An electric ship power supply system

Abstract

The utility model discloses an electric ship follow -up power supply system, including it includes, the elevated track is erected between the two banks of river, it is constituted by two bridge towers, two groups of suspension cable, two rigid beams and two inboard rails of beam, L type truss group, it has the contact net on it, the power supply tackle is installed with two groups of wheel axle at the bottom interval, is provided with the wheel that can move along the inboard rail of beam on the wheel axle, and one group of wheel axle is equipped with the wheel power mechanism, and the top of power supply tackle is installed with the direct current charging post, and the direct current charging post has the charging cable, and the top of direct current charging post is installed with the pantograph for the electric power from the contact net, and the bottom of power supply tackle is installed with the electric cable reel, this electric ship follow -up power supply system can provide real -time power supply for the point -to -point straight line ferry of the two banks of river, and the adaptability of topography is high, arranges through the elevated mode, does not occupy the inland waterway space, and the contact net is erected in the high altitude, effectively reduces the high -voltage electric shock risk.

Description

Technical Field

[0001] This utility model relates to the technical field of ship power supply equipment, specifically an onboard power supply system for electric boats. Background Technology

[0002] Currently, point-to-point direct ferries along rivers, characterized by short distances and frequent service, mostly rely on traditional diesel propulsion and power generation systems, resulting in pollution and high energy consumption. Meanwhile, while pure electric vessels offer a green alternative, their battery capacity is limited, typically limiting their range to only a few hours or a few hundred kilometers. To extend their range, existing solutions often use box-type power supplies as the primary power source, with battery swapping stations along the routes. This involves using cranes to lift and replace batteries, which not only results in battery compartments occupying significant ship space but also incurs high construction, operation, and replacement costs. Furthermore, batteries pose significant fire hazards and recycling pollution issues. In addition, shore power systems fixed at docks require manual or crane-assisted cable handling to load cables onto the vessel, primarily providing electricity for living quarters or auxiliary charging for moored ships, failing to address the power needs of ships after they leave shore, thus limiting their practicality.

[0003] For example, a rail-mounted charging system for inland waterway cargo vessels, as disclosed in Chinese Patent Publication No. CN120481736A, includes: a charging track and connection module, a power supply module, a control module, and a safety protection module. The charging track and connection module employs an overhead contact network design, with the overhead contact network installed on both sides of the riverbank. Grounding wires on the bank work in conjunction with the overhead contact network. A retractable and intelligently adjustable pantograph is installed on the top of the vessel, adaptively adjusting according to the vessel's sway, navigation attitude, and changes in the overhead contact network. The power supply module starts at an onshore substation equipped with voltage conversion and current regulation equipment. It converts high-voltage electricity according to the vessel's battery system requirements and the real-time power supply status of the overhead contact network, and includes a backup power system. In case of power failure, the system can quickly switch power sources. The overhead contact line is equipped with an intelligent tension adjustment system that monitors and fine-tunes the contact line tension in real time. The control module includes a central control unit and a ship-end control unit. The central control unit communicates with the ship and each charging device in real time via wireless communication technology, comprehensively monitoring the overhead contact line power supply parameters, ship charging progress, and equipment fault information. Based on the monitoring results, it adjusts the power output parameters, switches faulty lines, or activates backup equipment. The ship-end control unit receives instructions from the central control system, controls the raising and lowering of the ship's power receiving device, and provides feedback on the ship's real-time status information. The safety protection module is used to install multiple protective devices on the power supply equipment and lines. The track and power supply device adopt a waterproof and dustproof design, and clear warning signs are set up in the charging area.

[0004] The above scheme discloses the technology related to rail-mounted charging, but it has shortcomings in practical applications: (1) Interface reliability depends on precise control, and anti-interference capability is challenging: The core of this solution lies in achieving precise docking and maintenance between the pantograph and the contact network through a complex closed-loop system composed of lidar, visual recognition, and a central control unit. This system is highly dependent on the accuracy of the sensors and the real-time nature of the communication. In the actual environment of inland waterways, severe weather such as fog, rain, snow, and haze can seriously affect the accuracy of optical sensors, and the violent rolling and pitching (six degrees of freedom motion) of the ship may also cause system response delays, thereby causing unstable connections, frequent disconnections, or even arcing risks, affecting the continuity and safety of power supply.

