CN117944862B - Ship oil-hydrogen photoelectric composite power system and energy management method - Google Patents
Ship oil-hydrogen photoelectric composite power system and energy management method Download PDFInfo
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- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 72
- 239000001257 hydrogen Substances 0.000 title claims abstract description 72
- 239000002131 composite material Substances 0.000 title claims abstract description 24
- 238000007726 management method Methods 0.000 title abstract description 7
- 239000000446 fuel Substances 0.000 claims abstract description 67
- 238000002485 combustion reaction Methods 0.000 claims abstract description 65
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 57
- 238000000034 method Methods 0.000 claims abstract description 14
- 239000003502 gasoline Substances 0.000 claims abstract description 6
- 239000000126 substance Substances 0.000 claims abstract description 5
- 238000009826 distribution Methods 0.000 claims description 43
- 239000003638 chemical reducing agent Substances 0.000 claims description 17
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 claims description 12
- 238000004364 calculation method Methods 0.000 claims description 12
- 230000005611 electricity Effects 0.000 claims description 9
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 claims description 8
- 238000010248 power generation Methods 0.000 claims description 8
- 229910021529 ammonia Inorganic materials 0.000 claims description 4
- 230000008859 change Effects 0.000 claims description 4
- NAWXUBYGYWOOIX-SFHVURJKSA-N (2s)-2-[[4-[2-(2,4-diaminoquinazolin-6-yl)ethyl]benzoyl]amino]-4-methylidenepentanedioic acid Chemical compound C1=CC2=NC(N)=NC(N)=C2C=C1CCC1=CC=C(C(=O)N[C@@H](CC(=C)C(O)=O)C(O)=O)C=C1 NAWXUBYGYWOOIX-SFHVURJKSA-N 0.000 claims description 3
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 claims description 3
- 239000007788 liquid Substances 0.000 claims description 3
- 229910052744 lithium Inorganic materials 0.000 claims description 3
- 230000009467 reduction Effects 0.000 claims description 3
- 238000003860 storage Methods 0.000 claims description 3
- 230000009466 transformation Effects 0.000 claims description 3
- 150000001875 compounds Chemical class 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 6
- 239000003921 oil Substances 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 229910052799 carbon Inorganic materials 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 239000013535 sea water Substances 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000007792 addition Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000005431 greenhouse gas Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- 238000011084 recovery Methods 0.000 description 1
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- 230000000630 rising effect Effects 0.000 description 1
- 230000001131 transforming effect Effects 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H2021/003—Use of propulsion power plant or units on vessels the power plant using fuel cells for energy supply or accumulation, e.g. for buffering photovoltaic energy
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
- B63H2021/171—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor making use of photovoltaic energy conversion, e.g. using solar panels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
- B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
- B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a ship oil-hydrogen photoelectric composite power system and an energy management method, and belongs to the field of methods or devices for directly converting chemical energy into electric energy. The invention adopts a hydrogen fuel cell, a power cell and a photovoltaic cell as energy sources, and an internal combustion engine is connected with a motor through a clutch and is transmitted to a propeller to drive or brake the whole ship; the internal combustion engine and the motor are driven together, so that the working area of the engine is adjusted on the premise of ensuring the dynamic property, and the economy of the internal combustion engine can be improved under the condition of overhigh/overlow load, thereby effectively reducing the running cost of the whole ship; the hydrogen fuel cell is adopted to mainly provide energy sources for the motor, and the SOC of the power battery is not limited, so that the power performance can be better exerted; the internal combustion engine and the hydrogen fuel cell are adopted, so that the specifications of two power sources can be reduced simultaneously, the acquisition cost of new energy ships is reduced, and the gasoline engine can be used for replacing the original diesel engine under certain ship types, so that the cost is further reduced.
Description
Technical Field
The invention belongs to the field of methods or devices for directly converting chemical energy into electric energy, and particularly relates to a ship oil-hydrogen photoelectric composite power system and an energy management method.
Background
With the increasing global warming, countries around the world have further control over the carbon emissions of industrial, commercial and transportation activities. With the rising environmental awareness, various industries with fuel requirements are preferentially considered. Among them, the transportation industry can be one of the most direct industries related to various activities and fuel oil at present, and the oil consumption and the greenhouse gas emission of the ship industry are important problems to be solved.
