Energy-saving ship main propulsion device and control method

Abstract

The invention discloses an energy-saving ship main propulsion device and a control method, and belongs to the technical field of ships. The energy-saving ship main propulsion device comprises a shaft system module, a shaft transmission module, a flow guide module, a propeller module, a main power source and a recovery module. The shafting module comprises a propulsion shaft and a middle bearing, and the middle bearing is arranged on the propulsion shaft; the shaft transmission module is arranged on the propelling shaft; the flow guide module comprises flow guide fins and a front guide pipe; the propeller module is arranged on the side, back on to the shaft transmission module, of the front guide pipe. Wherein the shaft generating module is connected with the recycling module, the shaft generating module has a power generation mode and an auxiliary mode, when the shaft generating module is in the power generation mode, the main power source drives the shaft generating module to generate power through the propelling shaft, and when the shaft generating module is in the auxiliary mode, electric energy in the recycling module is transmitted to the shaft generating module. According to the energy-saving ship main propulsion device, kinetic energy of the main power source can be recycled, and assistance can be provided.

Description

Technical Field

[0001] This application relates to the field of marine technology, and in particular to an energy-saving main propulsion device and control method for ships. Background Technology

[0002] As the core transportation carrier of global trade, ships have long been constrained by energy consumption and emissions issues, hindering the sustainable development of the shipping industry. With increasingly stringent requirements for energy conservation and emission reduction in the global shipping industry, and the implementation of regulations such as the International Maritime Organization (IMO) regarding the Energy Efficiency Design Index (EEDI) and Carbon Intensity Index (CII), improving the energy efficiency of ship main propulsion systems has become a core issue for industry development.

[0003] In related technologies, under operating conditions such as low-speed navigation and stable cruising, the main power source will generate a large amount of excess kinetic energy. This kinetic energy is not recovered and can only be dissipated in the form of heat, resulting in energy waste. During the process of ship deceleration or stopping, the kinetic energy of the main power source is also not recovered, resulting in secondary energy waste. Summary of the Invention

[0004] This application provides an energy-saving main propulsion device and control method for ships. The energy-saving main propulsion device can not only recover the kinetic energy of the main power source, but also release energy to provide assistance during the ship's start-up or acceleration phase, thereby reducing the ship's fuel consumption.

[0005] To achieve the above objectives, according to a first aspect of this application, an energy-saving marine main propulsion device is provided, comprising: A shaft system module, the shaft system module including a propulsion shaft and an intermediate bearing, the intermediate bearing being disposed on the propulsion shaft; A shaft-mounted launch module, wherein the shaft-mounted launch module is disposed on the propulsion shaft; A flow guiding module, comprising flow guiding fins and a front conduit, wherein the flow guiding fins are disposed on the side of the front conduit facing the shaft module; A propeller module is disposed on the side of the front conduit facing away from the shaft generator module, and the propeller module is connected to one end of the propulsion shaft, while the other end of the propulsion shaft is connected to the power source. The shaft-generating module is connected to the recovery module. The shaft-generating module has a power generation mode and an auxiliary mode. When the shaft-generating module is in the power generation mode, the main power source drives the shaft-generating module to generate electricity through the propulsion shaft. The electrical energy generated by the shaft-generating module is delivered to the recovery module. When the shaft-generating module is in the auxiliary mode, the electrical energy in the recovery module is delivered to the shaft-generating module so that the shaft-generating module provides assistance to the main power source.

[0006] Optionally, the recycling module includes a first converter, a second converter, and electrical equipment, wherein the first converter is disposed between the shaft generator module and the second converter, and the second converter is disposed between the first converter and the electrical equipment; Both the first converter and the second converter are used to achieve bidirectional conversion between AC and DC power.

[0007] Optionally, the recycling module further includes an auxiliary power station, which is electrically connected to both the second converter and the electrical equipment.

[0008] Optionally, the recycling module further includes a first circuit breaker and a second circuit breaker, both connected in series in the circuit between the second converter and the auxiliary power station. The first circuit breaker is located near the auxiliary power station, and the second circuit breaker is located near the second converter. The electrical equipment is electrically connected to the circuit between the first circuit breaker and the second circuit breaker; and / or, The recycling module also includes an auxiliary power source, which is used to convert AC power into DC power. The auxiliary power source is connected in parallel with the DC side of the first converter.

[0009] Optionally, the shaft-driven module includes a rotor and a stator, the rotor being connected to the propulsion shaft, the stator being arranged around the outer periphery of the rotor, and both the rotor and the stator having a split-half structure.

[0010] Optionally, the shaft system module further includes a grounding device, which is disposed on the propulsion shaft; The grounding device is a plurality of devices, including at least a first grounding device and a second grounding device, wherein the first grounding device and the second grounding device are respectively disposed on both sides of the shaft-driven module in the axial direction of the propulsion shaft.

[0011] Optionally, the shaft system module further includes a shaft power meter, which is disposed on the propulsion shaft.

[0012] Optionally, the number of intermediate bearings is two, including a first intermediate bearing and a second intermediate bearing. The first intermediate bearing is located close to the active power source, and the second intermediate bearing is located on the side of the first intermediate bearing away from the active power source. The shaft-generating module is disposed between the first intermediate bearing and the active power source, or the shaft-generating module is disposed between the first intermediate bearing and the second intermediate bearing.

[0013] Optionally, the flow guiding module further includes a connecting plate, through which the pre-conduit is connected to the hull, and a carbon fiber layer is laid at the connecting plate; and / or, The interior of the pre-catheter is lined with a carbon fiber layer.

[0014] Optionally, the propeller module includes a propeller and a propeller cap, the propeller being connected to the propulsion shaft, and the propeller cap being disposed on the side of the propeller facing away from the flow guide module.

[0015] Optionally, the propeller has a plurality of first blades, the propeller cap has a plurality of second blades, the radius of the first blades is greater than the radius of the second blades, and the number of second blades is greater than or equal to the number of first blades.

