Distributed full-rotation green ship power driving system

Abstract

The invention provides a distributed full-rotation green ship power driving system, and belongs to the technical field of ship driving. Comprising a plurality of propellers which are arranged at different positions of a ship body and hinged to the ship body. The monitoring units are respectively arranged at the plurality of propellers and are used for collecting operation information of the plurality of propellers; the control unit is electrically connected with the monitoring unit and the propellers and used for obtaining the operation information, sent by the monitoring unit, of the propellers, confirming the navigation mode of the ship, judging the operation states of the propellers and conducting cooperative control over the torque of the propellers; impellers are arranged in the centers of the propellers, and the rotating speed and the rotating direction of the impellers of the propellers and the rotating direction of the propellers relative to the axis of the ship body can be adjusted.

Description

Technical Field

[0001] This invention relates to the field of marine propulsion technology, and in particular to a distributed, azimuth-rotating, green marine power propulsion system. Background Technology

[0002] Most existing ships use several propellers at the bottom to drive the ship. Each propeller outputs power independently and lacks mutual coordination, resulting in low energy efficiency and high energy consumption.

[0003] Therefore, it is essential to provide a distributed, azimuth-based, green marine propulsion system that allows each propeller to operate independently or in coordination with the others when multiple propellers work together. This results in a more rational overall power distribution, smoother ship operation, optimized turning radius during turns or U-turns, and the ability to autonomously analyze propeller malfunctions and adjust propeller output strategies to ensure safe navigation. Summary of the Invention

[0004] In view of this, the present invention proposes a distributed, azimuth-based, green ship propulsion system with multiple independently moving thrusters, which achieves flexible ship maneuverability through coordinated control and torque distribution of each thruster.

[0005] This invention provides a distributed, azimuth-based, green marine propulsion system, comprising: Several thrusters are respectively installed at different positions on the hull, and each thruster is connected to the hull hinge. Monitoring units are installed at several thrusters to collect operational information from each thruster. The control unit is electrically connected to the monitoring unit and several thrusters, and is used to acquire the operating information of several thrusters sent by the monitoring unit, confirm the ship's navigation mode, determine the operating status of several thrusters, and perform coordinated torque control on several thrusters. Each of the propellers has an impeller at its center, and the speed and direction of rotation of the impellers of the propellers, as well as the direction of rotation of the propellers relative to the axis of the hull, are adjustable.

[0006] Based on the above technical solution, preferably, the plurality of thrusters are arranged at different positions on the bottom of the hull and are symmetrically arranged with respect to the center plane of the hull; the rotation angle of the plurality of thrusters relative to a plane parallel to the longitudinal section of the hull is . θ Rotation angle θ The range is [ θ min , θ max ].

[0007] Preferably, a circle is formed at the bottom of the hull with the center of several propellers as the center and a radius of... R Construct a circular placement area where the center-to-center distance between adjacent thrusters located at the same end of the hull is greater than [missing information]. R And the radius satisfies R ≥K× D K≥10, D The diameter of the thruster outlet.

[0008] Further preferably, the bottom of the hull is provided with several waterways, which are symmetrically arranged on both sides of the hull and connected to different circular placement areas. Each waterway corresponds to one of the propellers and is directly opposite to it. The width of each waterway is 2... φ The distance between the center of the thruster and the side of the waterway directly opposite it is φ .

[0009] More preferably, the hull is equipped with a plurality of rotary motors, the output ends of which are connected to a plurality of propellers near one end of the hull; a drive motor is located at the center of the plurality of propellers, and an impeller is located at the output end of the drive motor, the impeller rotating clockwise or counterclockwise relative to the central axis of the propeller; the monitoring unit is located at the input end, shaft and stator of the plurality of rotary motors and the plurality of drive motors, and is used to acquire the current, speed, temperature and insulation resistance of the rotary motors and drive motors as operating information.

