Diesel-electric hybrid power device for ship

Abstract

The utility model relates to the technical field of ship hybrid power, in particular to a ship diesel-electric hybrid power device which comprises a first diesel power assembly, a second diesel power assembly and a motor driving assembly. The motor driving assembly is designed and comprises the longitudinal shaft and the driving motor, the longitudinal shaft is provided with the middle shaft, the first short shaft and the second short shaft, the middle shaft is connected with the first short shaft and the second short shaft on the two sides through the clutches, and the middle shaft is directly driven by the driving motor. In the cruising state of the ship, one diesel power assembly is started, the diesel power assembly directly drives the corresponding impeller shaft, the driving motor drives the middle shaft to rotate, the two clutches on the longitudinal shaft are adjusted to be in a coupling state, and at the moment, the driving motor and the started diesel power assembly can drive the impeller shaft on the other side to drive the middle shaft to rotate. Ship cruising is carried out in the state, the diesel power assembly can operate efficiently, and comprehensive oil consumption is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of ship hybrid power, in particular to a ship diesel-electric hybrid power device. Background Art

[0002] Ship propulsion usually uses two propulsion systems and two steering gears, which not only ensures that the ship has sufficient power for safety, but also is an important guarantee for coping with long-term navigation.

[0003] When a ship is cruising at low speed, it basically uses a single-side diesel engine to drive the propeller and a pressure rudder method on the other side. After long-term operation, it is found that this cruising method does not reduce fuel consumption much compared to the double-side diesel engine driven propeller method. With the development and maturity of current hybrid electric technology, it is an inevitable trend to introduce hybrid electric technology into the ship propulsion system. For this reason, the utility model provides an economical and fuel-saving ship diesel-electric hybrid power device. Utility Model Content

[0004] The purpose of the utility model is to solve the shortcomings of the prior art and to propose a marine diesel-electric hybrid power device.

[0005] In order to achieve the above purpose, the present invention adopts the following technical solutions:

[0006] A marine diesel-electric hybrid power device, comprising:

[0007] First diesel power assembly, second diesel power assembly, motor drive assembly:

[0008] The motor drive assembly includes a longitudinal shaft and a drive motor arranged between the first diesel power assembly and the second diesel power assembly. The longitudinal shaft includes an intermediate shaft, a first short shaft, and a second short shaft. The intermediate shaft is located between the first short shaft and the second short shaft, and the first end of the intermediate shaft is connected to the first short shaft through a second clutch, and the second end of the intermediate shaft is connected to the second short shaft through a first clutch. The first short shaft is transmission-connected to the second drive shaft of the second diesel power assembly, and the second short shaft is transmission-connected to the first drive shaft of the first diesel power assembly. The output shaft of the drive motor is transmission-connected to the intermediate shaft.

[0009] As a further description of the above technical solution:

[0010] The first diesel power assembly comprises:

[0011] a first diesel engine, a first long shaft, and a first drive shaft, wherein the output of the first diesel engine is drivingly connected to the first long shaft, one end of the first long shaft is connected to one end of the first drive shaft via a first power clutch, and the first drive shaft is connected to the first impeller shaft;

[0012] A first bevel gear is fixedly mounted on the first driving shaft, and a fifth bevel gear is fixedly mounted on the second short shaft. The fifth bevel gear is meshed with the first bevel gear.

[0013] As a further description of the above technical solution:

[0014] A first parallel axis A and a first parallel axis B are provided parallel to the side of the first long axis. A first driven gear A is fixedly mounted on the first parallel axis A, and a first driven gear B is fixedly mounted on the first parallel axis B. A first spur gear is fixedly mounted on the first long axis, and the first spur gear is meshed with the first driven gear A and the first driven gear B for transmission;

[0015] The first diesel power assembly also includes: four groups of first generators, the four groups of first generators corresponding to the two ends of the first parallel shaft A and the two ends of the first parallel shaft B respectively, and the end of the first parallel shaft A or the first parallel shaft B is connected to the output shaft of the first generator through a first power recovery clutch.

[0016] As a further description of the above technical solution:

[0017] A third bevel gear is fixedly mounted on the side of the intermediate shaft, and a motor shaft bevel gear is fixedly mounted on the output shaft of the drive motor. The motor shaft bevel gear is meshed with the third bevel gear.

[0018] As a further description of the above technical solution:

[0019] It also includes: a power distribution module, which includes a battery module, a power supply module, a first power conversion component, and a second power conversion component. The power supply module is electrically connected to the battery module. The power supply module is used to power the drive motor, the starting motor of the first diesel engine of the first diesel power component, and the starting motor of the second diesel engine of the second diesel power component. The first generator of the first diesel power component is electrically connected to the first power conversion component, and the second generator of the second diesel power component is electrically connected to the second power conversion component. The first power conversion component and the second power conversion component are both electrically connected to the battery module.

