A new energy ship energy recycling device

Abstract

The utility model provides a new energy ship energy recycling device, including drive motor, foot, output shaft, the bottom fixedly connected with a plurality of foot of drive motor, the output end fixedly connected with an output shaft of drive motor, the side fixedly connected with junction box of drive motor, the side fixedly connected with inverter of junction box through cable, the utility model has the advantages of: through heat conducting layer and direct its heat to heat conducting piece, finally on heat conducting plate, the heat of numerous radiating fins carries out and disperses, realizes the better heat dissipation of battery pack energy recovery charging time. The present application is designed by the notch embedded heat dissipation channel + ceramic heat conducting chain, which completely solves the heat dissipation bottleneck of new energy ship braking energy recovery under the premise of almost no increase in system weight. The integrally formed structure can be adapted to various electric ships, especially suitable for ferries, research vessels and other high-load scenarios with frequent start-stop.

Description

Technical Field

[0001] This utility model relates to the field of new energy ship technology, and in particular to a new energy ship energy recovery and reuse device. Background Technology

[0002] New energy vessels (such as pure electric ferries, research vessels, and inland waterway cargo ships) have become a key focus of the shipping industry's transformation due to their zero-emission advantages. These vessels generally employ regenerative braking energy recovery technology, which uses a propeller-driven motor to generate electricity during deceleration or when stationary, converting kinetic energy into electrical energy stored in battery banks, thus achieving energy recycling. However, in practical applications, this technology faces a core bottleneck:

[0003] The risk of thermal runaway caused by instantaneous high current: During ship braking, the propeller has enormous inertia, and the drive motor can output a current of over 800A instantaneously (lasting for 10 seconds). Under such pulse charging conditions, traditional plate-type battery packs experience violent chemical reactions inside the cells, causing the temperature in the central area to rise sharply to over 60°C. Existing cylindrical or square battery packs use peripheral heat dissipation designs (such as air cooling or external liquid cooling plates), requiring heat to be transferred from the center of the cell through multiple layers of materials (electrodes, separators, and casing) to the outer surface. This results in a long heat conduction path and high thermal resistance, leading to: a significant temperature difference exceeding 15°C inside the battery pack, accelerating cell aging; high temperatures causing electrolyte decomposition, posing a risk of thermal runaway and fire (e.g., the thermal runaway critical point for lithium batteries is generally 80-90°C); and forced reduction in charging current (derating operation), resulting in an energy recovery efficiency loss of over 30%. Therefore, a new energy ship energy recovery and reuse device is proposed to solve the above problems. Utility Model Content

[0004] The purpose of this invention is to at least solve one of the aforementioned technical defects.

[0005] Therefore, one objective of this utility model is to propose a new energy ship energy recovery and reuse device to solve the problems mentioned in the background art and overcome the shortcomings of the existing technology.

[0006] To achieve the above objectives, one embodiment of the present invention provides a new energy ship energy recovery and reuse device, including a drive motor, feet, and an output shaft. The bottom of the drive motor is fixedly connected to several feet, and the output end of the drive motor is fixedly connected to an output shaft.

[0007] A junction box is fixedly connected to the side of the drive motor, and an inverter is fixedly connected to the side of the junction box via a cable.

[0008] A battery pack, which is of the flat-plate type, is fixedly connected to one side of the inverter via a cable.

[0009] The battery has a notch in the middle, a heat-conducting layer is attached to the inside of the notch, a heat-conducting component is fixedly connected to the inside of the heat-conducting layer, a heat-conducting plate is fixedly connected to the end of the heat-conducting component, and several heat dissipation fins are fixedly connected to the front of the heat-conducting plate.

[0010] Preferably, of any of the above solutions, the drive motor is a three-phase permanent magnet synchronous motor, and the base has through holes.

[0011] The above technical solution is adopted: The basic working principle of this new energy ship energy recovery and reuse device is as follows: When the ship decelerates, the drive motor generates electricity, and the inverter rectifies and converts the current and stores it in the battery pack to realize the recovery and reuse of energy.

[0012] The battery pack is improved by creating a gap in the middle and designing a heat-conducting layer and heat-conducting components as a phase change interlayer. This means that multiple heat-conducting sampling points are created in the battery pack. During operation, the heat is conducted to the heat-conducting components through the heat-conducting layer, and finally dissipated on the heat-conducting plate and numerous heat dissipation fins, achieving better heat dissipation during energy recovery and charging of the battery pack.

[0013] Preferably, of any of the above schemes, the inverter is bidirectional, and the inverter model is ACS880-01.

