Power supply vehicle, driving module, ship and vehicle-ship collaborative electrified water transportation system

Abstract

The utility model provides a power supply vehicle, a driving module, a ship and a vehicle-ship collaborative electrified water transportation system, and relates to the technical field of ship power supply. The power supply vehicle is applied to the vehicle-ship collaborative electrified water transportation system, the vehicle-ship collaborative electrified water transportation system further comprises a power supply rail and a ship, the ship comprises a driving module, and a current collection module is electrically connected with the power supply rail and a power module and further electrically connected with the driving module through a cable; wherein the current collection module is used for taking current from a power supply rail and supplying power to the power module and the driving module; the cable is used for taking electricity from the current collection module and supplying power to a driving module and a load of the ship, the power module is used for driving the power supply vehicle to operate during working, the driving module is used for driving the ship to operate during working, and the power supply vehicle and the ship operate synchronously. The power supply vehicle, the ship and the vehicle-ship collaborative electrified water transportation system have the advantages that the weight of the ship is reduced, the space of the ship is saved, and the transportation efficiency of the ship is improved.

Description

Technical Field

[0001] This application relates to the field of marine power supply technology, and more specifically, to a power supply vehicle, a drive module, a ship, and a ship-vehicle cooperative electrified water transport system. Background Technology

[0002] my country has abundant inland waterway resources, leading to the widespread use of shipping vessels. Currently, shipping primarily relies on internal combustion engines, consuming significant amounts of fossil fuels. When oil prices are high, costs are saved by reducing speed, further decreasing timeliness. The use of fossil fuels increases carbon emissions, hindering deep carbon reduction in the transportation sector. Ships also discharge large amounts of oil pollution into inland waterways annually, damaging the river's ecological environment and hindering ecological civilization construction. Furthermore, the noise generated by internal combustion engines pollutes the passenger environment.

[0003] Therefore, developing electrification of inland waterway shipping and realizing electric traction for vessels is of great significance. Currently, the commonly considered solution is to replace internal combustion engines with energy storage-type electric systems using batteries, supercapacitors, or similar devices. However, adopting energy storage-type electric systems increases vessel weight, occupies valuable space on board, and reduces shipping efficiency.

[0004] In summary, existing ship propulsion systems suffer from problems such as large weight and low transportation efficiency. Utility Model Content

[0005] The purpose of this application is to provide a power supply vehicle, a drive module, a ship, and a vehicle-ship cooperative electrified water transport system to solve the problems of large weight and low transportation efficiency of ship power systems in the prior art.

[0006] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows:

[0007] In a first aspect, embodiments of this application provide a power supply vehicle applied to a vehicle-ship cooperative electrified water transport system. The vehicle-ship cooperative electrified water transport system includes cables and a vessel. The power supply vehicle includes a current collection module and a power module. The vessel includes a drive module. The current collection module is electrically connected to a power supply rail and the power module, respectively. The current collection module is also electrically connected to the drive module via a cable.

[0008] The current receiving module is used to draw current from the power supply rail and supply power to the power module; the cable is used to draw power from the current receiving module and supply power to the ship's drive module and load.

[0009] The power module is used to drive the power supply vehicle during operation, and the drive module is used to drive the ship during operation, with the power supply vehicle and the ship operating synchronously.

[0010] Secondly, embodiments of this application provide a drive module applied to a ship. The drive module includes a marine traction converter, a marine controller, and a marine traction motor. The input terminal of the marine traction converter is electrically connected to a current-collecting module via a cable, and its output terminal is electrically connected to the marine traction motor. The control terminal of the marine traction converter is electrically connected to the marine controller.

[0011] The marine controller is used to control the voltage and frequency output by the marine traction converter, to supply power to the marine traction motor and control its speed, thereby driving the ship and controlling its speed and direction.

[0012] Thirdly, embodiments of this application provide a vessel applied to a vehicle-vehicle cooperative electrified water transport system, the vehicle-vehicle cooperative electrified water transport system further including a power supply vehicle, and the vessel including the aforementioned drive module.

[0013] Fourthly, this application also provides a vehicle-ship cooperative electrified water transport system, which includes a power supply vehicle and a ship. The power supply vehicle is electrically connected to the ship via a cable and supplies power to the ship. The power supply vehicle and the ship operate synchronously.

[0014] Compared with the prior art, this application has the following advantages:

[0015] This application provides a power supply vehicle, a drive module, a vessel, and a vehicle-vehicle cooperative electrified water transport system. The power supply vehicle is applied to the vehicle-vehicle cooperative electrified water transport system, which also includes a power supply rail and a vessel. The vessel includes a drive module, and a current collection module is electrically connected to the power supply rail and a power module, respectively. The current collection module is also electrically connected to the drive module via a cable. The current collection module draws current from the power supply rail and supplies power to the power module and drive module. The cable draws power from the current collection module and supplies power to the vessel's drive module and load. The power module drives the power supply vehicle during operation, and the drive module drives the vessel during operation. The power supply vehicle and the vessel operate synchronously. Because this application uses a mobile power supply vehicle to supply power to vessels in the waterway, there is no need to install batteries, supercapacitors, or other energy storage devices on the vessel, reducing the vessel's weight, saving space, and improving transport efficiency. Furthermore, because the power supply vehicle moves synchronously with the vessel, cable breakage and other malfunctions will not occur during vessel operation.