[0016] Optionally, the pre-positioning catheter includes a plurality of first catheter fins, second catheter fins, and third catheter fins. The plurality of first catheter fins are distributed circumferentially at intervals along the propulsion axis. The second catheter fins have an arc-shaped structure. One end of the first catheter fin is disposed toward the propulsion axis and extends radially along the propulsion axis. The other end of the first catheter fin is connected to the second catheter fin. The third catheter fin is disposed on at least a portion of the first catheter fins.

[0017] According to a second aspect of this application, a control method for an energy-saving marine main propulsion device is provided, applied to the energy-saving marine main propulsion device as described in any one of the above claims, the control method comprising: When the ship is in any of the following conditions: low-speed navigation, stable cruising, deceleration, or stopping, the shaft generator module is controlled to be in power generation mode. The shaft generator module converts part of the kinetic energy of the main power source into electrical energy, and the electrical energy generated by the shaft generator module is delivered to the recovery module. When the ship is in either starting or accelerating condition, the shaft generator module is controlled to be in auxiliary mode, and the electrical energy in the recovery module is delivered to the shaft generator module, which provides assistance to the main power source.

[0018] In the energy-saving marine main propulsion device and control method of this application embodiment, the energy-saving marine main propulsion device includes a shafting module, a shaft generator module, a guide vane module, and a propeller module. Through modular architecture and collaborative design, the mutual influence between the shafting module, shaft generator module, guide vane module, and propeller module is comprehensively considered, achieving integrated optimization of multiple objectives such as ship, engine, shaft generator, and propeller matching, hydrodynamics, vibration, and lifespan. This avoids system performance conflicts caused by local optimization and achieves optimal global energy efficiency and reliability. At the same time, the modular design of each component facilitates installation, disassembly, and maintenance, reducing equipment maintenance costs and time. Furthermore, the modular structure allows for flexible configuration and upgrades according to the actual needs of the ship.

[0019] An energy-efficient marine main propulsion system integrates a shaft generator module (SGM) onto the propulsion shaft, connected to a recovery module. The SGM has both a power generation mode and an auxiliary mode. In power generation mode, the main power source drives the SGM to generate electricity via the propulsion shaft, which is then supplied to the recovery module. In auxiliary mode, electrical energy from the recovery module is supplied to the SGM, enabling it to assist the main power source. This energy-efficient system not only recovers kinetic energy from the main power source but also releases energy during startup or acceleration to provide assistance, reducing fuel consumption and thus lowering overall energy consumption, improving both the economic and environmental benefits of ship operation.

[0020] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0023] Figure 1 This is a schematic diagram of the structure of the energy-saving ship main propulsion device provided in an exemplary embodiment of this disclosure; Figure 2 This is a schematic diagram of the structure of the shafting module provided in an exemplary embodiment of this disclosure; Figure 3 This is a schematic diagram of the structure of the flow guiding module provided in the exemplary embodiment of this disclosure when it is installed on the hull; Figure 4This is a schematic diagram of the power generation mode of the shaft generator module provided in the exemplary embodiment of this disclosure; Figure 5 This is a schematic diagram of the auxiliary mode of the shaft-driven module provided in the exemplary embodiments of this disclosure; Figure 6 This is a schematic diagram of the structure of the pre-positioned catheter provided in an exemplary embodiment of this disclosure; Figure 7 This is a cross-sectional schematic diagram from one perspective of the pre-positioned catheter provided in an exemplary embodiment of this disclosure; Figure 8 This is a cross-sectional schematic diagram from another perspective of the pre-positioned catheter provided in an exemplary embodiment of this disclosure; Figure 9 This is a schematic diagram of the propeller module provided in an exemplary embodiment of this disclosure.

[0024] Explanation of reference numerals in the attached figures: 1. Shaft system module; 11. Propulsion shaft; 12. Intermediate bearing; 121. First intermediate bearing; 122. Second intermediate bearing; 13. Grounding device; 131. First grounding device; 132. Second grounding device; 133. Third grounding device; 14. Shaft power meter; 2. Shaft generator module; 21. Rotor; 22. Stator; 3. Flow guiding module; 31. Flow guiding fins; 32. Pre-conductor; 321. First duct fins; 322. Second duct fins; 323. Third duct fins; 3 3. Connecting plate; 34. Carbon fiber layer; 4. Propeller module; 41. Propeller; 411. First blade; 412. First hub; 42. Propeller cap; 421. Second blade; 422. Second hub; 5. Main power source; 6. Recovery module; 61. First converter; 62. Second converter; 63. Electrical equipment; 631. Marine load; 632. Energy storage equipment; 64. Auxiliary power station; 65. First circuit breaker; 66. Second circuit breaker; 67. Auxiliary power source; 7. Hull. Detailed Implementation

[0025] 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. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. In addition, it should be understood that the specific embodiments described herein are only for illustration and explanation of this application and are not intended to limit this application. In this application, unless otherwise stated, directional terms such as "up," "down," "left," and "right" generally refer to up, down, left, and right in the actual use or working state of the device, specifically the drawing directions in the accompanying drawings.

[0026] In this application, unless otherwise expressly specified and limited, the terms "connected," "linked," "stacked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two elements or the interaction between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0027] This application provides an energy-saving main propulsion device for ships and its control method, which will be described in detail below. It should be noted that the order of description of the following embodiments is not intended to limit the preferred order of the embodiments of this application. Furthermore, in the following embodiments, the descriptions of each embodiment have their own emphasis; parts not described in detail in a certain embodiment can be referred to in the relevant descriptions of other embodiments.

[0028] According to the first aspect of this application, referring to Figure 1 One embodiment of this application provides an energy-saving marine main propulsion device, which may include a shafting module 1, a shaft generator module 2, a flow guide module 3, a propeller module 4, a main power source 5, and a recovery module 6. Each module can be integrated and assembled and work together through modular design.

