A marine hybrid power system

Abstract

The utility model belongs to ship power system technical field, it discloses a kind of marine hybrid power system, including switchboard, switchboard includes direct current switchboard and 690V alternating current switchboard, direct current switchboard is provided with multiple direct current busbar, each direct current busbar is respectively connected with battery power supply component and a group of driving mechanism in series, and multiple direct current busbar is connected by screen breaker switch, 690V alternating current switchboard is connected with multiple methanol power generating unit and is respectively connected with multiple direct current busbar in series, to realize the linkage or independent working mode of two groups of driving mechanism under different working conditions. The power system adopts the mode that methanol generator set and battery pack are combined, realizes the clean and environmental protection operation of ship, and the system is set as multiple groups, can independently select one group to run or multiple groups to run simultaneously, with the advantages of ensuring stable propulsion process, adjustable optimal power distribution and facilitating maintenance during travel.

Description

Technical Field

[0001] This utility model relates to the field of marine power system technology, and more specifically to a marine hybrid power system. Background Technology

[0002] Green methanol is a typical renewable energy-generated synthetic fuel. It can be synthesized on a large scale through a catalytic reaction using hydrogen produced from renewable energy power generation and carbon dioxide captured by carbon capture technology. It is hailed as one of the most promising carbon-neutral fuels. Compared with other low-carbon and zero-carbon fuels such as ammonia-hydrogen, green methanol is a liquid at room temperature and pressure, is non-flammable and non-explosive, and can be stored and transported using existing diesel and gasoline storage and transportation infrastructure, resulting in lower storage and transportation costs and higher safety.

[0003] Methanol, as a clean, easily stored, and renewable fuel, has seen increasing applications in the marine industry in recent years. Directly generating electricity from methanol offers advantages such as high energy density and clean emissions. Combining methanol-fueled generators with lithium batteries to create a hybrid power system can fully leverage the strengths of both while mitigating their respective weaknesses, representing an important direction for the future development of marine propulsion systems. With the trend towards larger and more ocean-going vessels, ship safety and reliability have become paramount factors.

[0004] However, traditional ships typically have only one propulsion system, which supplies power to a set of drive mechanisms through a power supply component. The output of the drive mechanism is connected to the propeller blades and drives them to move. If any part of the propulsion system fails, the ship will lose its propulsion capability, posing a significant navigation risk. Furthermore, it is difficult to achieve optimal power distribution and propulsion efficiency when facing complex operating conditions such as different sailing speeds, sea states, and loads, and maintenance cannot be performed during navigation.

[0005] Therefore, how to provide a marine hybrid power system with multiple independent propulsion systems that can improve the reliability and flexibility of the propulsion system during operation and facilitate maintenance and management during travel is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0006] In view of this, the present invention provides a marine hybrid power system that combines a methanol generator set and a battery pack. This improves the reliability of the propulsion system and enables the ship to operate in a clean and environmentally friendly manner. The system is configured with multiple sets, allowing the user to select one set to operate independently or multiple sets to operate simultaneously. This solves the technical problems of unstable propulsion, inability to adjust and distribute optimal power, and inconvenience in maintenance during operation that exist in the prior art.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A marine hybrid power system, comprising:

[0009] The power distribution board includes a DC power distribution board and a 690V AC power distribution board. The DC power distribution board is provided with multiple DC busbars. Each DC busbar is connected in series with a battery power supply component and a set of drive mechanisms. The multiple DC busbars are connected to each other through a screen circuit breaker. The 690V AC power distribution board is connected in series with multiple methanol power generation components and is connected in series with the multiple DC busbars respectively.

[0010] The controller is electrically connected to the screen circuit breaker and the two sets of drive mechanisms to control the linkage or independent operation modes of the two sets of drive mechanisms under different working conditions. Each set of drive mechanisms is connected to the propeller blade drive.