[0016] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the first module of the vehicle-ship cooperative electrified water transport system provided in the embodiments of this application.

[0019] Figure 2 This is a schematic diagram illustrating the application scenario of the vehicle-ship cooperative electrified water transport system provided in this application.

[0020] Figure 3 This is a schematic diagram of the layout of the power supply rail provided in an embodiment of this application.

[0021] Figure 4 This is a schematic diagram of the layout of the track bridge provided in an embodiment of this application.

[0022] Figure 5 This is a schematic diagram of a second module of the vehicle-ship cooperative electrified water transport system provided in an embodiment of this application.

[0023] Figure 6 This is a schematic diagram of a third module of the vehicle-ship cooperative electrified water transport system provided in the embodiments of this application.

[0024] Figure 7 This is a schematic diagram of the fourth module of the vehicle-ship cooperative electrified water transport system provided in the embodiments of this application.

[0025] Figure 8 This is a schematic diagram of the fifth module of the vehicle-ship cooperative electrified water transport system provided in the embodiments of this application.

[0026] In the diagram: 100-Power supply vehicle; 110-Current receiving module; 120-Power module; 121-Vehicle traction converter; 122-Vehicle traction motor; 123-Vehicle controller; 130-Cable; 200-Boat; 210-Marine traction converter; 220-Marine traction motor; 230-Marine controller; 240-Heading and speed sensor; 250-Marine power distribution unit. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0028] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0029] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0030] It should be noted that in this paper, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0031] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0032] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0033] As described in the background section, existing shipping technologies mainly rely on internal combustion engines, which consume a large amount of fossil fuels. Therefore, developing electrification of inland waterway shipping and realizing electric traction for ships is of great significance.

[0034] However, directly replacing the internal combustion engine with an energy storage electric system based on batteries, supercapacitors, etc., would increase the ship's weight, take up valuable space on the ship, reduce the ship's transportation efficiency, and because of the weight and volume limitations of the energy storage electric system, it would be difficult to achieve high-power, long-distance transportation.

[0035] In view of this, in order to solve the above problems, this application provides a power supply vehicle, which eliminates the need to install batteries, supercapacitors or other energy storage devices on ships by providing mobile power supply, thereby reducing the weight of ships, saving space and improving transportation efficiency.

[0036] The following is an exemplary description of the power supply vehicle provided in this application:

[0037] As an optional implementation, please refer to Figure 1 The power supply vehicle 100 is applied to a vehicle-ship cooperative electrified water transport system, which also includes a power supply rail and a vessel 200. The power supply vehicle 100 includes a current receiving module 110 and a power module 120. The current receiving module 110 is electrically connected to the power supply rail and the power module 120, respectively. The vessel includes a drive module. The current receiving module 110 is also electrically connected to the drive module of the vessel 200 through a cable 130. The power supply vehicle 100 moves along the extension direction of the power supply rail and moves synchronously with the vessel 200. The current receiving module 110 is used to draw current from the power supply rail and supply power to the power module 120 and the vessel 200.

[0038] Please refer to Figure 2 The vessel 200 navigates within the river channel, and the power supply rail can be installed on the side of the channel. The power supply vehicle 100 moves along the extension direction of the power supply rail and draws power from it to supply power to both the vehicle and the vessel 200. As shown in the figure, the power supply vehicle 100 is connected to the vessel 200 via cable 130 and supplies power to the vessel. Optionally, power supply rails can be installed on both sides of the river channel, allowing the power supply vehicle 100 to draw power from different rails depending on the direction of navigation during the vessel 200's voyage.

[0039] For example, please see Figure 3 Ship 200 navigates between two points A and B. Power supply rails are installed on both sides of the river, with the two sides of the river being the upstream side and the downstream side, respectively. When ship 200 navigates from point A to point B, it navigates closer to the downstream side and draws power from the power supply rail on the downstream side via power supply vehicle 100. When ship 200 navigates from point B to point A, it navigates closer to the upstream side and draws power from the power supply rail on the upstream side via power supply vehicle 100.

[0040] In one implementation, such as Figure 3 As shown, the power supply rail can be configured as a ring. For vessels with relatively fixed course, such as passenger or cargo vessels with fixed routes, if the vessel travels from point A to point B, the power supply vehicle 100 draws power from the power supply rail on the downstream side of the river. When traveling from point B to point A, the power supply vehicle 100 draws power from the power supply rail on the upstream side of the river. This implementation method ensures that when multiple vessels 200 are sailing simultaneously, both the power supply vehicle 100 and the vessels 200 can move in sequence, avoiding collisions and improving safety, reliability, and practicality.

