CN114074751A - Selection method of marine equipment and ship - Google Patents

Abstract

The invention discloses a model selection method of ship equipment and a ship. The type selection method comprises the following steps: determining the total propulsion power of the ship according to the connection mode of a motor and a gas engine of the ship, a power curve between the driving force and the navigational speed of the ship, an operation mode and a preset navigational speed corresponding to the operation mode; determining the acceleration additional power of the ship; the power of the gas engine and the power of the electric machine are determined from the total propulsion power and the acceleration additional power. Therefore, the total propulsion power of the ship is determined according to the connection mode of the motor and the gas engine of the ship, a power curve between the driving force and the speed of the ship, the operation mode and the preset speed corresponding to the operation mode, and then the power of the motor and the gas engine is determined according to the total propulsion power and the acceleration additional power, so that the ship can be more suitable for various working conditions and navigation environments.

Description

Selection method of marine equipment and ship

technical field

The invention relates to the field of ships, in particular to a method for selecting equipment for ships and a ship.

Background technique

The increasing shortage of oil resources in the world and the gradually stricter regulations on ship emissions have promoted the development of new energy sources for ship power.

Natural gas as a new type of gas fuel. It has the characteristics of high calorific value, clean combustion products, and low price, so natural gas has a very broad development prospect in the field of ships. For gas engines that use natural gas as fuel, due to their own combustion characteristics, gas engines have defects such as insufficient low-load torque reserves and slow response under dynamic conditions. These deficiencies restrict the use of gas engines as propulsion engines for ships.

It has good economy, environmental protection and comfort for ships using pure electric power system. Therefore, ships using pure electric power systems are the inevitable trend of future ship development. However, affected by factors such as power source and power density, the operating area and hull displacement of ships using pure electric power systems are severely restricted at this stage.

The gas-electric hybrid power system (a system that uses natural gas and electric energy as energy sources) helps to solve the contradiction between the application of new technologies and the technical level constraints, and provides feasibility for the transition of ships from traditional internal combustion engine-driven direct propulsion to pure electric drive. Program. The ship using the gas-electric hybrid power system also overcomes the shortcomings of the gas engine propelled ship’s low-load torque reserve and slow dynamic response to maneuvering conditions, as well as the heavy weight, high cost, and limited operating area of the energy storage device of the ship using the pure electric power system. Limitations and other defects. Ships using gas-electric hybrid systems also have unique advantages such as good redundancy and the ability to select the most economical propulsion mode according to sailing needs.

At present, the gas-electric hybrid power system for ships is still in the early stage of development, and the correlation research mainly focuses on theoretical research, and there are very few researches on the design method of the gas-electric hybrid power system for ships. The difficulty in the design of the gas-electric hybrid system for ships lies in the distribution of the power of the gas engine and the power of the motor, as well as the selection and capacity determination of the battery and super capacitor. Therefore, it is of great significance to provide designers with a gas engine and electric motor selection method for a gas-electric hybrid system that can meet user needs.

To this end, the present invention provides a method for selecting equipment for ships and a ship, so as to at least partially solve the above problems.

SUMMARY OF THE INVENTION

A series of concepts in simplified form have been introduced in the Summary section, which are described in further detail in the Detailed Description section. The Summary of the Invention section of the present invention is not intended to attempt to limit the key features and essential technical features of the claimed technical solution, nor is it intended to attempt to determine the protection scope of the claimed technical solution.

In order to at least partially solve the above-mentioned technical problems, the present invention provides a method for selecting equipment for ships. The ship includes a propeller, a motor, and a gas engine. The connection mode between the motor and the gas engine includes a parallel mode and a series mode. And the gas engine is connected to the propeller, the selection methods include:

Determine the total propulsion power of the ship according to the connection mode of the motor and the gas engine of the ship, the power curve between the driving force and the speed of the ship, the operation mode, and the predetermined speed corresponding to the operation mode;

determine the acceleration additional power of the ship;

The power of the gas engine and the power of the electric machine are determined from the total propulsion power and the acceleration additional power.

According to the selection method of marine equipment of the present invention, the ship is powered by the motor and/or the gas engine to sail, the cost of fuel is low, and the product of burning gas by the gas engine is clean and environmentally friendly, and according to the connection method of the motor and the gas engine of the ship , the power curve between the driving force and the speed of the ship, the operation mode, and the predetermined speed corresponding to the operation mode to determine the total propulsion power of the ship, and then determine the power of the motor and the gas engine according to the total propulsion power and the additional power of acceleration, which can make Ships are more adaptable to various working conditions and navigation environments.

Optionally, the step of determining the acceleration additional power of the vessel includes:

According to the speed resistance curve of the ship and the speed change curve of the gas engine, the acceleration additional power of the ship is determined.

Optionally, the power of the motor ≥ the acceleration additional power.

Optionally, total propulsion power-acceleration additional power≤gas engine power.

Optionally, the selection method is also used to select a battery, and after the power of the motor is determined, the selection method further includes:

Determine the capacity of the battery according to formula (1)

E _b =P _m ×t ₁ ×η _b ×η _d ×η _m ×η _s ×η _L (1)

E _b is the capacity of the battery;

P _m is the power of the motor;

t1 is the time required for entry and exit;

η _b is the battery efficiency;

_ηd is the efficiency of the power conversion component;

η _m is the motor efficiency;

η _s is the transmission efficiency;

η _L is the battery life reduction factor;

and/or

The selection method is also used to select the super capacitor. After determining the power of the motor, the selection method also includes:

Determine the capacity of the supercapacitor according to formula (2)

E _c =P _m ×t ₂ ×η _c ×η _d ×η _m ×η _s (2)

E _c is the capacity of the super capacitor;

t ₂ is the time for the ship to accelerate;

η _c is the efficiency of the supercapacitor.

The invention also provides a ship, the ship includes: a propeller; a gas engine; a motor, the connection mode between the motor and the gas engine includes a parallel mode and a series mode, and both the motor and the gas engine can be disconnected and connected to the propeller; a power supply assembly ;Switching control assembly, the switching control assembly is used to control the connection or disconnection between the motor and the propeller, and the connection or disconnection between the gas engine and the propeller; energy management assembly, the energy management assembly is used to control the power supply assembly Supply power to the motor; wherein, the power of the gas engine and the power of the motor are selected according to the aforementioned selection method.