[0020] As a further description of the above technical solution:

[0021] The second diesel power assembly has the same structure as the first diesel power assembly.

[0022] The utility model has the following beneficial effects:

[0023] Compared with the existing technology, this ship diesel-electric hybrid power unit, through the design of the motor drive assembly, includes a longitudinal shaft and a drive motor. The longitudinal shaft has three sections: an intermediate shaft, a first short shaft, and a second short shaft. The intermediate shaft is connected to the first and second short shafts on both sides by clutches, and the intermediate shaft is directly driven by the drive motor. When the ship is in the cruising state, one of the diesel power components (the first diesel power component or the second diesel power component) is started. This group of diesel power components directly drives its corresponding impeller shaft. The drive motor drives the intermediate shaft to rotate, adjusting the two clutches on the longitudinal shaft to the coupling state. At this time, the drive motor and the started diesel power component can drive the impeller shaft on the other side. When the ship is cruising in this state, the diesel power component can operate efficiently and the overall fuel consumption is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic diagram of the principle of a marine diesel-electric hybrid power plant proposed in the present invention;

[0025] Figure 2 This is a schematic diagram of the transmission principle of a marine diesel-electric hybrid power unit proposed in the present invention;

[0026] Figure 3 This is a schematic diagram of the power supply principle of a marine diesel-electric hybrid power device proposed in the utility model.

[0027] Legend:

[0028] 1. First diesel power assembly; 101. First diesel engine; 102. First long shaft; 103. First drive shaft; 104. First power clutch; 105. First impeller shaft; 106. First spur gear; 107. First parallel shaft A; 108. First parallel shaft B; 109. First driven gear A; 1010. First driven gear B; 1011. First generator; 1012. First power recovery clutch; 1013. First bevel gear; 2. Second diesel power assembly; 201. Second diesel engine; 202. Second long shaft; 203. Second drive shaft; 204. Second power clutch; 205. Second impeller shaft; 206. Second spur gear; 207. Second parallel axis A; 208, second parallel axis B; 209, second driven gear A; 2010, second driven gear B; 2011, second generator; 2012, second power recovery clutch; 2013, second bevel gear; 3, motor drive assembly; 301, drive motor; 302, motor shaft bevel gear; 303, intermediate shaft; 304, third bevel gear; 305, first clutch; 306, second clutch; 307, fourth bevel gear; 308, fifth bevel gear; 309, first short shaft; 3010, second short shaft; 4, power distribution module; 401, battery module; 402, power supply module; 403, first substation assembly; 404, second substation assembly. DETAILED DESCRIPTION

[0029] The present invention is further described below with reference to the accompanying drawings and specific embodiments to facilitate understanding of the present invention. The methods used in the present invention are conventional methods unless otherwise specified; the raw materials and devices used are conventional commercially available products unless otherwise specified.

[0030] Reference Figure 1-Figure 3 The utility model provides a ship diesel-electric hybrid power device, which includes a first diesel power component 1, a second diesel power component 2, and a motor drive component 3.

[0031] The motor drive assembly 3 includes a longitudinal shaft and a drive motor 301 arranged between the first diesel power assembly 1 and the second diesel power assembly 2. The longitudinal shaft includes an intermediate shaft 303, a first short shaft 309, and a second short shaft 3010. The intermediate shaft 303, the first short shaft 309, and the second short shaft 3010 are located on the same straight line. The intermediate shaft 303 is located between the first short shaft 309 and the second short shaft 3010, and the first end of the intermediate shaft 303 is connected to the first short shaft 309 through the second clutch 306, and the second end of the intermediate shaft 303 is connected to the second short shaft 3010 through the first clutch 305. The first short shaft 309 is transmission-connected to the second drive shaft 203 of the second diesel power assembly 2, and the second short shaft 3010 is transmission-connected to the first drive shaft 103 of the first diesel power assembly 1. The output shaft of the drive motor 301 is transmission-connected to the intermediate shaft 303.

[0032] The above-mentioned intermediate shaft 303, first short shaft 309, second short shaft 3010, second drive shaft 203 of the second diesel power assembly 2, first drive shaft 103 of the first diesel power assembly 1, and output shaft of the drive motor 301 are all rotatably mounted on the ship body through an axle seat or axle bracket, and the drive motor 301 is fixedly mounted on the ship body through a bracket.

[0033] In the first working state, the first clutch 305 and the second clutch 306 are both in the disengaged state, and the drive motor 301 is not working. At this time, the first diesel power assembly 1 and the second diesel power assembly 2 can independently drive their corresponding impeller shafts (the impellers on the impeller shafts rotate).

[0034] In the second working state, the first clutch 305 and the second clutch 306 are both in the coupling state, and the drive motor 301 is not working. At this time, the first diesel power assembly 1 and the second diesel power assembly 2 work to affect each other, so that the two sets of impeller shafts have the same speed.