[0041] Optionally, when both points A and B are docks, a circular track bridge can be formed between A and B. If the train travels from dock A to dock B, in one implementation, after the power supply vehicle 100 arrives at dock B, it can turn around from the downstream side of the river to the upstream side of the river, and the power supply vehicle 100 also moves from the downstream side of the river to the upstream side of the river.

[0042] In another implementation, the vehicle-vehicle cooperative electrified water transport system also includes a powered tugboat. When the vessel reaches the first destination, it detaches from the power supply vehicle. The powered tugboat is used to tow the vessel to the second destination, where the first and second destinations are located on opposite sides of the river.

[0043] That is, the power supply vehicle 100 draws power from the power supply rail on the downstream side of the river channel. After arriving at dock B, the cable 130 of the power supply vehicle 100 is disconnected from the ship 200. The ship 200 is towed by a power tugboat to the upstream side of the river channel at dock B for operation. The power supply vehicle 100 moves to the upstream side and waits to supply power to the ship sailing from dock B to dock A, thus forming a cycle.

[0044] One end of the current receiving module 110 draws power from the power supply rail to provide power for the movement of the power supply vehicle 100, and also provides power to the ship 200.

[0045] In one implementation, for the convenience of the power supply vehicle 100's movement, please refer to [link / reference needed]. Figure 4 The vehicle-ship cooperative electrified water transport system also includes a track bridge and running rails. The track bridge is installed on the riverbank of the waterway, and both the running rails and power supply rails are installed on the track bridge. The power supply vehicle 100 is installed on the running rails and moves along them. The track bridge can be built on both sides of the river channel and extends along the river direction. In one implementation, the track bridge can be set parallel to the river channel. Both the running rails and power supply rails are built on the track bridge, and the power supply vehicle 100 moves along the running rails.

[0046] This configuration ensures that both the running rail and the power supply rail are at a certain height above the water surface, making them less prone to malfunction. Furthermore, when the power supply vehicle 100 moves along the running rail, it is less likely to be obstructed by other objects, thus guaranteeing the normal operation of the power supply vehicle 100.

[0047] Based on this, it can be understood that when the vessel 200 is navigating in the river, the power supply vehicle 100 moves on the running rail, and the two move synchronously. Synchronous movement, as described in this application, means that the two move in the same direction and at the same speed. When the power supply vehicle 100 moves on the running rail, it simultaneously draws power from the power supply rail to power its own power module 120, and also supplies power from the grid to the vessel 200 through cables, thereby providing power to the vessel 200 or to the loads on the vessel 200.

[0048] It should be noted that, since the ship 200 is prone to swaying and rocking during navigation, which may cause problems such as slippage of the pantograph and detachment leading to power supply interruption, the cable 130 provided in this application can be a cable 130 with a certain degree of flexibility and extensibility. Thus, when the ship 200 is swaying, the extensibility of the cable 130 can still be used to avoid power supply failures and provide reliable power supply to the ship 200.

[0049] As one implementation method, please refer to [the relevant documentation / reference]. Figure 1 The power module 120 includes a vehicle traction converter 121, a vehicle traction motor 122, and a vehicle controller 123. The vehicle traction converter 121 is electrically connected to the vehicle traction motor 122 and the current receiving module 110, respectively. The input terminal of the vehicle traction converter 121 is electrically connected to the current receiving module 110, and the output terminal is electrically connected to the vehicle traction motor 122. The vehicle controller 123 is communicatively connected to the control terminal of the vehicle traction converter 121. The vehicle controller 123 is used to control the vehicle traction motor 122 by controlling the vehicle traction converter 121 to perform frequency and voltage regulation, thereby driving the power supply vehicle 100 and controlling its movement speed. That is, in this application, the vehicle controller 123 is used to control the vehicle traction converter 121 to supply power to the vehicle traction motor to drive the power supply vehicle 100 to move.

[0050] The vehicle traction converter 121, under the control of the vehicle controller 123, can output a specified frequency and voltage, and control the movement of the vehicle traction motor 122, thereby driving the power supply vehicle 100 to move. Specifically, the power supply vehicle 100 is equipped with wheels at the bottom, which can move along the running track under the drive of the vehicle traction motor 122.

[0051] Meanwhile, in order to ensure synchronous operation between the ship 200 and the power supply vehicle 100, the vehicle controller 123 is also used to communicate with the ship 200 and obtain the speed of the ship 200. The vehicle controller 123 can control the output frequency and voltage of the vehicle traction converter 121 according to the speed of the ship 200, and change the speed of the vehicle traction motor 122 by changing the voltage and frequency, thereby controlling the running speed of the power supply vehicle 100 and making the power supply vehicle 100 and the ship 200 run synchronously.

