Hybrid shaft generator set

Abstract

The utility model discloses a hybrid shaft generator set, which relates to the technical field of ship shaft power generation and comprises a diesel engine, a first transmission device, a generator, an in-ship power grid, a shaft generator, a main shaft, a frequency converter, a permanent magnet motor, a second transmission device and a control cabinet. Main engine power surplus energy is fully utilized to be directly converted into power grid electric energy in a ship, energy loss in a traditional power generation mode is greatly reduced, a frequency converter is arranged at the output end of an axle generator, harmonic distortion and electromagnetic interference generated in the power generation process are restrained, and the electric energy quality is remarkably improved; the permanent magnet motor is used as a power source to be connected with the generator, and the problem of voltage and current instability caused by rotating speed fluctuation of the shaft generator is thoroughly shielded through the precise speed regulation characteristic of the permanent magnet motor.

Description

Technical Field

[0001] This utility model relates to the field of ship shaft-driven power generation technology, specifically a hybrid shaft-driven generator set. Background Technology

[0002] With the rapid development of the global shipping industry, the energy efficiency and environmental performance of ship propulsion systems have received increasing attention. Traditional ship propulsion systems typically use diesel engines as the main power source, converting mechanical energy into electrical energy through generators to supply the ship's electrical grid. However, this traditional power generation mode suffers from problems such as low energy utilization, high losses, and unstable power quality. In particular, during ship operation, the surplus energy of the main engine is not fully utilized, leading to energy waste. Existing technologies have proposed some improvement schemes, such as using shaft-driven generators to directly convert the surplus energy of the main engine into electrical energy, or using frequency converters to suppress harmonic distortion and electromagnetic interference during the power generation process. However, these schemes often have problems such as system complexity, high modification costs, and large space occupation, and it is difficult to achieve flexible switching and redundancy complementarity between main and backup power sources, failing to meet the power supply needs under complex ship operating conditions. Summary of the Invention

[0003] The purpose of this invention is to provide a hybrid shaft-driven generator set to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: a hybrid shaft-driven generator set, comprising: a diesel engine, a first transmission device, a generator, an internal shipboard electrical grid, a shaft-driven generator, a main shaft, a frequency converter, a permanent magnet motor, a second transmission device, and a control cabinet. The diesel engine is connected to the generator via the first transmission device, the generator is connected to the internal shipboard electrical grid, the shaft-driven generator is fixed on the main shaft, the output end of the shaft-driven generator is electrically connected to the frequency converter, the frequency converter is electrically connected to the permanent magnet motor, the permanent magnet motor is connected to the generator via the second transmission device, and the control cabinet is electrically connected to the diesel engine, the first transmission device, the shaft-driven generator, the frequency converter, the permanent magnet motor, and the second transmission device.

[0005] Furthermore, the shaft-driven generator is a shaft-mounted generator, comprising: an external shaft-driven generator housing, a stator core fixed inside the shaft-driven generator housing, a stator coil passing through the stator core, a rotor core inside the stator core, a rotor coil passing through the rotor core, and the rotor core being fixed to the main shaft by a tensioning sleeve.

[0006] Furthermore, the frequency converter includes: a rectifier, a DC bus, an inverter, a controller, and a filter. The output terminal of the shaft-driven generator is connected to the input terminal of the rectifier. The rectifier is connected to the inverter via the DC bus. The output terminal of the inverter is connected to the permanent magnet motor. The controller is electrically connected to the rectifier, the inverter, and the control cabinet. The filter is electrically connected to the rectifier, the DC bus, and the inverter.

[0007] Furthermore, the first transmission device and the second transmission device are electromagnetic clutches, each electromagnetic clutch including an input shaft and an output shaft, wherein an armature is provided on the input shaft and a rotor is provided on the output shaft.