Marine power systems are typically diesel driven propellers or jet pumps, and diesel engines are more in higher speed and higher power areas during marine operation, resulting in poor emissions performance. New energy vessels are generally classified into pure electric vessels, hybrid vessels, hydrogen fuel cell vessels, and hybrid vessels. The pure electric ship is powered by a power battery, a motor is used for driving a propeller or a jet pump, the driving range of the power system is difficult to ensure due to the energy density limitation of the battery, the current shore power is difficult to support the quick charging of the ship, the charging time is long, the battery is heavy under the long-endurance requirement, and the cost is high. The hybrid power ship is driven by the diesel engine and the motor together, the charging problem is not needed to be considered, the engine can provide main power, and the motor is used for recovering energy and adjusting the working area of the engine. However, the braking energy recovery strategy of the ship is difficult to realize, and the superiority of the hybrid power cannot be fully exerted. Meanwhile, the diesel engine can not be started and stopped frequently, so that the application of the hybrid ship is restricted, and the SOC of the power battery can limit the highest power duration of the ship and influence the power performance. The hydrogen energy is used as clean energy, is a development direction of energy used in the future, and can be applied to the field of ship traffic to effectively solve the emission problem in the field of ships. However, hydrogen fuel cells are expensive to manufacture and the price of hydrogen is also high, which all cause the cost problem of hydrogen fuel cell ships. The composite power ship uses at least one generator set, one fuel cell and one power cell, is connected to a direct current network and drives a motor through an inverter, the configuration can redistribute power of each power source, the composite power ship is in line with the current ship development trend, and the diesel generator set has the efficiency problem caused by energy secondary conversion.
Disclosure of Invention
Aiming at the technical problems in the prior art, the invention provides a ship oil-hydrogen photoelectric composite power system and an energy management method, which are reasonable in design, overcome the defects in the prior art and have good effects.
In order to achieve the above purpose, the present invention adopts the following technical scheme: a ship oil-hydrogen photoelectric composite power system comprises a hydrogen tank, a fuel cell, a DC/DC, a power distribution device, a power cell, a propeller, a speed reducer, a motor, a normally open clutch and an internal combustion engine; the hydrogen tank, the fuel cell, the DC/DC, the power distribution device and the power cell are sequentially connected through a circuit; the internal combustion engine is mechanically connected with the motor through a normally open clutch, and the motor, the speed reducer and the propeller are sequentially mechanically connected; the hydrogen tank is a hydrogen storage device configured to store hydrogen; the fuel cell is a hydrogen fuel cell configured to convert hydrogen gas into electric energy and output; the DC/DC is a direct current-to-direct current transformation device and is configured to transform the voltage of the fuel cell to be consistent with the voltage required by the power cell and the motor; a power distribution device configured for distribution of fuel cell power, power cell power, electric power for life, and motor demand power; a power cell, including various types of lithium cells, configured to provide or recover electrical energy; a propeller configured to be a driving device for a whole ship; the speed reducer is a gear set and is configured to reduce the speed of the whole ship; the motor is a driving and power generation integrated machine, can rotate forwards and reversely, and is configured to realize driving and power generation at each rotating speed; an internal combustion engine configured to convert chemical energy into mechanical energy and output the mechanical energy.
Preferably, the composite power system further comprises a photovoltaic cell, wherein the photovoltaic cell is electrically connected to the power distribution device through a DC/DC (direct current/direct current) power battery, so that the electric power source of the whole ship is ensured.
Preferably, the hybrid power system further comprises a DC/AC, which is a DC-to-AC converter, configured to convert DC power in the DC bus into AC power.
Preferably, the composite power system further comprises a life electricity utilization device, and the power distribution device converts part of direct current into alternating current through DC/AC according to the requirements of the life electricity utilization device for the life electricity utilization device to use, so that the electric energy output of the whole ship is ensured.
Preferably, the compound power system further comprises an oil tank, and the oil tank is connected with the internal combustion engine through a pipeline.
Preferably, the normally open clutch comprises a wet clutch; internal combustion engines include diesel engines, gasoline engines, ammonia engines, LNG engines, methanol engines, and hydrogen engines.
Preferably, the hydrogen tank is a liquid hydrogen tank.
