Ship propulsion system and method

Abstract

The invention discloses a ship propulsion system and method, and relates to the technical field of ships, the system comprises a direct current power distribution subsystem, a PTI / PTO motor, a diesel engine, a gearbox, a water-jet propeller and a control subsystem; the direct-current power distribution subsystem is used for supplying power to the PTI / PTO motor; the gear box is used for driving the water-jet propeller under the driving of the PTI / PTO motor and / or the diesel engine so as to propel the ship; and the control subsystem is used for controlling the power flow direction of the PTI / PTO motor and controlling start and stop of the diesel engine, so that the ship operates according to a preset driving mode, and the driving mode comprises a PTI / PTO motor driving mode. By means of the system, when the ship enters a specific area for port operation or sails offshore, the ship is switched to sail in the PTI / PTO motor driving mode, so that the waste gas influence caused by diesel engine driving is avoided, and zero emission is achieved.

Description

Technical Field

[0001] The present application relates to the field of ship technology, and in particular to a ship propulsion system and method. Background Art

[0002] The "Emission Limits and Measurement Methods for Exhaust Pollutants from Ship Engines" issued in 2016 was officially implemented in January 2018. This standard has put forward the demand for new energy ships for ships sailing in major domestic lakes, fixed inland waterways, and fixed-distance voyages. That is, some reservoirs, lakes, inland rivers and other areas no longer allow ships using diesel engines as energy sources to sail. When ships are sailing in these areas, the emission of pollutants must meet the "zero" emission requirements.

[0003] However, the existing ship power system uses diesel engines as the driving source. When the diesel engine propels the ship forward, the exhaust gas emitted contains harmful components such as nitrogen oxides, particulate matter, carbon monoxide, hydrocarbons, etc., which cannot meet the navigation requirements of specific areas. Summary of the invention

[0004] The embodiments of the present application disclose a ship propulsion system and method, which are used to solve the problem that the exhaust gas emitted by existing ships using diesel engines as power systems during navigation contains harmful components such as nitrogen oxides, particulate matter, carbon monoxide, hydrocarbons, etc., and cannot meet the navigation requirements of specific areas.

[0005] On the one hand, an embodiment of the present application provides a ship propulsion system, including a DC power distribution subsystem, a PTI / PTO motor, a diesel engine, a gearbox, a water jet propulsion device, and a control subsystem;

[0006] The DC power distribution subsystem is connected to the PTI / PTO motor, the PTI / PTO motor and the diesel engine are connected to the gearbox, the gearbox is connected to the water jet propulsion, and the control subsystem is connected to the diesel engine and the PTI / PTO motor; wherein,

[0007] DC distribution subsystem for powering the PTI / PTO motor;

[0008] A gearbox for driving a water jet propulsion device under the drive of the PTI / PTO motor and / or the diesel engine to propel the vessel;

[0009] The control subsystem is used to control the power flow of the PTI / PTO motor and the start and stop of the diesel engine so that the ship can operate according to a preset drive mode, wherein the drive mode includes a PTI / PTO motor drive mode.

[0010] In a possible embodiment, the driving mode also includes a diesel engine driving mode; in the diesel engine driving mode, the PTI / PTO motor is in a power generation state to charge the power battery in the DC power distribution subsystem.

[0011] In a possible embodiment, the DC power distribution subsystem includes a power battery and a DC power distribution board, the power battery is connected to the DC power distribution board, and the DC power distribution board is connected to the PTI / PTO motor;

[0012] The DC distribution board is used to supply power to the PTI / PTO motor through the power battery in the PTI / PTO motor drive mode; in the diesel engine drive mode, the diesel engine drives the PTI / PTO motor to charge the power battery.

[0013] In a possible embodiment, the ship propulsion system further includes an AC distribution board, which is connected to the DC distribution board and is used to access external power so that the external power charges the power battery in the DC distribution subsystem through the DC distribution board.

[0014] In a possible embodiment, the DC power distribution board includes a rectifier, a DC bus, and an engine module;

[0015] The rectifier and the engine module are connected to the DC bus respectively; the power battery is connected to the rectifier, and the engine module is connected to the PTI / PTO motor; the DC bus is connected to the AC distribution board;

[0016] The rectifier is used to rectify the voltage output by the power battery, and transmit the rectified voltage to the PTI / PTO motor through the DC bus and the engine module to power the PTI / PTO motor.