According to the ship of the present invention, the power of the gas engine and the power of the motor are selected according to the aforementioned selection method, the ship is powered by the motor and/or the gas engine to sail, the cost of fuel is low, and the product of burning gas by the gas engine is clean and environmentally friendly, and Determine the total propulsion power of the ship according to the connection method of the motor and the gas engine of the ship, the power curve between the driving force and the speed of the ship, the operating mode, and the predetermined speed corresponding to the operating mode, and then according to the total propulsion power and acceleration additional power Determining the power of the electric motor and gas engine can make the ship more adaptable to various working conditions and sailing environments.

Optionally, the propeller includes a propeller shaft, the motor includes a rotating shaft, the gas engine includes an output shaft, and the ship further includes:

a first clutch, the first end of the first clutch is connected to the output shaft of the gas engine, and the switching control assembly is electrically connected to the first clutch to control the engagement or disengagement of the first clutch;

The switch assembly is electrically connected to the motor, the power supply assembly is electrically connected to the switch assembly to transmit electrical energy to the motor or store the electrical energy provided by the motor through the switch assembly, and the energy management assembly is electrically connected to the switch assembly to control the connection or disconnection of the switch assembly open;

The ship also includes a gearbox and a second clutch, the output shaft of the gearbox is connected to the propeller shaft, the first end of the second clutch is connected to the first end of the rotating shaft, and the second end of the second clutch is connected to the input of the gearbox a shaft, the second end of the first clutch is connected to the propeller shaft to connect the electric motor and the gas engine in parallel, the switching control assembly is electrically connected to the second clutch to control engagement or disengagement of the second clutch, or

The second end of the first clutch is connected to the first end of the rotating shaft, and the second end of the rotating shaft is connected to the propeller shaft, so that the electric motor and the gas engine are connected in series.

Optionally, the ship further includes a power grid, and the power supply components include:

a power conversion part, the first end of the power conversion part is connected to the switch assembly, and the second end of the power conversion part is connected to the grid;

The energy storage part, the output end of the energy storage part is connected to the third end of the power conversion part to transmit electric energy to the power conversion part or store the electric energy provided by the power conversion part.

Optionally, the power conversion component includes:

a rectifier, the first end of the rectifier is connected to the grid;

DC busbar, the DC busbar is connected to the second end of the rectifier, and the DC busbar is connected to the output end of the energy storage component;

an inverter, the first end of the inverter is connected to the DC bus bar, and the second end of the inverter is connected to the switch assembly.

Optionally, the power conversion component includes a first DC-DC converter, the first end of the first DC-DC converter is connected to the DC busbar, the output end of the energy storage component includes a capacitor output end, and the capacitor output end is connected to the first DC-DC converter. A second end of the DC-DC converter; the energy storage component includes a supercapacitor and a supercapacitor management system, the first end of the supercapacitor is connected to the capacitor output end, and the supercapacitor management system is connected to the second end of the supercapacitor;

and/or

The power conversion component includes a second DC-DC converter, the first end of the second DC-DC converter is connected to the DC busbar, the output end of the energy storage component includes a battery output end, and the battery output end is connected to the second DC-DC The second end of the converter; the energy storage component includes a battery and a battery management system, the first end of the battery is connected to the battery output end, and the battery management system is connected to the second end of the battery.

Description of drawings

In order that the advantages of the present invention may be more readily understood, the present invention briefly described above will be described in more detail by reference to specific embodiments shown in the accompanying drawings. Understanding that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope, the invention will be described and explained with additional specificity and detail.

FIG. 1 is a schematic diagram of a first type of marine gas engine, a first clutch, a propeller, a motor, a second clutch, a gearbox and a power supply assembly connected together according to a first preferred embodiment of the present invention;

FIG. 2 is a schematic diagram of connecting together a gas engine, a first clutch, a propeller, an electric motor, and a power supply assembly of a second type of ship according to the first preferred embodiment of the present invention;

3 is a schematic flow chart of a method for selecting models of marine equipment according to the first preferred embodiment of the present invention;

FIG. 4 is a schematic flowchart of the step of determining the acceleration additional power of the ship in the model selection method of FIG. 3 .

Description of reference numerals

110: Propeller 111: Propeller shaft

120: Gas engine 121: Output shaft

130: First clutch 140: Motor

141: Rotary shaft 150: Power supply assembly

151: Power conversion part 152: Rectifier

153: DC busbar 154: Inverter

155: Energy storage part 156: First DC-DC converter

157: Capacitor output terminal 158: Super capacitor

159: Super capacitor management system 160: Second DC-DC converter

161: Battery output 162: Battery

163: Battery Management System 170: Second Clutch

180: Gearbox 190: Grid

191: Collection Control Component 192: Toggle Control Component

193: Energy Management Components 210: Propellers

211: propeller shaft 220: gas engine

221: Output shaft 230: First clutch

240: Motor 241: Spindle

250: Power Components 251: Power Conversion Components

252: Rectifier 253: DC busbar

254: Inverter 255: Energy Storage Components

256: First DC-DC converter 257: Capacitor output terminal

258: Supercapacitors 259: Supercapacitor Management Systems

260: Second DC-DC converter 261: Battery output

262: Battery 263: Battery Management System

290: Grid 291: Aggregate Control Components

292: Switching Control Components 293: Energy Management Components

Detailed ways

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art that embodiments of the invention may be practiced without one or more of these details. In other instances, some technical features known in the art are not described in order to avoid confusion with the embodiments of the present invention.

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be noted that the terms "upper", "lower" and similar expressions used herein are only for the purpose of illustration and not for limitation.

Herein, ordinal numbers such as "first" and "second" referenced in this application are merely identifications and do not have any other meaning, such as a specific order, and the like. Also, for example, the term "first element" does not by itself imply the presence of a "second element," nor does the term "second element" by itself imply the presence of a "first element."

For a thorough understanding of the embodiments of the present invention, detailed structures will be presented in the following description. Obviously, the implementation of the embodiments of the present invention is not limited to the specific details familiar to those skilled in the art. The preferred embodiments of the present invention are described in detail below, however, the present invention may have other embodiments in addition to these detailed descriptions.

Embodiments of the present invention provide a method for selecting types of marine equipment. As shown in FIG. 1 , the first type of vessel may be a hybrid vessel powered by an electric motor 140 and/or a gas engine 120 . The motor 140 of the vessel can also be used as a generator to deliver electrical energy to the vessel.