[0005] (2) The system is complex and the initial investment and maintenance costs are high: Deploying a complete system that includes high-precision sensing, intelligent tension adjustment, high-speed communication network and powerful central processor has relatively high infrastructure construction costs, later operation and maintenance complexity and costs, which may bring economic obstacles to large-scale promotion and application.

[0006] (3) Specific application scenarios and insufficient flexibility: This solution is more suitable for scenarios where cargo ships are charging slowly along the riverbank on fixed routes. For ferries that need to cross rivers and operate in both directions, their routes are perpendicular to the riverbank, making it difficult to directly apply the linear contact network system erected along the riverbank.

[0007] Therefore, in order to improve the feasibility of rail-based charging for electric boats, we have improved this technology to meet the usage requirements. Utility Model Content

[0008] The technical problem to be solved by this utility model is to address the shortcomings of the existing technology by providing an electric boat power supply system that can be built and provides real-time power supply as the boat sails between the two banks.

[0009] The technical problem to be solved by this utility model is achieved through the following technical solution: an electric boat onboard power supply system, which includes; The elevated railway is constructed between the two banks of a river. It consists of two bridge towers, two sets of suspension cables, two rigid beams, and two inner rails on the beams. The two bridge towers are vertically set on the banks. One end of each set of suspension cables is connected to the top of one of the bridge towers, and the other end is connected to the top edge of the rigid beam. The two rigid beams are horizontally fixed between the side walls of the two bridge towers at intervals. The inner rails on the beams are horizontally and symmetrically opened on the inner side walls of the two rigid beams that are close to each other. The L-shaped truss assembly includes several L-shaped trusses fixed at intervals to rigid beams, and a contact wire is installed on the top of the L-shaped trusses via insulators; The power supply trolley has two sets of wheel axles installed at intervals at its bottom. The wheel axles are equipped with wheels that can move along the inner rail of the beam. One set of wheel axles is equipped with a wheel power mechanism. A DC charging pile is installed on the top of the power supply trolley. The DC charging pile has a charging cable. A pantograph for drawing power from the contact wire is installed on the top of the DC charging pile. An electric cable reel is installed at the bottom of the power supply trolley. The DC charging pile is configured to convert the AC power introduced by the pantograph into DC power and supply power to the wheel power mechanism, the electric cable reel, and the electrical energy output through the charging cable.

[0010] The technical problem to be solved by this utility model can also be achieved through the following technical solution: In the above-mentioned electric boat power supply system, the bottom of the L-shaped truss is horizontally fixed with a connecting plate, which is horizontally fixed on the rigid beam sidewall above the inner rail of the beam. The space between the bottom surface of the connecting plate and the top surface of the inner rail of the beam forms a single-sided limiting space for the wheel axle.

[0011] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the electric boat power supply system described above, wherein the DC charging pile is also equipped with a charging plug and a locking device. The charging plug is electrically connected to one end of the charging cable. A metal weight is suspended on the outer wall of the charging cable near the DC charging plug, and a metal chain link is fixed on the outer wall of the metal weight. The locking device includes a universal coupling, an elastic element, and a latch. One end of the universal coupling is fixed near the charging socket on the hull to be charged, and the other end is hinged to the end of the elastic element. The other end of the elastic element is hinged to the latch. The latch is configured to hook onto the metal chain link during charging operations.

[0012] Compared with the prior art, the beneficial technical effects of this utility model are: (1) The electric boat follow-up power supply system can provide real-time power supply for point-to-point straight ferries on both sides of the river. It has high terrain adaptability. It is deployed in an elevated manner, which does not occupy the space of the inland waterway. The contact wire is erected in the air, which effectively reduces the risk of high voltage electric shock. The system is particularly suitable for the ferry operation mode of short straight distance and high frequency of service. The ship does not need to start the power generation system in advance, avoiding the damage to the propulsion main engine caused by frequent start and stop. At the same time, it can realize on-demand power supply. The system provides a continuous green power supply, enabling the ship to achieve unlimited range and completely get rid of the dependence on large-capacity power batteries. Since there is no need to configure power batteries and corresponding cabins, not only are the fire hazards related to batteries eliminated, but the configuration requirements of fire-fighting equipment such as heptafluoropropane are also eliminated, which significantly reduces the construction cost and operating cost. The system truly achieves zero emission and zero pollution operation. It does not have the air pollution problem of traditional fuel power, and also avoids the environmental pollution caused by the recycling and disposal of waste batteries. It completely replaces traditional fuels and has significant environmental and economic benefits.