In addition, the invention also provides an energy management method, which adopts the ship oil-hydrogen photoelectric composite power system, and specifically comprises the following steps: step 1: carrying out overall ship state identification and demand calculation; carrying out ship-to-ship state identification through signals collected by various sensors on the ship, and calculating the required torque of the ship-to-ship and the required electric power of the motor; step 2: torque distribution strategy for internal combustion engine and electric machine; step 3: fuel cell and power cell power distribution strategies; the power of the fuel cell and the power cell are reasonably distributed, the power change rate of the fuel cell is limited, and the service life of the fuel cell is ensured.
Preferably, in step 1, various sensors on the boat collect signals including boat speed, driving accelerator opening, braking accelerator opening, forward/reverse gear; the ship-integrated state is divided into a starting state, a forward state, a backward state, a braking state and a berthing state; the starting state is a state when the ship speed is 0 and the accelerator is opened; the advancing state is a state when the ship speed is greater than 0 and the accelerator is opened; the reversing state is a state when the ship speed is less than 0 and the accelerator is opened; the braking state is a state that the ship speed is greater than 0 and a brake accelerator is opened; the berthing state is a state when the ship speed is 0 and the ship is anchored; demand torque for whole shipThe calculation method comprises the following steps: currently driven throttle openingExternal torque characteristic of current rotation speed of whole shipThe product of the two is shown in the formula (1): (1) ; electric power required by motor The calculation method comprises the following steps: according to the motor required torque, the motor rotating speed and the motor efficiency, the following formula (2) is calculated: (2) ; in the method, in the process of the invention, For the rotational speed of the motor,The torque is required for the motor and,Is an efficiency function of the motor with respect to rotational speed and torque.
Preferably, in step 2, torque distribution is performed between the internal combustion engine and the motor in different ship states, the distributed torque is the whole ship required torque, and the control method is as follows: the motor is used as a power source to work, so that the uneconomical area of the internal combustion engine is avoided, and the torque required by the internal combustion engine is avoidedMotor demand torqueThe assignment is as shown in formula (3):（3）。
Step 2.2: a forward state; the advancing state is a main running state of the ship, and different advancing state working modes are divided according to the required torque of the whole ship and the universal characteristics of the internal combustion engine in the advancing state, wherein the advancing state comprises three modes of pure electric advancing, direct driving of the internal combustion engine and combined driving; the electric-only mode means that all the required driving torque is borne by the motor at this time, and the determination condition for entering this mode is as shown in the formula (4): (4) ; in the middle of The engine torque line is divided according to the efficiency of the engine at the same rotating speed and is generated by calibration; the torque distribution at this time is shown in the formula (5): (5) ; the engine direct drive mode is a mode in which all the required torque is borne by the engine, and the determination condition for entering this mode is as shown in expression (6): (6) ; in the middle of The engine torque line, which is divided according to the efficiency of the same engine speed, is generated by calibration and is connected withJointly dividing a high-efficiency area of the engine; the torque distribution at this time is shown in (7)(7) ; The combined drive mode is a mode in which the required torque is commonly borne by the internal combustion engine and the motor, and the determination condition for entering this mode is as shown in the following equation (8): (8) ; the internal combustion engine works on different torque lines according to the required torque and drives the ship simultaneously with the motor, and the torque distribution is shown as a formula (9): (9) ; in the method, in the process of the invention, Is the rated external characteristic of the motor; is an external characteristic of the engine.
Step 2.3: a reverse mode; in the reversing mode, the propeller reverses to drive the whole ship to reverse; the screw reverse is realized through two modes, and the common mode is motor reverse, and the normally open clutch between internal-combustion engine and the motor is disengaged at this moment, and the internal-combustion engine is inoperative, and the motor reverse, the torque is demand torque, as shown in formula (10): (10) ; when the hydrogen in the hydrogen tank is insufficient and the power battery SOC is insufficient, the power of the hydrogen fuel battery and the power battery is insufficient to support the power of the motor, the speed reducer is in reverse gear, the engine rotates forward to drive the propeller to rotate reversely through the speed reducer, and the engine torque is according to the following condition The torque line works, and the motor charges the power battery, as shown in formula (11):（11）。
Step 2.4: a braking mode; in the braking mode, the propeller is reversely rotated after being decelerated to 0, and the reverse rotation mode of the propeller is consistent with the reverse rotation mode for the deceleration of the whole ship; the motor negative torque is adopted for speed reduction of the propeller, at the moment, the normally open clutch is disengaged, the engine torque is 0, the motor torque is negative, the motor torque is calculated through the current propeller rotating speed, the PID algorithm or the fuzzy algorithm is adopted for calculation, and the PID algorithm is adopted for torque distribution, and the torque distribution is shown as a formula (12).