[0029] Specifically, refer to Figure 1 and Figure 2 Shaft system module 1 is the core of the power transmission for the energy-saving main propulsion system of the ship, connecting the main power source 5 and the propeller module 4, and providing the installation foundation for shaft generator module 2. Shaft system module 1 may include a propulsion shaft 11 and an intermediate bearing 12. The intermediate bearing 12 is mounted on the propulsion shaft 11 and can be sleeved on the propulsion shaft 11. The propulsion shaft 11 can be made of high-strength alloy steel, possessing excellent tensile, torsional, and fatigue strength properties, capable of withstanding the large torque output from the main power source 5 and the reaction force from the propeller module 4. One end of the propulsion shaft 11 is fixedly connected to the output end of the main power source 5 via a coupling, and the other end of the propulsion shaft 11 is connected to the propeller module 4, achieving efficient power transmission. The diameter and length of the propulsion shaft 11 are precisely determined through finite element analysis and shaft alignment calculations based on parameters such as the ship's tonnage, the power of the main power source 5, and the shaft system span, ensuring that the power transmission requirements and rigidity requirements are met, and avoiding excessive bending deformation or vibration during operation.

[0030] The intermediate bearing 12 can adopt a structure combining high specific pressure, forced lubrication, and tilting pads. By using an integral lower bearing shell (not shown), the load-bearing capacity per unit area is increased, and high-strength bearing materials are matched to enable it to withstand high specific pressures, such as up to 1.5 MPa, which can cope with the additional loads introduced by the shaft module 2. At the same time, high-pressure lubricating oil is forcibly injected from the bearing plug (not shown) through an external oil pump (not shown) to ensure that a stable oil film can still be formed under low-speed heavy-load conditions, achieving precise oil supply, efficient heat dissipation, and impurity flushing, thereby ensuring stable lubrication and load-bearing capacity during the operation of the shaft module 1. Among them, the tilting pad is a structural form of sliding bearing, also called a tilting pad block bearing or a swing pad bearing.

[0031] Reference Figure 1 The shaft generator module 2 can be disposed between the propeller module 4 and the main power source 5, and the shaft generator module 2 is disposed on the propulsion shaft 11. The shaft generator module 2 can include a rotor 21 and a stator 22. The rotor 21 can be connected to the propulsion shaft 11 and can rotate with the propulsion shaft 11. The stator 22 can be disposed around the outer periphery of the rotor 21 and can be connected to the hull 7. A preset gap is maintained between the stator 22 and the rotor 21. The size of the gap can be determined according to electromagnetic performance calculations to improve power generation efficiency and power output efficiency.

[0032] In some embodiments, refer to Figure 1 Both rotor 21 and stator 22 are of a split-half structure, such as a two-half structure, which facilitates the installation and disassembly of rotor 21 and stator 22. For example, rotor 21 and stator 22 are divided into two symmetrical halves, which are fixed together by flanges. The split-half structure allows for the installation, inspection, and replacement of the shaft-driven module 2 without disassembling the propulsion shaft 11, significantly reducing maintenance workload and downtime, and improving the ease of equipment maintenance. Rotor 21 can be made of permanent magnet material, and stator 22 can be made of temperature-resistant and aging-resistant insulating material, thereby ensuring stable operation of the shaft-driven module 2 in high-temperature and high-humidity marine environments.

[0033] Reference Figure 1 The flow guiding module 3 can be disposed between the shaft generator module 2 and the propeller module 4. The flow guiding module 3 is used to improve the water flow at the stern and guide the water flow into the propeller module 4 at the optimal angle to improve hydrodynamic efficiency. The flow guiding module 3 may include a flow guiding fin 31 and a front guide duct 32. The flow guiding fin 31 is disposed on the side of the front guide duct 32 facing the shaft generator module 2, that is, the flow guiding fin 31 is disposed at the front end of the front guide duct 32.

[0034] As an example, refer to Figure 1 and Figure 3The number of guide fins 31 can be multiple. The guide fins 31 can adopt a streamlined structure design with an airfoil-shaped cross-section. The tilt angle is precisely determined through hydrodynamic simulation calculations based on the characteristics of the wake flow at the stern. This guide fins can direct the dispersed water flow at the stern to converge and enter the pre-duct 32 at a preset vertical angle, such as 5° to 10°, thereby reducing water flow turbulence and energy loss. Multiple guide fins 31 work together to create a uniform flow field distribution when the water enters the pre-duct 32, laying the foundation for further flow guidance within the pre-duct 32. The guide fins 31 can be made of high-strength aluminum alloy or composite materials, which are lightweight, high-strength, and can withstand the impact of water flow and the corrosion of the marine environment.

[0035] Reference Figure 1 and Figure 3 The front conduit 32 is located between the guide fin 31 and the propeller module 4, that is, the front conduit 32 is located at the front end of the propeller module 4. It is used to further optimize the water flow direction and guide the water flow into the propeller 41 at a preset left and right angle, such as 2° to 8°, thereby improving the propulsion efficiency of the propeller module 4.

[0036] Reference Figure 1 The propeller module 4 is connected to the end of the propulsion shaft 11 and is the final thrust generating unit. One end of the propeller module 4 is connected to the propulsion shaft 11, and the other end of the propulsion shaft 11 is connected to the main power source 5. The main power source 5 is the core power unit for ship propulsion; it is the ship's main engine, such as a diesel engine, steam turbine, or gas turbine. The main power source 5 drives the propulsion shaft 11 to rotate, which in turn drives the propeller module 4 to rotate, thus propelling the ship forward.

[0037] In some embodiments, refer to Figure 1 and Figure 2 There can be two intermediate bearings 12, both of which are mounted on the propulsion shaft 11 to support it and ensure coaxiality and stability during high-speed rotation. The two intermediate bearings 12 include a first intermediate bearing 121 and a second intermediate bearing 122. The first intermediate bearing 121 can be positioned close to the main power source 5, and the second intermediate bearing 122 can be positioned on the side of the first intermediate bearing 121 furthest from the main power source 5. The shaft-generating module 2 can be positioned between the first intermediate bearing 121 and the main power source 5, or between the first intermediate bearing 121 and the second intermediate bearing 122.