[0014] The above technical solution comprises the following core components: Drive motor: a three-phase permanent magnet synchronous motor, with the output shaft connected to the propeller. The bottom feet are bolted to the hull base, and holes in the feet facilitate the installation of shock absorbers. Inverter: a bidirectional AC / DC converter (model ACS880-01), input 380–690V AC, output 600–800V DC to the battery pack. Battery pack: a U-shaped flat lithium-ion battery pack with a rectangular notch in the center, the inner wall of which is fitted with a thermally conductive layer (silicone material, thermal conductivity 1.5W / mK).

[0015] Thermal conductive components: Thermal conductive element: Ceramic rod (20mm in diameter), vertically embedded in the thermal conductive layer and fastened with screws; Thermal conductive plate: Ceramic flat plate (10mm thick), welded to the thermal conductive element;

[0016] Heat dissipation fins: Arrayed ceramic fins (30mm high, 5mm spacing) welded to the surface of the heat-conducting plate.

[0017] Preferably, the inverter has an input voltage of 380-690V AC (three-phase) and supports a DC bus voltage of 600-800V DC.

[0018] Using the above technical solution: Working process: Energy recovery stage (when the ship decelerates): The propeller inertia drives the output shaft to rotate → the drive motor switches to power generation mode; three-phase AC power is output through the junction box → the inverter rectifies it into DC power → it is charged into the battery pack; the instantaneous peak charging current can reach 800A (lasting for 10 seconds), and the central area of ​​the battery pack gets hot.

[0019] Heat dissipation process (synchronous start-up): Heat is conducted from the center of the battery pack to the notch; the thermal conductive layer (silicone) absorbs heat and transfers it to the thermal conductive component; the thermal conductive component conducts the heat longitudinally to the thermal conductive plate; the heat dissipation fins dissipate the heat to the air on the ship's side through surface convection.

[0020] Steady-state maintenance: When the battery pack temperature drops below 45°C, water vapor condenses on the surface of the heat dissipation fins (especially in cold water), further enhancing heat dissipation; after charging is completed, the heat stored in the heat-conducting layer continues to be released slowly to avoid damage to the battery cells from a sudden drop in temperature.

[0021] Preferably, the battery pack is U-shaped and consists of multiple batteries connected in series.

[0022] Battery pack prefabrication: The lithium battery cells are arranged in a U-shaped structure with a gap in the middle; the inner wall of the gap is coated with silicone (thermal conductive layer), and after curing, it is polished smooth.

[0023] For heat conduction module installation, apply heat conduction paste to the end of the heat conduction component (ceramic rod), insert it into the reserved hole of the heat conduction layer, and tighten it with stainless steel screws; the heat conduction plate is horizontally welded to the top of the heat conduction component, and the heat dissipation fins are vertically welded to the heat conduction plate 11 at 5mm intervals.

[0024] Hull integration: The drive motor is fixed to the engine room base by feet, and the output shaft is connected to the propeller coupling; the inverter is wall-mounted and connected to the junction box and battery pack by cables; the heat dissipation fins face the vents on the outside of the hull (≤50cm from the air inlet).

[0025] System testing: Simulated braking: Rapid deceleration after full-speed navigation, monitoring the battery pack temperature rise curve; Verification of heat dissipation: Infrared thermal imager to detect the uniformity of battery pack surface temperature (temperature difference < 5℃ is acceptable).

[0026] Preferably, in any of the above solutions, the thermally conductive layer is a silicone layer, and the thermally conductive component, thermally conductive plate, and heat dissipation fins are made of ceramic material.

[0027] Preferably, in any of the above embodiments, the heat-conducting component and the heat-conducting layer are connected by screws, and the heat-conducting component and the heat-conducting plate are perpendicular to each other.

[0028] Compared with the prior art, the advantages and beneficial effects of this utility model are as follows:

[0029] This new energy ship energy recovery and reuse device improves the battery pack by creating a gap in the middle of the battery pack and designing a heat-conducting layer and heat-conducting components as a phase change interlayer. That is, multiple heat-conducting sampling points are opened in the battery pack. When it is working, the heat is conducted to the heat-conducting components through the heat-conducting layer, and finally the heat is dissipated on the heat-conducting plate and numerous heat dissipation fins, so as to achieve better heat dissipation when the battery pack is recovering energy and charging.

[0030] This invention, through a notched embedded heat dissipation channel and ceramic heat conduction chain design, completely solves the heat dissipation bottleneck during regenerative braking in new energy vessels without increasing system weight. Its one-piece molded structure is adaptable to various types of electric vessels, and is particularly suitable for high-load scenarios with frequent start-stop operations, such as ferries and research vessels.