[0011] As can be seen from the above technical solution, this utility model discloses a marine hybrid power system. This system includes multiple power systems, each comprising a methanol power generation unit, a battery power supply unit, and a drive mechanism connected in series with a DC bus. The methanol power generation unit converts the chemical energy of methanol into electrical energy, and the battery power supply unit also provides electrical energy, jointly powering the drive mechanism to propel the ship. Furthermore, the multiple power systems are connected and controlled by a series circuit breaker, which is installed between multiple DC buses and controlled by a controller. In the closed state, the opening and closing of the interlocking circuit breaker can be selected based on the ship's travel load. Under high-load conditions, such as when sailing at high speed or climbing a slope and requiring greater power, the controller controls the interlocking circuit breaker to close and start multiple sets of drive mechanisms, allowing multiple sets of methanol power generation components and multiple sets of battery power supply components to simultaneously power two sets of drive mechanisms, ensuring that the ship obtains sufficient power. When the ship is under low-load conditions, such as idling or coasting with the current, one set of battery power supply components and methanol power generation components supplies power to the drive mechanism, while the other sets are in the closed state to save methanol fuel and battery power. Furthermore, the methanol-powered generator uses methanol as fuel, which significantly reduces emissions of pollutants such as carbon dioxide, nitrogen oxides, and particulate matter compared to traditional diesel engines, making it more environmentally friendly. It directly connects to the DC bus and then to the drive mechanism, allowing for direct use of the generator's electrical energy without waiting for battery charging. This enables a faster response to the ship's power needs, improving maneuverability and power performance, and avoiding energy conversion losses during battery charging and discharging, resulting in higher energy conversion efficiency for the entire power system. A cross-connection circuit breaker allows switching between the two power systems based on the ship's operating status and power requirements. If one methanol-powered generator or battery-powered unit fails, the other can be connected to the circuit via the cross-connection circuit breaker, ensuring the reliability and continuity of the ship's power system.

[0012] Furthermore, the distribution board also includes a 400V AC distribution board connected to the 690V AC distribution board. Each 400V AC distribution board includes an AC busbar, a transformer, and a household load device. Each AC busbar consists of two lines connected by a circuit breaker. The input end of the AC busbar is electrically connected to the output end of the transformer, and the output end of the AC busbar is electrically connected to the input end of the household load device. The first interface of the tee connector is connected in series with the input end of the transformer. The second and third interfaces of the tee connector are connected in series with the output end of the methanol power generation component and the DC busbar, respectively. A bidirectional rectifier inverter is connected in series on the wire between the DC busbar and the tee connector.

[0013] The beneficial effects of adopting the above technical solution are as follows: The AC busbar, acting as the central power distribution hub, can rationally distribute electrical energy to various daily load devices, meeting the power needs of different areas and equipment on the ship. Through circuit breaker control, the power supply range and load of each AC busbar section can be flexibly adjusted to adapt to changes in ship operating conditions. Furthermore, the circuit breaker can quickly disconnect faulty circuits, preventing the fault from escalating and protecting the normal operation of other equipment and systems. The use of a bidirectional rectifier inverter enables bidirectional conversion of electrical energy between DC and AC. It can convert DC power to AC power for daily load devices, and vice versa, providing support for flexible system operation.

[0014] Furthermore, each methanol power generation unit includes a methanol engine and a generator. The output end of the methanol engine is connected to the input end of the generator, and the output end of the generator is connected to the second interface of the wire tee connector.

[0015] The beneficial effects of adopting the above technical solution are as follows: the generator's output terminal is connected to the second interface of the tee connector, meaning the generator is electrically connected to both the bidirectional rectifier inverter and the transformer. This allows the methanol power generation unit to supply power to both the DC bus and the AC bus via the transformer. This flexible power output method allows for the rational allocation of power resources according to the ship's actual load requirements, further improving energy efficiency.

