A ship shaft-driven power generation system and its usage method

Abstract

This application discloses a ship shaft-driven power generation system and its usage method. The ship shaft-driven power generation system includes a main engine, a shaft-driven generator, a shaft power meter, a magnetic coupling, a propeller, an energy storage power station, and a control module. The main engine's drive shaft is connected to the shaft-driven generator, and the energy storage power station is connected to the shaft-driven generator. The main engine's drive shaft is connected to the propeller via the magnetic coupling. The shaft power meter is located between the shaft-driven generator and the magnetic coupling, and is connected to the control module. The shaft power meter is used to detect the torque and power of the drive shaft in real time, generate control signals, and input them to the control module. The control module adjusts the torque and power transmitted from the main engine to the propeller by changing the energizing current of the outer rotor excitation coil of the magnetic coupling. The technical solution provided in this application can effectively reduce the carbon emission intensity of ships, reduce ship construction costs, improve the economic efficiency throughout the ship's life cycle, and achieve efficient coordination between the ship, engine, and propeller.

Description

Technical Field

[0001] This application relates to the field of ship shafting arrangement technology, and more specifically, to a ship shaft-driven power generation system and its usage method. Background Technology

[0002] With the recovery of the global shipping industry, the supply and demand for large ocean-going vessels such as container ships, LNG carriers, and roll-on / roll-off ships are booming, posing new challenges to carbon reduction targets. Among them, ship shaft generators are favored by the shipping industry due to their advantages of high power generation efficiency, low fuel consumption, and utilization of main engine power margin. However, traditional shaft generators cannot supply power to the ship's power grid when the ship is berthed or loading and unloading in port due to the main engine shutdown. Therefore, a large generator set is still required to maintain the ship's loading and unloading operations, resulting in a large amount of generator equipment redundancy, which increases the initial investment of the ship and carbon emissions. Summary of the Invention

[0003] This application provides a ship shaft-driven power generation system and its usage method, which can effectively reduce the carbon emission intensity of ships, reduce ship construction costs, improve the economic efficiency throughout the entire life cycle, and achieve efficient coordination between ship, engine, and propeller.

[0004] To achieve the above objectives, this application provides the following technical solutions:

[0005] In a first aspect, this application provides a marine shaft-driven power generation system, comprising a main engine, a shaft-driven generator, a shaft power meter, a magnetic coupling, a propeller, an energy storage power station, and a control module. The main engine, shaft-driven generator, shaft power meter, magnetic coupling, and propeller are arranged axially along the drive shaft of the main engine. The drive shaft of the main engine is connected to the shaft-driven generator to convert mechanical energy into electrical energy. The energy storage power station is connected to the shaft-driven generator to store electrical energy. The drive shaft of the main engine is connected to the propeller via the magnetic coupling to transmit the torque and power of the main engine to the propeller. The shaft power meter is located between the shaft-driven generator and the magnetic coupling and is connected to the control module. The shaft power meter is used to detect the torque and power of the drive shaft in real time, generate control signals, and input them to the control module. The control module adjusts the torque and power transmitted from the main engine to the propeller by changing the energizing current of the excitation coil of the outer rotor of the magnetic coupling.

[0006] According to some embodiments of this application, the magnetic coupling includes an outer rotor, an outer magnet, an inner rotor, and a permanent magnet inner magnet; the outer rotor is connected to the drive shaft, and the inner rotor is connected to the propeller drive; the inner circle portion of the outer rotor and the outer circle portion of the inner rotor are rigidly connected to the outer magnet and the permanent magnet inner magnet, respectively, and are arranged along the circumference in an N-S magnetic pole crossing manner.

[0007] According to some embodiments of this application, a load shaft and a locking device are provided between the inner rotor and the propeller. The inner rotor is connected to the propeller through the load shaft, and the locking device is provided on the load shaft to restrict the rotation of the propeller.

[0008] According to some embodiments of this application, the locking device and the propeller further include a stern tube front seal, a stern tube front bearing, a tail tube shaft, a stern tube rear bearing, a stern tube rear seal, and a propeller shaft connected in sequence, and the propeller is connected to the propeller shaft by a locking nut.