[0008] Compared with the prior art, the beneficial effects of this utility model are as follows: By setting a shaft-driven generator on the main shaft, this utility model fully utilizes the surplus energy of the main engine power to directly convert it into electrical energy for the ship's internal power grid, significantly reducing energy loss in the traditional power generation mode and achieving efficient coordination between the power system and the electrical system. Furthermore, by setting a frequency converter at the output end of the shaft-driven generator, harmonic distortion and electromagnetic interference generated during the power generation process are suppressed, significantly improving power quality, ensuring the stability of the ship's internal power grid operation and equipment compatibility, and extending the service life of key electrical equipment. Finally, a permanent magnet motor is connected to the shaft-driven generator, using the permanent magnet motor as a power source connected to the generator. By leveraging the precise speed regulation characteristics of the permanent magnet motor, the voltage and current instability issues caused by speed fluctuations in the shaft-driven generator are completely eliminated. Simultaneously, the permanent magnet motor connects seamlessly to the existing generator and power grid architecture on board, eliminating the need for additional generator units. This ensures power supply reliability while significantly reducing system modification costs and space requirements. Finally, the existing diesel generator is retained as a backup power source, connected to the permanent magnet motor via an electromagnetic clutch. Based on operating conditions, the connection status of either the diesel generator or the permanent magnet motor to the power grid can be intelligently selected, enabling flexible switching and redundancy complementarity between primary and backup power sources. This design ensures power continuity while balancing system economy and emergency response capabilities, providing dual protection for complex shipboard operating conditions. Attached Figure Description

[0009] Figure 1 This is a flowchart illustrating the process of this utility model.

[0010] Figure 2 This is a schematic diagram of the shaft-driven generator structure of this utility model;

[0011] Figure 3 This is a schematic diagram of the structure of this utility model;

[0012] In the diagram: 1. Diesel engine, 2. First transmission device, 3. Generator, 4. Shipboard electrical network, 5. Shaft-driven generator, 6. Main shaft, 7. Frequency converter, 8. Permanent magnet motor, 9. Second transmission device, 10. Control cabinet, 501. Shaft-driven generator housing, 502. Stator core, 503. Stator coil, 504. Rotor core, 505. Rotor coil, 506. Tensioner sleeve, 701. Rectifier, 702. DC bus, 703. Inverter, 704. Controller, 705. Filter. Detailed Implementation

[0013] To enable those skilled in the art to better understand the technical solutions of this utility model, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings and specific embodiments.

[0014] Please refer to Figure 1-3 This utility model provides a hybrid shaft-driven generator set, comprising: a diesel engine 1, a first transmission device 2, a generator 3, an internal shipboard electrical grid 4, a shaft-driven generator 5, a main shaft 6, a frequency converter 7, a permanent magnet motor 8, a second transmission device 9, and a control cabinet 10. The diesel engine 1 is connected to the generator 3 via the first transmission device 2, the generator 3 is connected to the internal shipboard electrical grid 4, the shaft-driven generator 5 is fixed on the main shaft 6, the output end of the shaft-driven generator 5 is electrically connected to the frequency converter 7, the frequency converter 7 is electrically connected to the permanent magnet motor 8, the permanent magnet motor 8 is connected to the generator 3 via the second transmission device 9, and the control cabinet 10 is electrically connected to the diesel engine 1, the first transmission device 2, the shaft-driven generator 5, the frequency converter 7, the permanent magnet motor 8, and the second transmission device 9.

[0015] The shaft-driven generator 5 is a shaft-mounted generator, comprising: an external shaft-driven generator housing 501, a stator core 502 fixed inside the shaft-driven generator housing 501, a stator coil 503 passing through the stator core 502, a rotor core 504 inside the stator core 502, a rotor coil 505 passing through the rotor core 504, and the rotor core 504 being fixed to the main shaft 6 by a tensioning sleeve 506.

[0016] The frequency converter 7 includes: a rectifier 701, a DC bus 702, an inverter 703, a controller 704, and a filter 705. The output terminal of the shaft-driven generator 5 is connected to the input terminal of the rectifier 701. The rectifier 701 is connected to the inverter 703 through the DC bus 702. The output terminal of the inverter 703 is connected to the permanent magnet motor 8. The controller 704 is electrically connected to the rectifier 701, the inverter 703, and the control cabinet 10. The filter 705 is electrically connected to the rectifier 701, the DC bus 702, and the inverter 703.

[0017] The first transmission device 2 and the second transmission device 9 are electromagnetic clutches. The electromagnetic clutch includes an input shaft and an output shaft. An armature is provided on the input shaft, and a rotor is provided on the output shaft.