[0010] More preferably, the vessel's navigation modes include forward, reverse, left turn, left turn, right turn, and right turn; the number of propellers is at least four, distributed at the left front, right front, left rear, and right rear of the hull bottom, wherein: When moving forward in a straight line, the rotation angle of each propeller relative to a plane parallel to the longitudinal section of the hull is... θ min The drive motors of several propellers drive the impellers to rotate counterclockwise; When moving straight and then backward, the rotation angle of each propeller relative to a plane parallel to the longitudinal section of the hull is... θ min The drive motors of several propellers drive the impellers to rotate clockwise; When turning left, the rotation angle of the left front thruster and the right rear thruster relative to the centerline of the waterway is . θ min Furthermore, the drive motors of the left front thruster and the right rear thruster rotate counterclockwise; both the right front thruster and the left rear thruster accelerate at an angular acceleration of - during time t. a Rotate counterclockwise to an angle relative to the centerline of the waterway. θThe drive motor of the right front thruster rotates counterclockwise; the drive motor of the left rear thruster rotates clockwise. ; When making a left turn, the difference from the left-turn navigation mode is that the right front thruster and the left rear thruster rotate counterclockwise relative to the centerline of the waterway within time t0. θ max , and t0 <t; When turning right, the rotation angle of the right front thruster and the left rear thruster relative to the centerline of the waterway is . θ min Furthermore, the drive motors of the right front thruster and the left rear thruster rotate clockwise; both the left front thruster and the right rear thruster accelerate at an angular velocity within time t. a Rotate clockwise relative to the center line of the waterway to an angle θ The drive motor of the left front thruster rotates counterclockwise; the drive motor of the right rear thruster rotates clockwise. When turning right, the difference from the right-turn navigation mode is that the left forward thruster and right rear thruster rotate clockwise relative to the centerline of the waterway within time t0. θ max , and t0 <t。

[0011] In a further preferred embodiment, the control unit acquires the operating information of several thrusters sent by the monitoring unit, confirms the ship's navigation mode, determines the operating status of several thrusters, and performs coordinated torque control on several thrusters, specifically including the following: The control unit confirms whether the ship is operating in navigation mode. If so, it proceeds to the next step; otherwise, it delays for a period of time and then confirms again. The control unit confirms the operating status of several thrusters and marks several thrusters as normal, first fault level, and second fault level. The control unit selectively distributes torque to several thrusters based on the markings of their operating status.

[0012] In a further preferred embodiment, the control unit confirms the operating status of several thrusters and marks them as normal, first fault level, and second fault level. This is based on determining whether any of the following faults exist: operating temperature of the rotating motor and several drive motors exceeding 150 degrees Celsius; effective value fluctuation of motor current exceeding 3%; motor speed fluctuation exceeding 3%; insulation resistance less than 1 megohm; motor operation response delay exceeding 200ms for three consecutive sampling periods. If no thruster is faulty, the entire group of thrusters is marked as normal, and the thrusters operate at rated torque. If any thruster is faulty, the entire group of thrusters is marked as first-level fault level. In this case, the faulty thruster needs to be shut down, and the fault-free thrusters undergo torque derating reconstruction to maintain the stability of the ship's center of gravity trajectory. If two or more different thrusters are faulty, the entire group of thrusters is marked as second-level fault level. In this case, the control unit interrupts steering communication and immediately de-energizes the thrusters.