[0035] In the third working state, the first clutch 305 and the second clutch 306 are both in a coupling state, and the drive motor 301 is working. At this time, the operations of the first diesel power assembly 1 and the second diesel power assembly 2 affect each other, so that the speeds of the two sets of impeller shafts are the same, and the drive motor 301 further provides power to the two sets of impeller shafts.

[0036] In the fourth working state, the first clutch 305 and the second clutch 306 are both in the coupling state, and the drive motor 301 is working. At this time, the first diesel power assembly 1 and the second diesel power assembly 2 adopt the working mode of a single diesel power assembly, and the two sets of impeller shafts have the same rotational speed. The drive motor 301 cooperates with the single diesel power assembly to provide power to the two sets of impeller shafts. When used in the cruising state of a ship, the single diesel power assembly can choose to operate at a power with higher mechanical efficiency (as we all know, the power of a diesel power assembly is related to the energy utilization rate, and the energy utilization rate of a diesel power assembly will be low in low power and ultra-high power states). Long-term cruising operation can achieve the purpose of saving fuel.

[0037] The cargo carried during the ship's voyage is different, which makes the power required for the cruising process different. The single diesel power component maintains the optimal working power, the drive motor 301 performs power compensation, and a stable control system is selected to further achieve the purpose of fuel saving.

[0038] In one embodiment, the first diesel power assembly 1 includes: a first diesel engine 101, a first long shaft 102, and a first drive shaft 103. The output shaft of the first diesel engine 101 is transmission-connected to the first long shaft 102. One end of the first long shaft 102 is connected to one end of the first drive shaft 103 through a first power clutch 104. The first drive shaft 103 is connected to the first impeller shaft 105.

[0039] The first diesel engine 101 drives the first long shaft 102 . When the first power clutch 104 is in a coupling state, the first long shaft 102 drives the first drive shaft 103 to rotate, thereby driving the first impeller shaft 105 and the impeller mounted on the first impeller shaft 105 to rotate.

[0040] A first bevel gear 1013 is fixedly mounted on the first driving shaft 103 , and a fifth bevel gear 308 is fixedly mounted on the second short shaft 3010 . The fifth bevel gear 308 is meshed with the first bevel gear 1013 .

[0041] The fifth bevel gear 308 is engaged with the first bevel gear 1013 , thereby enabling power transmission between the first drive shaft 103 and the second short shaft 3010 .

[0042] In one embodiment, a first parallel axis A107 and a first parallel axis B108 are provided parallel to the side of the first long axis 102, a first driven gear A109 is fixedly mounted on the first parallel axis A107, a first driven gear B1010 is fixedly mounted on the first parallel axis B108, and a first straight gear 106 is fixedly mounted on the first long axis 102, and the first straight gear 106 is engaged with the first driven gear A109 and the first driven gear B1010 for transmission.

[0043] The first diesel power assembly 1 also includes: four groups of first generators 1011, which correspond to the two ends of the first parallel axis A107 and the two ends of the first parallel axis B108 respectively, and the ends of the first parallel axis A107 or the first parallel axis B108 are connected to the output shaft of the first generator 1011 through the first power recovery clutch 1012.

[0044] During navigation, the first diesel power assembly 1 works, and the user selects 0-4 groups of the four first generators 1011 for control according to actual power demand and load conditions, that is, adjusts the corresponding first power recovery clutch 1012 to the coupling state.

[0045] In one embodiment, a third bevel gear 304 is fixedly mounted on the side of the intermediate shaft 303 , and a motor shaft bevel gear 302 is fixedly mounted on the output shaft of the drive motor 301 . The motor shaft bevel gear 302 is meshed with the third bevel gear 304 .

[0046] The driving motor 301 drives the motor shaft bevel gear 302 to rotate, and the motor shaft bevel gear 302 engages with the third bevel gear 304, thereby driving the third bevel gear 304 to rotate, thereby driving the intermediate shaft 303 to rotate

[0047] In one embodiment, it also includes: a power distribution module 4, the power distribution module 4 includes a battery module 401, a power supply module 402, a first power conversion component 403, and a second power conversion component 404. The first power conversion component 403 and the second power conversion component 404 are transformer elements with voltage and power detection functions, which convert the electricity generated by the 0-4 groups of first generators 1011 into a voltage that can be used to charge the battery module 401. The power supply module 402 is electrically connected to the battery module 401. The power supply module 402 is used to power the drive motor 301, the starting motor of the first diesel engine 101 of the first diesel power assembly 1, and the starting motor of the second diesel engine 201 of the second diesel power assembly 2. The first generator 1011 of the first diesel power assembly 1 is electrically connected to the first power conversion component 403, and the second generator 2011 of the second diesel power assembly 2 is electrically connected to the second power conversion component 404. The first power conversion component 403 and the second power conversion component 404 are both electrically connected to the battery module 401.