(12) ; In the middle of、、Proportional coefficient, integral coefficient and differential coefficient of PID control respectively,And the PID algorithm controls the target rotating speed to be 0 for the current rotating speed of the propeller.
Step2.5: a parking mode; in the berthing mode, the ship is anchored, the torque of the engine and the motor is 0, as shown in the formula (13):（13）。
The invention has the beneficial technical effects that: the invention adopts a hydrogen fuel cell, a power cell and a photovoltaic cell as energy sources, and an internal combustion engine is connected with a motor through a clutch and is transmitted to a propeller to drive or brake the whole ship, and the invention has the following specific advantages: 1. the internal combustion engine and the motor are driven together, so that the working area of the engine is adjusted on the premise of ensuring the dynamic property, and the economy of the internal combustion engine can be improved under the condition of overhigh/overlow load, thereby effectively reducing the running cost of the whole ship; 2. the hydrogen fuel cell is adopted to mainly provide energy sources for the motor, and the power battery SOC is not limited, so that the power performance can be better exerted; 3. the internal combustion engine and the hydrogen fuel cell can simultaneously reduce the specifications of two power sources, so that the acquisition cost of new energy ships is reduced, and the gasoline engine can be used for replacing the original diesel engine under certain ship types, so that the cost is further reduced; 4. the SOC is completely regulated and controlled by the hydrogen fuel cell, the internal combustion engine does not participate in power generation under the unnecessary condition, and the high-efficiency area of the engine is defined, so that efficiency loss caused by energy secondary conversion under the condition of power generation of the internal combustion engine is avoided.
Drawings
FIG. 1 is a schematic diagram of an oil-hydrogen photoelectric composite power ship.
Fig. 2 is a schematic diagram of the general characteristics of an internal combustion engine.
Fig. 3 is a fuzzy control logic diagram.
Fig. 4 is a schematic diagram of the power distribution of a hydrogen fuel cell and a power cell.
Fig. 5 is a schematic diagram of a fuel cell rate change rate limiting module.
Fig. 6 is a schematic diagram of a new energy ship arrangement.
1-A hydrogen tank; a 2-fuel cell; 3-a photovoltaic cell 3; 4-DC/DC; 5-power distribution means; 6-DC/AC; 7-a domestic electricity device; 8-a power battery; 9-propeller; 10-speed reducer; 11-an electric motor; a 12-normally open clutch; 13-an internal combustion engine; 14-oil tank.
Detailed Description
The invention is described in further detail below with reference to the attached drawings and detailed description: the invention provides a new energy oil-hydrogen photoelectric composite power system configuration for a ship and a new energy ship, which realize the composite driving of diesel-hydrogen light three energy sources and reduce the consumption of diesel and carbon emission on the premise of ensuring the driving range by applying the system to the ship. The configuration includes at least one hydrogen fuel cell, one power cell, one internal combustion engine, and one electric machine, optionally with or without a photovoltaic cell.
Example 1: as shown in fig. 1, the ship oil-hydrogen photoelectric composite power system comprises a hydrogen tank 1, a fuel cell 2, a photovoltaic cell 3, a DC/DC4, a power distribution device 5, a DC/AC6, a domestic electric device 7, a power battery 8, a propeller 9, a speed reducer 10, a motor 11, a normally open clutch 12, an internal combustion engine 13 and an oil tank 14; the internal combustion engine 13 and the motor 11 are mechanically connected through a normally open clutch 12 and transmit torque to the propeller 9 through a speed reducer 10 so as to drive the ship body to advance or retreat; the fuel cell 2 and the photovoltaic cell 3 are electrically connected to the power distribution device 5 through the DC/DC4 and the power battery 8, so that the electric power source of the motor 11 is ensured, and meanwhile, the power distribution device 5 converts part of direct current into alternating current through the DC/AC6 according to the requirements of the domestic electric device 7 for the domestic electric device 7 to use, so that the electric energy output of the whole ship is ensured.