[0013] In a further preferred embodiment, if one thruster malfunctions, all thrusters are marked as Level 1 fault. In this case, the faulty thruster needs to be deactivated, and the fault-free thrusters undergo torque derating reconfiguration. Specific details include: When the control unit confirms that the ship's navigation mode is forward or reverse, the control unit sets the rotation angle of several thrusters relative to the centerline of the waterway to be [missing information]. θ min The torque of each of the three fault-free thrusters is reduced to 50% of their rated torque Trated. The total torque of the three fault-free thrusters is currently Ttotal = 1.5Trated. The impellers of the drive motors of the three fault-free thrusters rotate in the same direction. If any thruster at the bow fails, the fault-free thruster at the bow receives A% of the current total torque, and the two fault-free thrusters at the stern each receive B% of the current total torque, satisfying A% + 2 × B% = 100%. If any thruster at the stern fails, the fault-free thruster at the stern receives A% of the current total torque, and the two fault-free thrusters at the bow each receive B% of the current total torque. When the control unit confirms that the ship's navigation mode is turning or turning around, it adds a compensation coefficient to the three fault-free propellers while they are moving straight ahead. k When the faulty propeller is on the port side of the ship and a port turn or U-turn is required, the fault-free propeller on the port side is the inside turn, and the two fault-free propellers on the starboard side are the outside turn. The torque of the inside turn propeller is A% × (1- k ) × Ttotal, the torque of the two thrusters on the outer side without fault is B% × (1 + k ) × Ttotal; When the faulty propeller is on the port side of the ship and a starboard turn or U-turn is required, the unfaulty propeller on the port side is the outer steering propeller, and the two unfaulty propellers on the starboard side are the inner steering propellers. The torque of the outer steering propeller is then A% × (1 + ... k ) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1- k ) × Ttotal; When the faulty propeller is on the starboard side of the ship, and a port turn or U-turn is required, the two fault-free propellers on the port side are the inside steering propellers, and the fault-free propeller on the starboard side is the outside steering propeller. The torque of the outside steering propeller is A% × (1 + ... k ) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1- k ) × Ttotal; When the faulty propeller is on the starboard side of the ship, and a starboard turn or U-turn is required, the two fault-free propellers on the port side are the outer steering propellers, and the fault-free propeller on the starboard side is the inner steering propeller. The torque of the outer steering propeller is then A% × (1- k ) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1 + k )×Ttotal.

[0014] The distributed, azimuth-rotating, green ship propulsion system provided by this invention has the following advantages compared to existing technologies: (1) Each thruster in this scheme is independently controlled and can work together to achieve small-radius turning or turning around on the spot, realize custom torque distribution, and meet the torque requirements of different working conditions. (2) A waterway with a specific structure was set at the bottom of the ship, and the distance between the propeller and the end of the waterway was optimized, which can reduce water flow resistance and energy consumption; (3) The identification criteria for Level 1 and Level 2 faults are given, and when a thruster fails, the faulty thruster is shut down, and a compensation coefficient is given. k It also enables the output reconfiguration of the remaining three thrusters, achieving ship attitude balance and reducing energy waste. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1This is a schematic diagram of the layout of the distributed full-rotation green ship power drive system of the present invention; Figure 2 This is a partial schematic diagram of the propeller and waterway of the distributed full-rotation green ship power drive system of the present invention; Figure 3 This is a left view and a rotated bottom view of the propeller of the distributed full-rotation green ship power drive system of the present invention; Figure 4 This is a flowchart illustrating the process of determining the operating status of several thrusters in the distributed azimuth green ship power drive system of the present invention. Figure 5 This is a flowchart illustrating the forward and reverse movements of the distributed azimuth green ship power drive system of the present invention. Figure 6 This is a flowchart of the left and right steering of the distributed azimuth green ship power drive system of the present invention; Figure 7 This is a flowchart illustrating the left and right turns of the distributed full-rotation green ship power drive system of the present invention.

[0017] Attached image label: 100, waterway. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0019] Currently, in multi-propeller ships, each propeller outputs power independently, lacking mutual coordination, resulting in inconsistent control and high energy consumption. Therefore, if... Figure 1 As shown, the present invention provides a distributed, azimuth-based, green marine propulsion system, comprising: Several thrusters are located at different positions on the bottom of the hull, and each thruster is hinged to the hull; for example Figure 2 and Figure 3 As shown, surface A of the thruster is the bottom mounting surface, used to fit and seal against the bottom of the ship. The B shaft of the thruster is the rotation center shaft. Rotating it at a certain angle can change the ship's course, such as going straight, turning, or turning around.

[0020] Monitoring units are installed at several thrusters to collect operational information from each thruster. The control unit is electrically connected to the monitoring unit and several thrusters, and is used to acquire the operating information of several thrusters sent by the monitoring unit, confirm the ship's navigation mode, determine the operating status of several thrusters, and perform coordinated torque control on several thrusters. Each of the propellers has an impeller at its center, and the speed and direction of rotation of the impellers of the propellers, as well as the direction of rotation of the propellers relative to the axis of the hull, are adjustable.