[0009] According to some embodiments of this application, the propeller is equipped with a protective cover, which is fixed to the outside of the locking nut.

[0010] According to some embodiments of this application, a shaft grounding device is provided between the shaft-driven generator and the shaft power meter.

[0011] According to some embodiments of this application, an intermediate bearing is provided between the shaft power meter and the magnetic coupling.

[0012] Secondly, some embodiments of this application provide a method for using a ship shaft-driven power generation system, applying the ship shaft-driven power generation system provided in the first aspect, the method comprising:

[0013] Based on the control signal generated by the shaft power meter, the control module changes the energizing current of the outer rotor excitation coil of the magnetic coupling to adjust the torque and power transmitted from the main engine to the propeller.

[0014] According to some embodiments of this application, when the ship is in a loading / unloading berth condition, the current to the outer rotor of the magnetic coupling is disconnected by the control module.

[0015] According to some embodiments of this application, a locking device is provided between the magnetic coupling and the propeller;

[0016] When the ship is in a loading / unloading berthing condition, the shaft locking device locks the propeller.

[0017] The advantages of this application over the prior art include:

[0018] By adding magnetic couplings, on the one hand, more energy-efficient main engine combined with shaft-driven generators can be used to generate electricity during loading, unloading, and berthing conditions, effectively reducing the ship's carbon emission intensity, reducing fuel consumption, optimizing the ship's overall electrical load, reducing generator capacity, lowering initial construction costs, and improving the ship's life-cycle operational economy. On the other hand, it makes the ship's shafting system easier to align and disassemble during installation, optimizing it; reducing shafting friction and noise, providing overload protection and shock absorption, optimizing shafting layout, and improving the safety, stability, and service life of the shafting system. Furthermore, by controlling the current flowing through the excitation coil via the control module, real-time load tracking, multi-objective energy distribution optimization, and energy strategy management of the ship-engine-propeller system under different operating conditions can be achieved. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the structure of a ship shaft-driven power generation system in some embodiments of this application;

[0021] Figure 2 This is a schematic diagram of the structure of the magnetic coupling in some embodiments of this application.

[0022] Icons: 1-Main unit, 2-Drive shaft, 3-Shaft with generator, 4-Shaft grounding device, 5-Shaft power meter, 6-Intermediate bearing, 7-Magnetic coupling, 8-Load shaft, 9-Shaft locking device, 10-Stern tube front seal, 11-Stern tube front bearing, 12-Tail tube shaft, 13-Stern tube rear bearing, 14-Stern tube rear seal, 15-Propeller shaft, 16-Propeller, 17-Locking nut, 18-Protective cover, 26-Energy storage power station, 19-Outer rotor, 20-Outer magnet, 21-Motor, 22-Control module, 23-Permanent magnet internal magnet, 24-Inner rotor. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0024] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0025] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0026] In the description of the embodiments of this application, it should be understood that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly placed when the product of this application is used, or the orientation or positional relationship commonly understood by those skilled in the art. They are only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0027] In the description of the embodiments of this application, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0029] This application provides a ship shaft-driven power generation system and its usage method. The main objective of some embodiments of this application is to effectively reduce the carbon emission intensity of ships by using a more energy-efficient main engine combined with a shaft-driven generator to generate electricity during loading, unloading, and berthing conditions; to optimize the electrical load of the entire ship, reduce the generator configuration capacity, reduce ship construction costs, and improve the economic efficiency throughout the entire life cycle; due to the use of magnetic couplings, mechanical wear, vibration, and heat generation of the shaft system are reduced, and the shaft system arrangement is optimized; the torque and power adjustment range of the load shaft is expanded, achieving efficient coordination between the ship, engine, and propeller.

[0030] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of a ship shaft-driven power generation system in some embodiments of this application.