As shown in Figure 1, the vessel includes a propeller 110 and a shafting. The propeller 110 includes a propeller shaft 111 . The propeller shaft 111 may be connected to the gas engine 120 and the electric motor 140 hereinafter through shafting. In this way, the gas engine 120 and/or the motor 140 can drive the propeller shaft 111 to rotate, thereby driving the ship to sail.

The vessel also includes a gas engine 120 and a first clutch 130 . The gas engine 120 is used to convert thermal energy into mechanical energy by burning combustible gas (eg, natural gas or biogas). The gas engine 120 includes an output shaft 121 .

The first end of the first clutch 130 is connected to the output shaft 121 of the gas engine 120 . The second end of the first clutch 130 may be connected to the shafting to be connected to the paddle shaft 111 through the shafting. In this way, when the first clutch 130 is engaged, the gas engine 120 can drive the propeller 110 to rotate, thereby driving the ship to sail. The second end of the first clutch 130 can also be connected to the following motor 140 through a shafting, so that when the first clutch 130 is engaged, when the latter power supply assembly 150 does not supply power to the motor 140, the gas engine 120 can drive the rear motor 140. The rotating shaft 141 of the motor 140 described in the text rotates, thereby enabling the motor 140 to generate electricity to deliver electrical energy to the ship.

The vessel also includes a motor 140, a second clutch 170 and a switch assembly (not shown). The motor 140 includes a rotating shaft 141 . The first end of the second clutch 170 is connected to the first end of the rotating shaft 141 , and the second end of the second clutch 170 may be connected to the shafting to be connected to the paddle shaft 111 through the shafting. In this way, when the second clutch 170 is engaged, the motor 140 can drive the propeller 110 to rotate, so as to drive the ship to sail. When the second clutch 170 is engaged, the gas engine 120 drives the rotating shaft 141 of the electric motor 140 to rotate, so that the electric motor 140 generates electricity when the following power supply assembly 150 does not transmit electric power to the electric motor 140 . At this time, the connection between the electric motor 140 and the gas engine 120 is a parallel connection.

Preferably, the vessel also includes a gearbox 180 . The output shaft of the gearbox 180 may be connected to the paddle shaft 111 through a shafting, and the input shaft of the gearbox 180 may be connected to the second end of the second clutch 170 . Thus, the gearbox 180 can increase the torque transmitted by the motor 140 to the propeller shaft 111 .

The vessel also includes a power supply assembly 150 . The power supply assembly 150 is electrically connected to the switch assembly to transmit electrical energy to the motor 140 , so that the motor 140 provides torque for the rotation of the propeller 110 . When the gas engine 120 drives the electric motor 140 to rotate, so that the electric motor 140 generates electricity, the power supply assembly 150 can store the electric energy provided by the electric motor 140 . The switch assembly is used to control the electrical connection between the motor 140 and the power source assembly 150 to be connected or disconnected.

The vessel also includes a collective control assembly 191 , a switching control assembly 192 , and an energy management assembly 193 . The collective control component 191 electrically connects the switching control component 192 and the energy management component 193 . In this way, aggregate control component 191 can communicate with switching control component 192 and can communicate with energy management component 193 . The gas propulsion mode, the PTH (POWER TAKE HOME) mode, the PTI (POWER TAKE IN) mode, and the PTO (POWER TAKE OUT) mode, which will be described later, are stored in the collective control unit 191 in advance.

The switching control assembly 192 electrically connects the first clutch 130 and the second clutch 170 . In this way, the switching control assembly 192 may control the engagement or disengagement of the first clutch 130 and the second clutch 170 .

The energy management assembly 193 is electrically connected to the switch assembly. In this way, the energy management component 193 can control the switching component to be turned on or off, thereby controlling the electrical connection between the motor 140 and the power component 150 to be turned on or off. The energy management assembly 193 is also electrically connected to the power source assembly 150 to control the direction of current flow between the power source assembly 150 and the motor 140 .

In this embodiment, the operation modes of the ship include a gas propulsion mode, a PTH mode, a PTI mode, and a PTO mode.

In the gas propulsion mode, the collective control component 191 sends a gas propulsion mode command to the switching control component 192 and the energy management component 193 . In this way, the collective control assembly 191 controls the engagement of the first clutch 130 and the disengagement of the second clutch 170 through the switching control assembly 192 . The collective control component 191 controls the switch component to turn off through the energy management component 193 , and controls the power supply component 150 to stop supplying power to the motor 140 . At this time, the gas engine 120 drives the propeller 110 to rotate, and the motor 140 stops rotating. In this way, only the gas engine 120 provides torque to drive the rotation of the propeller 110 . The gas propulsion mode is suitable for downstream navigation, countercurrent navigation and port navigation.

In the PTH mode, the collective control component 191 sends a PTH mode command to the handover control component 192 and the energy management component 193 . In this way, the collective control assembly 191 controls the disengagement of the first clutch 130 and the engagement of the second clutch 170 through the switching control assembly 192 . The collective control component 191 controls the conduction of the switch component through the energy management component 193 , and controls the power supply component 150 to transmit electrical energy to the motor 140 . At this time, the gas engine 120 stops rotating, and the motor 140 rotates. In this way, only the motor 140 provides torque to drive the rotation of the propeller 110 . PTH mode is suitable for downstream sailing and port sailing.

In the PTI mode, the collective control component 191 sends a PTI mode command to the handover control component 192 and the energy management component 193 . In this way, the collective control assembly 191 controls the engagement of the first clutch 130 and the engagement of the second clutch 170 through the switching control assembly 192 . The collective control component 191 controls the conduction of the switch component through the energy management component 193 , and controls the power supply component 150 to transmit electrical energy to the motor 140 . At this time, the gas engine 120 works, and the electric motor 140 works at the same time. At the same time, the gas engine 120 and the electric motor 140 together provide torque for driving the rotation of the propeller 110 . The PTI mode is suitable for high-speed sailing, rapid sailing and sailing against the current.