[0016] Furthermore, it also includes multiple circuit breakers. Circuit breaker one is connected in series on the connecting wire between the transformer and the conductor tee joint. Circuit breaker two is connected in series on the connecting wire between the generator and the conductor tee joint. Circuit breaker three is connected in series on the connecting wire between the bidirectional rectifier inverter and the conductor tee joint. Circuit breaker one, circuit breaker two, and circuit breaker three are all electrically connected to the controller to realize multiple power supply modes of the methanol power generation component under different operating conditions.

[0017] The beneficial effects of adopting the above technical solution are: by connecting the generator, transformer and bidirectional rectifier inverter through the wire tee connector, and in conjunction with the circuit breaker, the power distribution and transmission path can be flexibly adjusted, the system operation can be optimized, and the power can be supplied directly by the generator or after being processed by the bidirectional rectifier inverter as needed, so as to meet the needs of different loads and operating conditions and improve adaptability.

[0018] Furthermore, each of the drive mechanisms includes a propulsion inverter and a propulsion motor connected in series. The input terminal of the propulsion inverter is electrically connected to the output terminal of the DC bus, and the output terminal of the propulsion motor is drive-connected to the propeller blades.

[0019] The advantages of adopting the above technical solution are: each drive mechanism is independent, including an independent propulsion inverter and propulsion motor. In the event of a failure in one group, it can be isolated while the other group continues to operate, ensuring the ship's power and improving system reliability.

[0020] Furthermore, a circuit breaker four is connected in series on the connecting wires between the two propulsion inverters and the two DC buses. The circuit breaker four is electrically connected to the controller to control its power outage for maintenance.

[0021] The beneficial effects of adopting the above technical solution are as follows: Circuit breaker four, installed between the propulsion inverter and the DC bus, enables fault isolation. When a fault occurs in the propulsion inverter or propulsion motor, circuit breaker four can quickly disconnect the faulty circuit, preventing the fault from spreading to the DC bus and other equipment, thus protecting the safe operation of the entire system. Furthermore, when maintaining the propulsion inverter or propulsion motor, only circuit breaker four needs to be disconnected; there is no need to cut off the power supply to the entire system, reducing the complexity and risk of maintenance operations.

[0022] Furthermore, each group of battery-powered components includes at least one battery pack, each battery pack is connected in series with a DC-DC converter, and each DC-DC converter is connected in series with a corresponding DC bus.

[0023] The advantages of adopting the above technical solution are: the DC-DC converter can convert the battery pack voltage to a voltage compatible with the DC bus, ensuring that the battery pack can be efficiently and stably connected to the system, avoiding reduced power transmission efficiency or equipment damage due to voltage mismatch; each battery pack is connected to a corresponding DC-DC converter, enabling fault isolation. When a battery pack or converter fails, the fault will not spread to other battery packs or system components, improving system reliability.

[0024] Furthermore, a circuit breaker five is connected in series on the connecting wire between each DC converter and the DC bus, and a circuit breaker six is ​​connected in series on the connecting wire between each bidirectional rectifier inverter and the DC bus. Both circuit breakers five and six are electrically connected to the controller to realize multiple power supply modes of the battery power supply component under different operating conditions.

[0025] The beneficial effects of adopting the above technical solution are: based on the real-time load and operating conditions of the ship, by controlling the on / off state of circuit breaker five and circuit breaker six, the output power and power supply mode of the battery power supply components can be reasonably adjusted, so that the battery power supply components operate near the optimal efficiency point, thereby improving energy utilization efficiency and meeting the power demand of the ship under different load conditions. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the structural connection of the hybrid power system of this utility model.