[0031] The ship's shaft-driven power generation system includes a main engine 1, a shaft-driven generator 3, a shaft power meter 5, a magnetic coupling 7, a propeller 16, an energy storage power station 26, and a control module. The main engine 1, shaft-driven generator 3, shaft power meter 5, magnetic coupling 7, and propeller 16 are arranged axially along the drive shaft 2 of the main engine 1. The drive shaft 2 of the main engine 1 is connected to the shaft-driven generator 3 to convert mechanical energy into electrical energy. The energy storage power station 26 is connected to the shaft-driven generator 3 to store electrical energy. The drive shaft 2 of the main engine 1 is connected to the propeller 16 via the magnetic coupling 7 to transmit the torque and power of the main engine 1 to the propeller 16. The shaft power meter 5 is located between the shaft-driven generator 3 and the magnetic coupling 7 and is connected to the control module. The shaft power meter 5 is used to detect the torque and power of the drive shaft 2 in real time, generate control signals, and input them to the control module. The control module adjusts the torque and power transmitted from the main engine 1 to the propeller 16 by changing the energizing current of the excitation coil of the outer rotor 19 of the magnetic coupling 7.

[0032] In some embodiments, the main engine 1 can be a diesel engine or a dual-fuel engine, which converts the chemical energy of fuel into mechanical energy and outputs it to the drive shaft 2. The shaft-driven generator 3 can be a shaft-mounted type connected to the drive shaft 2, which can realize the conversion of the mechanical energy of the main engine 1 into electrical energy.

[0033] The propeller 16 is used to absorb the power transmitted by the main engine 1 and propel the ship forward through the reaction force of the water.

[0034] The energy storage power station 26 is used to store excess electrical energy from ship generators (including shaft-driven generators 3), withstand fluctuations in ship power load (peak shaving and valley filling) and provide emergency power, which can significantly improve the stability of the ship's power grid.

[0035] In some embodiments, the energy storage power station 26 may be installed on the ship's hull and may include, but is not limited to, lithium iron phosphate batteries, ternary lithium batteries or other batteries.

[0036] According to some embodiments of this application, please refer to Figure 2 , Figure 2 This is a schematic diagram of the structure of the magnetic coupling in some embodiments of this application.

[0037] In some embodiments, magnetic couplings are key devices for shaft system arrangement. Based on the relative arrangement of the magnetic poles after magnetization, they can be divided into two types: axial and radial. This invention will use an axially distributed magnetic coupling as an example for illustration.

[0038] The magnetic coupling 7 includes an outer rotor 19, an outer magnet 20, an inner rotor 24, and a permanent magnet inner magnet 23. The outer rotor 19 is connected to the drive shaft 2, and the inner rotor 24 is connected to the propeller 16 for transmission. The inner circle portion of the outer rotor 19 and the outer circle portion of the inner rotor 24 are rigidly connected to the outer magnet 20 and the permanent magnet inner magnet 23, respectively, and are arranged along the circumference in an N-S magnetic pole crossing manner.

[0039] The air gap between the inner and outer rotors is used to transmit the magnetic interaction force. The smaller the air gap between the inner and outer magnetic poles, the greater the torque that can be transmitted. When there is a maximum torque transmitted between the inner and outer magnetic poles, and the load torque at the load end exceeds the maximum torque, the outer rotor 19 of the drive shaft 2 jumps directly to the next magnetic coupling state, and the magnetic coupling 7 slips, losing its ability to transmit power and torque.

[0040] The external magnet is a coil, and the magnitude and direction of the current flowing through the coil are changed by the motor 21. The control signal is determined by the control module 22 based on the main unit output power, propeller resistance, and the power absorbed by the shaft generator.

[0041] According to some embodiments of this application, a load shaft 8 and a locking device 9 are provided between the inner rotor 24 and the propeller 16. The inner rotor 24 is connected to the propeller 16 through the load shaft 8, and the locking device 9 is provided on the load shaft 8 to restrict the rotation of the propeller 16.

[0042] The load shaft 8 is connected to one side of the inner rotor of the magnetic coupling 7, and the other side is connected to the locking device 9, which serves to transmit torque and power.

[0043] The shaft locking device 9 is used to prevent the propeller 16 from rotating with the water flow when the ship is moored.