In the PTO mode, the collective control component 191 sends a PTO mode command to the handover control component 192 and the energy management component 193 . In this way, the collective control assembly 191 controls the engagement of the first clutch 130 and the engagement of the second clutch 170 through the switching control assembly 192 . The collective control component 191 controls the switch component to be turned on through the energy management component 193 , and controls the power supply component 150 to stop supplying power to the motor 140 . At this time, the gas engine 120 provides torque for driving the rotation of the propeller 110 . At the same time, the gas engine 120 drives the rotating shaft 141 of the motor 140 to rotate, so that the motor 140 generates electricity. At this time, the power supply assembly 150 and the motor 140 are electrically connected to store the electrical energy provided by the motor 140 . In the PTO mode, the electrical energy provided by the motor 140 can also be sent to the grid 190 to provide electrical energy for the ship. PTO mode is suitable for downstream sailing and port sailing.

Referring to FIG. 1 , the vessel also includes an electrical grid 190 . Grid 190 includes generator sets. In this way the grid 190 can supply power to the vessel. The power source assembly 150 includes a power conversion part 151 and an energy storage part 155 . The first end of the power conversion part 151 is connected to the switch assembly. The second end of the power conversion part 151 is connected to the grid 190 . The output end of the energy storage part 155 is connected to the third end of the power conversion part 151 . In this way, the motor 140 is connected to the energy storage part 155 through the power conversion part 151 .

The electric energy provided by the motor 140 to the power supply assembly 150 is converted to a predetermined storage voltage or a predetermined storage current through the power conversion part 151, and then the electric energy is delivered to the storage part, and the storage part stores the electric energy.

The electric machine 140 is connected to the grid 190 through the power conversion part 151 . In this way, the electrical energy provided by the motor 140 to the power supply assembly 150 is converted to a predetermined grid voltage or a predetermined grid current through the power conversion component 151, and then the electrical energy is transmitted to the grid 190 to supply power to the ship.

Preferably, the power conversion component 151 includes a rectifier 152 , a DC busbar 153 and an inverter 154 . A first end of the rectifier 152 is connected to the grid 190 . The DC bus bar 153 is connected to the second end of the rectifier 152 . The DC bus bar 153 is connected to the output terminal of the energy storage part 155 . The first end of the inverter 154 is connected to the DC bus bar 153 . The second end of the inverter 154 is connected to the switch assembly. Therefore, through the action of the inverter 154 and the rectifier 152 , the voltage or current sent by the motor 140 to the grid 190 through the power conversion part 151 is stabilized, and the structure of the power conversion part 151 is simple.

Preferably, the power conversion part 151 further includes a first DC-DC converter (DC-DC converter) 156 and a second DC-DC converter 160 . The first end of the first DC-DC converter 156 is connected to the DC bus bar 153 . The first end of the second DC-DC converter 160 is connected to the DC bus bar 153 . The aforementioned third end of the power conversion part 151 includes the second end of the first DC-DC converter 156 and the second end of the second DC-DC converter 160 . The output terminal of the energy storage component 155 includes a capacitor output terminal 157 and a battery output terminal 161 . The capacitor output terminal 157 is connected to the second terminal of the first DC-DC converter 156 . The battery output terminal 161 is connected to the second terminal of the second DC-DC converter 160 . Thus, through the inverter 154, the rectifier 152, the first DC-DC converter 156 and the second DC-DC converter 160, the electrical energy of the motor 140 is converted into a predetermined storage voltage or a predetermined storage current, and stored in the following Battery 162 and supercapacitor 158 .

The energy storage part 155 includes a super capacitor 158 and a super capacitor management system (CMS, Capacitor Management System) 159 . The first terminal of the super capacitor 158 is connected to the capacitor output terminal 157 . The supercapacitor management system 159 is connected to the second end of the supercapacitor 158 . Therefore, the supercapacitor management system 159 can effectively manage the operation of the supercapacitor 158 . The super capacitor 158 can increase the output power to the motor 140 when the ship is accelerated, so that the motor 140 can output more torque to the propeller 110, thereby accelerating the ship. When the electric machine 140 acts as a generator, the ultracapacitor 158 may store part of the electrical energy. Thus, the arrangement of the super capacitor 158 can increase the service life of the battery 162 hereinafter.

The energy storage unit 155 further includes a battery 162 and a battery management system (BMS, Battery Management System) 163 . The first end of the battery 162 is connected to the battery output end 161 , and the battery management system 163 is connected to the second end of the battery 162 . Thus, the battery management system 163 can effectively manage the operation of the storage battery 162 . The battery 162 delivers electrical power to the motor 140 so that the motor 140 provides torque to the propeller 110, thereby enabling the ship to sail. When the electric machine 140 acts as a generator, the battery 162 may store part of the electrical energy. It can be understood that the battery 162 can also supply power to the grid 190 , and at this time, the switch assembly can be turned off to disconnect the electrical connection between the power conversion component 151 and the motor 140 .

When the ship sails in the PTH mode, the battery 162 can independently supply power to the motor 140, so that the motor 140 drives the propeller 110 to rotate, thereby achieving zero emissions.

In this embodiment, the ship is powered by the motor 140 and/or the gas engine 120 to sail, and the cost of fuel is low. In addition, the product of burning gas by the gas engine 120 is clean and environmentally friendly.

In the second type of vessel, shown in Figure 2, the vessel does not include the second clutch and gearbox. The motor 240 includes a rotating shaft 241 . The second end of the rotating shaft 241 may be connected to the paddle shaft 211 through a shafting. The first end of the rotating shaft 241 may be connected to the second end of the first clutch 230 through a shaft system. In this way, when the first clutch 230 is engaged, the gas engine 220 can drive the rotating shaft 241 to rotate, and the rotating rotating shaft 241 drives the propeller 210 to rotate, so as to drive the ship to sail. At this time, the connection between the electric motor 140 and the gas engine 220 is a series connection.

In the second type of ship, the operating modes of the ship include gas propulsion mode, PTH mode, PTI mode, and PTO mode.

In the gas propulsion mode of the second type of vessel, the collective control component 291 sends gas propulsion mode commands to the switching control component 292 and the energy management component 293 . In this way, the collective control assembly 291 engages the first clutch 230 via the switching control assembly 292 . The collective control component 291 controls the switch component to turn off through the energy management component 293, and controls the power supply component 250 to stop supplying power to the motor 240. At this time, the gas engine 220 drives the propeller 210 to rotate, and the rotating shaft 241 of the motor 240 rotates with the gas engine 220 . In this way, only the gas engine 220 provides torque for driving the rotation of the propeller 210 , and the motor only plays the role of transmitting torque, and does not undertake the torque for driving the propeller 210 to rotate.