[0018] In using this invention, the diesel engine first transmits power to the generator via a first transmission device. The generator converts mechanical energy into electrical energy and supplies it to the ship's internal power grid, providing electricity to the vessel. Simultaneously, a shaft-driven generator on the main shaft generates electricity using the shaft's rotational power. Specifically, the rotor core of the shaft-driven generator is fixed to the main shaft by a tension sleeve and rotates with the main shaft. The stator coils cut magnetic lines of force to generate electrical energy. The electrical energy output from the shaft-driven generator is processed by a frequency converter. Specifically, the frequency converter first converts AC to DC through a rectifier, and then converts DC to AC suitable for a permanent magnet motor through an inverter. A filter suppresses harmonic distortion and electromagnetic interference generated during power generation, ensuring power quality and improving the stability and equipment compatibility of the ship's internal power grid. The electrical energy output from the frequency converter drives the permanent magnet motor, which is connected to the generator via a second transmission device. The precise speed regulation characteristics of the engine shield the voltage and current instability caused by speed fluctuations in the shaft-driven generator, ensuring the stability of power output. Under normal operating conditions, the shaft-driven generator and permanent magnet motor work together to supply power to the main power grid. When the shaft-driven generator or permanent magnet motor fails or power demand increases, the control cabinet intelligently switches to the diesel generator as a backup power source. The diesel generator is connected to the generator through the first transmission device to continue supplying power to the ship's power grid, ensuring power continuity. The electromagnetic clutch enables flexible switching between the diesel generator and the permanent magnet motor, ensuring redundancy and complementarity between the main and backup power sources and improving the system's emergency response capability. The control cabinet is electrically connected to the diesel engine, the first transmission device, the shaft-driven generator, the frequency converter, the permanent magnet motor, and the second transmission device, monitoring the system's operating status in real time and intelligently adjusting the working mode of each component according to operating conditions to ensure efficient and stable system operation.

[0019] Although embodiments of the present invention have been shown and described, it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, it will be understood by those skilled in the art that all other embodiments obtained by making various changes, modifications, substitutions and alterations to these embodiments without departing from the principles and spirit of the present invention and without creative effort are within the scope of protection of the present invention.

Claims

1. A hybrid shaft generator set, characterized by, The system includes a diesel engine (1), a first transmission device (2), a generator (3), an internal electrical network (4), a shaft-driven generator (5), a main shaft (6), a frequency converter (7), a permanent magnet motor (8), a second transmission device (9), and a control cabinet (10). The diesel engine (1) is connected to the generator (3) through the first transmission device (2). The generator (3) is connected to the internal electrical network (4). The shaft-driven generator (5) is fixed on the main shaft (6). The output end of the shaft-driven generator (5) is electrically connected to the frequency converter (7). The frequency converter (7) is electrically connected to the permanent magnet motor (8). The permanent magnet motor (8) is connected to the generator (3) through the second transmission device (9). The control cabinet (10) is electrically connected to the diesel engine (1), the first transmission device (2), the shaft-driven generator (5), the frequency converter (7), the permanent magnet motor (8), and the second transmission device (9).

2. The hybrid axle belt alternator set of claim 1, wherein, The shaft-driven generator (5) is a shaft-driven generator with a shaft bearing, including: an external shaft-driven generator housing (501), a stator core (502) fixed inside the shaft-driven generator housing (501), a stator coil (503) passing through the stator core (502), a rotor core (504) provided inside the stator core (502), a rotor coil (505) passing through the rotor core (504), and the rotor core (504) fixed on the main shaft (6) by a tensioning sleeve (506).

3. The hybrid axle belt alternator set of claim 2, wherein, The frequency converter (7) includes: a rectifier (701), a DC bus (702), an inverter (703), a controller (704), and a filter (705). The output terminal of the shaft-driven generator (5) is connected to the input terminal of the rectifier (701). The rectifier (701) is connected to the inverter (703) through the DC bus (702). The output terminal of the inverter (703) is connected to the permanent magnet motor (8). The controller (704) is electrically connected to the rectifier (701), the inverter (703), and the control cabinet (10). The filter (705) is electrically connected to the rectifier (701), the DC bus (702), and the inverter (703).

4. The hybrid axle belt alternator set of claim 3, wherein, The first transmission device (2) and the second transmission device (9) are electromagnetic clutches. The electromagnetic clutch includes an input shaft and an output shaft. An armature is provided on the input shaft and a rotor is provided on the output shaft.

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