[0021] like Figure 1 , Figure 2 and Figure 3 As shown, several thrusters are positioned at different locations on the bottom of the hull and are symmetrically arranged with respect to the hull's center plane; the rotation angle of these thrusters relative to a plane parallel to the hull's longitudinal section is [missing information]. θ Rotation angle θ The range is [ θ min , θ max Multiple thrusters work together to provide propulsion, enabling the ship to operate in the desired navigation mode.

[0022] like Figure 2 and Figure 3 As shown, at the bottom of the hull, with the center of several propellers as the center, and with a radius of... R Construct a circular placement area where the center-to-center distance between adjacent thrusters located at the same end of the hull is greater than [missing information]. R And the radius satisfies R ≥K× D K≥10, D This refers to the diameter of the thruster outlet. The circular placement area serves to create the thruster's rotation space and the water jet space, and can also reduce mutual interference between water jets from adjacent thrusters.

[0023] Here, the radius is set. R It references the water jet length of several propellers L 0, the length of water jet from several thrusters L 0 is calculated according to the following formula: L 0 = (6.32 / C -2.2) × D × k0 -( VS / V 0) × D ×10, C This is the velocity attenuation threshold coefficient. D For the thruster outlet diameter, k0 This is the diffusion correction factor. VS For the ship's speed, V0 represents the jet velocity at the propeller exit. The water jet length of the propeller is... L The radius of the virtual circle is typically no more than 10 times the thruster outlet diameter. Therefore, in this embodiment, 10 times the thruster outlet diameter is selected as the radius of the virtual circle to minimize interference between adjacent thrusters.

[0024] To prevent water currents from affecting the stability of the hull, in this embodiment, several water channels are also provided at the bottom of the hull. These water channels are symmetrically arranged on both sides of the hull and connect to different circular placement areas. Each water channel corresponds directly to one of the propellers. The width of each water channel is 2... φ The distance between the center of the thruster and the side of the waterway directly opposite it is φ .

[0025] To better adjust the attitude of each thruster, several rotary motors are installed on the hull, and the output ends of the rotary motors are connected to the ends of several thrusters near the hull. A drive motor is installed at the center of several thrusters, and an impeller is installed at the output end of the drive motor. The impeller rotates clockwise or counterclockwise relative to the central axis of the thruster. The monitoring unit is installed at the input ends, shafts and stators of several rotary motors and several drive motors, and is used to acquire the current, speed, temperature and insulation resistance of the rotary motors and drive motors as operating information.

[0026] In this implementation, the vessel's navigation modes include forward, reverse, left turn, left turn, right turn, and right turn. For ease of explanation of the technical solution, such as... Figure 1 As shown, there are four propellers, located at the port front, starboard front, port aft, and starboard aft of the ship. For easy identification, they are labeled FL, FR, RL, and RR, respectively. The first letter corresponds to FRONT / REAR, and the second letter corresponds to LEFT / RIGHT. The rotation angle of the propeller relative to a plane parallel to the longitudinal section of the hull is... θ The range of values ​​for is [ θ min , θ max The clockwise rotation direction is taken as the positive direction. In one embodiment, the rotation angle is... θ The range of values ​​[ θ min , θ max [0°, 30°]. Where: When moving forward in a straight line, the rotation angle of each propeller relative to a plane parallel to the longitudinal section of the hull is... θ min Several propeller motors drive the impellers to rotate counterclockwise; see attached diagram. Figure 5 , Figure 6 and Figure 7 For each thruster, the axis of rotation of the impeller faces the straight-ahead direction, and the impellers of all thrusters FL, FR, RL, and RR rotate in the same direction.

[0027] When moving straight backward, the rotation angles of several thrusters relative to the plane parallel to the longitudinal section of the hull are all θ min , and the drive motors of several thrusters drive the impellers to rotate clockwise; similarly, as Figure 5 shown, the working principle is basically the same as when moving straight forward, only the rotation direction of the impeller is different.