[0038] As an example, when the main power source 5 is a diesel engine and the brand of the main power source 5 is MAN (German MAN Group), the shaft generator module 2 is disposed between the first intermediate bearing 121 and the second intermediate bearing 122. When the main power source 5 is a diesel engine and the brand of the main power source 5 is Wärtsilä, the shaft generator module 2 is disposed between the main power source 5 and the first intermediate bearing 121. This can improve the stress state of the crankshaft (not shown) of the main power source 5 and the bearing bush of the intermediate bearing 12. In some embodiments, if both positions are suitable after shaft system calculation, the shaft generator module 2 is installed between the main power source 5 and the first intermediate bearing 121. This can improve the torsional vibration stress of the crankshaft of the main power source 5, thereby improving the working condition of the main power source 5.

[0039] The shaft generator module 2 is connected to the recovery module 6. The shaft generator module 2 has a power generation mode and an auxiliary mode. In power generation mode, the main power source 5 drives the shaft generator module 2 to generate electricity via the propulsion shaft 11, and the generated electricity is delivered to the recovery module 6. In auxiliary mode, the electricity in the recovery module 6 is delivered to the shaft generator module 2, enabling it to assist the main power source 5. Through the coordinated operation of the shaft generator module 2 and the recovery module 6, bidirectional energy flow and efficient utilization are achieved. The switching of the shaft generator module 2's operating mode can be automatically controlled by the ship's control system (not shown), adjusting in real time according to the ship's navigation status (start, acceleration, stable navigation, deceleration, stop) and energy demand, thereby improving energy utilization efficiency.

[0040] As an example, refer to Figure 4 When the ship is sailing at low speed, cruising steadily, decelerating, or stopping, the shaft generator module 2 switches to power generation mode. At this time, the main power source 5 drives the propulsion shaft 11 to rotate, which in turn drives the rotor 21 to rotate relative to the stator 22, cutting magnetic field lines to generate induced electrical energy. This alternating current is transmitted through a cable to the recovery module 6, realizing the recovery and utilization of kinetic energy. (Refer to...) Figure 5 When the ship starts or accelerates, the shaft generator module 2 switches to auxiliary mode. At this time, the electrical energy in the recovery module 6 is sent to the stator 22, generating a rotating magnetic field to drive the rotor 21 to rotate, providing additional auxiliary power to the propulsion shaft 11, reducing the load on the main power source 5, achieving rapid start-up and acceleration, and reducing fuel consumption.

[0041] In this application, through modular architecture and collaborative design, the mutual influences between shafting module 1, shaft generator module 2, flow guide module 3, and propeller module 4 are comprehensively considered. This achieves integrated optimization of multiple objectives, including matching of the ship, engine, shaft generator, and propeller, hydrodynamics, vibration, and lifespan, avoiding system performance conflicts caused by local optimization and achieving optimal global energy efficiency and reliability. Furthermore, the modular design of each component facilitates installation, disassembly, and maintenance, reducing equipment maintenance costs and time. The modular structure also allows for flexible configuration and upgrades based on the actual needs of the vessel.

[0042] An energy-saving marine main propulsion system integrates a shaft generator module 2 on the propulsion shaft 11, connected to a recovery module 6. The shaft generator module 2 has both a power generation mode and an auxiliary mode. In power generation mode, the main power source 5 drives the shaft generator module 2 to generate electricity via the propulsion shaft 11. The generated electricity is then supplied to the recovery module 6. In auxiliary mode, the electricity from the recovery module 6 is supplied to the shaft generator module 2, enabling it to provide assistance to the main power source 5. This energy-saving marine main propulsion system not only recovers the kinetic energy of the main power source 5 but also releases energy to provide assistance during ship start-up or acceleration, reducing fuel consumption and thus lowering overall energy consumption, improving both the economic and environmental benefits of ship operation.

[0043] In some embodiments, refer to Figure 4 and Figure 5 The recycling module 6 may include a first converter 61, a second converter 62, and an electrical device 63. The first converter 61 may be located between the shaft generator module 2 and the second converter 62, and the second converter 62 may be located between the first converter 61 and the electrical device 63. Both the first converter 61 and the second converter 62 employ bidirectional converter technology, enabling bidirectional conversion between AC and DC power to meet the energy conversion requirements of the shaft generator module 2 in both operating modes.

[0044] As an example, refer to Figure 4 In power generation mode, the first converter 61 rectifies the fluctuating AC power output from the shaft generator module 2 into DC power, and the second converter 62 inverts this DC power into stable AC power conforming to shipboard power grid standards (e.g., 380V / 50Hz) and supplies it to the power-consuming equipment 63. (Refer to...) Figure 5 In auxiliary mode, the second converter 62 can rectify the AC power provided by the recovery module 6 into DC power, and the first converter 61 can invert the DC power into AC power adapted to the shaft generator module 2, driving the shaft generator module 2 to run as a motor.

[0045] Reference Figure 4 and Figure 5The electrical equipment 63 may include marine loads 631 and energy storage devices 632. Marine loads 631 may include ship navigation equipment, communication systems, household appliances, and auxiliary ship machinery, directly consuming the electrical energy recovered by the shaft generator module 2. Energy storage devices 632, such as lithium-ion battery packs or supercapacitors, are used to store excess electrical energy generated by the shaft generator module 2 in power generation mode, providing power support to the shaft generator module 2 when auxiliary power is needed for ship startup, acceleration, etc., thus achieving energy recycling. When the energy storage device 632 is a lithium-ion battery pack, it can be equipped with a battery management system that can monitor battery parameters such as voltage, current, and temperature in real time, enabling functions such as charge / discharge protection and equalization charging, extending battery life, and ensuring the safe and stable operation of the energy storage device 632.

[0046] In some embodiments, refer to Figure 4 and Figure 5 The recovery module 6 may also include an auxiliary power station 64, which is electrically connected to both the second converter 62 and the electrical equipment 63. The auxiliary power station 64 supplies power to the electrical equipment 63, such as to the marine load 631. The auxiliary power station 64 can also provide power to the shaft generator module 2. When the shaft generator module 2 generates insufficient power, the auxiliary power station 64 can automatically start to provide stable power to the electrical equipment 63, ensuring the normal operation of critical ship equipment. It can also supply power to the shaft generator module 2 to assist the main power source 5. When the shaft generator module 2 generates sufficient power, it can supply power to the electrical equipment 63, reducing the operating time of the auxiliary power station 64 and lowering fuel consumption.