[0017] In a possible embodiment, the DC distribution board further includes an inverter, which is connected to the DC bus and the AC distribution board and is used for inverting the AC voltage output by the AC distribution board into a DC voltage and transmitting the DC voltage to the DC bus.

[0018] In a possible embodiment, the AC distribution board includes a first isolating switch, an AC busbar, and a second isolating switch;

[0019] The first isolating switch and the second isolating switch are connected to the AC bus;

[0020] The first isolating switch is connected to the inverter via a transformer;

[0021] The second isolating switch is used to connect to external power.

[0022] In a possible embodiment, the control subsystem includes an energy management controller and a main controller, the energy management controller is used to control the charging and discharging of the power battery, and the main controller is used to control the PTI / PTO motor, the gearbox, the diesel engine, and the water jet propulsion so that the ship operates according to a preset drive mode.

[0023] In a possible embodiment, the ship propulsion system also includes a backup subsystem, which includes a DC distribution subsystem, a PTI / PTO motor, a diesel engine, a gearbox, a water jet propulsion, and a control subsystem. The backup subsystem and the system jointly propel the ship, or the backup subsystem and the system serve as backup for each other.

[0024] On the one hand, an embodiment of the present application provides a ship propulsion method, based on any of the above-mentioned ship propulsion systems, the method includes:

[0025] Obtaining the position information around the ship;

[0026] Determine the ship's driving environment corresponding to the orientation information;

[0027] When the ship's driving environment is a restricted pollutant emission area, the ship's driving mode is switched to the PTI / PTO motor driving mode;

[0028] When the ship's driving environment is an area without pollutant emission restrictions, the ship's driving mode is switched to a diesel engine driving mode.

[0029] The beneficial effects of this application are as follows:

[0030] The embodiment of the present application provides a ship propulsion system and method, wherein the ship propulsion system includes a DC power distribution subsystem, a PTI / PTO motor, a diesel engine, a gearbox, a water jet propulsion, and a control subsystem; wherein the DC power distribution subsystem is used to power the PTI / PTO motor; the gearbox is used to drive the water jet propulsion to propel the ship under the drive of the PTI / PTO motor and / or the diesel engine; the control subsystem is used to control the power flow of the PTI / PTO motor and control the start and stop of the diesel engine so that the ship operates according to a preset drive mode, wherein the drive mode includes a PTI / PTO motor drive mode. Through this system, when a ship enters a specific area port operation or sails offshore, the ship is switched to the PTI / PTO motor drive mode for navigation, thereby avoiding the exhaust gas impact caused by the diesel engine drive, achieving "zero" emissions, and meeting the traffic conditions.

[0031] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or understood by practicing the present application. The purpose and other advantages of the present application can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the related technical descriptions are briefly introduced below. Obviously, the drawings described below are only the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0033] Figure 1 This is one of the structural schematic diagrams of a ship propulsion system in an embodiment of the present application;

[0034] Figure 2 This is a second structural schematic diagram of a ship propulsion system in an embodiment of the present application;

[0035] Figure 3 This is a third structural schematic diagram of a ship propulsion system in an embodiment of the present application;

[0036] Figure 4 This is a fourth structural schematic diagram of a ship propulsion system in an embodiment of the present application;

[0037] Figure 5 This is a fifth structural diagram of a ship propulsion system in an embodiment of the present application;

[0038] Figure 6 This is a sixth structural diagram of a ship propulsion system in an embodiment of the present application;

[0039] Figure 7 This is the seventh structural diagram of a ship propulsion system in an embodiment of the present application;

[0040] Figure 8 This is an eighth structural diagram of a ship propulsion system in an embodiment of the present application;

[0041] Fig. 9 This is a schematic diagram of the structure of a power system in an embodiment of the present application;

[0042] Fig.10 This is a schematic diagram of the structure of a hybrid power control system in an embodiment of the present application;

[0043] Fig.11 This is a flow chart of the steps of a ship propulsion method in an embodiment of the present application.

[0044] The numbers in the figure are: 101, DC distribution subsystem; 102, PT I / PTO motor; 103, diesel engine; 104, gearbox; 105, water jet propulsion; 106, control subsystem; 201, power battery; 202, DC distribution board; 301, AC distribution board; 401, rectifier; 402, DC bus; 403, engine module; 501, inverter; 601, first disconnector; 602, AC bus; 603, second disconnector; 701, main controller; 702, energy management controller; 801, DC distribution subsystem. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme in the embodiment of the present application will be clearly and completely described below in conjunction with the drawings in the embodiment of the present application. Obviously, the described embodiment is only a part of the embodiment of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application. In the absence of conflict, the embodiments in the present application and the features in the embodiments can be arbitrarily combined with each other. In addition, although the logical order is shown in the flow chart, in some cases, the steps shown or described can be performed in an order different from that here.