[0031] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0032] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0033] Figure 1 This is a first-view structural schematic diagram of the present invention;

[0034] Figure 2 This is a structural schematic diagram of the present invention from a second perspective;

[0035] Figure 3 This is a structural schematic diagram of the present invention from a third-view perspective;

[0036] Figure 4 This utility model Figure 2 A magnified structural diagram of point A in the middle.

[0037] In the diagram: 1-Drive motor, 2-Base, 3-Output shaft, 4-Junction box, 5-Cable, 6-Inverter, 7-Battery pack, 8-Notch, 9-Heat-conducting layer, 10-Heat-conducting component, 11-Heat-conducting plate, 12-Heat dissipation fins. Detailed Implementation

[0038] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0039] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., 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 utility model according to the specific circumstances.

[0040] like Figure 1-4 As shown, this new energy ship energy recovery and reuse device includes a drive motor 1, a base 2, and an output shaft 3. Several bases 2 are fixedly connected to the bottom of the drive motor 1, and an output shaft 3 is fixedly connected to the output end of the drive motor 1.

[0041] A junction box 4 is fixedly connected to the side of the drive motor 1, and an inverter 6 is fixedly connected to the side of the junction box 4 via a cable 5.

[0042] A battery pack 7 is fixedly connected to one side of the inverter 6 via a cable 5. The battery pack 7 is a flat plate type.

[0043] A notch 8 is provided in the middle of the battery 7. A heat-conducting layer 9 is attached to the inner side of the notch 8. A heat-conducting component 10 is fixedly connected to the inner side of the heat-conducting layer 9. A heat-conducting plate 11 is fixedly connected to the end of the heat-conducting component 10. Several heat dissipation fins 12 are fixedly connected to the front side of the heat-conducting plate 11.

[0044] Example 1: The drive motor 1 is specifically a three-phase permanent magnet synchronous motor, with through holes on the base 2. The inverter 6 is bidirectional, and its model is ACS880-01. The input voltage of the inverter 6 is 380-690V AC (three-phase), and it supports a DC bus voltage of 600-800V DC. The battery pack 7 is U-shaped and consists of multiple batteries connected in series. The heat-conducting layer 9 is specifically a silicone layer, and the heat-conducting components 10, 11, and fins 12 are specifically made of ceramic. The heat-conducting components 10 and 9 are connected by screws, and the heat-conducting components 10 and 11 are perpendicular to each other.

[0045] Example 2: Core Components: Drive Motor 1: Three-phase permanent magnet synchronous motor, output shaft 3 connected to the propeller. Bottom feet 2 are fixed to the hull base with bolts, and holes are provided for shock absorber installation. Inverter 6: Bidirectional AC / DC converter (model ACS880-01), input 380–690V AC, output 600–800V DC to battery pack 7. Battery Pack 7: U-shaped flat lithium-ion battery pack, with a rectangular notch 8 in the middle, and a thermally conductive layer 9 (silicone material, thermal conductivity 1.5W / mK) attached to the inner wall of the notch 8.

[0046] Thermal conductive components: Thermal conductive element 10: Ceramic rod (diameter 20mm), vertically embedded in thermal conductive layer 9, and fastened with screws; Thermal conductive plate 11: Ceramic flat plate (thickness 10mm), welded to thermal conductive element 10;

[0047] Heat dissipation fins 12: Arrayed ceramic fins (30mm high, 5mm spacing), welded to the surface of heat conduction plate 11.

[0048] The working principle of this utility model is as follows:

[0049] Working process: Energy recovery stage (when the ship decelerates): The propeller inertia drives the output shaft 3 to rotate → drive motor 1 to switch to power generation mode; three-phase AC power is output through junction box 4 → inverter 6 rectifies it into DC power → charges the battery pack 7; the instantaneous peak charging current can reach 800A (lasting for 10 seconds), and the central area of ​​the battery pack 7 gets hot.

[0050] Heat dissipation process (synchronous start-up): Heat is conducted from the center of the battery pack 7 to the notch 8; the heat-conducting layer 9 (silicone) absorbs heat and transfers it to the heat-conducting component 10; the heat-conducting component 10 conducts the heat longitudinally to the heat-conducting plate 11; the heat dissipation fins 12 dissipate the heat to the air on the ship's side through surface convection.