In the PTH mode of the second type of vessel, the collective control component 291 sends PTH mode commands to the handover control component 292 and the energy management component 293 . In this way, the collective control assembly 291 disengages the first clutch 230 through the switching control assembly 292 . The collective control component 291 controls the conduction of the switch component through the energy management component 293 , and controls the power supply component 250 to transmit electrical energy to the motor 240 . At this time, the gas engine 220 stops rotating, and the motor 240 rotates. In this way, only the motor 240 provides torque to drive the rotation of the propeller 210 .

In the PTI mode of the second type of vessel, the collective control component 291 sends PTI mode commands to the handover control component 292 and the energy management component 293. In this way, the collective control assembly 291 engages the first clutch 230 via the switching control assembly 292 . The collective control component 291 controls the conduction of the switch component through the energy management component 293 , and controls the power supply component 250 to transmit electrical energy to the motor 240 . At this time, the gas engine 220 works, and the electric motor 240 works at the same time. At the same time, the gas engine 220 and the electric motor 240 together provide torque for driving the rotation of the propeller 210 .

In the PTO mode of the second type of vessel, the collective control component 291 sends PTO mode commands to the handover control component 292 and the energy management component 293. In this way, the collective control assembly 291 engages the first clutch 230 via the switching control assembly 292 . The collective control component 291 controls the switch component to be turned on through the energy management component 293 , and controls the power supply component 250 to stop supplying power to the motor 240 . At this time, the gas engine 220 provides torque for driving the rotation of the propeller 210 . At the same time, the gas engine 220 drives the rotation of the rotating shaft 241 of the motor 240 to make the motor 240 generate electricity. At this time, the power supply assembly 250 is electrically connected to the motor 240 to store the electrical energy provided by the motor 240 . In the PTO mode, the electrical energy provided by the motor 240 can also be delivered to the grid 290 to provide electrical energy for the ship.

It should be noted that in the second type of ship, the output shaft 221 of the gas engine 220, the power conversion part 251, the rectifier 252, the DC busbar 253, the inverter 254, the energy storage part 255, and the first DC-DC converter 256, capacitor output 257, supercapacitor 258, supercapacitor management system 259, second DC-DC converter 260, battery output 261, battery 262, battery management system 263, and grid 290 are substantially the same as those of the first type. Output shaft 121 of ship's gas engine 120 , power conversion part 151 , rectifier 152 , DC busbar 153 , inverter 154 , energy storage part 155 , first DC-DC converter 156 , capacitor output 157 , super capacitor 158 , a supercapacitor management system 159 , a second DC-DC converter 160 , a battery output 161 , a battery 162 , a battery management system 163 , and a power grid 190 . Other settings of the ships of the second type are also substantially the same as those of the ships of the first type, which will not be repeated here.

The selection method for marine equipment in this embodiment can be used to determine the power of the aforementioned motor, the power of the gas engine, the capacity of the battery, and the capacity (capacitance value) of the super capacitor.

As shown in Figure 3, the selection methods include:

S1. Determine the total propulsion power of the ship according to the connection mode of the motor and the gas engine of the ship, the power curve between the driving force and the speed of the ship, the operation mode, and the predetermined speed corresponding to the operation mode;

S2. Determine the acceleration additional power of the ship;

S3. Determine the power of the gas engine and the power of the motor according to the total propulsion power and the acceleration additional power.

The selection methods include:

Step 1. Determine whether the ship's motor and gas engine are connected in parallel or in series.

As mentioned above, the connection between the electric motor and the gas engine in some ships is in parallel (the first type of ships), and the connection between the electric motor and the gas engine in other ships is in series (the second type of ship). ship). When determining the power of the aforementioned electric motor and the power of the gas engine, first determine whether the connection mode of the electric motor and the gas engine of the ship is the parallel mode or the series mode. Then, the power of the motor and the power of the gas engine are determined according to the connection mode of the motor and the gas engine of the ship and the subsequent steps. It should be noted that whether the connection mode of the motor and the gas engine of the ship is the parallel mode or the series connection mode can be selected according to the specific usage of the ship.

Step 2. Determine the operation mode of the ship and the predetermined speed corresponding to the operation mode.

As mentioned earlier, the ship's operating modes include gas propulsion mode, PTH mode, PTI mode, and PTO mode. When determining the power of the motor of the ship and the power of the gas engine, first determine the operation mode required by the ship. It should be noted that, in this embodiment, one or more of the gas propulsion mode, the PTH mode, the PTI mode, and the PTO mode can be selected. For each determined operating mode, the corresponding predetermined speed is determined. For example, in this embodiment, the operation mode of the ship needs to include a gas propulsion mode, a PTH mode, a PTI mode, and a PTO mode. At this time, the operation mode of the ship is determined, and the predetermined speed corresponding to the operation mode is: the gas propulsion mode, the first predetermined speed corresponding to the gas propulsion mode, the PTH mode, the second predetermined speed corresponding to the PTH mode, the PTI mode, and the The third predetermined speed corresponding to the PTI mode, the PTO mode, and the fourth predetermined speed corresponding to the PTO mode. It should be noted that the operation mode of the ship and the corresponding predetermined speed can be selected as required. For example, the operating mode required by the ship can be determined according to the navigation environment of the ship [the navigation environment includes the navigation distance (offshore or ocean), the navigation area (the Pacific Ocean, the Indian Ocean, the Atlantic Ocean or inland waters), the wind speed in the navigation area, and the water speed], and the corresponding predetermined speed.

Step 3. Determine the power curve between the driving force and the speed of the ship.

When determining the power of the aforementioned electric motor and the power of the gas engine, first determine the power curve between the driving force and the speed of the ship. The power curve between the driving force and the speed of the ship can be selected as required. For example, the power curve is approximately the same as the power curve between the driving force and the speed of the existing ships of the same tonnage and the same operating conditions.

Step 4. Determine the total propulsion power of the ship according to the connection mode, power curve, operation mode, and predetermined speed.

It should be noted that, before step 4, there is no sequence requirement between steps 1 and 3, and those skilled in the art can set the sequence between steps 1 and 3 as required.