The hydrogen tank 1 is a hydrogen storage device, can be 35MPa, 70MPa or a liquid hydrogen tank and is used for storing hydrogen; the fuel cell 2 is a hydrogen fuel cell for converting hydrogen gas into electric energy and outputting; the DC/DC4 is a direct current-to-direct current voltage transformation device and is used for transforming the voltages of the photovoltaic cell 3 and the fuel cell 2 to be consistent with the voltages required by the power cell 8 and the motor 11; a power distribution device 5 for distributing power from the fuel cell 2, the photovoltaic cell 3, and the power battery 8 to the motor 11 and the domestic electric device 7 as needed; the DC/AC 6 is a direct current-to-alternating current converter and is used for converting direct current in a direct current bus into alternating current required by domestic electricity; the domestic electric device 7 is a general term for marine articles for daily use using alternating current.
A power battery 8, including but not limited to various types of lithium batteries, configured to provide a source of power; a propeller 9 for use as a driving device for the whole ship; the speed reducer 10 is a gear set, and is used for reducing the speed and increasing the torque of the internal combustion engine 13 and the motor 11, and a plurality of gears exist, wherein the reverse gear is used for transmitting the forward rotating engine and the motor to the propeller in the reverse direction, namely, the forward and reverse motor 11 of the ship can be used as a driving and power generation integrated machine, and the forward rotation and the reverse rotation can be realized and are used for driving and power generation at various rotating speeds; the normally open clutch 12 includes, but is not limited to, a wet clutch, and a normally open clutch.
The internal combustion engine 13 includes, but is not limited to, a diesel engine, a gasoline engine, an ammonia engine, an LNG engine, a methanol engine, and a hydrogen engine, and serves mainly to convert chemical energy into mechanical energy and output it.
The fuel tank 14 varies depending on the fuel of the internal combustion engine 13, and includes diesel, gasoline, ammonia, a methanol tank, a hydrogen tank, and the like.
Example 2: on the basis of the above embodiment 1, the present invention also refers to an energy management method, specifically comprising the following steps: step 1: carrying out overall ship state identification and demand calculation; carrying out ship-to-ship state identification through signals collected by various sensors on the ship, and calculating the required torque of the ship-to-ship and the required electric power of the motor; the power of the fuel cell and the power cell are reasonably distributed, the power change rate of the fuel cell is limited, and the service life of the fuel cell is ensured.
Various sensors on the ship collect signals including ship speed, driving accelerator opening, braking accelerator opening and forward/reverse gear; the ship-integrated state is divided into a starting state, a forward state, a backward state, a braking state and a berthing state; the starting state is a state when the ship speed is 0 and the accelerator is opened; the advancing state is a state when the ship speed is greater than 0 and the accelerator is opened; the reversing state is a state when the ship speed is less than 0 and the accelerator is opened; the braking state is a state that the ship speed is greater than 0 and a brake accelerator is opened; the berthing state is a state when the ship speed is 0 and the ship is anchored; demand torque for whole shipThe calculation method comprises the following steps: currently driven throttle openingExternal torque characteristic of current rotation speed of whole shipThe product of the two is shown in the formula (1): (1) ; electric power required by motor The calculation method comprises the following steps: according to the motor required torque, the motor rotating speed and the motor efficiency, the following formula (2) is calculated: (2) ; in the method, in the process of the invention, For the rotational speed of the motor,The torque is required for the motor and,Is an efficiency function of the motor with respect to rotational speed and torque.
Step 2: torque distribution strategy for internal combustion engine and electric machine; the torque distribution is carried out between the internal combustion engine and the motor under different ship states, the distributed torque is the whole ship demand torque, and the control method comprises the following steps: step 2.1: a start state; the motor is used as a power source to work, so that the uneconomical area of the internal combustion engine is avoided, and the torque required by the internal combustion engine is avoidedMotor demand torqueThe assignment is as shown in formula (3):（3）。
Step 2.2: a forward state; the advancing state is a main running state of the ship, and different advancing state working modes are divided according to the required torque of the whole ship and the universal characteristics of the internal combustion engine in the advancing state, wherein the advancing state comprises three modes of pure electric advancing, direct driving of the internal combustion engine and combined driving; the general characteristic of the internal combustion engine is a graph of the rotational speed and torque and the corresponding fuel consumption rate of the internal combustion engine calibrated on a bench, as shown in fig. 1. Dividing two torque lines according to fuel consumption rate in the image 、External characteristic torque of same engineThe high-efficiency area of the internal combustion engine is divided, so that the internal combustion engine works in the high-efficiency area of the internal combustion engine as much as possible, and the fuel is saved. The electric-only mode means that all the required driving torque is borne by the motor at this time, and the determination condition for entering this mode is as shown in the formula (4): (4) ; in the middle of The engine torque line, which is divided according to the efficiency at the same engine speed, is generated by calibration, as shown in fig. 2.