[0052] Optionally, the vehicle controller 123 can communicate with the vessel 200 via wired or wireless means. When using wireless communication, since the distance between the power supply vehicle 100 and the vessel 200 is relatively short, near-field communication methods such as Bluetooth, Wi-Fi, or cellular communication can be used. When using wired communication, fiber optic communication can be employed, and the fiber optic cable and cable 130 can be laid together to form a composite cable. By forming a composite cable, on the one hand, only one line connects to the vessel 200, simplifying the wiring and reducing the probability of failure; on the other hand, it increases the cable strength, allowing the cable to withstand greater forces.

[0053] In one implementation, the vehicle-ship cooperative electrified water transport system also includes a driving mechanism, which is mounted on the power supply vehicle. The driving mechanism is communicatively connected to the power module, and the power module is communicatively connected to the drive module. The driving mechanism is used to send navigation commands to the power module and the drive module, and control the operating status of the power module and the drive module according to the navigation commands.

[0054] This setup allows the driver to be inside the power supply vehicle and simultaneously control the direction and speed of both the power supply vehicle and the ship via the driving mechanism.

[0055] In another implementation, the vehicle-ship cooperative electrified water transport system also includes a driving mechanism, which is installed on the ship and is communicatively connected to the drive module. The drive module is also communicatively connected to the power module. The driving mechanism is used to send navigation commands to the power module and the drive module, and to control the operating status of the power module and the drive module according to the navigation commands.

[0056] This setup allows the driver to be on the ship and simultaneously control the direction and speed of both the power supply vehicle and the ship via the driving mechanism.

[0057] Of course, in other implementations, neither the power supply vehicle nor the vessel may have a driving mechanism. Instead, communication modules can be installed on both the power supply vehicle and the vessel. These communication modules communicate with a backend terminal, thereby achieving remote control of the power supply vehicle and the vessel's direction and speed. The backend terminal can be an electronic terminal such as the driver's mobile phone, computer, or wearable device, or it can be a backend server; there are no specific limitations. When using a backend terminal to control the power supply vehicle and the vessel, its application is more flexible. For example, the driver can control the vessel and the power supply vehicle from the ground, or the driver can control the vessel and the power supply vehicle via a mobile phone from the vessel; there are no specific limitations.

[0058] Generally, the location of the driving mechanism is associated with the location of the vehicle controller and marine controller. For example, please refer to... Figure 5 The vehicle traction converter is installed on the power supply vehicle, and the marine traction converter is installed on the ship. The power supply vehicle also has a vehicle controller, and the ship has a marine controller. The marine controller is connected to the marine traction motor, and the vehicle controller and marine controller are communicatively connected. In this example, the driving mechanism is located on the ship and is connected to the marine controller. The user can then drive the ship. Upon receiving navigation commands, the marine controller drives the marine traction converter and marine traction motor, and simultaneously sends corresponding signals to the vehicle controller. This allows the vehicle controller to control the vehicle traction converter and vehicle traction motor to operate synchronously, thus ensuring that the power supply vehicle and the ship always operate in sync.

[0059] Of course, such as Figure 6 As shown, the driving mechanism can also be set on the power supply vehicle, allowing users to control the ship's speed and course from the power supply vehicle and achieve synchronous operation between the power supply vehicle and the ship.

[0060] In one implementation, because marine traction converters are large and heavy, in order to reduce the ship's weight and space requirements, and to allow the ship to carry more people or cargo, the marine traction converter can also be mounted on a power supply vehicle. Please refer to [link to relevant documentation]. Figure 7 When the marine traction converter is installed on the power supply vehicle, the cable includes a power cable and a transmission cable. The vehicle traction converter is connected to the marine traction motor through the transmission cable. The power supply vehicle and the ship can share the same vehicle controller. The driving mechanism is installed on the power supply vehicle. When the vehicle controller receives the driving command sent by the driving mechanism, the vehicle controller will control the operating status of the vehicle traction converter and the marine traction converter respectively, thereby realizing the synchronous operation of the power supply vehicle and the ship.

[0061] Optionally, the drive module includes a marine traction converter and a marine traction motor. The marine traction converter is installed on a power supply vehicle or on the ship. When the marine traction converter is installed on a power supply vehicle, the cable includes a power cable and a transmission cable. The current receiving module supplies power to the ship's marine power distribution unit through the power cable, and the marine traction converter is electrically connected to the marine traction motor through the transmission cable. The transmission cable is used to drive the operation of the marine traction motor, and the power cable is used to supply power to the ship's power distribution unit, which supplies power to the ship's non-traction loads such as air conditioning and lighting.

[0062] Alternatively, please see Figure 8 The power supply vehicle and the ship can share the same marine controller, and the driving mechanism is located on the ship. When the marine controller receives the driving command sent by the driving mechanism, it controls the operating status of the vehicle traction converter and the marine traction converter respectively, thereby realizing the synchronous operation of the power supply vehicle and the ship.