[0046] The terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0047] The preferred embodiments of the present application are described below in conjunction with the drawings in the specification. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application. In addition, the embodiments and features in the embodiments of the present application may be combined with each other if there is no conflict.

[0048] The existing ship power system uses diesel engines as the driving source. When the diesel engine propels the ship forward, the exhaust gas emitted contains harmful components such as nitrogen oxides, particulate matter, carbon monoxide, hydrocarbons, etc., which cannot meet the navigation requirements of specific areas.

[0049] In order to solve the above problems, Figure 1 As shown, it is a structural schematic diagram of a ship propulsion system provided in an embodiment of the present application, wherein the ship propulsion system includes a DC power distribution subsystem 101, a PTI / PTO motor 102, a diesel engine 103, a gearbox 104, a water jet propulsion unit 105, and a control subsystem 106.

[0050] The DC power distribution subsystem 101 is connected to the PTI / PTO motor 102 , the PTI / PTO motor 102 and the diesel engine 103 are connected to the gear box 104 , the gear box 104 is connected to the water jet propulsion 105 , and the control subsystem 106 is connected to the diesel engine 103 and the PTI / PTO motor 102 .

[0051] The DC power distribution subsystem 101 is used to supply power to the PTI / PTO motor 102 .

[0052] The gearbox 104 is used to drive the water jet propulsion unit 105 under the drive of the PTI / PTO motor 102 and / or the diesel engine 103 to propel the ship.

[0053] The control subsystem 106 is used to control the power flow of the PTI / PTO motor 102 and control the start and stop of the diesel engine 103 so that the ship operates according to a preset driving mode, wherein the driving mode includes a PTI / PTO motor driving mode.

[0054] Optionally, the gearbox 104 includes a PTI / PTO motor interface, and the PTI / PTO motor 102 is connected to the gearbox 104 via the PTI / PTO motor interface.

[0055] Through the above-mentioned ship propulsion system, when the ship enters a specific area port operation or sails near the coast, the ship is switched to the PTI / PTO motor drive mode for navigation, thereby avoiding the exhaust impact caused by diesel engine drive, achieving "zero" emissions, and meeting the traffic conditions.

[0056] Optionally, the driving mode also includes a diesel engine driving mode.

[0057] In the diesel engine driving mode, the PTI / PTO motor 102 is in a power generation state to charge the power battery 201 in the DC power distribution subsystem 101 .

[0058] In a possible embodiment, Figure 2 FIG. 1 is a schematic diagram of another structural diagram of a ship propulsion system provided in an embodiment of the present application. Figure 2 In the embodiment, the DC power distribution subsystem 101 includes a power battery 201 and a DC power distribution board 202 . The power battery 201 is connected to the DC power distribution board 202 , and the DC power distribution board 202 is connected to the PTI / PTO motor 102 .

[0059] Among them, the DC distribution board 202 is used to power the PTI / PTO motor 102 through the power battery 201 in the PTI / PTO motor drive mode; in the diesel engine drive mode, the PTI / PTO motor 102 is driven by the diesel engine 103. At this time, the PTI / PTO motor 102 is used as a generator to convert the surplus power of the diesel engine 103 into electrical energy, thereby charging the power battery 201.

[0060] In a possible embodiment, Figure 3 FIG. 1 is a schematic diagram of another structural diagram of a ship propulsion system provided in an embodiment of the present application. Figure 3 In the embodiment, the ship propulsion system further includes an AC distribution board 301 , which is connected to a DC distribution board 202 and is used to access external power so that the external power can charge the power battery 201 in the DC distribution subsystem 101 through the DC distribution board 202 .

[0061] In the ship propulsion system, the external power is AC power. Under the action of the AC distribution board 301, the external power is converted into DC power and input into the DC distribution board 202, thereby charging the power battery 201. In addition, the external power can also be used for DC power distribution for the entire ship through the DC distribution board 202, such as mobile phone charging, DC lighting, etc.