[0047] In some embodiments, refer to Figure 4 and Figure 5 The recovery module 6 may also include a first circuit breaker 65 and a second circuit breaker 66, both connected in series in the circuit between the second converter 62 and the auxiliary power station 64. The first circuit breaker 65 is located near the auxiliary power station 64, and the second circuit breaker 66 is located near the second converter 62. The electrical equipment 63 is electrically connected to the first circuit breaker 65 and the second circuit breaker 66. Both the first circuit breaker 65 and the second circuit breaker 66 can be air circuit breakers, etc. These air circuit breakers have functions such as overload protection, short circuit protection, and leakage protection, and can quickly disconnect faulty circuits to prevent fault expansion and ensure the safety and stability of the power system. By controlling the opening and closing of the first circuit breaker 65 and the second circuit breaker 66, the power exchange between the shaft generator module 2 and the auxiliary power station 64 can be realized, ensuring the continuity and reliability of power supply.

[0048] As an example, refer to Figure 4When the shaft generator module 2 generates sufficient power, the first circuit breaker 65 opens and the second circuit breaker 66 closes, allowing the shaft generator module 2 to supply power to the electrical equipment 63, reducing the operating time of the auxiliary power station 64 and lowering fuel consumption. (Refer to...) Figure 5 When the shaft generator module 2 generates insufficient power, the first circuit breaker 65 is turned on and the second circuit breaker 66 is turned off, allowing the auxiliary power station 64 to supply power to the electrical equipment 63. In some embodiments, when the shaft generator module 2 generates insufficient power, both the first circuit breaker 65 and the second circuit breaker 66 are turned on, allowing the auxiliary power station 64 to supply power to both the electrical equipment 63 and the shaft generator module 2. This ensures the normal operation of the ship's critical equipment while also enabling the shaft generator module 2 to provide assistance to the main power source 5.

[0049] Reference Figure 4 and Figure 5 The recovery module 6 may also include an auxiliary power source 67, which converts AC power into DC power. The auxiliary power source 67 is connected in parallel with the DC side of the first converter 61. The auxiliary power source 67 can be a rectifier and can be connected to an external power grid, such as a ship's electrical grid. The auxiliary power source 67 can rectify AC power into DC power, providing stable DC voltage support to the DC side of the first converter 61. When the energy storage device 632 has insufficient power, the auxiliary power station 64 has insufficient power, or the shaft generator module 2 requires high-power auxiliary power, the auxiliary power source 67 can work in conjunction with the energy storage device 632 and the auxiliary power station 64 to ensure stable power output of the shaft generator module 2 in auxiliary mode. Simultaneously, the auxiliary power source 67 can also provide excitation current to the shaft generator module 2 during its initial startup, ensuring that the shaft generator module 2 quickly enters the working state.

[0050] In some embodiments, refer to Figure 1 and Figure 2 The shaft system module 1 may also include a grounding device 13, which is disposed on the propulsion shaft 11. The grounding device 13 may adopt a multi-channel structure design. For example, the grounding device 13 may be composed of components such as a brush (not shown), a current collector ring (not shown), and a grounding conductor (not shown). The brush is in close contact with the surface of the propulsion shaft 11 and can conduct static electricity and induced current on the propulsion shaft 11.

[0051] The plurality of grounding devices 13 includes at least a first grounding device 131 and a second grounding device 132. The first grounding device 131 and the second grounding device 132 can be respectively disposed on both sides of the shaft-generator module 2 along the axial direction of the propulsion shaft 11. This can suppress the rise in shaft-to-ground voltage generated during the operation of the shaft-generator module 2, prevent the bearing oil film from being broken down, prevent bearing pitting damage, and improve the electrical safety of the main power source 5 and the shaft system module 1. The grounding resistance value of the grounding device 13 can be controlled below 5Ω to ensure stable and reliable grounding. Simultaneously, the grounding device 13 has a wear compensation function, which can maintain good contact between the brush and the propulsion shaft 11 through an elastic mechanism (not shown), extending its service life. In some embodiments, the plurality of grounding devices 13 may further include a third grounding device 133, which can be disposed between the second intermediate bearing 122 and the current guiding module 3 to discharge static electricity and induced current on the propulsion shaft 11.

[0052] In some embodiments, refer to Figure 1 and Figure 2 The shafting module 1 may also include a shaft power meter 14, which is mounted on the propulsion shaft 11. The shaft power meter 14 can be installed in the area between the first intermediate bearing 121 and the main power source 5. The shaft power meter 14 is used to monitor parameters such as the rotational speed, torque, and power of the propulsion shaft 11 in real time. The shaft power meter 14 can employ a non-contact measurement principle, using strain gauges or magnetoelectric sensors mounted on the propulsion shaft 11 in conjunction with external receiving equipment to achieve accurate data acquisition and transmission. The power data acquired by the shaft power meter 14 can be uploaded to the ship's control system in real time, providing not only real-time feedback on the propulsion system's operating status, facilitating timely adjustment of the main power source 5's operating parameters for energy-saving navigation, but also providing accurate data support for carbon intensity index (CII) carbon emission monitoring, meeting maritime regulatory requirements. The shaft power meter 14 features strong anti-interference capabilities and adaptability to harsh marine environments; its casing can be waterproof and corrosion-resistant, ensuring stable operation in high humidity and high salt spray environments.

[0053] In some embodiments, refer to Figures 6 to 8 The flow guiding module 3 may also include a connecting plate 33, through which the pre-conduit 32 can be connected to the hull 7. For example, the connecting plate 33 can be connected to the pre-conduit 32 and the hull 7 by welding. The connecting plate 33 may be made of high-strength steel plate, and its thickness is determined by structural strength calculation based on parameters such as the weight of the pre-conduit 32 and the water flow impact force to ensure connection strength and stability.