[0028] Among them, 11-DC distribution board, 12-690V AC distribution board, 13-400V AC distribution board, 2-DC busbar, 3-interlocking circuit breaker, 4-battery power supply assembly, 41-battery pack, 42-DC converter, 43-circuit breaker five, 5-methanol power generation assembly, 51-methanol engine, 52-generator, 53-circuit breaker two, 6-drive mechanism, 61-propulsion inverter, 62-propulsion motor, 63-circuit breaker four, 71-circuit breaker, 72-transformer, 73-circuit breaker one, 74-AC busbar, 8-bidirectional rectifier inverter, 81-circuit breaker three, 82-circuit breaker six, 9-wire tee connector. Detailed Implementation

[0029] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0030] This utility model discloses a marine hybrid power system, including a power distribution board and a controller. The power distribution board includes a DC power distribution board 11 and a 690V AC power distribution board 12. The DC power distribution board 11 is provided with multiple DC busbars 2. Each DC busbar 2 is connected in series with a battery power supply component 4 and a set of drive mechanisms 6. The multiple DC busbars 2 are connected to each other through a screen-connected circuit breaker 3. The 690V AC power distribution board 12 is connected in series with multiple methanol power generation components 5 and is connected in series with the multiple DC busbars 2. The controller is electrically connected to the screen-connected circuit breaker 3 and the two sets of drive mechanisms 6 to control the linkage or independent working mode of the two sets of drive mechanisms 6 under different working conditions. Each set of drive mechanisms 6 is connected to the propeller blade drive.

[0031] In another embodiment of the power distribution board in this utility model, the power distribution board also includes a 400V AC power distribution board 13 connected to the 690V AC power distribution board 12. The 400V AC power distribution board 13 includes an AC busbar 74, a transformer 72, and a daily load device. There are two AC busbars 74 connected to each other by a circuit breaker 71. The input end of the AC busbar 74 is electrically connected to the output end of the transformer 72, and the output end of the AC busbar 74 is electrically connected to the input end of the daily load device. The first interface of the wire tee connector 9 is connected in series with the input end of the transformer 72. The second and third interfaces of the wire tee connector 9 are connected in series with the output end of the methanol power generation component 5 and the DC busbar 2, respectively. A bidirectional rectifier inverter 8 is connected in series on the wire between the DC busbar 2 and the wire tee connector 9. The AC power distribution hub 74, acting as the central power distribution unit, rationally allocates electrical energy to various daily load devices, meeting the power needs of different areas and equipment on the ship. Controlled by the circuit breaker 71, the power supply range and load of each section of the AC power distribution hub 74 can be flexibly adjusted to adapt to changes in the ship's operating conditions. Furthermore, the circuit breaker 71 can quickly disconnect faulty circuits to prevent the fault from escalating and protect the normal operation of other equipment and systems. The use of the bidirectional rectifier inverter 8 enables bidirectional conversion of electrical energy between DC and AC. It can convert DC power to AC power for daily load devices, and vice versa, providing support for flexible system operation.

[0032] In a specific embodiment of the methanol power generation assembly 5 of this utility model, each methanol power generation assembly 5 includes a methanol engine 51 and a generator 52. The output end of the methanol engine 51 is connected to the input end of the generator 52, and the output end of the generator 52 is connected to the second interface of the wire tee connector 9. The connection between the output end of the generator 52 and the second interface of the wire tee connector 9 means that the generator is electrically connected to both the bidirectional rectifier inverter 8 and the transformer 72, enabling the methanol power generation assembly 5 to supply power to both the DC bus 2 and the AC bus 74 via the transformer 72. This flexible power output method allows for the rational allocation of power resources according to the actual load requirements of the ship, further improving energy utilization efficiency.

[0033] In the above embodiment, multiple circuit breakers are also included. Circuit breaker 73 is connected in series on the connecting wire between transformer 72 and conductor tee connector 9; circuit breaker 53 is connected in series on the connecting wire between generator 52 and conductor tee connector 9; and circuit breaker 81 is connected in series on the connecting wire between bidirectional rectifier inverter 8 and conductor tee connector 9. Circuit breakers 73, 53, and 81 are all electrically connected to the controller to realize multiple power supply modes of methanol power generation component 5 under different operating conditions. By connecting generator 52, transformer 72, and bidirectional rectifier inverter 8 through conductor tee connector 9, and in conjunction with the circuit breakers, the power distribution and transmission path can be flexibly adjusted to optimize system operation. Power can be supplied directly by generator 52 or after processing by bidirectional rectifier inverter 8 as needed to meet the requirements of different loads and operating conditions and improve adaptability.