[0062] In a possible embodiment, Figure 4 FIG. 1 is a schematic diagram of another structural diagram of a ship propulsion system provided in an embodiment of the present application. Figure 4 In the embodiment, the DC distribution board 202 includes a rectifier 401 , a DC bus 402 , and a motor module 403 .

[0063] The rectifier 401 and the engine module 403 are respectively connected to the DC bus 402; the power battery 201 is connected to the rectifier 401, and the engine module 403 is connected to the PTI / PTO motor 102; the DC bus 402 is connected to the AC distribution board 301. During the specific connection process, it is necessary to transfer through the inverter 501 in the DC distribution board 202 (not shown in the figure).

[0064] The rectifier 401 is used to rectify the voltage output by the power battery 201 , and transmit the rectified voltage to the PTI / PTO motor 102 through the DC bus 402 and the engine module 403 to power the PTI / PTO motor 102 .

[0065] In the ship propulsion system, the AC distribution board 301 transmits external power to the DC bus 402 in the DC distribution board 202, and then the DC bus 402 transmits the received DC power to the engine module 403 and the rectifier 401, so as to charge the power battery 201 through the rectifier 401 and power the PTI / PTO motor 102 through the engine module 403.

[0066] In a possible embodiment, Figure 5 FIG. 1 is a schematic diagram of another structural diagram of a ship propulsion system provided in an embodiment of the present application. Figure 5 In the embodiment, the DC distribution board 202 further includes an inverter 501, which is connected to the DC bus 402 and the AC distribution board 301, and is used to invert the AC voltage output by the AC distribution board 301 into a DC voltage and transmit it to the DC bus 402. In the ship propulsion system, the external power is AC power, which is transmitted to the DC distribution board 202 through the AC distribution board 301. The DC distribution board 202, under the action of the inverter 501, inverts the AC power into DC power. The voltage of the DC power is consistent with the voltage level of the DC bus 402. Then, the DC bus 402 further uses the DC power for charging the power battery 201 and for driving the PTI / PTO motor 102.

[0067] In a possible embodiment, Figure 6 FIG. 1 is a schematic diagram of another structural diagram of a ship propulsion system provided in an embodiment of the present application. Figure 6 In the embodiment, the AC distribution board 301 includes a first isolating switch 601, an AC busbar 602 and a second isolating switch 603;

[0068] The first isolating switch 601 and the second isolating switch 603 are connected to the AC bus 602;

[0069] The first isolating switch 601 is connected to the inverter 501 via a transformer;

[0070] The second isolating switch 603 is used to connect to external power.

[0071] In the ship propulsion system, the first isolating switch 601 and the second isolating switch 603 have the functions of protection and isolation to prevent the influence of overcurrent.

[0072] In a possible embodiment, Figure 7 FIG. 1 is a schematic diagram of another structural diagram of a ship propulsion system provided in an embodiment of the present application. Figure 7In the embodiment, the control subsystem 106 includes a main controller 701 and an energy management controller 702. The energy management controller 702 is used to control the charging and discharging of the power battery 201. The main controller 701 is used to control the PTI / PTO motor 102, the gearbox 104, the diesel engine 103, and the water jet propulsion device 105 so that the ship can operate according to a preset driving mode.

[0073] In the ship propulsion system, the energy management controller 702 controls the charging and discharging processes of the power battery 201 by controlling the rectifier 401, the inverter 501 and other devices in the DC power distribution subsystem 101, thereby realizing efficient use of battery energy. The main controller 701 controls the PTI / PTO motor 102, the gearbox 104, the diesel engine 103, and the water jet propulsion 105 to realize that when the ship enters a specific area, the PTI / PTO motor drive mode is used to operate, thereby achieving "zero" pollutant emissions. When the ship enters an area without emission restrictions, the diesel engine drive mode is used to achieve full speed sailing. At the same time, the surplus power can also be used to charge the power battery 201 to achieve full utilization of energy.

[0074] In a possible embodiment, Figure 8 FIG. 1 is a schematic diagram of another structural diagram of a ship propulsion system provided in an embodiment of the present application. Figure 8 In the figure, the ship propulsion system also includes a backup subsystem, which includes a DC power distribution subsystem 801, a PTI / PTO motor 802, a diesel engine 803, a gear box 804, a water jet propulsion device 805, and a control subsystem 806. The backup subsystem and the system jointly propel the ship, or the backup subsystem and the system serve as backup for each other.