[0028] When turning left, as Figure 6 shown, the rotation angles of the left-front thruster and the right-rear thruster relative to the center line of the waterway are θ min , and the drive motors of the left-front thruster and the right-rear thruster rotate counterclockwise; the right-front thruster and the left-rear thruster both rotate counterclockwise relative to the center line of the waterway at an angular acceleration of - a in time t to an angle of - θ , the drive motor of the right-front thruster rotates counterclockwise; the drive motor of the left-rear thruster rotates clockwise, ; in this case, a pair of thrusters FL and RR on one diagonal remain in their initial positions unchanged, and a pair of thrusters FR and RL on the other diagonal rotate simultaneously relative to the central axis of the hull, and the impellers of the two thrusters rotate in opposite directions, forming torques in opposite directions.

[0029] When making a left U-turn, as Figure 7 shown, the difference from the left-turn navigation mode is that the right-front thruster and the left-rear thruster rotate counterclockwise relative to the center line of the waterway to - θ max in time t0, and t0 < t; the process of making a left U-turn is basically similar to turning left, but at this time the angle θ is the maximum value, and the adjustment time required is shorter.

[0030] When turning right, as Figure 6 shown, the rotation angles of the right-front thruster and the left-rear thruster relative to the center line of the waterway are θ min , and the drive motors of the right-front thruster and the left-rear thruster rotate clockwise; the left-front thruster and the right-rear thruster both rotate clockwise relative to the center line of the waterway at an angular acceleration of a in time t to an angle of θ, the drive motor of the left front thruster rotates counterclockwise; the drive motor of the right rear thruster rotates clockwise; at this time, a pair of thrusters FR and RL on one diagonal remain in their initial positions unchanged, and a pair of thrusters FL and RR on the other diagonal rotate simultaneously relative to the ship's central axis, and the impellers of the two thrusters rotate in opposite directions, forming torques in opposite directions.

[0031] When making a right turn, as Figure 7 shown, the difference from the right turn navigation mode is that, different from the right turn navigation mode, the left front thruster and the right rear thruster rotate clockwise relative to the center line of the waterway where they are located within time t0 to θ max , and t0 < t. Similarly, the process of making a right turn is basically similar to that of a right turn, but the angle θ is the maximum value, and the adjustment time required is shorter.

[0032] The control unit obtains the operation information of several thrusters sent by the monitoring unit, confirms the navigation mode of the ship, judges the operation status of several thrusters, and performs coordinated control of the torque of several thrusters, specifically including the following content: S1: The control unit confirms whether the ship is operating in the navigation mode. If so, it enters the next step. If not, it confirms again after a delay. The navigation mode here is the straight-ahead, straight-back, left-turn, left-turnaround, right-turn, and right-turnaround modes mentioned above, the rotation direction of the drive motor, and the relevant content of the thruster angle and adjustment time.

[0033] S2: The control unit confirms the operation status of several thrusters and marks several thrusters as normal, first failure level, and second failure level.

[0034] As Figure 4 shown, the specific content is that the control unit respectively judges whether any of the following faults exist in several thrusters: the operating temperature of the rotating motor and several drive motors is greater than 150 °C, the effective value fluctuation of the motor current exceeds 3%, the motor speed fluctuation exceeds 3%, the insulation resistance is less than 1 MΩ, and the motor operation response delay exceeds 200 ms for three consecutive sampling periods; if none of the thrusters has a fault, several thrusters are marked as normal as a whole, and each thruster operates at the rated torque; if one thruster has a fault, several thrusters are marked as the first failure level as a whole. At this time, the faulty thruster needs to be deactivated, and the non-faulty thrusters are reconstructed with torque derating to maintain the stability of the ship's center of gravity trajectory; if more than two different thrusters have faults, several thrusters are marked as the second failure level as a whole. At this time, the control unit interrupts the steering communication and immediately powers off several thrusters.

[0035] Two or more different thrusters may have the same or different types of faults.

[0036] The effective current of the motor is obtained in the following manner. I : , This refers to the maximum current output by the control unit to the rotary motor or drive motor. I This is the effective value of the current. f The frequency of the current, Given the phase of the current, determine whether the effective value of the current exceeds a set value of 3%.

[0037] Then, based on the effective current of the motor and the formula... Calculate the real-time torque of the current motor , This is the torque coefficient; according to the formula T =9550 P / n , P Calculate the theoretical speed based on the motor's rated power. n The difference between the measured motor speed and the actual speed.