[0013] (2) The power supply trolley is equipped with a wheel power mechanism, which can move with the ship and maintain the same speed as the ship. This effectively avoids the risk of the charging cable being pulled, excessively bent or even broken due to the difference in relative speed. At the same time, it ensures the continuity and stability of the power supply connection and provides the ship with a smooth and uninterrupted power supply.

[0014] (3) The elastic element in the added locking device can prevent the charging plug from falling off or arcing due to the swaying of the ship. Compared with the method that relies entirely on precision sensors and fast control algorithms, it is less affected by the weather environment and has higher stability, ensuring the continuity and safety of the power supply process. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a three-dimensional structural diagram of the power supply trolley of this utility model; Figure 3 This is a three-dimensional structural schematic diagram of the power supply trolley of this utility model from another perspective; Figure 4 This is a schematic diagram of the main structure of the metal gravity sinker and metal chain links of this utility model; Figure 5 This is a three-dimensional structural diagram of the locking device of this utility model.

[0016] Reference numerals: 1. Bridge tower; 2. L-shaped truss; 3. Rigid beam; 4. Connecting plate; 5. Wheel axle; 6. Power supply trolley; 7. Wheel power mechanism; 8. DC charging pile; 9. Pantograph; 10. Electric cable reel; 11. Metal weight; 12. Metal chain link; 13. Universal coupling; 14. Elastic element; 15. Lock; 16. Rail inside the beam. Detailed Implementation

[0017] The specific technical solutions of this utility model are further described below with reference to the accompanying drawings, so as to enable those skilled in the art to further understand this utility model, without constituting a limitation on its rights.

[0018] Example 1, referring to Figure 1-5 An onboard power supply system for an electric boat, comprising: The elevated track, which is erected between the two banks of a river, consists of two bridge towers 1, two sets of suspension cables 2, two rigid beams 3, and two inner rails 16. The two bridge towers 1 are vertically set on the bank. One end of each set of suspension cables 2 is connected to the top of one of the bridge towers 1, and the other end is connected to the top edge of the rigid beam 3. Each set of suspension cables 2 is made of multiple steel cables twisted together. It is an existing technology and can be selected according to the needs of use. The two rigid beams 3 are horizontally fixed between the side walls of the two bridge towers 1 at intervals. The inner rails 16 are horizontally and symmetrically opened on the inner side walls of the two rigid beams 3 that are close to each other. The L-shaped truss assembly includes several L-shaped trusses 2 fixed at intervals on the rigid beam 3. The number of L-shaped trusses 2 can be selected according to the usage requirements. A contact wire 3 is installed on the top of the L-shaped trusses 2 through an insulator. A connecting plate 4 is horizontally fixed at the bottom of the L-shaped trusses 2. The connecting plate 4 is a horizontally arranged square plate structure. The connecting plate 4 is horizontally fixed on the side wall of the rigid beam 3 above the inner rail 16 of the beam. The space between the bottom surface of the connecting plate 4 and the top surface of the inner rail 16 of the beam forms a one-sided limiting space for the wheel axle 5. Through this one-sided limiting space, the wheel on one side of the wheel axle 5 can be limited. The power supply trolley 6 has two sets of wheel axles 5 installed at intervals at its bottom. The wheel axles 5 are rotatably mounted via bearing seats. The wheel axles 5 are equipped with wheels that can move along the inner rail 16 of the beam. One set of wheel axles 5 is equipped with a wheel power mechanism 7, which can be a motor. The model of the motor can be selected according to the usage requirements. Its design purpose is to provide rotational force to the wheel axles 5. A DC charging pile 8 is installed on the top of the power supply trolley 6. The DC charging pile 8 has a charging cable. A pantograph 9 for drawing power from the contact wire 3 is installed on the top of the DC charging pile 8. The pantograph 9 is existing technology and can be selected according to the usage requirements. An electric cable reel 10 is installed at the bottom of the power supply trolley 6. The electric cable reel 10 is existing technology and its design purpose is to reel in and unreel the cable. The DC charging pile 8 is configured to convert the AC power introduced by the pantograph 9 into DC power, and to supply power to the wheel power mechanism, the electric cable reel 10, and the electrical energy output through the charging cable. The DC charging pile 8 may have a transformer, rectifier, controller, and battery. These are existing technologies and their specifications and models can be selected according to usage requirements. The high-voltage AC power on the contact wire 3 is introduced by the pantograph 9, stepped down by the transformer, and then converted into DC power by the rectifier. The controller distributes the electrical energy, one path to power the drive motor and the electric cable reel 10, and the other path to charge the battery. Finally, a stable DC power is output through the charging cable to charge the ship in motion. The DC charging pile 8 is also equipped with a charging plug and a locking device; The charging plug is electrically connected to one end of the charging cable. A metal weight 11 is suspended on the outer wall of the charging cable near the DC charging plug. The metal weight 11 can be a square block structure. A metal chain link 12 is fixed on the outer wall of the metal weight 11. The locking device includes a universal coupling 13, an elastic element 14, and a latch 15. One end of the universal coupling 13 is used to fix it near the charging socket on the hull to be charged, and the other end is hinged to the end of the elastic element 14. The other end of the elastic element 14 is hinged to the latch 15. The elastic element 14 may be a spring. The latch 15 is configured to hook onto the metal chain link 12 during the charging operation.