[0063] Furthermore, this application provides a cable that can be detachably connected to power supply vehicles and / or ships, such as through a plug-in connection.

[0064] Furthermore, as one implementation method, the vehicle-ship cooperative electrified water transport system also includes a tow rope, one end of which is mechanically connected to the power supply vehicle, and the other end of which is mechanically connected to the ship. Moreover, the tow rope is detachably connected to the power supply vehicle and / or the tow rope is detachably connected to the ship. That is, the tow rope can be fixedly connected to the ship while being detachably connected to the power supply vehicle; alternatively, the tow rope can be detachably connected to the ship while being fixedly connected to the power supply vehicle; or alternatively, the tow rope can be detachably connected to both the ship and the power supply vehicle.

[0065] By installing a tow rope, firstly, when the power supply vehicle and the ship are running synchronously, any missynchronization can strain the cables, leading to damage. With the tow rope, this strain is absorbed, protecting the cables. Secondly, if either the power supply vehicle or the ship malfunctions and loses power, the tow rope's tension ensures synchronized operation. For example, if the power supply vehicle's power module fails, the ship can use the tow rope to pull the vehicle back into position for synchronization.

[0066] Based on the above, the working principle of the power supply vehicle 100 provided in this application is as follows:

[0067] The flexibility and extensibility of cables are used to connect the ship and the power supply vehicle, accommodating the ship's rolling motion in the water and maintaining a reliable power supply. The power supply vehicle 100 runs on the running rails of the overhead bridge, transmitting power from the ground grid to the ship via cable 130. The power supply vehicle 100 is equipped with a traction converter 121 and a traction motor 122, using frequency conversion and voltage transformation for speed control, and achieving synchronous operation with the ship 200 through communication. Based on this, the ship 200 can obtain power through cable 130, eliminating the need for batteries and large-capacity energy storage devices on board, saving space, reducing the ship's weight, and improving the ship's transportation efficiency.

[0068] Based on the above implementation, this application also provides a driver module. Please refer to [link / reference]. Figure 5 This drive module is used in ships and includes a marine traction converter, a marine controller, and a marine traction motor. The marine traction converter is electrically connected to the marine traction motor and the aforementioned current receiving module, and is also communicatively connected to the marine controller. The marine controller is used to control the marine traction converter to supply power to the marine traction motor in order to drive the ship's movement.

[0069] Based on this, the present application also provides a power supply system, which includes a power supply vehicle and the aforementioned drive module. The power supply vehicle is electrically connected to the drive module and supplies power to the drive module.

[0070] In practical applications, the drive module can be installed on existing ships and electrically connected to the power supply vehicle via cable 130, thereby realizing the electrification of existing ships.

[0071] Furthermore, this application also provides a vessel for use in a vehicle-vehicle cooperative electrified water transport system, which further includes a power supply vehicle, and the vessel includes the aforementioned drive module.

[0072] The marine traction motor 220 is connected to the propeller, and the marine traction converter 210 obtains power from the power supply vehicle 100. The marine controller 230 controls the output frequency and voltage of the marine traction converter 210, and changes the speed of the marine traction motor 220 through voltage and frequency conversion, thereby driving the propeller to drive the ship 200 to travel at a speed.

[0073] Since the power supply of the vessel 200 comes from the ground power grid, there is no need to install energy storage equipment such as batteries on the vessel 200, which reduces the weight of the vessel 200 and saves space on the vessel 200, thereby improving transportation efficiency.

[0074] Furthermore, in order to ensure synchronous movement between the ship 200 and the power supply vehicle 100, the ship 200 also includes a heading and speed sensor 240, which is communicatively connected to the ship controller 230, which is also communicatively connected to the power supply vehicle 100. The heading and speed sensor 240 is used to acquire the heading and speed information of the ship 200, and the ship controller 230 is used to send the heading and speed information to the power supply vehicle 100.

[0075] By installing a heading and speed sensor 240, the ship's speed and heading can be acquired in real time, and this information can be fed back to the power supply vehicle 100 to achieve synchronized operation between the vehicle and the ship. Similarly, the speed of the power supply vehicle can be acquired in real time, allowing for adjustments to the ship's speed and direction to achieve synchronized operation between the ship and the vehicle.

[0076] In addition, the marine controller 230 can determine the rotational speed of the marine traction motor 220 based on the heading and speed information, and determine the output frequency and voltage of the marine traction converter 210 based on the rotational speed of the marine traction motor 220.

[0077] For example, if the course of vessel 200 deviates due to wind or current, the distance between vessel 200 and power supply vehicle 100 may gradually increase, potentially causing cable 130 to be damaged after reaching its maximum length. Alternatively, if vessel 200 is traveling at a certain speed, its speed may decrease when encountering environmental factors such as currents, requiring adjustments to the speed of vessel 200.