[0075] In order to explain the ship propulsion system in this application in more detail, a specific example is given below. In this example, the ship propulsion system includes a power system and a hybrid power control system. Fig. 9 As shown in FIG. 1 , a schematic diagram of the structure of a power system is shown. The topology diagram of the hybrid power control system corresponding to the power system is shown in FIG. Fig.10 shown.

[0076] Based on the above Fig. 9 , Fig.10 The technical solution shown in the topology diagram of the power system and its corresponding hybrid power control system adopts dual water jet propulsion to propel the ship. The driving main shaft is driven by the hybrid power system, that is, the diesel engine (propulsion main engine) drives the water jet propulsion through a hybrid power gearbox. The gearbox contains a PTI / PTO interface, and the PTI / PTO motor is connected to the gearbox through the PTI / PTO interface, so that the PTI / PTO motor and the diesel engine form a parallel shaft mechanical hybrid power system through the gearbox. Fig.10 The hybrid power control system shown in the figure controls the start and stop of the diesel engine, as well as the power flow of the PTI / PTO motor, to realize the hybrid power operation mode of the ship under different working conditions, optimize the energy utilization efficiency, and improve the energy saving, environmental protection and comfort performance of the ship. Fig.10 In the case of a UPS, both the port DC distribution board and the starboard DC distribution board are equipped with corresponding energy management controllers, which control the charging and discharging of the battery pack by controlling the DC / DC rectifier, inverter, etc. Fig.10 In the hybrid power control system, a port propulsion control unit and a starboard propulsion control unit are further provided, and the control unit includes a main controller, which is used to control the operation of the diesel engine, the PTI / PTO motor, the gearbox and the water jet propulsion device 105.

[0077] Among them, the diesel engine adopts a high-speed propulsion diesel engine, which directly drives the water jet propulsion through gearbox deceleration. The diesel engine mainly works under the full-speed condition of the ship, providing the ship with fast and sufficient power response. The PTI / PTO motor adopts a water-cooled permanent magnet motor, which realizes the electric propulsion drive during pure battery power navigation and the power generation function during main engine power navigation through gearbox deceleration. The use of water-cooled permanent magnet motors and the means of increasing the rated speed of the motor can effectively reduce the size and weight of the motor, and can improve the electromechanical conversion efficiency of the motor under electric propulsion or power generation conditions, reducing energy loss.

[0078] The DC distribution board is the control and drive core of the hybrid system, mainly composed of a rectifier / inverter module, a PTI / PTO motor drive module, and a battery charge and discharge control module.

[0079] The PTI / PTO motor drive module is used to drive the motor. In the electric propulsion mode, it drives the PTI / PTO motor to work in the electric mode to realize the ship's pure battery-powered navigation. In the diesel engine propulsion mode, it can drive the PTI / PTO motor to work in the power generation mode to provide a stable DC voltage for the DC bus in the DC distribution board. According to the power demand of the ship under different working conditions, the energy management system can distribute the power provided by the shaft belt generator to various power-consuming equipment.

[0080] The battery charge and discharge control module has the following main functions: charge and discharge control of the power battery pack and safety protection during the charge and discharge process. Through the comprehensive management of the ship's energy management system, the battery charge and discharge control module can optimize the energy flow of the power battery pack and realize the peak-shaving and valley-filling function when the diesel engine shaft generates electricity. In addition, it can be used as a protective device to realize rapid electrical protection in the event of a failure in the power battery pack or the DC distribution board.

[0081] There are two battery charging modes. One is to charge using the power supply at the dock, that is, charging is completed when the ship is docked at the dock; the other is to charge using the ship's main propulsion diesel engine. When the ship is sailing at high speed, it can use the surplus power of the diesel engine to drive the PTI / PTO motor to generate electricity, supply power to the entire ship and store energy in the power battery. The hybrid energy management system can also smooth the energy efficiency of the power supply system when the ship is sailing, ensuring that the power supply system always remains in an efficient working range, thereby maximizing energy efficiency. The diesel engine propulsion mode and the PTI / PTO motor propulsion mode can be switched with one click, especially when the ship is operating in and out of the port and sailing near the coast, the PTI / PTO motor propulsion mode can be fully adopted, thereby achieving "zero" emissions of pollutants and minimizing pollution to ports and cities.

