2: When the ship is in high-speed operation, it adopts dual gas turbine propulsion plus electric power system auxiliary propulsion; S3, when the ship is in the cruising speed operating condition; single gas turbine propulsion plus single motor propulsion is adopted; S4: When the ship is in low speed operation, it adopts single gas turbine propulsion plus electric power system auxiliary propulsion; S5: When the ship is in a fault-resistant operating condition, it switches to the corresponding backup propulsion mode according to the location of the fault.

5. The control method according to claim 4, characterized in that In step S2, the high-speed operation condition is specifically that the ship speed is higher than the preset maximum cruising speed of the ship; The dual gas turbine propulsion plus electric system auxiliary propulsion form is specifically that both gas turbines operate at a preset power of one; at the same time, both bidirectional shaft belt motors are in motor mode, and the ship's power system provides electrical energy to assist in driving the corresponding propulsion shafts to operate.

6. The control method according to claim 4, characterized in that In step S3, the cruising speed operating condition is specifically that the ship speed is not higher than a preset maximum ship cruising speed and not lower than a preset minimum ship cruising speed; The single gas turbine propulsion plus single motor propulsion form is specifically that any one gas turbine operates according to the preset power two, the corresponding bidirectional shaft belt motor on its propulsion shaft is in generator mode, and the electric energy generated by the generator is transmitted to another bidirectional shaft belt motor for use, and the other bidirectional shaft belt motor is in motor mode, which is used to drive the propulsion shaft corresponding to the other gas turbine to operate.

7. The control method according to claim 6, characterized in that: Part of the electric energy generated by the generator is transmitted to the other bidirectional shaft belt motor for use, and the other part is transmitted to the load of the ship's power system for use.

8. The control method according to claim 4, characterized in that In step S4, the low speed operation condition is specifically that the ship speed is lower than a preset minimum cruising speed of the ship; The single gas turbine propulsion plus electric system auxiliary propulsion form is specifically that any one gas turbine operates according to the preset power three, and the corresponding bidirectional shaft belt motor on its propulsion shaft is in the motor mode, and the gas turbine and the corresponding bidirectional shaft belt motor jointly drive the corresponding propulsion shaft to operate.

9. The control method according to claim 4, characterized in that In step S5, when a ship gas turbine fails, both bidirectional shaft motors are in motor mode, and the ship power system provides electrical energy to drive the corresponding propulsion shafts to operate.

10. The control method according to claim 9, characterized in that In step S5, when a fault occurs in the ship's power system, both gas turbines operate at a preset power of four, and both bidirectional shaft motors are in generator mode, and transmit the electric energy generated by the generator to the load of the ship's power system for use.

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