[0054] Reference Figure 7 and Figure 8A carbon fiber layer 34 can be laid at the connecting plate 33, for example, laying a carbon fiber layer 34 in and around the connecting plate 33. This not only improves the structural strength of the connecting plate 33, but also improves the connection strength between the connecting plate 33 and the pre-conduit 32 and the hull 7. The pre-conduit 32 has a hollow internal structure, and a carbon fiber layer 34 can also be laid inside the pre-conduit 32, thus improving the structural strength of the pre-conduit 32. Compared with increasing the thickness of the connecting plate 33 and the pre-conduit 32, this application improves the structural strength of the connecting plate 33 and the pre-conduit 32 without increasing their weight by setting a carbon fiber layer 34. This not only reduces the load on the stern structure, but also reduces water flow resistance, further improving energy-saving performance. At the same time, carbon fiber material has excellent corrosion resistance, which can effectively resist the erosion of the marine environment and extend the service life of the pre-conduit 32 and the connecting plate 33.

[0055] In some embodiments, refer to Figure 6 and Figure 7 The pre-conduit 32 may include multiple first conduit fins 321, second conduit fins 322, and third conduit fins 323. The first conduit fins 321 may have a plate-like structure, with multiple first conduit fins 321 distributed circumferentially at intervals along the propulsion shaft 11. One end of each first conduit fin 321 faces the propulsion shaft 11 and extends radially along it; the other end is fixedly connected to the second conduit fins 322, serving a dual function of support and water flow guidance. The number and arrangement angle of the first conduit fins 321 are determined according to flow field optimization requirements, effectively suppressing circumferential rotation of the water flow and allowing the water to smoothly enter the propeller module 4 axially.

[0056] Reference Figure 6 and Figure 7 The second duct fin 322 can be an arc-shaped structure that matches the annular contour of the front duct 32 to form the outer wall of the water flow channel, further constraining and guiding the water flow to ensure that the water flow enters the working area of ​​the propeller module 4 at the optimal angle.

[0057] Reference Figure 6 At least a portion of the first duct fin 321 is provided with a third duct fin 323. The third duct fin 323 can be a small streamlined fin that can guide the water flow at the blade root of the first blade 411 of the propeller 41 to a radius region of higher efficiency of the propeller 41, further optimizing the flow field distribution and improving the working efficiency of the propeller 41.

[0058] The pre-conductor 32 can be modularly designed, consisting of multiple sections connected by flanges, reducing manufacturing difficulty and transportation and installation costs. For large ships, the flow guide module 3 can be installed only in the upper half of the propeller 41, which can increase the thrust of the first blade 411 in the upper half of the propeller 41. This can generate a bending moment that lifts the rear end of the intermediate bearing 12 upward, which helps to improve the load on the intermediate bearing 12 and the fatigue life of the propeller shaft 11. This is especially suitable for ships with a large propeller 41 and a significant cantilever beam effect, and can improve the problems of excessive load on the intermediate bearing 12 and uneven stress along its length.

[0059] In some embodiments, refer to Figure 1 and Figure 9 The propeller module 4 may include a propeller 41 and a propeller cap 42. The propeller 41 is connected to the propulsion shaft 11, and the propeller cap 42 is located on the side of the propeller 41 opposite to the flow guide module 3, i.e., the propeller cap 42 is located at the rear end of the propeller 41. The propeller cap 42 and the propeller 41 can be coaxially arranged. The propeller 41 can be designed using the wake lift line theory, fully considering the changes in the wake field brought about by the flow guide module 3, which can improve the matching between the propeller 41 and the hull 7. The blade shape is a high-efficiency and energy-saving design, which can accurately match the optimized flow field and improve propulsion efficiency. The power design of the propeller 41 takes into account the output characteristics of the main power source 5 and the power requirements of the ship, and reserves power for the shaft generator module 2 to avoid insufficient thrust of the propeller 41 or overload of the main power source 5 due to the installation of the shaft generator module 2. The propeller cap 42 can be a streamlined structure with a smooth surface, which can reduce water flow resistance.

[0060] Specifically, refer to Figure 9 The propeller 41 has multiple first blades 411 and a first hub 412. The first hub 412 can be connected to the propulsion shaft 11, and the first blades 411 are disposed on the first hub 412. The number of first blades 411 can be determined according to parameters such as ship tonnage and sailing speed, for example, 3 to 5. The surface of the first blades 411 can be coated with a coating with low conductivity and low coefficient of friction, which can not only reduce the frictional resistance of water flow on the first blades 411 and reduce propulsion energy consumption, but also inhibit the attachment of aquatic organisms on the blade surface, avoiding the reduction of the efficiency of the first blades 411 due to biological adhesion.

[0061] The first blade 411 can adopt a forward-leaning blade tip design, which increases the actual blade diameter and improves the propeller 41 efficiency while maintaining the same disk projection diameter. The blade root increases load by increasing the pitch, improving root propulsion efficiency; the resulting root cavitation is eliminated by the energy-saving propeller cap 42. The propeller 41 is designed as a cuttable blade, which can accommodate the addition of the shaft generator module 2 to the modified vessel while also meeting anti-noise and trailing requirements, ensuring the safety and comfort of the vessel's navigation.

[0062] Reference Figure 9 The propeller cap 42 has multiple second blades 421 and a second hub 422, which can be connected to the first hub 412. The second blades 421 are disposed on the second hub 422. The number of second blades 421 is greater than or equal to the number of first blades 411. For example, the number of second blades 421 is equal to the number of first blades 411, or the number of second blades 421 is one or two more than the number of first blades 411.

[0063] The radius of the second blade 421 is smaller than that of the first blade 411. Its blade shape and installation angle can be designed according to the wake characteristics of the propeller 41, effectively recovering the rotational energy of the propeller 41 wake and converting the kinetic energy of the wake into the thrust for ship propulsion. Simultaneously, it eliminates wake vortex cavitation at the blade root of the propeller 41, reducing cavitation erosion of the propeller 41 and extending its service life. The propeller cap 42 and the propeller 41 can be fixedly connected by bolts, facilitating disassembly and maintenance. Different specifications of propeller caps 42 can be replaced according to changes in the ship's navigation conditions to achieve optimal energy-saving performance.