The aforementioned connection method of the motor and the gas engine of the ship, the power curve between the driving force and the speed of the ship, the operation mode of the ship, and the predetermined speed corresponding to the operation mode are used as input conditions. Calculated by software (such as ShipPower software of China Ship and Offshore Engineering Design and Research Institute, PropCad/PropExpert/NavCad software of American hydrocomp company, maxsurf software of Australia, freeship software of the United States, delftship software of the Netherlands, etc.), and then determine the total number of ships. The propulsion power is then used to determine the power of the electric motor and the power of the gas engine based on the total propulsion power.

Step 4. Determine the acceleration additional power of the ship.

When the ship is sailing, if the ship needs to be accelerated, it is necessary to provide more power (torque) to the propeller, so that the ship can obtain acceleration. In this embodiment, when the ship sails at the aforementioned predetermined speed in the corresponding operation mode, the gas engine and/or the electric motor bears the driving torque of the ship. When the ship needs to be accelerated, the motor provides the propeller with the increased acceleration additional power required for acceleration. Therefore, the acceleration additional power of the ship can be determined first, and then the motor power can be determined according to the acceleration additional power and the aforementioned total propulsion power.

Preferably, the acceleration additional power of the ship is determined according to the ship speed resistance curve R _s =f(V _s ) and the speed change curve of the gas engine ne =f _{e (} t).

Specifically, as shown in Figure 4, the step of determining the additional power for acceleration of the ship includes:

Step S41 , determining the ship speed resistance curve, the rotational speed variation curve of the gas engine, and the initial rotational speed value ne _eo of the rotational speed _ne of the gas engine.

Vessel speed drag curves (the curve between speed and drag) can be predetermined as desired. For example, the ship speed resistance curve is substantially the same as the ship speed resistance curve of the existing ships of the same tonnage and the same working conditions.

The speed change curve of the gas engine (the curve between the speed of the output shaft of the gas engine and the time) can be predetermined as required. For example, the speed change curve of a gas engine is substantially the same as the speed change curve of an internal combustion engine of an existing ship with the same tonnage and the same operating conditions.

The initial value of the rotational speed _neo can be preset as required. For example, the initial value of the rotational speed ne _eo may be approximately the same as the rotational speed of the output shaft of the internal combustion engine of the existing ship of the same tonnage and the same operating conditions when sailing at the aforementioned preset speed at a constant speed.

Step S42: Determine the current gas engine speed _ne according to the speed change curve of the gas engine.

In this embodiment, steps S42 to S58 are re-executed every preset time period (for example, 1s) to determine the current gas engine speed _ne , the current ship speed _Vs , and the current gas engine speed _ne corresponding to the current gas engine speed ne Acceleration power ΔP.

When step S42 is performed for the first time, the initial rotational speed value ne _eo may be determined as the current rotational speed _ne of the gas engine. Each subsequent time step S42 is performed, the current gas engine speed _ne may be determined according to the previous gas engine speed _ne and the speed change curve of the gas engine. For example, when step S42 is executed for the second time, the current gas engine speed _ne may be determined according to the first determined gas engine speed _ne and the gas engine speed change curve.

Step S43: Determine the current propeller rotational speed _np according to the current gas engine rotational speed _ne and the transmission ratio i of the shafting (the transmission ratio of the shafting between the gas engine and the propeller).

Preferably, the current propeller rotational speed n _p can be determined according to formula (41).

n _e /i=n _p (41)

Step S44, determining the current ship speed V _s .

Before determining the additional power for acceleration, the initial value V _s0 of the ship speed V _s may be predetermined. For example, the initial value of the speed V _s0 may be the aforementioned preset speed. When step S44 is executed for the first time, the initial value V _s0 of the speed can be determined as the current speed V _s of the ship. Each subsequent time step S44 is performed, the latest ship speed V _s ′ may be re-determined from the following steps S45 to S53 performed last time, and then the latest ship speed V _s ′ is determined as the current ship speed V _s .

Step S45: Determine the current thrust derating fraction t and the current half-flow fraction ω according to the current ship speed V _s .

The thrust derating fraction t and the half-flow fraction ω are a function of the ship's speed V _s . Each ship speed V _s has a thrust derating fraction t and a half-flow fraction ω corresponding to it. This functional relationship is in the prior art, and will not be repeated here. In this way, the current thrust derating fraction _t and the current half-flow fraction ω can be determined from the current ship speed Vs.

In step S46, formula (42) is used to determine the current propeller advance speed _Vp according to the current half-flow fraction ω and the current ship speed _Vs.

V _p = V _s (1-ω) (42)

In step S47, formula (43) is used, and the current ship advance speed _Rp is determined according to the current propeller advance speed _Vp , the current propeller rotational speed _np , and the diameter dimension D of the propeller.

In step S48, formula (44) is used, and the current advance coefficient μ is determined according to the current propeller advance speed V _p and the current ship advance speed R _p .

μ=V _p /R _p (44)

Step S49: Determine the current propeller thrust coefficient C _T and the current propeller torque coefficient C _Q corresponding to the current advance coefficient μ.

The propeller thrust coefficient C _T , the propeller torque coefficient C _Q have a functional relationship with the advance coefficient μ. Each advance coefficient μ has a corresponding propeller thrust coefficient C _T and a propeller torque coefficient C _Q . This functional relationship is in the prior art, and will not be repeated here. In this way, the current propeller thrust coefficient C _T and the current propeller torque coefficient C _Q corresponding to the current advance coefficient μ can be determined.

Step S50, through formula (45), and according to the current propeller thrust coefficient C _T , the current ship advance speed R _p , the diameter dimension D of the propeller, and the density ρ of the water (such as sea water) carrying the ship to determine the current propeller thrust T _p .

In this embodiment, after step S50, subsequent steps S51 to S53 are performed to determine the latest ship speed V _s ′. And return to step S44 to determine the latest ship speed V _s ' as the current ship speed V _s . After step S50, the subsequent steps S54 to S58 are also executed to determine the current acceleration power ΔP corresponding to the current gas engine speed _ne . After step S58, step S59 is executed to determine the acceleration additional power.

In step S51, formula (46) is used to determine the current effective ship thrust T according to the current propeller thrust T _p , the current thrust derating fraction t, and the pitch coefficient t _p .

T=T _p (1-t t _p ) (46)

Among them, the pitch coefficient t _p can be determined by formula (47).

Wherein, H/D is the ratio of the surface pitch H of the propeller to the diameter dimension D of the propeller (pitch ratio).