[0082] On the other hand, based on any of the above-mentioned ship propulsion systems, the present application also provides a ship propulsion method, such as Fig.11 As shown, the method comprises the following steps:

[0083] S1101, obtaining the position information around the ship;

[0084] S1102, determining the ship driving environment corresponding to the azimuth information;

[0085] S1103, when the ship's driving environment is a pollutant emission restricted area, switching the ship's driving mode to a PTI / PTO motor driving mode;

[0086] S1104: When the ship's driving environment is an area without pollutant emission restrictions, the ship's driving mode is switched to a diesel engine driving mode.

[0087] Based on the above ship propulsion method, when the ship enters a specific area port operation or sails near the coast, the ship is switched to the PTI / PTO motor drive mode to avoid the exhaust impact caused by the diesel engine drive, achieve "zero" emissions, and thus meet the traffic conditions.

[0088] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A ship propulsion system, characterized in that: Includes DC power distribution subsystem, PTI / PTO motor, diesel engine, gearbox, water jet propulsion, and control subsystem; The DC power distribution subsystem is connected to the PTI / PTO motor, the PTI / PTO motor and the diesel engine are connected to the gearbox, the gearbox is connected to the water jet propulsion, and the control subsystem is connected to the diesel engine and the PTI / PTO motor; wherein, The DC power distribution subsystem is used to supply power to the PTI / PTO motor; The gearbox is used to drive the water jet propulsion device under the drive of the PTI / PTO motor and / or the diesel engine to propel the ship; The control subsystem is used to control the power flow of the PTI / PTO motor and control the start and stop of the diesel engine so that the ship operates according to a preset drive mode, wherein the drive mode includes a PTI / PTO motor drive mode.

2. The system according to claim 1, characterized in that: The driving mode also includes a diesel engine driving mode; in the diesel engine driving mode, the PTI / PTO motor is in a power generation state to charge the power battery in the DC power distribution subsystem.

3. The system according to claim 2, characterized in that: The DC power distribution subsystem includes a power battery and a DC power distribution board, the power battery is connected to the DC power distribution board, and the DC power distribution board is connected to the PTI / PTO motor; The DC power distribution board is used to supply power to the PTI / PTO motor through the power battery in the PTI / PTO motor driving mode; In the diesel engine driving mode, the diesel engine drives the PTI / PTO motor to charge the power battery.

4. The system according to claim 1, characterized in that: It also includes an AC distribution board, which is connected to the DC distribution board and is used to access external power so that the external power can charge the power battery in the DC distribution subsystem through the DC distribution board.

5. The system according to claim 4, characterized in that: The DC power distribution board includes a rectifier, a DC bus, and an engine module; The rectifier and the engine module are respectively connected to the DC bus; the power battery is connected to the rectifier, and the engine module is connected to the PTI / PTO motor; the DC bus is connected to the AC distribution board; The rectifier is used to rectify the voltage output by the power battery, and transmit the rectified voltage to the PTI / PTO motor through the DC bus and the engine module to power the PTI / PTO motor.

6. The system according to claim 5, characterized in that: The DC distribution board also includes an inverter, which is connected to the DC bus and the AC distribution board and is used to invert the AC voltage output by the AC distribution board into a DC voltage and transmit it to the DC bus.

7. The system according to claim 6, characterized in that: The AC distribution board includes a first isolating switch, an AC busbar and a second isolating switch; The first isolating switch and the second isolating switch are connected to the AC bus; The first isolating switch is connected to the inverter via a transformer; The second isolating switch is used for connecting to the external power.

8. The system according to claim 4, characterized in that: The control subsystem includes an energy management controller and a main controller. The energy management controller is used to control the charging and discharging of the power battery. The main controller is used to control the PTI / PTO motor, the gearbox, the diesel engine, and the water jet propulsion so that the ship operates according to the preset drive mode.

9. The system according to claim 1, characterized in that: It also includes a backup subsystem, which includes the DC power distribution subsystem, the PTI / PTO motor, the diesel engine, the gearbox, the water jet propulsion device, and the control subsystem. The backup subsystem and the system jointly propel the ship, or the backup subsystem and the system serve as backup for each other.

10. A ship propulsion method, based on the system according to any one of claims 1 to 9, characterized in that: The method comprises: Obtaining the position information around the ship; Determining a ship driving environment corresponding to the orientation information; When the ship's driving environment is a pollutant emission restricted area, switching the ship's driving mode to a PTI / PTO motor driving mode; When the driving environment of the ship is an area without pollutant emission restrictions, the driving mode of the ship is switched to a diesel engine driving mode.

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