[0064] The energy-saving main propulsion system of this application can be simulated and designed using a shafting calculation module. This module can include shafting alignment, torsional vibration calculation, gyratory vibration calculation, and longitudinal vibration calculation. For the energy-saving main propulsion system of this application, modular design and multi-component collaborative optimization significantly improve the characteristics of these four shafting systems. The calculation model can employ a non-simplified model to fully restore the length and load distribution characteristics of the rotor 21 and propulsion shaft 11 of the shaft generator module 2, without simplification to single-point loads or support points. This application can also optimize the shafting alignment by limiting the direction and magnitude of the magnetic pull of the shaft generator module 2 through structural design and control. The load and bending moment of the propeller 41 can be calculated using the appropriate wake theory, which is more accurate than empirical formulas and better considers the influence of the forward duct 32. Compared to the propeller 41, the influence of the propeller cap 42 on the shafting system is generally considered a secondary factor and can be appropriately simplified in the calculation. In this application, by comprehensively considering the characteristics of each piece of equipment, the equipment state is realistically restored for modeling and calculation, and the mutual influence between each piece of equipment is examined for comprehensive optimization design to achieve the optimal state of shaft system calculation.

[0065] After the installation of each module is completed, the overall commissioning of the energy-saving ship's main propulsion system is carried out. The matching performance of the ship engine and propeller is tested, the hydrodynamic effect is optimized, and the shaft alignment, swivel, torsional vibration and shaft fatigue life parameters are monitored. Fine-tuning is carried out based on the test results to further improve the working condition of the energy-saving ship's main propulsion system.

[0066] This application's energy-saving marine main propulsion device adopts a multi-component collaborative optimization design. Through target coordination, technological linkage, and modular support, it integrates the originally dispersed performance improvement points of components into a systematic solution that promotes mutual benefit and enhances efficiency. This application optimizes the wake through the pre-duct 32, improves propulsion efficiency through the high-efficiency propeller 41, and recovers wake energy through the energy-saving propeller cap 42, forming a complete hydrodynamic energy-saving chain to improve hydrodynamic efficiency. This application achieves both efficient energy utilization and safety protection by optimizing the power transmission of the main power source 5 through the shaft system, efficiently recovering kinetic energy for power generation under suitable operating conditions through the shaft generator module 2, and ensuring electrical safety through the grounding device 13. This application improves reliability by improving the uniformity of the incoming flow through the pre-duct 32, reducing the excitation force of the propeller 41, optimizing the load distribution of the intermediate bearing 12, and extending the fatigue life of the intermediate bearing 12 and the propulsion shaft 11 through comprehensive shaft system optimization. The energy-saving main propulsion device of this application solves the technical problems of high energy consumption, poor integration and insufficient reliability of traditional energy-saving main propulsion devices through modular integrated design and multi-component collaborative optimization. This improves the energy efficiency, stability and safety of the ship propulsion system, meets the increasingly stringent energy efficiency and emission regulations of the International Maritime Organization, and has broad application prospects and promotion value.

[0067] According to a second aspect of this application, one embodiment of this application provides a control method for an energy-saving marine main propulsion device, applied to an energy-saving marine main propulsion device as described above, the control method comprising: When the ship is in any of the following conditions: low-speed navigation, stable cruising, deceleration and stopping, the shaft generator module 2 converts part of the kinetic energy of the main power source 5 into electrical energy, and the electrical energy generated by the shaft generator module 2 is transmitted to the recovery module 6. When the ship is in either starting or accelerating condition, the control shaft generator module 2 is in auxiliary mode, and the electrical energy in the recovery module 6 is transmitted to the shaft generator module 2, which in turn provides assistance to the main power source 5.

[0068] As an example, during low-speed navigation, stable cruising, deceleration, or stopping of the ship, the control shaft generator module 2 is in power generation mode, and the specific control process is as follows: The ship's control system issues a power generation mode command, and the first converter 61 and the second converter 62 switch to the "rectification-inversion" working state; The main power source 5 or the ship's inertia drives the propulsion shaft 11 to rotate, and the rotor 21 of the shaft generator module 2 rotates with the propulsion shaft 11, cutting the magnetic field lines of the stator 22 to generate alternating current; The alternating current is rectified into direct current by the first converter 61, and then inverted into alternating current that conforms to the ship's power grid standards by the second converter 62. The ship control system controls the second circuit breaker 66 to open and close based on the load of the electrical equipment 63 and the power status of the energy storage device 632, so as to prioritize the delivery of electrical energy to the ship load 631, and store the excess electrical energy through the energy storage device 632. If the generator module 2 generates sufficient power and the auxiliary power station 64 is in operation, the first circuit breaker 65 is closed to supply power to the auxiliary power station 64, thereby reducing the fuel consumption of the auxiliary machine.

[0069] During ship start-up or acceleration, control shaft module 2 is in auxiliary mode, and the specific control process is as follows: The ship control system issues an auxiliary mode command, and the first converter 61 and the second converter 62 switch to the "inverter-rectifier" working state; The ship control system determines the power supply ratio of energy storage device 632, auxiliary power station 64 and auxiliary power source 67 according to the required auxiliary power. The DC power released by the energy storage device 632 or the AC power provided by the auxiliary power station 64 is rectified into DC power by the second converter 62 and then inverted into AC power adapted to the shaft generator module 2 by the first converter 61, or the DC power provided by the auxiliary power source 67 is inverted into AC power adapted to the shaft generator module 2 by the first converter 61. The stator 22 of the AC input shaft generator module 2 generates a rotating magnetic field to drive the rotor 21 to rotate, providing auxiliary power to the propulsion shaft 11, and working in conjunction with the main power source 5 to propel the ship to start or accelerate. The ship control system monitors the speed and torque of the propulsion shaft 11 and the power of the main power source 5 in real time, and dynamically adjusts the amount of auxiliary power according to the ship's acceleration. When the ship reaches the preset speed, the control shaft generator module 2 stops providing auxiliary power and switches to power generation mode or standby mode.