[0038] S3: The control unit selectively distributes torque to several thrusters based on the markings of their operating status.

[0039] Here, we further differentiate based on the operating status markers of the thrusters: S31: When all thrusters are marked as normal, the thrusters operate at rated torque, and the control unit monitors the operating information of each rotary motor and each drive motor to check for malfunctions.

[0040] S32: In the case of a single thruster malfunctioning, and several thrusters collectively marked as having a Level 1 fault, the faulty thruster needs to be deactivated and switched to three-wheel drive mode. The remaining three fault-free thrusters undergo torque derating reconfiguration. Specific details include: When the control unit confirms that the ship's navigation mode is forward or reverse, the control unit sets the rotation angle of several thrusters relative to the centerline of the waterway to be [missing information]. θ minThe torque of each of the three fault-free thrusters is reduced to 50% of their rated torque Trated. The total torque of the three fault-free thrusters is Ttotal = 1.5Trated. The impellers of the drive motors of the three fault-free thrusters rotate in the same direction. If any thruster at the front of the ship fails, the fault-free thruster at the front of the ship receives A% of the current total torque, and the two fault-free thrusters at the rear of the ship each receive B% of the current total torque, satisfying A% + 2 × B% = 100%. If any thruster at the rear of the ship fails, the fault-free thruster at the rear of the ship receives A% of the current total torque, and the two fault-free thrusters at the front of the ship each receive B% of the current total torque.

[0041] In straight-line operation, if any of the forward thrusters fails, the two aft thrusters will act as the main thrusters, bearing the primary propulsion force. The forward thrusters, which are functioning normally, will be used for auxiliary balancing, providing stability and preventing the bow from veering off course. The torque distribution method is similar if any aft thruster fails.

[0042] When the control unit confirms that the ship's navigation mode is turning or turning around, it adds a compensation coefficient to the three fault-free propellers while they are moving straight ahead. k This can be further subdivided into the following four scenarios: When the faulty propeller is on the port side of the ship, and a port turn or U-turn is required, the fault-free propeller on the port side is the inside turn, and the two fault-free propellers on the starboard side are the outside turn. The torque of the inside turn propeller is A% × (1- k ) × Ttotal, the torque of the two thrusters on the outer side without fault is B% × (1 + k )×Ttotal; In this case, increase the steering outside thrust and decrease the steering inside thrust to suppress insufficient left turn power.

[0043] When the faulty propeller is on the port side of the ship and a starboard turn or U-turn is required, the unfaulty propeller on the port side is the outer steering propeller, and the two unfaulty propellers on the starboard side are the inner steering propellers. The torque of the outer steering propeller is then A% × (1 + ... k ) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1- k )×Ttotal; In this case, the steering outside thrust is increased and the steering inside thrust is decreased to avoid overshooting when turning right.

[0044] When the faulty propeller is on the starboard side of the ship, and a port turn or U-turn is required, the two fault-free propellers on the port side are the inside steering propellers, and the fault-free propeller on the starboard side is the outside steering propeller. The torque of the outside steering propeller is A% × (1 + ... k) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1- k ) × Ttotal; In this case, the insufficient steering thrust on the outside when turning left can be balanced.

[0045] When the faulty propeller is on the starboard side of the ship, and a starboard turn or U-turn is required, the two fault-free propellers on the port side are the outer steering propellers, and the fault-free propeller on the starboard side is the inner steering propeller. The torque of the outer steering propeller is then A% × (1- k ) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1 + k () × Ttotal. In this case, the steering thrust on the outer side is increased to compensate for the weakened steering force caused by the failure of the right-side thruster.

[0046] For ease of understanding, the inner side of the steering can be considered as the center of the rotational motion, and the outer side of the steering can be considered as the arc side of the rotational motion.

[0047] In the four sub-scenarios described above, the maximum output torque of any fault-free thruster shall not exceed 50% of the rated torque. In one embodiment, the thruster torque is A%=15% and B%=42.5%, which can also be adjusted as needed.