[0034] In one specific embodiment of the drive mechanism 6 in this utility model, each drive mechanism 6 includes a propulsion inverter 61 and a propulsion motor 62 connected in series. The input terminal of the propulsion inverter 61 is electrically connected to the output terminal of the DC bus 2, and the output terminal of the propulsion motor 62 is drive-connected to the propeller blades. Each drive mechanism 6 is independent, containing an independent propulsion inverter 61 and propulsion motor 62. In the event of a failure in one group, it can be isolated while the other group continues to operate, ensuring ship power and improving system reliability.

[0035] In the above embodiment, a circuit breaker 63 is connected in series on the connecting wire between the propulsion inverter 61 and the DC bus 2. The circuit breaker 63 is electrically connected to the controller to control its power-off maintenance. The circuit breaker 63 between the propulsion inverter 61 and the DC bus 2 enables fault isolation. When a fault occurs in the propulsion inverter 61 or the propulsion motor 62, the circuit breaker 63 can quickly disconnect the faulty circuit, preventing the fault from spreading to the DC bus 2 and other equipment, thus protecting the safe operation of the entire system. Furthermore, when maintaining the propulsion inverter 61 or the propulsion motor 62, only the circuit breaker 63 needs to be disconnected; there is no need to cut off the power to the entire system, reducing the complexity and risk of maintenance operations.

[0036] In a specific embodiment of the battery power supply component 4 of this utility model, each battery power supply component 4 includes at least one battery pack 41, and each battery pack 41 is connected in series with a DC-DC converter 42. Each DC-DC converter 42 is connected in series with a corresponding DC bus 2. The DC-DC converter 42 can convert the voltage of the battery pack 41 to a voltage compatible with the DC bus 2, ensuring that the battery pack 41 can be efficiently and stably connected to the system, avoiding reduced power transmission efficiency or equipment damage due to voltage mismatch. The connection of each battery pack 41 to the corresponding DC-DC converter 42 enables fault isolation. When a battery pack 41 or converter fails, the fault will not spread to other battery packs or system components, improving system reliability.

[0037] In the above embodiments, a circuit breaker 43 is connected in series on the connecting wire between each DC converter 42 and the DC bus 2, and a circuit breaker 82 is connected in series on the connecting wire between each bidirectional rectifier inverter 8 and the DC bus 2. Both circuit breakers 43 and 82 are electrically connected to the controller to realize multiple power supply modes of the battery power supply component 4 under different operating conditions. According to the real-time load and operating conditions of the ship, by controlling the on / off state of circuit breakers 43 and 82, the output power and power supply mode of the battery power supply component 4 can be reasonably adjusted, so that the battery power supply component 4 operates near the optimal efficiency point, improving energy utilization efficiency, while meeting the power demand of the ship under different load conditions.