[0070] According to the third aspect of this application, referring to Figure 1 One embodiment of this application provides a ship equipped with an energy-saving main propulsion device as described above. The ship may be, for example, a bulk carrier, oil tanker, container ship, or other types of ocean-going vessel. By adopting the energy-saving main propulsion device of this application, the ship's energy consumption during navigation can be reduced, propulsion efficiency and equipment reliability can be improved, the relevant regulations of the International Maritime Organization regarding energy efficiency and emissions can be met, and the ship's maneuverability and operational economy can be enhanced.

[0071] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0072] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0073] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0074] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. An energy-saving ship main propulsion device, characterized in that, include: A shaft system module, the shaft system module including a propulsion shaft and an intermediate bearing, the intermediate bearing being disposed on the propulsion shaft; A shaft-mounted launch module, wherein the shaft-mounted launch module is disposed on the propulsion shaft; A flow guiding module, comprising flow guiding fins and a front conduit, wherein the flow guiding fins are disposed on the side of the front conduit facing the shaft module; A propeller module is disposed on the side of the front conduit facing away from the shaft generator module, and the propeller module is connected to one end of the propulsion shaft, while the other end of the propulsion shaft is connected to the power source. The shaft-generating module is connected to the recovery module. The shaft-generating module has a power generation mode and an auxiliary mode. When the shaft-generating module is in the power generation mode, the main power source drives the shaft-generating module to generate electricity through the propulsion shaft. The electrical energy generated by the shaft-generating module is delivered to the recovery module. When the shaft-generating module is in the auxiliary mode, the electrical energy in the recovery module is delivered to the shaft-generating module so that the shaft-generating module provides assistance to the main power source.

2. The energy-saving marine main propulsion device according to claim 1, characterized in that, The recycling module includes a first converter, a second converter, and electrical equipment. The first converter is disposed between the shaft generator module and the second converter, and the second converter is disposed between the first converter and the electrical equipment. Both the first converter and the second converter are used to achieve bidirectional conversion between AC and DC power.

3. The energy-saving marine main propulsion device according to claim 2, characterized in that, The recycling module also includes an auxiliary power station, which is electrically connected to both the second converter and the electrical equipment.

4. The energy-saving marine main propulsion device according to claim 3, characterized in that, The recycling module further includes a first circuit breaker and a second circuit breaker, both connected in series in the circuit between the second converter and the auxiliary power station. The first circuit breaker is located near the auxiliary power station, and the second circuit breaker is located near the second converter. The electrical equipment is electrically connected to the circuit between the first and second circuit breakers; and / or, The recycling module also includes an auxiliary power source, which is used to convert AC power into DC power. The auxiliary power source is connected in parallel with the DC side of the first converter.

5. The energy-saving marine main propulsion device according to claim 1, characterized in that, The shaft-driven module includes a rotor and a stator. The rotor is connected to the propulsion shaft, and the stator is arranged around the outer periphery of the rotor. Both the rotor and the stator are of a split-half structure.

6. The energy-saving marine main propulsion device according to claim 1, characterized in that, The shaft system module also includes a grounding device, which is disposed on the propulsion shaft; The grounding device is a plurality of devices, including at least a first grounding device and a second grounding device, wherein the first grounding device and the second grounding device are respectively disposed on both sides of the shaft-driven module in the axial direction of the propulsion shaft.

7. The energy-saving marine main propulsion device according to claim 1, characterized in that, The shaft system module also includes a shaft power meter, which is disposed on the propulsion shaft.

8. The energy-saving marine main propulsion device according to claim 1, characterized in that, The number of intermediate bearings is two, including a first intermediate bearing and a second intermediate bearing. The first intermediate bearing is located close to the active power source, and the second intermediate bearing is located on the side of the first intermediate bearing away from the active power source. The shaft-generating module is disposed between the first intermediate bearing and the active power source, or the shaft-generating module is disposed between the first intermediate bearing and the second intermediate bearing.

9. The energy-saving marine main propulsion device according to claim 1, characterized in that, The flow guiding module further includes a connecting plate, through which the pre-conduit is connected to the hull, and a carbon fiber layer is laid at the connecting plate; and / or, The interior of the pre-catheter is lined with a carbon fiber layer.

10. The energy-saving marine main propulsion device according to claim 1, characterized in that, The propeller module includes a propeller and a propeller cap. The propeller is connected to the propulsion shaft, and the propeller cap is located on the side of the propeller facing away from the flow guide module.

11. The energy-saving marine main propulsion device according to claim 10, characterized in that, The propeller has a plurality of first blades, and the propeller cap has a plurality of second blades, wherein the radius of the first blades is greater than the radius of the second blades, and the number of second blades is greater than or equal to the number of first blades.

12. The energy-saving marine main propulsion device according to claim 1, characterized in that, The pre-positioning catheter includes a plurality of first catheter fins, second catheter fins and third catheter fins. The plurality of first catheter fins are distributed circumferentially at intervals along the propulsion axis. The second catheter fins have an arc-shaped structure. One end of the first catheter fin is positioned toward the propulsion axis and extends radially along the propulsion axis. The other end of the first catheter fin is connected to the second catheter fin. The third catheter fin is disposed on at least a portion of the first catheter fins.

13. A control method for an energy-saving ship main propulsion device, characterized in that, The control method, applied to the energy-saving marine main propulsion system as described in any one of claims 1 to 12, comprises: When the ship is in any of the following conditions: low-speed navigation, stable cruising, deceleration, or stopping, the shaft generator module is controlled to be in power generation mode. The shaft generator module converts part of the kinetic energy of the main power source into electrical energy, and the electrical energy generated by the shaft generator module is delivered to the recovery module. When the ship is in either starting or accelerating condition, the shaft generator module is controlled to be in auxiliary mode, and the electrical energy in the recovery module is delivered to the shaft generator module, which provides assistance to the main power source.

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