[0048] 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, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A distributed, azimuth-based, green marine propulsion system, characterized in that, include: Several thrusters are respectively installed at different positions on the hull, and each thruster is connected to the hull hinge. Monitoring units are installed at several thrusters to collect operational information from each thruster. The control unit is electrically connected to the monitoring unit and several thrusters, and is used to acquire the operating information of several thrusters sent by the monitoring unit, confirm the ship's navigation mode, determine the operating status of several thrusters, and perform coordinated torque control on several thrusters. Each of the propellers has an impeller at its center, and the speed and direction of rotation of the impellers of the propellers, as well as the direction of rotation of the propellers relative to the axis of the hull, are adjustable.

2. The distributed full-rotation green ship propulsion system according to claim 1, characterized in that, The plurality of thrusters are disposed at different positions on the bottom of the hull and are symmetrically arranged with respect to the center plane of the hull; the rotation angle of the plurality of thrusters relative to a plane parallel to the longitudinal section of the hull is . θ Rotation angle θ The range is [ θ min , θ max ].

3. The distributed full-rotation green marine power propulsion system according to claim 2, characterized in that, At the bottom of the hull, with the center of several propellers as the center, and with a radius of... R Construct a circular placement area where the center-to-center distance between adjacent thrusters located at the same end of the hull is greater than [missing information]. R And the radius satisfies R ≥K× D K≥10, D The diameter of the thruster outlet.

4. A distributed, azimuth-based, green marine propulsion system according to claim 3, characterized in that, The bottom of the hull is also provided with several waterways, which are symmetrically arranged on both sides of the hull and connected to different circular placement areas. Each waterway corresponds to one of the propellers. The width of each waterway is 2... φ The distance between the center of the thruster and the side of the waterway directly opposite it is φ .

5. A distributed, azimuth-based, green marine propulsion system according to claim 4, characterized in that, The hull is equipped with several rotary motors, the output ends of which are connected to several propellers near one end of the hull. A drive motor is located at the center of each propeller, and an impeller is located at the output end of the drive motor. The impeller rotates clockwise or counterclockwise relative to the central axis of the propeller. The monitoring unit is located at the input end, shaft, and stator of the rotary motors and drive motors, and is used to acquire the current, speed, temperature, and insulation resistance of the rotary motors and drive motors as operating information.

6. A distributed, azimuth-based, green marine propulsion system according to claim 5, characterized in that, The ship's navigation modes include forward, reverse, left turn, left turn, right turn, and right turn; the number of propellers is at least four, distributed at the port front, starboard front, port aft, and starboard aft of the hull bottom, wherein: When moving forward in a straight line, the rotation angle of each propeller relative to a plane parallel to the longitudinal section of the hull is... θ min The drive motors of several propellers drive the impellers to rotate counterclockwise; When moving straight and then backward, the rotation angle of each propeller relative to a plane parallel to the longitudinal section of the hull is... θ min The drive motors of several propellers drive the impellers to rotate clockwise; When turning left, the rotation angle of the left front thruster and the right rear thruster relative to the centerline of the waterway is . θ min Furthermore, the drive motors of the left front thruster and the right rear thruster rotate counterclockwise; both the right front thruster and the left rear thruster accelerate at an angular acceleration of - during time t. a Rotate counterclockwise to an angle relative to the centerline of the waterway. θ The drive motor of the right front thruster rotates counterclockwise; the drive motor of the left rear thruster rotates clockwise. ; When making a left turn, the difference from the left-turn navigation mode is that the right front thruster and the left rear thruster rotate counterclockwise relative to the centerline of the waterway within time t0. θ max , and t0 <t; When turning right, the rotation angle of the right front thruster and the left rear thruster relative to the centerline of the waterway is . θ min Furthermore, the drive motors of the right front thruster and the left rear thruster rotate clockwise; both the left front thruster and the right rear thruster accelerate at an angular velocity within time t. a Rotate clockwise relative to the center line of the waterway to an angle θ The drive motor of the left front thruster rotates counterclockwise; the drive motor of the right rear thruster rotates clockwise. When turning right, the difference from the right-turn navigation mode is that the left forward thruster and right rear thruster rotate clockwise relative to the centerline of the waterway within time t0. θ max , and t0 <t。 7. A distributed, azimuth-based, green marine propulsion system according to claim 5, characterized in that, The control unit acquires the operating information of several thrusters sent by the monitoring unit, confirms the ship's navigation mode, determines the operating status of several thrusters, and performs coordinated torque control on several thrusters, specifically including the following: The control unit confirms whether the ship is operating in navigation mode. If so, it proceeds to the next step; otherwise, it delays for a period of time and then confirms again. The control unit confirms the operating status of several thrusters and marks several thrusters as normal, first fault level, and second fault level. The control unit selectively distributes torque to several thrusters based on the markings of their operating status.