[0078] In the above scenario, after acquiring the heading and speed information, the marine controller 230 calculates the corresponding output frequency and voltage of the marine traction converter 210. The marine controller then controls the output of the marine traction converter 210, changing the speed of the marine traction motor 220 through voltage and frequency conversion, which in turn drives the propeller to propel the ship 200. Simultaneously, the power supply vehicle 100 can also be adjusted synchronously. Through the coordinated operation of the marine controller 230 and the vehicle controller 123, the ship 200 and the power supply vehicle 100 are controlled to operate synchronously within the allowable length range of the cable 130.

[0079] In addition, the vessel 200 will also have electrical loads, such as air conditioners and televisions. Therefore, the vessel 200 also includes a marine power distribution unit 250, which is electrically connected to the current receiving module 110. The marine power distribution unit 250 is used to obtain power from the current receiving module 110 and distribute power to the loads on the vessel 200. For example, the marine power distribution unit 250 allocates power according to the power requirements of different loads, thereby achieving the purpose of power distribution.

[0080] Based on this, this application does not limit the power supply method of the current receiving module 110. The power supply rail and the current receiving module 110 can be powered by either single-phase or three-phase power. When single-phase power is used, the input terminals of the cable 130, the vehicle traction converter 121, and the marine traction converter 210 are in single-phase bridge mode; when three-phase power is used, the input terminals of the cable 130, the vehicle traction converter 121, and the marine traction converter 210 are also in three-phase bridge mode.

[0081] For example, if a three-phase electrical load such as an air conditioner is installed on the vessel 200, a three-phase power supply is required. Of course, a single-phase power supply can also be used, and a three-phase inverter can be installed on the vessel 200; this is not a limitation.

[0082] Meanwhile, the vehicle-ship cooperative electrified water transport system also includes a driving mechanism, which is installed on the ship. The driving mechanism is communicatively connected to the drive module, and the drive module is communicatively connected to the power module. The driving mechanism is used to send navigation commands to the power module and the drive module, and control the operation status of the power module and the drive module according to the navigation commands.

[0083] Based on this, the drive module includes a marine traction converter, a marine controller, and a marine traction motor. The vessel also includes a heading and speed sensor and a steering gear, both of which are communicatively connected to the marine controller.

[0084] The steering mechanism outputs the ship's initial speed magnitude and direction information to the ship's controller. The ship's controller converts the ship's initial speed magnitude into corresponding frequency and voltage data and outputs it to the ship's traction converter. The ship's traction converter controls the ship's traction motor to drive the ship based on the frequency and voltage. The steering gear adjusts the ship's direction based on the initial speed and direction data from the ship's controller.

[0085] The heading and speed sensors are used to obtain the magnitude and direction of the ship's second speed and transmit them to the ship's controller;

[0086] The marine controller is used to convert the magnitude and direction of the ship's second speed into corresponding frequency, voltage and direction data and output them to the marine traction converter and the steering gear respectively. The marine traction converter is used to control the marine traction motor to drive the ship according to the frequency and voltage, and the steering gear is used to control the ship's sailing direction according to the direction data.

[0087] The marine controller is also used to calibrate and correct errors based on the magnitude and direction of the ship's second speed measured by the heading and speed sensors and the magnitude and direction of the ship's first speed output by the steering mechanism;

[0088] The marine controller is used to send the corrected speed and direction to the power supply vehicle, so that the power supply vehicle moves synchronously with the ship.

[0089] Alternatively, the driving mechanism is mounted on the power supply vehicle, and the driving mechanism is communicatively connected to the power module, which in turn is communicatively connected to the drive module. The driving mechanism is used to send navigation commands to the power module and the drive module, and to control the operating status of the power module and the drive module according to the navigation commands.

[0090] The vessel provided in this application achieves weight reduction and space saving, improves the transportation efficiency of vessel 200, and at the same time, vessel 200 has a high degree of electrification, reliable power supply, fault-tolerant safety to avoid the escalation of accidents, reliable performance, and is easy to implement.

[0091] Furthermore, this application also provides a vehicle-ship cooperative electrified water transport system. This system includes power receiving modules 110 of the aforementioned power supply vehicle and ship power supply vehicle 100, which are electrically connected to the power supply rail and power module 120, respectively. The power receiving modules 110 are also electrically connected to the ship 200 via cables 130. Naturally, the vehicle-ship cooperative electrified water transport system also includes equipment such as track bridges and running rails, which will not be elaborated upon here.

[0092] The vehicle-ship cooperative electrified water transport system also includes a track bridge and a running rail. The track bridge is installed on the riverbank of the waterway, and the running rail and power supply rail are both installed on the track bridge. The power supply vehicle is installed on the running rail and moves along the running rail; the track bridge is set as a ring.

[0093] As one implementation method, the vehicle-vehicle cooperative electrified water transport system also includes a powered tugboat; when the vessel reaches the first destination, the vessel detaches from the power supply vehicle; the powered tugboat is used to tow the vessel to the second destination, wherein the first destination and the second destination are located on opposite sides of the river.