The torque distribution at this time is shown in the formula (5): (5) ; the engine direct drive mode is a mode in which all the required torque is borne by the engine, and the determination condition for entering this mode is as shown in expression (6): (6) ; in the middle of The engine torque line, which is divided according to the efficiency of the same engine speed, is generated by calibration and is connected withThe high efficiency regions of the engine are commonly partitioned as shown in fig. 2.
The torque distribution at this time is shown in the formula (7):（7）。
The combined drive mode is a mode in which the required torque is commonly borne by the internal combustion engine and the motor, and the determination condition for entering this mode is as shown in the following equation (8): (8) ; the internal combustion engine works on different torque lines according to the required torque and drives the ship simultaneously with the motor, and the torque distribution is shown as a formula (9): (9) ; in the method, in the process of the invention, Is the rated external characteristic of the motor.
Step 2.3: a reverse mode; in the reversing mode, the propeller reverses to drive the whole ship to reverse; the screw reverse is realized through two modes, and the common mode is motor reverse, and the normally open clutch between internal-combustion engine and the motor is disengaged at this moment, and the internal-combustion engine is inoperative, and the motor reverse, the torque is demand torque, as shown in formula (10):（10）。
When the hydrogen in the hydrogen tank is insufficient and the power battery SOC is insufficient, the power of the hydrogen fuel battery and the power battery is insufficient to support the power of the motor, the speed reducer is in reverse gear, the engine rotates forward to drive the propeller to rotate reversely through the speed reducer, and the engine torque is according to the following condition The torque line works, and the motor charges the power battery, as shown in formula (11):（11）。
Step 2.4: a braking mode; in the braking mode, the propeller is reversely rotated after being decelerated to 0, and the reverse rotation mode of the propeller is consistent with the reverse rotation mode for the deceleration of the whole ship; the motor negative torque is adopted for speed reduction of the propeller, at the moment, the normally open clutch is disengaged, the engine torque is 0, the motor torque is negative, the motor torque is calculated through the current propeller rotating speed, the PID algorithm or the fuzzy algorithm is adopted for calculation, and the PID algorithm is adopted for torque distribution, and the torque distribution is shown as a formula (12).
(12) ; In the middle of、、Proportional, integral and differential coefficients of the PID control,And the PID algorithm controls the target rotating speed to be 0 for the current rotating speed of the propeller.
If the logic of the fuzzy algorithm is adopted as shown in fig. 3, the motor required braking torque is determined through the rotating speed of the propeller and the opening degree of a braking accelerator.
Step2.5: a parking mode; in the berthing mode, the ship is anchored, the torque of the engine and the motor is 0, as shown in the formula (13):（13）。
Step 3: fuel cell and power cell power distribution strategies; the power distributed by the fuel cell and the power battery is the sum of the electric power required by the motor and the domestic electricity required power, and the photovoltaic cell power at the moment is removed. The state of charge SOC of the power cell is adjusted by the hydrogen fuel cell. The hydrogen fuel cell and power cell power distribution is shown in fig. 4. The following thresholds are divided according to the efficiency and power of the fuel cell: -fuel cell idle power; -fuel cell low power; -fuel cell high power; -fuel cell peak power; And (3) with The common area of the fuel cell is divided, and the power and the efficiency of the fuel cell can be ensured in the area.
The power of the fuel cell and the power cell is distributed under the required power and the SOC of the power cell is adjusted. To ensure fuel cell life, the power rate of the fuel cell does not exceed 20kW/s, and FIG. 5 shows the limiting module after the load power rate exceeds 20kW/s, similar to the load-shedding power rate limiting module.
The invention also provides a new energy ship adopting the power system, which is arranged as shown in fig. 6.
As in the arrangement shown in fig. 6, an optional photovoltaic cell is arranged on top of the hull, connected to the dc bus by a harness. The hydrogen tank, the power battery and the oil tank are all arranged at the bottom of the ship, can perform sufficient heat exchange with seawater, can realize better cooling effect, and can prevent larger damage by introducing seawater when the hydrogen tank and the power battery have combustion or explosion risks. The fuel cell and the DC/DC are arranged in the middle of the ship body, and the internal combustion engine, the clutch and the motor are connected with the propeller through the speed reducer to drive the ship to advance and retreat.