[0019] It should be noted that when the elevated rail is erected on the pier, since there is a pier directly below the two rigid beams 3, the pantograph 9 and the electric cable reel 10 need to extend to one of the outer sides of the rigid beams 3 to avoid interference with the pier.

[0020] The operating principle of the electric boat's onboard power supply system in Example 1 is as follows: When an electric boat needs charging, the power supply trolley 6, driven by the wheel power mechanism 7, moves along the inner rail 16 of the beam on the elevated track, tracking and synchronizing with the boat. At this time, the pantograph 9 on the top of the trolley is always in contact with the contact wire 3 on the L-shaped truss 2, introducing high-voltage AC power into the DC charging pile 8. The transformer and rectifier inside the charging pile work together to convert the AC power into DC power, which is then distributed by the controller: part of the power directly drives the trolley's own motor and cable reel, and the other part charges the built-in battery for emergencies. The crew removes the plug connected to the charging cable, using the metal weight 11 on the cable to make it easy to hang down and be picked up. Then, the plug is inserted into the ship's charging interface, and the metal chain link 12 is hooked onto the locking buckle 15 installed on the hull to prevent the cable from being pulled by the boat's swaying during charging. Finally, the stable DC power continuously charges the battery pack of the boat in motion through the cable until charging is complete.

Claims

1. A shipboard power supply system for electric boats, characterized in that: It includes; The elevated railway is constructed between the two banks of a river. It consists of two bridge towers, two sets of suspension cables, two rigid beams, and two inner rails on the beams. The two bridge towers are vertically set on the banks. One end of each set of suspension cables is connected to the top of one of the bridge towers, and the other end is connected to the top edge of the rigid beam. The two rigid beams are horizontally fixed between the side walls of the two bridge towers at intervals. The inner rails on the beams are horizontally and symmetrically opened on the inner side walls of the two rigid beams that are close to each other. The L-shaped truss assembly includes several L-shaped trusses fixed at intervals to rigid beams, and a contact wire is installed on the top of the L-shaped trusses via insulators; The power supply trolley has two sets of wheel axles installed at intervals at its bottom. The wheel axles are equipped with wheels that can move along the inner rail of the beam. One set of wheel axles is equipped with a wheel power mechanism. A DC charging pile is installed on the top of the power supply trolley. The DC charging pile has a charging cable. A pantograph for drawing power from the contact wire is installed on the top of the DC charging pile. An electric cable reel is installed at the bottom of the power supply trolley. The DC charging pile is configured to convert the AC power introduced by the pantograph into DC power and supply power to the wheel power mechanism, the electric cable reel, and the electrical energy output through the charging cable.

2. The onboard power supply system for an electric boat according to claim 1, characterized in that: The bottom of the L-shaped truss is horizontally fixed with a connecting plate, which is horizontally fixed to the rigid beam sidewall above the inner rail of the beam. The space between the bottom surface of the connecting plate and the top surface of the inner rail of the beam forms a single-sided limiting space for the wheel axle.

3. The onboard power supply system for an electric boat according to claim 1, characterized in that: The DC charging station is also equipped with a charging plug and a locking device; The charging plug is electrically connected to one end of the charging cable. A metal weight is suspended on the outer wall of the charging cable near the DC charging plug, and a metal chain link is fixed on the outer wall of the metal weight. The locking device includes a universal coupling, an elastic element, and a latch. One end of the universal coupling is fixed near the charging socket on the hull to be charged, and the other end is hinged to the end of the elastic element. The other end of the elastic element is hinged to the latch. The latch is configured to hook onto the metal chain link during charging operations.

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