[0094] In practice, the output of the vehicle traction converter is electrically connected to the vehicle traction motor via a second traction switch, and simultaneously electrically connected to the marine traction motor via a first traction switch and a traction cable. Ground personnel drive the power supply vehicle to a designated location on the dock using the vehicle's driving mechanism. After connecting the traction cable, traction rope, optical cable, or a combined composite cable to the ship, they close the first traction switch and open the second traction switch, allowing ground personnel to evacuate and hand over control of the ship to the crew. Once the ship reaches the designated dock, ground personnel board the power supply vehicle, open the first traction switch, close the second traction switch, and drive the power supply vehicle to the next designated location. Here, after the second traction switch is closed, ground personnel control the speed of the vehicle traction motor by controlling the voltage and frequency output of the vehicle traction converter through the vehicle's driving mechanism, thereby controlling the operation of the power supply vehicle.

[0095] In summary, this application provides a power supply vehicle, a drive module, a vessel, and a vehicle-vehicle cooperative electrified water transport system. The power supply vehicle is applied to the vehicle-vehicle cooperative electrified water transport system, which also includes a power supply rail and a vessel. The vessel includes a drive module, and a current collection module is electrically connected to the power supply rail and the power module, respectively. The current collection module is also electrically connected to the drive module via a cable. The current collection module draws current from the power supply rail and supplies power to the power module and drive module. The power module drives the power supply vehicle during operation, and the drive module drives the vessel during operation. The power supply vehicle and the vessel operate synchronously. Because this application uses a mobile power supply vehicle to supply power to vessels in the waterway, there is no need to install batteries, supercapacitors, or other energy storage devices on the vessel, reducing the vessel's weight, saving space, and improving transport efficiency. Furthermore, because the power supply vehicle moves synchronously with the vessel, cable breakage and other malfunctions will not occur during vessel operation.

[0096] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

[0097] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this application. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A power supply vehicle, characterized in that, This invention relates to an electrified water transport system for vehicle-ship cooperation. The system includes cables and a vessel. The power supply vehicle includes a current-collecting module and a power module, and the vessel includes a drive module. The current-collecting module is electrically connected to the power supply rail and the power module, respectively. The current-collecting module is also electrically connected to the drive module via cables. The current receiving module is used to draw current from the power supply rail and supply power to the power module; the cable is used to draw power from the current receiving module and supply power to the ship's drive module and load. The power module is used to drive the power supply vehicle during operation, and the drive module is used to drive the ship during operation, with the power supply vehicle and the ship operating synchronously.

2. The power supply vehicle as described in claim 1, characterized in that, The power module includes a vehicle traction converter, a vehicle traction motor, and a vehicle controller. The input terminal of the vehicle traction converter is electrically connected to the current receiving module, and the output terminal is electrically connected to the vehicle traction motor. The control terminal of the vehicle traction converter is communicatively connected to the vehicle controller. The vehicle controller is used to control the speed of the vehicle traction motor by controlling the frequency and voltage of the vehicle traction converter, so as to drive the power supply vehicle and control its speed.

3. The power supply vehicle as described in claim 2, characterized in that, The vehicle controller is also used to communicate with the ship and obtain the ship's speed and direction; The vehicle controller is also used to control the rotational speed of the vehicle traction motor according to the speed and direction of the ship, so as to synchronize the speed of the power supply vehicle with that of the ship in the direction of the power supply vehicle's movement.

4. The power supply vehicle as described in claim 3, characterized in that, The vehicle controller communicates with the ship via optical fiber or wireless means, and when optical fiber communication is used, the optical fiber and the cable form a composite cable.

5. The power supply vehicle as described in claim 1, characterized in that, The drive module includes a marine traction converter and a marine traction motor. The marine traction converter is installed on a power supply vehicle or a ship. When the marine traction converter is installed on a power supply vehicle, the cable includes a power cable and a transmission cable. The power cable and the marine traction converter are both electrically connected to the current receiving module. The current receiving module supplies power to the load of the ship through the power cable. The marine traction converter is connected to the marine traction motor through the transmission cable.

6. The power supply vehicle as described in claim 1, characterized in that, The power supply vehicle and / or the ship are detachably connected to the cable.

7. The power supply vehicle as described in claim 1, characterized in that, The vehicle-ship cooperative electrified water transport system also includes a driving mechanism, which is mounted on the power supply vehicle. The driving mechanism is communicatively connected to the power module, and the power module is communicatively connected to the drive module. The driving mechanism is used to send navigation commands to the power module and drive module, and control the operating status of the power module and drive module according to the navigation commands.

8. The power supply vehicle as described in claim 1, characterized in that, The vehicle-ship cooperative electrified water transport system also includes a driving mechanism, which is mounted on the vessel. The driving mechanism is communicatively connected to the drive module, and the drive module is communicatively connected to the power module. The driving mechanism is used to send navigation commands to the power module and drive module, and control the operating status of the power module and drive module according to the navigation commands.