It should be understood that the above description is not intended to limit the invention to the particular embodiments disclosed, but to limit the invention to the particular embodiments disclosed, and that the invention is not limited to the particular embodiments disclosed, but is intended to cover modifications, adaptations, additions and alternatives falling within the spirit and scope of the invention.
Claims (7)
1. A ship oil-hydrogen photoelectric composite power system is characterized in that: the device comprises a hydrogen tank, a fuel cell, DC/DC, a power distribution device, a power cell, a propeller, a speed reducer, a motor, a normally open clutch and an internal combustion engine;
The hydrogen tank, the fuel cell, the DC/DC, the power distribution device and the power cell are sequentially connected through a circuit;
The internal combustion engine is mechanically connected with the motor through a normally open clutch, and the motor, the speed reducer and the propeller are sequentially mechanically connected;
the hydrogen tank is a hydrogen storage device configured to store hydrogen;
The fuel cell is a hydrogen fuel cell configured to convert hydrogen gas into electric energy and output;
the DC/DC is a direct current-to-direct current transformation device and is configured to transform the voltage of the fuel cell to be consistent with the voltage required by the power cell and the motor;
a power distribution device configured for distribution of fuel cell power, power cell power, electric power for life, and motor demand power;
A power cell, including various types of lithium cells, configured to provide or recover electrical energy;
A propeller configured to be a driving device for a whole ship;
the speed reducer is a gear set and is configured to reduce the speed of the whole ship;
the motor is a driving and power generation integrated machine, can rotate forwards and reversely, and is configured to realize driving and power generation at each rotating speed;
an internal combustion engine configured to convert chemical energy into mechanical energy and output;
The method for such a system comprises the steps of:
step1: carrying out overall ship state identification and demand calculation;
carrying out ship-to-ship state identification through signals collected by various sensors on the ship, and calculating the required torque of the ship-to-ship and the required electric power of the motor;
Step 2: torque distribution strategy for internal combustion engine and electric machine;
Step 3: fuel cell and power cell power distribution strategies;
the power of the fuel cell and the power cell are reasonably distributed, the power change rate of the fuel cell is limited, and the service life of the fuel cell is ensured;
in the step 1, various sensors on the ship collect signals including ship speed, driving accelerator opening, braking accelerator opening and forward/reverse gear; the ship-integrated state is divided into a starting state, a forward state, a backward state, a braking state and a berthing state;
The starting state is a state when the ship speed is 0 and the accelerator is opened;
The advancing state is a state when the ship speed is greater than 0 and the accelerator is opened;
the reversing state is a state when the ship speed is less than 0 and the accelerator is opened;
the braking state is a state that the ship speed is greater than 0 and a brake accelerator is opened;
the berthing state is a state when the ship speed is 0 and the ship is anchored;
The calculation method of the whole ship required torque T req comprises the following steps:
The product of the current driving accelerator opening ACC Travel and the torque external characteristic T max (n) at the current rotation speed of the current whole ship is as shown in formula (1):
Treq＝ACCTravel·Tmax(n) (1)；
The calculation method of the electric power P Motreq required by the motor comprises the following steps:
According to the motor required torque, the motor rotating speed and the motor efficiency, the following formula (2) is calculated:
PMotreq＝nMot·TMotreq/9550/eff(nMot,TMotreq) (2)；
wherein n Mot is the motor rotation speed, T Motreq is the motor demand torque, and eff (n Mot,TMotreq) is the efficiency function of the motor with respect to the rotation speed and torque;
In step 2, torque distribution is carried out between the internal combustion engine and the motor under different ship states, the distributed torque is the whole ship demand torque, and the control method is as follows:
Step 2.1: a start state;
The motor is used as a power source to work, so that an area where the operation of the internal combustion engine is uneconomical is avoided, and at the moment, the required torque T Engreq of the internal combustion engine and the required torque T Motreq of the motor are distributed as shown in a formula (3):
Step 2.2: a forward state;
the advancing state is a main running state of the ship, and different advancing state working modes are divided according to the required torque of the whole ship and the universal characteristics of the internal combustion engine in the advancing state, wherein the advancing state comprises three modes of pure electric advancing, direct driving of the internal combustion engine and combined driving;