[0044] It should be noted that during ship navigation, the outer magnet 20 of the magnetic coupling 7 is energized. As the current of the motor 21 gradually increases, the magnetic flux of the outer rotor 19 increases, and the magnetic torque of the inner magnet 23 of the permanent magnet increases. The torque transmitted from the drive shaft 2 to the load shaft 8 also gradually increases. When the magnetic torque between the inner and outer rotors reaches the minimum starting magnetic torque of the load shaft 8, the load shaft 8 follows the drive shaft 2 at a fixed differential angle. When the resistance of the ship's propeller 16 changes, the torque and power of the drive shaft 2 are monitored in real time by the shaft power meter 5. By changing the energizing current of the outer magnet 20, the magnetic flux of the outer magnet 20 is changed, thereby changing the magnitude of the magnetic torque of the inner and outer rotors, and thus changing the torque and power input to the load shaft 8. This allows for rapid response to the load of the propeller 16, expands the torque and power adjustment range of the load shaft 8, and achieves efficient coordination between the ship, engine, and propeller.

[0045] According to some embodiments of this application, the shaft locking device 9 and the propeller 16 are further connected in sequence by a stern tube front seal 10, a stern tube front bearing 11, a tail tube shaft 12, a stern tube rear bearing 13, a stern tube rear seal 14 and a propeller shaft 15, and the propeller 16 is connected to the propeller shaft 15 by a locking nut 17.

[0046] The stern tube seal 10 is used to prevent the ingress of external water through the shafting and the leakage of stern tube lubricating oil. In some embodiments, the forward stern tube bearing 11 is located below the waterline and is used to bear the weight and power load of the propeller. The stern tube shaft 12 and the propeller shaft 15 are used to transmit torque and power to the load shaft.

[0047] According to some embodiments of this application, the propeller 16 is provided with a protective cover 18, which is fixed to the outside of the locking nut 17.

[0048] According to some embodiments of this application, a shaft grounding device 4 is provided between the shaft-driven generator 3 and the shaft power meter 5.

[0049] According to some embodiments of this application, an intermediate bearing 6 is provided between the shaft power meter 5 and the magnetic coupling 7.

[0050] Some embodiments of this application provide a method of using a ship shaft generator system. Applying the ship shaft generator system provided above, the method includes:

[0051] Based on the control signal generated by the shaft power meter 5, the energizing current of the excitation coil of the outer rotor 19 of the magnetic coupling 7 is changed by the control module to adjust the torque and power transmitted from the main unit 1 to the propeller 16.

[0052] According to some embodiments of this application, when the ship is in a loading / unloading berth condition, the current to the outer rotor 19 of the magnetic coupling is disconnected by the control module.

[0053] According to some embodiments of this application, a locking device 9 is provided between the magnetic coupling 7 and the propeller 16;

[0054] When the ship is in the loading and unloading berthing condition, the shaft locking device 9 locks the propeller 16.

[0055] In some embodiments, when the ship is sailing normally, the outer magnet 20 on the drive shaft of the magnetic coupling 7 is energized, and the torque and power are transmitted to the load shaft 8 through the magnetic torque. The power generated by the main engine 1 is transmitted to the propeller shaft 15 of the load shaft 8 through the magnetic coupling 7, which drives the propeller 16 to rotate.

[0056] When the ship is docked, the external magnet 20 of the magnetic coupling 7 is de-energized, the interaction with the load shaft 8 disappears, and the magnetic coupling 7 is disconnected.

[0057] The shaft locking device 9 prevents the propeller 16 from being driven by the water flow. At this time, the main engine 1 does not stop, and all the power generated is absorbed by the shaft-driven generator 3 to supply the large mechanical operations of the ship, reducing fuel consumption. The excess electrical energy is accepted by the ship's energy storage power station 26.

[0058] When a sudden change in the resistance of the propeller 16 occurs during ship navigation, the magnetic flux between the inner and outer rotors can be changed by altering the energizing current of the outer magnet 20 of the magnetic coupling. This allows for real-time adjustment of the torque and power transmitted from the main engine 1 to the propeller 16, thereby improving the propulsion efficiency of the propeller 16.