[0051] Steady-state maintenance: When the temperature of the battery pack 7 drops below 45°C, water vapor condenses on the surface of the heat dissipation fins 12 (especially in cold water), further enhancing heat dissipation; after charging is completed, the heat stored in the heat-conducting layer 9 continues to be released slowly to avoid damage to the battery cells from a sudden drop in temperature.

[0052] Battery pack 7 prefabrication: The lithium battery cells are arranged in a U-shaped structure with a gap 8 reserved in the middle; the inner wall of the gap 8 is coated with silicone (thermal conductive layer 9), and after curing, it is polished smooth.

[0053] For heat conduction module installation, apply heat conduction paste to the end of heat conduction component 10 (ceramic rod), insert it into the reserved hole of heat conduction layer 9, and tighten it with stainless steel screws; heat conduction plate 11 is horizontally welded to the top of heat conduction component 10, and heat dissipation fins 12 are vertically welded to heat conduction plate 11 at intervals of 5mm.

[0054] Hull integration: Drive motor 1 is fixed to engine room base via foot 2, and output shaft 3 is connected to propeller coupling; inverter 6 is wall-mounted and connected to junction box 4 and battery pack 7 via cable 5; heat dissipation fins 12 face the vent on the outside of the hull (≤50cm from the air inlet).

[0055] System testing: Simulated braking: After full-speed navigation, rapid deceleration was performed, and the temperature rise curve of battery pack 7 was monitored; Heat dissipation verification: Infrared thermal imager was used to detect the surface temperature uniformity of battery pack 7 (temperature difference < 5℃ is acceptable).

[0056] Compared with the prior art, the present invention has the following advantages:

[0057] This new energy ship energy recovery and reuse device improves the battery pack 7 by opening a gap 8 in the middle of the battery pack 7 and designing a heat-conducting layer 9 and a heat-conducting component 10 as a phase change interlayer. That is, multiple heat-conducting sampling points are opened in the battery pack 7. When it is working, the heat is conducted to the heat-conducting component 10 through the heat-conducting layer 9, and finally the heat is dissipated on the heat-conducting plate 11 and numerous heat dissipation fins 12, so as to achieve better heat dissipation when the battery pack 7 is charging.

[0058] This invention, through an 8-notch embedded heat dissipation channel and ceramic heat conduction chain design, completely solves the heat dissipation bottleneck during regenerative braking in new energy vessels without increasing system weight. Its one-piece molded structure is adaptable to various types of electric vessels, and is particularly suitable for high-load scenarios with frequent start-stop operations, such as ferries and research vessels.

Claims

1. A new energy ship energy recycling device, characterized in that, It includes a drive motor (1), feet (2), and an output shaft (3). The bottom of the drive motor (1) is fixedly connected to several feet (2), and the output end of the drive motor (1) is fixedly connected to an output shaft (3). A junction box (4) is fixedly connected to the side of the drive motor (1), and an inverter (6) is fixedly connected to the side of the junction box (4) via a cable (5). A battery pack (7) is fixedly connected to one side of the inverter (6) via a cable (5), and the battery pack (7) is a flat plate type. The battery pack (7) has a notch (8) in the middle. A heat-conducting layer (9) is attached to the inside of the notch (8). A heat-conducting component (10) is fixedly connected to the inside of the heat-conducting layer (9). A heat-conducting plate (11) is fixedly connected to the end of the heat-conducting component (10). Several heat dissipation fins (12) are fixedly connected to the front of the heat-conducting plate (11).

2. A new energy ship energy recycling device according to claim 1, characterized in that: The drive motor (1) is specifically a three-phase permanent magnet synchronous motor, and the base (2) has through holes.

3. A new energy ship energy recycling device according to claim 2, characterized in that: The inverter (6) is bidirectional, and the model of the inverter (6) is ACS880-01.

4. The new energy ship energy recovery and reuse device as described in claim 3, characterized in that: The inverter (6) has an input voltage of 380-690V AC (three-phase) and supports a DC bus voltage of 600-800V DC.

5. The new energy ship energy recovery and reuse device as described in claim 4, characterized in that: The battery pack (7) is U-shaped and is composed of multiple batteries connected in series.

6. The new energy ship energy recovery and reuse device as described in claim 5, characterized in that: The heat-conducting layer (9) is specifically a silicone layer, and the heat-conducting component (10), heat-conducting plate (11), and heat dissipation fins (12) are specifically made of ceramic material.

7. The new energy ship energy recovery and reuse device as described in claim 6, characterized in that: The heat-conducting component (10) and the heat-conducting layer (9) are connected by screws, and the heat-conducting component (10) and the heat-conducting plate (11) are perpendicular to each other.

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