9. The power supply vehicle as described in claim 1, characterized in that, The vehicle-ship cooperative electrified water transport system also includes a tow rope, one end of which is mechanically connected to the power supply vehicle and the other end of which is mechanically connected to the ship; when the power supply vehicle and the ship are running synchronously, the tow rope is not under stress.

10. The power supply vehicle as described in claim 9, characterized in that, The traction rope is detachably connected to the power supply vehicle and / or the traction rope is detachably connected to the vessel.

11. A driving module, characterized in that, The drive module is applied to a ship and includes a marine traction converter, a marine controller, and a marine traction motor. The input terminal of the marine traction converter is electrically connected to the current receiving module as described in any one of claims 1 to 10 via a cable, and its output terminal is electrically connected to the marine traction motor. The control terminal of the marine traction converter is communicatively connected to the marine controller. The marine controller is used to control the voltage and frequency output by the marine traction converter, to supply power to the marine traction motor and control its speed, thereby driving the ship and controlling its speed and direction.

12. A ship, characterized in that, The system is applied to a vehicle-vehicle cooperative electrified water transport system, which further includes a power supply vehicle as described in any one of claims 1 to 10, and the vessel includes a drive module as described in claim 11.

13. The vessel as claimed in claim 12, characterized in that, The drive module includes a marine traction converter, a marine controller, and a marine traction motor. The marine traction motor is installed on the ship, and the marine traction converter and marine controller are installed on the ship or on a power supply vehicle.

14. The vessel as claimed in claim 12, characterized in that, The vehicle-ship cooperative electrified water transport system also includes a driving mechanism, which is mounted on the vessel. The driving mechanism is communicatively connected to the drive module, and the drive module is communicatively connected to the power module. The driving mechanism is used to send navigation commands to the power module and drive module, and control the operating status of the power module and drive module according to the navigation commands.

15. The vessel as claimed in claim 14, characterized in that, The drive module includes a marine traction converter, a marine controller, and a marine traction motor. The vessel also includes a heading and speed sensor and a steering gear, both of which are communicatively connected to the marine controller. The driving mechanism outputs the first speed magnitude and direction information of the vessel to the marine controller. The marine controller converts the first speed magnitude of the vessel into corresponding frequency and voltage data and outputs it to the marine traction converter. The marine traction converter controls the marine traction motor to drive the vessel based on the frequency and voltage. The steering gear adjusts the vessel's direction based on the first speed and direction data from the marine controller. The heading and speed sensor is used to obtain the magnitude and direction of the ship's second speed and transmit them to the ship's controller; The marine controller is used to convert the magnitude and direction of the second speed of the ship into corresponding frequency, voltage and direction data, and output them to the marine traction converter and the steering gear respectively. The marine traction converter is used to control the marine traction motor to drive the ship according to the frequency and voltage, and the steering gear is used to control the ship's sailing direction according to the direction data. The marine controller is also used to calibrate and correct errors based on the magnitude and direction of the ship's second speed measured by the heading and speed sensors and the magnitude and direction of the ship's first speed output by the steering mechanism. The marine controller is used to send the corrected speed and direction to the power supply vehicle, so that the power supply vehicle moves synchronously with the ship.

16. The vessel as claimed in claim 13, characterized in that, The vehicle-ship cooperative electrified water transport system also includes a driving mechanism, which is mounted on the power supply vehicle. The driving mechanism is communicatively connected to the power module, and the power module is communicatively connected to the drive module. The driving mechanism is used to send navigation commands to the power module and drive module, and control the operating status of the power module and drive module according to the navigation commands.

17. The vessel as claimed in claim 13, characterized in that, The vessel also includes a marine power distribution unit, which is electrically connected to the current receiving module; wherein... The marine power distribution unit is used to obtain power from the current receiving module and distribute power to the loads on the ship.

18. A vehicle-ship cooperative electrified water transport system, characterized in that, The vehicle-ship cooperative electrified water transport system includes a power supply vehicle as described in any one of claims 1-10 and a vessel as described in any one of claims 12-17. The power supply vehicle is electrically connected to the vessel via a cable and supplies power to the vessel. The power supply vehicle and the vessel operate synchronously.

19. The vehicle-ship cooperative electrified water transport system as described in claim 18, characterized in that, The vehicle-ship cooperative electrified water transport system also includes a track bridge and a running rail. The track bridge is installed on the riverbank of the waterway, and the running rail and the power supply rail are both installed on the track bridge. The power supply vehicle is installed on the running rail and moves along the running rail; wherein, the track bridge is configured as a ring.

20. The vehicle-ship cooperative electrified water transport system as described in claim 18, characterized in that, The vehicle-ship cooperative electrified water transport system also includes powered tugboats; When the vessel reaches its first destination, the vessel detaches from the power supply vehicle; The powered tugboat is used to tow the vessel to a second destination, wherein the first destination and the second destination are located on opposite sides of the river channel.

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