[0038] Specifically, according to Figure 1 As shown, this utility model provides two power systems, including two DC busbars 2 and corresponding AC busbars 74 and daily load devices. Each DC busbar 2 is connected in series with two battery packs 41 and a methanol power generation unit 5, as well as a drive mechanism 6. Through the circuit breaker switch 3 and circuit breakers one to six, the following power supply modes can be achieved by the control controller: ① Pure electric mode, that is, when the total power consumption of the daily load and the drive mechanism 6 is less than the total output power of all battery packs 41, the number of circuit breakers five 43 can be closed according to the required power, so that the corresponding number of battery packs 41 can supply power. At the same time, circuit breakers four 63, six 82, three 81 and one 73 are closed, and circuit breaker two 53 is opened, so that the propulsion motor 62 and the daily load device can directly obtain power from the battery packs 41. Yes; ② In mixed operating conditions, that is, when the power consumption of the drive mechanism 6 is less than the total output power of the battery pack 41, and the sum of the power consumption of the daily load and the power consumption of the drive mechanism 6 is greater than the total output power of all battery packs 41, circuit breaker 5 43 and circuit breaker 4 63 can be closed, and circuit breaker 6 82 and circuit breaker 3 81 can be opened, so that the battery pack 41 supplies power only to the drive mechanism 6. At the same time, circuit breaker 1 73 and circuit breaker 2 53 can be closed, so that the methanol power generation unit 5 supplies power to the daily load device; when the power required by the drive mechanism 6 is greater than the total output power of all battery packs 41, circuit breaker 5 43, circuit breaker 4 63, circuit breaker 6 82, circuit breaker 3 81, circuit breaker 2 53 and circuit breaker 1 73 can be closed at the same time, so that the battery pack 41 supplies power to the drive mechanism 6, and the methanol power generation unit 5 supplies power to both the drive mechanism 6 and the daily load device, so as to meet the power demand for the operation of the hull.

[0039] Furthermore, since a circuit breaker switch 3 is connected between the two DC busbars 2 and a circuit breaker switch 71 is connected between the two AC busbars 74, two independent power systems are formed. Each power system includes an independently controllable battery pack 41 and a methanol power generation component 5 to control the drive mechanism 6 in the two power systems to work individually or simultaneously.

[0040] The working principle of the marine hybrid power system of this utility model is as follows:

[0041] This marine hybrid power system comprises two power systems, each including a methanol generator, a battery power supply, and a drive mechanism connected in series with a DC bus. The methanol generator converts the chemical energy of methanol into electrical energy, while the battery power supply also provides electrical energy, jointly powering the drive mechanism to propel the ship. Multiple power systems are connected and controlled by a series circuit breaker, which is installed between multiple DC buses. The controller manages the opening and closing of the circuit breaker, allowing selection based on the ship's load. Under high-load conditions, such as rapid navigation or climbing, when greater power is required, the controller closes the circuit breaker and activates multiple drive mechanisms, allowing multiple methanol generators and battery power supplies to simultaneously power both drive mechanisms, ensuring sufficient power for the ship. Under low-load conditions, such as idling or coasting downstream, one battery power supply and methanol generator supply power to the drive mechanism, while the others remain off to conserve methanol fuel and battery power.

[0042] Alternatively, both power systems can be activated simultaneously. By flexibly controlling multiple circuit breakers on multiple lines, the power system can be configured to supply pure electric power or a hybrid power supply, thus achieving flexible control of the power system.

[0043] Furthermore, the methanol-powered generator uses methanol as fuel, which significantly reduces emissions of pollutants such as carbon dioxide, nitrogen oxides, and particulate matter compared to traditional diesel engines, making it more environmentally friendly. It directly connects to the DC bus and then to the drive mechanism, allowing for direct use of the generator's electrical energy without waiting for battery charging. This enables a faster response to the ship's power needs, improving maneuverability and power performance, and avoiding energy conversion losses during battery charging and discharging, resulting in higher energy conversion efficiency for the entire power system. A cross-connection circuit breaker allows switching between the two power systems based on the ship's operating status and power requirements. If one methanol-powered generator or battery-powered unit fails, the other can be connected to the circuit via the cross-connection circuit breaker, ensuring the reliability and continuity of the ship's power system.

[0044] Therefore, the marine hybrid power system of this utility model adopts a combination of methanol generator set and battery pack, which improves the reliability of the propulsion system and realizes the clean and environmentally friendly operation of the ship. The system is set up with multiple groups, and one group can be selected to operate independently or multiple groups can operate simultaneously. It has the advantages of ensuring stable propulsion process, adjusting and distributing optimal power, and facilitating maintenance during operation.