[0059] The advantages of this application over the prior art include:

[0060] By adding the magnetic coupling 7, on the one hand, the more energy-efficient main engine 1 can be used in conjunction with the shaft-driven generator 3 to generate electricity during loading, unloading, and berthing conditions. This can effectively reduce the ship's carbon emission intensity, reduce fuel consumption, optimize the ship's overall electrical load, reduce generator capacity, lower initial construction costs, and improve the ship's operational economy throughout its entire life cycle. On the other hand, it makes the ship's shafting system easier to align and disassemble during installation, thus optimizing it. It can also reduce shafting friction and noise, provide overload protection and shock absorption, optimize shafting layout, and improve the safety, stability, and service life of the shafting system. Furthermore, by controlling the current flowing through the excitation coil through the control module, the ship-engine-propeller system can achieve real-time load tracking, multi-objective energy distribution optimization, and energy strategy management under different operating conditions.

[0061] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A ship shaft-driven power generation system, characterized in that, The ship's shaft-driven power generation system includes a main engine, a shaft-driven generator, a shaft power meter, a magnetic coupling, a propeller, an energy storage power station, and a control module. The main unit, the shaft-driven generator, the shaft power meter, the magnetic coupling, and the propeller are arranged axially along the drive shaft of the main unit. The drive shaft of the main unit is connected to the shaft-driven generator to realize the conversion of mechanical energy into electrical energy. The energy storage station is connected to the shaft-driven generator to store electrical energy. The drive shaft of the main unit is connected to the propeller through the magnetic coupling to transmit the torque and power of the main unit to the propeller. The shaft power meter is located between the shaft-driven generator and the magnetic coupling, and is connected to the control module. The shaft power meter is used to detect the torque and power of the drive shaft in real time, generate control signals and input them to the control module. The control module adjusts the torque and power transmitted from the main unit to the propeller by changing the energizing current of the outer rotor excitation coil of the magnetic coupling.

2. The ship shaft-driven power generation system according to claim 1, characterized in that, The magnetic coupling includes an outer rotor, an outer magnet, an inner rotor, and a permanent magnet inside the inner magnet. The outer rotor is connected to the drive shaft, and the inner rotor is connected to the propeller drive. The inner circle portion of the outer rotor and the outer circle portion of the inner rotor are rigidly connected to the outer magnet and the permanent magnet inside the inner magnet, respectively, and are arranged along the circumference in an N-S magnetic pole crossing manner.

3. The ship shaft-driven power generation system according to claim 2, characterized in that, A load shaft and a locking device are provided between the inner rotor and the propeller. The inner rotor is connected to the propeller through the load shaft, and the locking device is located on the load shaft to restrict the rotation of the propeller.

4. The ship shaft-driven power generation system according to claim 3, characterized in that, The locking device and the propeller also include a stern tube front seal, a stern tube front bearing, a tail tube shaft, a stern tube rear bearing, a stern tube rear seal, and a propeller shaft connected in sequence. The propeller is connected to the propeller shaft by a locking nut.

5. The ship shaft-driven power generation system according to claim 4, characterized in that, The propeller is equipped with a protective cover, which is fixed to the outside of the locking nut.

6. The ship shaft-driven power generation system according to claim 1, characterized in that, A shaft grounding device is provided between the shaft-driven generator and the shaft power meter.

7. The ship shaft-driven power generation system according to claim 1, characterized in that, An intermediate bearing is provided between the shaft power meter and the magnetic coupling.

8. A method of using a ship shaft-driven power generation system, characterized in that... ， The method of using the ship shaft-driven power generation system of claim 1 includes: Based on the control signal generated by the shaft power meter, the control module changes the energizing current of the outer rotor excitation coil of the magnetic coupling to adjust the torque and power transmitted by the main unit to the propeller.

9. The method of using the ship shaft-driven power generation system according to claim 8, characterized in that, When the ship is in a loading / unloading berth, the current to the outer rotor of the magnetic coupling is disconnected via the control module.

10. The method of using the ship shaft-driven power generation system according to claim 9, characterized in that, A shaft locking device is provided between the magnetic coupling and the propeller; When the vessel is in a loading / unloading berth condition, the shaft locking device locks the propeller.

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