8. A distributed, azimuth-based, green marine propulsion system according to claim 7, characterized in that, The control unit confirms the operating status of several thrusters, marking them as normal, first fault level, and second fault level. It then determines whether any of the following faults exist: operating temperature of the rotating motor and several drive motors exceeding 150 degrees Celsius; effective value fluctuation of motor current exceeding 3%; motor speed fluctuation exceeding 3%; insulation resistance less than 1 megohm; motor operation response delay exceeding 200ms for three consecutive sampling periods. If no thruster is faulty, the entire group of thrusters is marked as normal, and they operate at rated torque. If any thruster is faulty, the entire group of thrusters is marked as first-level fault, requiring the faulty thruster to be shut down and the fault-free thrusters to undergo torque derating and reconfiguration to maintain the ship's center of gravity trajectory stability. If two or more different thrusters are faulty, the entire group of thrusters is marked as second-level fault, at which point the control unit interrupts steering communication and immediately de-energizes the thrusters.

9. A distributed, azimuth-based, green marine propulsion system according to claim 8, characterized in that, If one thruster malfunctions, all thrusters are marked as Level 1 fault. In this case, the faulty thruster must be decommissioned, and the fault-free thrusters undergo torque derating reconfiguration. Specific details include: When the control unit confirms that the ship's navigation mode is forward or reverse, the drive system causes several thrusters to rotate at an angle relative to the centerline of the waterway. θ min The torque of each of the three fault-free thrusters is reduced to 50% of their rated torque Trated. The total torque of the three fault-free thrusters is currently Ttotal = 1.5Trated. The impellers of the drive motors of the three fault-free thrusters rotate in the same direction. If any thruster at the bow fails, the fault-free thruster at the bow receives A% of the current total torque, and the two fault-free thrusters at the stern each receive B% of the current total torque, satisfying A% + 2 × B% = 100%. If any thruster at the stern fails, the fault-free thruster at the stern receives A% of the current total torque, and the two fault-free thrusters at the bow each receive B% of the current total torque. When the control unit confirms that the ship's navigation mode is turning or turning around, it adds a compensation coefficient to the three fault-free propellers while they are moving straight ahead. k When the faulty propeller is on the port side of the ship and a port turn or U-turn is required, the fault-free propeller on the port side is the inside turn, and the two fault-free propellers on the starboard side are the outside turn. The torque of the inside turn propeller is A% × (1- k ) × Ttotal, the torque of the two thrusters on the outer side without fault is B% × (1 + k ) × Ttotal; When the faulty propeller is on the port side of the ship and a starboard turn or U-turn is required, the unfaulty propeller on the port side is the outer steering propeller, and the two unfaulty propellers on the starboard side are the inner steering propellers. The torque of the outer steering propeller is then A% × (1 + ... k ) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1- k ) × Ttotal; When the faulty propeller is on the starboard side of the ship, and a port turn or U-turn is required, the two fault-free propellers on the port side are the inside steering propellers, and the fault-free propeller on the starboard side is the outside steering propeller. The torque of the outside steering propeller is A% × (1 + ... k ) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1- k ) × Ttotal; When the faulty propeller is on the starboard side of the ship, and a starboard turn or U-turn is required, the two fault-free propellers on the port side are the outer steering propellers, and the fault-free propeller on the starboard side is the inner steering propeller. The torque of the outer steering propeller is then A% × (1- k ) × Ttotal, the torque of the two thrusters on the inside side without faults is B% × (1 + k )×Ttotal.

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