[0045] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0046] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A marine hybrid power system, characterized by include: The power distribution board includes a DC power distribution board (11) and a 690V AC power distribution board (12). The DC power distribution board (11) is provided with multiple DC busbars (2). Each DC busbar (2) is connected in series with a battery power supply component (4) and a set of drive mechanisms (6). The multiple DC busbars (2) are connected to each other through a screen disconnect switch (3). The 690V AC power distribution board (12) is connected in series with multiple methanol power generation components (5) and is connected in series with the multiple DC busbars (2). The controller is electrically connected to the screen disconnect switch (3) and the two sets of drive mechanisms (6) to control the linkage or independent working mode of the two sets of drive mechanisms (6) under different working conditions. Each set of drive mechanisms (6) is connected to the propeller blade drive.

2. A marine hybrid power system according to claim 1, characterized in that The distribution board also includes a 400V AC distribution board (13) connected to the 690V AC distribution board (12). The 400V AC distribution board (13) includes an AC busbar (74), a transformer (72), and a daily load device. There are two AC busbars (74) connected to each other by a circuit breaker (71). The input end of the AC busbar (74) is electrically connected to the output end of the transformer (72). The output end of the AC busbar (74) is electrically connected to the input end of the daily load device. The first interface of the tee connector (9) is connected in series with the input end of the transformer (72). The second and third interfaces of the tee connector (9) are connected in series with the output end of the methanol power generation component (5) and the DC busbar (2), respectively. A bidirectional rectifier inverter (8) is connected in series on the wire between the DC busbar (2) and the tee connector (9).

3. A marine hybrid power system according to claim 2, characterised in that, Each methanol power generation unit (5) includes a methanol engine (51) and a generator (52). The output end of the methanol engine (51) is connected to the input end of the generator (52), and the output end of the generator (52) is connected to the second interface of the wire tee connector (9).

4. A marine hybrid power system according to claim 3, characterised in that, It also includes multiple circuit breakers. Circuit breaker one (73) is connected in series on the connecting wire between the transformer (72) and the conductor tee joint (9). Circuit breaker two (53) is connected in series on the connecting wire between the generator (52) and the conductor tee joint (9). Circuit breaker three (81) is connected in series on the connecting wire between the bidirectional rectifier inverter (8) and the conductor tee joint (9). Circuit breaker one (73), circuit breaker two (53) and circuit breaker three (81) are all electrically connected to the controller to realize multiple power supply modes of the methanol power generation component (5) under different operating conditions.

5. A marine hybrid power system according to claim 4, characterized in that Each of the drive mechanisms (6) includes a propulsion inverter (61) and a propulsion motor (62) connected in series. The input terminal of the propulsion inverter (61) is electrically connected to the output terminal of the DC bus (2), and the output terminal of the propulsion motor (62) is connected to the propeller blade drive.

6. A marine hybrid power system according to claim 5, characterised in that, A circuit breaker four (63) is connected in series on the connecting wire between the propulsion inverter (61) and the DC bus (2). The circuit breaker four (63) is electrically connected to the controller to control its power outage maintenance.

7. A marine hybrid power system according to claim 4, characterized in that Each of the battery power supply components (4) includes at least one battery pack (41), each battery pack (41) is connected in series with a DC converter (42), and each DC converter (42) is connected in series with the corresponding DC bus (2).

8. A marine hybrid power system according to claim 7, characterised in that, A circuit breaker five (43) is connected in series on the connecting wire between each DC converter (42) and the DC bus (2), and a circuit breaker six (82) is connected in series on the connecting wire between each bidirectional rectifier inverter (8) and the DC bus (2). Both the circuit breaker five (43) and the circuit breaker six (82) are electrically connected to the controller to realize multiple power supply modes of the battery power supply component (4) under different operating conditions.

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