Step S52: Determine the current ship resistance R _{s according to the ship speed resistance curve and the current ship speed V s .}

In step S53, formula (48) is used, and the latest ship speed V _s ′ is determined according to the current ship resistance R _s , the current effective ship thrust T, and the mass m of the ship. After step S53, it returns to step S44 to determine the latest ship speed V _s ' as the current ship speed V _s .

Step S54: Determine the current propeller output torque M _p according to the current propeller torque coefficient C _Q , the current ship advance speed R _p , the diameter D of the propeller, and the density ρ of the water carrying the ship through formula (49).

Step S55, through formula (50), and according to the current propeller output torque M _p , the efficiency η (the sum of the transmission efficiency and the rotation efficiency of the aforementioned shafting), and the transmission ratio i of the shafting to determine the current gas engine output torque _Me .

Me = M _p /η× _i (50)

Step S56 _: Determine the current gas engine output power Pe according to the current gas engine speed _ne and the current gas engine output torque Me through formula (51 ₎ .

P _e = 2πn _{e Me} (51)

In step S57, formula (52) is used, and the current steady-state output power Pe' of the gas engine is determined according to the current gas engine speed n _e and the constant C ₍ when the ship sails at a constant speed at the current ship speed V _s , the Output Power).

P _e '=cn _e ³ (52)

In step S58, formula (53) is used, and the current acceleration power _ΔP is determined according to the current steady-state output power _Pe ' of the gas engine and the current gas engine output power Pe.

ΔP=P _e -P _e ' (53)

It should be noted that, for each execution of steps S42 to S58, a current acceleration power ΔP can be determined. That is, after repeatedly executing steps S42 to S58 for many times, a plurality of current acceleration powers ΔP can be determined.

Step S59: Determine the maximum value among all the aforementioned acceleration powers ΔP as the acceleration additional power.

In this embodiment, the acceleration additional power of the ship is determined according to the speed resistance curve of the ship and the rotation speed change curve of the gas engine. Thus, the additional power for acceleration is determined according to the dynamic change of the speed of the ship, and the additional power for acceleration can be determined more accurately.

In the aforementioned steps S41 to S59, software (eg, AMESim) can be used to determine the acceleration additional power according to the model established by the formulas in the aforementioned steps S41 to S59. Thus, the acceleration additional power can be determined more conveniently.

In the embodiment not given, those skilled in the art can also determine the acceleration additional power of the ship according to experiments. For example, the additional power for acceleration may be the difference between the power during normal navigation and the power during acceleration of the existing ship powered by the internal combustion engine.

Step 5: Determine the power of the gas engine and the power of the electric motor of the ship according to the total propulsion power and the additional power of acceleration.

The sum of the power of the electric motor and the power of the gas engine ≥ the total propulsion power. From this, the power of the electric motor and the power of the gas engine can be determined, so that the ship can be suitable for various working conditions and sailing environments.

Preferably, the power of the motor ≥ the acceleration additional power. As a result, the electric motor can provide the additional power required by the ship to speed up its sailing.

Preferably, the difference between the total propulsion power and the acceleration additional power ≤ the power of the gas engine. Thereby, the power of the gas engine can provide the power required when the vessel sails at a predetermined speed in an operating mode corresponding to the predetermined speed.

Preferably, the power of the gas engine>the power of the electric motor. Therefore, in the PTI mode, in a ship sailing at a predetermined speed corresponding to the PTI mode, the gas engine bears most of the torque that drives the propeller to rotate.

Preferably, the ratio of the power of the gas engine to the total propulsion power is greater than 75%. Therefore, in the PTI mode, in a ship sailing at a predetermined speed corresponding to the PTI mode, the proportion of the torque that the gas engine bears to drive the rotation of the propeller is increased as much as possible.

Preferably, if the ship needs to be connected to the grid with the ship's generator set for a long time in the PTO mode. Then the power of the motor 140 + the power of the generator set of the ship ≥ the load of the whole ship's electricity. If the ship does not need to be connected to the grid with the ship's generator set for a long time in the PTO mode, the power of the motor 140 is greater than or equal to the load of the whole ship's electricity.

After determining the power of the gas engine and the power of the motor, the selection method also includes:

Step 6. Determine the capacity of the battery according to formula (1)

E _b =P _m ×t ₁ ×η _b ×η _d ×η _m ×η _s ×η _L (1)

Step 7. Determine the capacity of the super capacitor according to formula (2)

E _c =P _m ×t ₂ ×η _c ×η _d ×η _m ×η _s (2)

in,

E _b is the capacity of the battery;

E _c is the capacity of the super capacitor;

P _m is the power of the motor;

t ₁ is the time required for entering and leaving the port;

t ₂ is the time for the ship to accelerate;

η _b is the battery efficiency;

_ηd is the efficiency of the power conversion component;

η _m is the motor efficiency;

η _s is the transmission efficiency;

η _L is the battery life reduction factor; and

η _c is the efficiency of the supercapacitor.

The aforementioned t ₁ , t ₂ , η _b , η _d , η _m , η _s , η _L , and η _c can be set as desired.

After the capacity E _b of the battery is determined, the parameters of the battery can be determined according to the capacity E _b of the battery. Then set the topological structure of the battery according to the voltage of the DC busbar and the maximum withstand current of the power conversion components.

After the capacity E _c of the super capacitor is determined, the parameters of the super capacitor can be determined according to the capacity E _c of the super capacitor. Then, the topology of the super capacitor is set according to the voltage of the DC busbar and the maximum withstand current of the power conversion components.

After step 7, the first predetermined speed, the second predetermined speed, the third predetermined speed, and the one-to-one correspondence with the gas propulsion mode, the PTH mode, the PTI mode, and the PTO mode may be determined according to the power of the electric motor and the power of the gas engine, and The fourth predetermined speed.

In this embodiment, the ship is powered by a motor and/or a gas engine to sail, and the cost of fuel is low. In addition, the product of burning gas by the gas engine is clean and environmentally friendly, and the ship's motor and gas engine are connected according to the connection method, the driving force of the ship and the speed of the ship. The total propulsion power of the ship is determined by the power curve, the operation mode, and the predetermined speed corresponding to the operation mode, and then the power of the motor and gas engine is determined according to the total propulsion power and the additional power of acceleration, which can make the ship more adaptable to various working conditions. and sailing environment.