the electric-only mode means that all the required driving torque is borne by the motor at this time, and the determination condition for entering this mode is as shown in the formula (4):
Treq≤TLow (4)；
Wherein T Low is an engine torque line divided according to the efficiency of the engine at the same rotation speed, and the engine torque line is generated by calibration;
the torque distribution at this time is shown in the formula (5):
The engine direct drive mode is a mode in which all the required torque is borne by the engine, and the determination condition for entering this mode is as shown in expression (6):
TLow≤Treq≤THigh (6)；
Wherein T High is an engine torque line divided according to the efficiency of the engine at the same rotation speed, and is generated by calibration and is used for dividing a high-efficiency area of the engine together with T Low;
The torque distribution at this time is shown in the formula (7):
The combined drive mode is a mode in which the required torque is commonly borne by the internal combustion engine and the motor, and the determination condition for entering this mode is as shown in the following equation (8):
Treq＞THigh (8)；
The internal combustion engine works on different torque lines according to the required torque and drives the ship simultaneously with the motor, and the torque distribution is shown as a formula (9):
Wherein T MotMax is the rated external characteristic of the motor; t EngMax is the external engine characteristic;
Step 2.3: a reverse mode;
in the reversing mode, the propeller reverses to drive the whole ship to reverse;
the screw reverse is realized through two modes, and the common mode is motor reverse, and the normally open clutch between internal-combustion engine and the motor is disengaged at this moment, and the internal-combustion engine is inoperative, and the motor reverse, the torque is demand torque, as shown in formula (10):
When the hydrogen in the hydrogen tank is insufficient and the power battery SOC is insufficient, the power of the hydrogen fuel battery and the power battery is insufficient to support the power of the motor, the speed reducer is in reverse gear, the engine rotates forward to drive the propeller to rotate reversely through the speed reducer, the engine torque works according to a T Low torque line, and the motor charges the power battery, as shown in a formula (11):
step 2.4: a braking mode;
in the braking mode, the propeller is reversely rotated after being decelerated to 0, and the reverse rotation mode of the propeller is consistent with the reverse rotation mode for the deceleration of the whole ship;
The motor negative torque is adopted for speed reduction of the propeller, at the moment, the normally open clutch is disengaged, the engine torque is 0, the motor torque is negative, the motor torque is calculated through the current propeller rotating speed, the PID algorithm or the fuzzy algorithm is adopted for calculation, and the PID algorithm is adopted for torque distribution, and the torque distribution is shown as a formula (12):
Wherein K p、Ki、Kd is the proportional coefficient, integral coefficient and differential coefficient of PID control, n (t) is the current rotating speed of the propeller, and the PID algorithm control target is the rotating speed of 0;
step 2.5: a parking mode;
In the berthing mode, the ship is anchored, the torque of the engine and the motor is 0, as shown in the formula (13):
2. the marine oil-hydrogen photoelectric composite power system according to claim 1, wherein: the composite power system also comprises a photovoltaic cell, wherein the photovoltaic cell is electrically connected to the power distribution device through a DC/DC and power battery, so that the electric power source of the whole ship is ensured.
3. The marine oil-hydrogen photoelectric composite power system according to claim 1, wherein: the hybrid powertrain system further includes a DC/AC, which is a DC-to-AC converter configured to convert DC power in the DC bus to AC power.
4. A marine oil-hydrogen photoelectric composite power system according to claim 3, wherein: the composite power system also comprises a life electricity utilization device, and the power distribution device converts partial direct current into alternating current through DC/AC according to the requirements of the life electricity utilization device for the life electricity utilization device to use, so that the electric energy output of the whole ship is ensured.
5. The marine oil-hydrogen photoelectric composite power system according to claim 1, wherein: the compound power system also comprises an oil tank, and the oil tank is connected with the internal combustion engine through a pipeline.
6. The marine oil-hydrogen photoelectric composite power system according to claim 1, wherein: the normally open clutch includes a wet clutch; internal combustion engines include diesel engines, gasoline engines, ammonia engines, LNG engines, methanol engines, and hydrogen engines.
7. The marine oil-hydrogen photoelectric composite power system according to claim 1, wherein: the hydrogen tank is a liquid hydrogen tank.
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