[0048] In one embodiment, the second diesel power assembly 2 has the same structure as the first diesel power assembly 1. Specifically, the second diesel power assembly 2 includes a second diesel engine 201, a second long shaft 202, a second drive shaft 203, a second power clutch 204, a second impeller shaft 205, a second spur gear 206, a second parallel shaft A 207, a second parallel shaft B 208, a second driven gear A 209, a second driven gear B 2010, a second generator 2011, a second power recovery clutch 2012, and a second bevel gear 2013.

[0049] In the description of the present invention, it should be understood that the terms "left", "right", "up", "down", "top", "bottom", "front", "back", "inside", "outside", "back", "middle", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0050] However, the above description is merely a specific embodiment of the present invention and should not be used to limit the scope of implementation of the present invention. Therefore, the replacement of equivalent components, or equivalent changes and modifications made according to the scope of protection of the patent of the present invention should still fall within the scope covered by the claims of the present invention.

Claims

1. A marine diesel-electric hybrid power plant comprising a first diesel power assembly (1) and a second diesel power assembly (2), characterized in that: Also includes: A motor drive assembly (3) includes a longitudinal shaft and a drive motor (301) arranged between a first diesel power assembly (1) and a second diesel power assembly (2); the longitudinal shaft includes an intermediate shaft (303), a first short shaft (309), and a second short shaft (3010); the intermediate shaft (303) is located between the first short shaft (309) and the second short shaft (3010); the first end of the intermediate shaft (303) is connected to the first short shaft (309) via a second clutch (306); the second end of the intermediate shaft (303) is connected to the second short shaft (3010) via a first clutch (305); the first short shaft (309) is transmission-connected to the second drive shaft (203) of the second diesel power assembly (2); the second short shaft (3010) is transmission-connected to the first drive shaft (103) of the first diesel power assembly (1); and the output shaft of the drive motor (301) is transmission-connected to the intermediate shaft (303).

2. A marine diesel-electric hybrid power plant according to claim 1, characterized in that: The first diesel power assembly (1) comprises: A first diesel engine (101), a first long shaft (102), and a first drive shaft (103); the output shaft of the first diesel engine (101) is in transmission connection with the first long shaft (102); one end of the first long shaft (102) is connected to one end of the first drive shaft (103) via a first power clutch (104); and the first drive shaft (103) is connected to a first impeller shaft (105); A first bevel gear (1013) is fixedly mounted on the first drive shaft (103), and a fifth bevel gear (308) is fixedly mounted on the second short shaft (3010), wherein the fifth bevel gear (308) is meshed with the first bevel gear (1013).

3. A marine diesel-electric hybrid power plant according to claim 2, characterized in that: A first parallel axis A (107) and a first parallel axis B (108) are arranged in parallel on the side surface of the first long axis (102); a first driven gear A (109) is fixedly mounted on the first parallel axis A (107); a first driven gear B (1010) is fixedly mounted on the first parallel axis B (108); a first spur gear (106) is fixedly mounted on the first long axis (102); the first spur gear (106) is meshed with the first driven gear A (109) and the first driven gear B (1010) for transmission; The first diesel power assembly (1) further includes: four groups of first generators (1011), the four groups of first generators (1011) corresponding to the two ends of the first parallel axis A (107) and the two ends of the first parallel axis B (108), respectively, and the ends of the first parallel axis A (107) or the first parallel axis B (108) are connected to the output shaft of the first generator (1011) through a first power recovery clutch (1012).

4. A marine diesel-electric hybrid power plant according to claim 1, characterized in that: A third bevel gear (304) is fixedly mounted on the side of the intermediate shaft (303), a motor shaft bevel gear (302) is fixedly mounted on the output shaft of the drive motor (301), and the motor shaft bevel gear (302) is meshed with the third bevel gear (304).

5. A marine diesel-electric hybrid power plant according to claim 3, characterized in that: Also includes: A power distribution module (4), comprising a battery module (401), a power supply module (402), a first power conversion component (403), and a second power conversion component (404); the power supply module (402) is electrically connected to the battery module (401); the power supply module (402) is used to supply power to a drive motor (301), a starter motor of a first diesel engine (101) of a first diesel power assembly (1), and a starter motor of a second diesel engine (201) of a second diesel power assembly (2); the first generator (1011) of the first diesel power assembly (1) is electrically connected to the first power conversion component (403); the second generator (2011) of the second diesel power assembly (2) is electrically connected to the second power conversion component (404); and the first power conversion component (403) and the second power conversion component (404) are both electrically connected to the battery module (401).

6. A marine diesel-electric hybrid power plant according to claim 3, characterized in that: The second diesel power assembly (2) has the same structure as the first diesel power assembly (1).

Images