The present invention has been described by the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of illustration and description, and are not intended to limit the present invention to the scope of the described embodiments. In addition, those skilled in the art can understand that the present invention is not limited to the above-mentioned embodiments, and more variations and modifications can also be made according to the teachings of the present invention, and these variations and modifications all fall within the protection claimed in the present invention. within the range. The protection scope of the present invention is defined by the appended claims and their equivalents.

Unless otherwise defined, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field of this invention. The terminology used herein is for the purpose of describing a particular implementation only and is not intended to limit the present invention. Terms such as "component" appearing herein can refer to either a single part or a combination of parts. Terms such as "installed", "provided" and the like appearing herein can mean either the direct attachment of one component to another component or the attachment of one component to another component through an intermediate piece. A feature described herein in one embodiment may be used in another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or stated otherwise.

The present invention has been described by the above-described embodiments, but it should be understood that the above-described embodiments are only for the purpose of illustration and description, and are not intended to limit the present invention to the scope of the described embodiments. It will be appreciated by those skilled in the art that various variations and modifications can be made according to the teachings of the present invention, which all fall within the scope of the claimed protection of the present invention.

Claims (10)

1. a type selection method of equipment for ships, the ship includes a propeller, a motor, and a gas engine, the connection mode between the motor and the gas engine includes a parallel mode and a series mode, and the motor and the The gas engine is connected to the propeller, wherein the selection method includes: The total speed of the ship is determined according to the connection mode of the motor and the gas engine of the ship, the power curve between the driving force and the speed of the ship, the operation mode, and the predetermined speed corresponding to the operation mode. propulsion power; determining the acceleration additional power of said vessel; The power of the gas engine and the power of the electric machine are determined from the total propulsion power and the acceleration additional power. 2. The type selection method according to claim 1, wherein the step of determining the acceleration additional power of the ship comprises: The acceleration additional power of the ship is determined according to the speed resistance curve of the ship and the speed change curve of the gas engine. 3. The type selection method according to claim 1, wherein the power of the motor is greater than or equal to the acceleration additional power. 4 . The type selection method according to claim 1 , wherein the total propulsion power−the acceleration additional power≤the power of the gas engine. 5 . 5. type selection method according to claim 1, is characterized in that, The selection method is also used to select a battery, and after the power of the motor is determined, the selection method further includes: Determine the capacity of the battery according to formula (1) E _b =P _m ×t ₁ ×η _b ×η _d ×η _m ×η _s ×η _L (1) E _b is the capacity of the battery; P _m is the power of the motor; t ₁ is the time required for entering and leaving the port; η _b is the battery efficiency; _ηd is the efficiency of the power conversion component; η _m is the motor efficiency; η _s is the transmission efficiency; η _L is the battery life reduction factor; and/or The selection method is also used to select a super capacitor, and after the power of the motor is determined, the selection method further includes: Determine the capacity of the supercapacitor according to formula (2) E _c =P _m ×t ₂ ×η _c ×η _d ×η _m ×η _s (2) E _c is the capacity of the super capacitor; t ₂ is the time for the ship to accelerate; η _c is the efficiency of the supercapacitor. 6. A ship, characterized in that the ship comprises: propeller; gas engine; an electric motor, the connection modes between the electric motor and the gas engine include a parallel mode and a series mode, and both the electric motor and the gas engine can be disconnectedly connected to the propeller; power components; a switching control assembly for controlling the connection or disconnection between the electric motor and the propeller, and for controlling the connection or disconnection between the gas engine and the propeller; an energy management component, the energy management component is used to control the power supply component to supply power to the motor; Wherein, the power of the gas engine and the power of the electric motor are selected according to the selection method of any one of claims 1 to 5. 7. The ship according to claim 6, wherein the propeller comprises a propeller shaft, the motor comprises a rotating shaft, the gas engine comprises an output shaft, the ship further comprises: a first clutch, the first clutch a first end of a clutch is connected to the output shaft of the gas engine, the switching control assembly is electrically connected to the first clutch to control engagement or disengagement of the first clutch; a switch assembly electrically connected to the motor, and the power supply assembly electrically connected to the switch assembly to deliver electrical energy to the motor or store electrical energy provided by the motor through the switch assembly, the energy a management component is electrically connected to the switch component to control the connection or disconnection of the switch component; Wherein, the ship further includes a gearbox and a second clutch, the output shaft of the gearbox is connected to the propeller shaft, the first end of the second clutch is connected to the first end of the rotating shaft, and the first end of the second clutch is connected to the first end of the rotating shaft. The second end of the second clutch is connected to the input shaft of the gearbox, the second end of the first clutch is connected to the propeller shaft, so that the electric motor and the gas engine are connected in parallel, and the switching control assembly is electrically connected to the second clutch to control engagement or disengagement of the second clutch, or The second end of the first clutch is connected to the first end of the rotating shaft, and the second end of the rotating shaft is connected to the propeller shaft to connect the electric motor and the gas engine in series. 8. The ship according to claim 7, characterized in that, the ship further comprises a power grid, and the power supply assembly comprises: a power conversion part, a first end of the power conversion part is connected to the switch assembly, and a second end of the power conversion part is connected to the grid; An energy storage part, the output end of the energy storage part is connected to the third end of the power conversion part to transmit electric energy to the power conversion part or store the electric energy provided by the power conversion part. 9. The vessel of claim 8, wherein the power conversion component comprises: a rectifier, the first end of the rectifier is connected to the grid; a DC busbar, the DC busbar is connected to the second end of the rectifier, and the DC busbar is connected to the output end of the energy storage component; an inverter, a first end of the inverter is connected to the DC busbar, and a second end of the inverter is connected to the switch assembly. 10. The vessel of claim 9, wherein: The power conversion component includes a first DC-DC converter, a first end of the first DC-DC converter is connected to the DC busbar, and the output end of the energy storage component includes a capacitor output end, The capacitor output terminal is connected to the second terminal of the first DC-DC converter; the energy storage component includes a super capacitor and a super capacitor management system, and the first terminal of the super capacitor is connected to the capacitor output terminal , the super capacitor management system is connected to the second end of the super capacitor; and/or The power conversion component includes a second DC-DC converter, a first end of the second DC-DC converter is connected to the DC busbar, and the output end of the energy storage component includes a battery output end, The battery output end is connected to the second end of the second DC-DC converter; the energy storage component includes a battery and a battery management system, the first end of the battery is connected to the battery output end, the A battery management system is connected to the second end of the battery.

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