TWM592853U - Hybrid power system - Google Patents

Abstract

The utility model discloses a hybrid power system. The hybrid power system is mainly constructed in a ship. In the abovementioned hybrid power system, the engine, the clutch, the motor, the gearbox and the propeller in said hybrid power system rotate coaxially. According to the crankshaft speed threshold of the ship and the state of charge interval of the main battery, the operation status and power management strategy of each component module are determined.

Description

複合動力系統Compound power system

本創作提供了一種複合動力系統，尤指一種引擎、離合器、馬達、變速箱以及螺槳共軸轉動，並且根據該船舶的曲軸轉速閾值和其主電池的電量狀態區間，來決定各個零件模組的運作狀態和能源分配策略的種複合動力系統。This creation provides a composite power system, especially an engine, clutch, motor, gearbox, and propeller that rotate coaxially, and determines each part module based on the ship's crankshaft speed threshold and the state of charge of its main battery The hybrid power system of the operating state and energy distribution strategy.

隨著全球溫室效應的加劇，世界各國對於工業、商業和運輸業活動的碳排放量也有進一步的控管。隨著環保意識的抬頭，各種具有燃油需求的產業優先被納入相關的考量。As the global greenhouse effect intensifies, countries around the world have further control over carbon emissions from industrial, commercial, and transportation activities. With the rising awareness of environmental protection, various industries with fuel demand are prioritized for consideration.

其中，交通運輸產業可謂是目前各類活動與燃油最直接相關的產業之一。也因如此，考量到此產業類別的特殊性，目前正往節省油耗的方向進行發展。然而，傳統油耗所帶來的動力實際上是遠比電流所帶來的動力高；受限於技術問題，目前較大型的載具尚無法純粹使用電能進行驅動。Among them, the transportation industry can be described as one of the industries most directly related to fuel oil. Because of this, considering the particularity of this industry category, it is currently developing in the direction of saving fuel consumption. However, the power brought by the traditional fuel consumption is actually much higher than the power brought by the current; due to technical problems, the current larger vehicles cannot yet be driven purely with electrical energy.

其中，又以船舶論之，航運或是水上觀光娛樂休閒活動皆仰賴船舶科技的使用。也因如此，在滿足各種水上航運動力需求的前提之下，各種複合動力船舶如雨後春筍般冒出。但目前的複合動力船舶仍有許多缺點待改進；例如，目前複合動力船舶的運作並無法將電力和油耗有效的整合到硬體中。Among them, in terms of ships, shipping or water-based sightseeing, entertainment and leisure activities rely on the use of ship technology. Because of this, on the premise of satisfying various water shipping power requirements, various composite power ships have sprung up. However, the current composite power ship still has many shortcomings to be improved; for example, the current operation of the composite power ship cannot effectively integrate electricity and fuel consumption into the hardware.

綜觀目前已經整合完硬體與控制策略判定的機制，也因為機制過於複雜的關係，一但發生問題的時候，相關技術人員不易檢修；且也不容易快速的找到問題的發生點。In view of the fact that the mechanism of hardware and control strategy determination has been integrated, because the mechanism is too complicated, once the problem occurs, the relevant technical personnel are not easy to overhaul; and it is not easy to quickly find the point of the problem.

先前技術中所提及現有的船舶複合動力系統軟硬體整合不佳，且系統過於複雜的問題，本創作提供了一種複合動力系統。As mentioned in the prior art, the existing ship composite power system has poor integration of hardware and software, and the system is too complicated. This creation provides a composite power system.

該複合動力系統設置於一船舶中。所述複合動力系統包含 一配電模組以及至少一推進模組。其中，該配電模組包含一主電池、一內部電源轉換器、一備用電池以及一外部電源轉換器。該至少一推進模組與該配電模組連接，每個推進模組包含一引擎、一離合器、一馬達、一變速箱、一螺槳以及一馬達驅動器。The composite power system is installed in a ship. The compound power system includes a power distribution module and at least one propulsion module. The power distribution module includes a main battery, an internal power converter, a backup battery, and an external power converter. The at least one propulsion module is connected to the power distribution module, and each propulsion module includes an engine, a clutch, a motor, a gearbox, a propeller, and a motor driver.

其中，該內部電源轉換器與該主電池連接，該備用電池與該內部電源轉換器連接，而該外部電源轉換器與該主電池連接。至於該引擎與該內部電源轉換器及該備用電池連接，該離合器與該引擎連接，該馬達則可分離地與該離合器連接。該變速箱與該馬達連接，而該螺槳與該變速箱連接，最後，該馬達驅動器與該馬達及該主電池連接。其中，該引擎、該離合器、該馬達、該變速箱以及該螺槳共軸轉動。Wherein, the internal power converter is connected to the main battery, the backup battery is connected to the internal power converter, and the external power converter is connected to the main battery. As for the engine connected to the internal power converter and the backup battery, the clutch is connected to the engine, and the motor is detachably connected to the clutch. The gearbox is connected to the motor, and the propeller is connected to the gearbox. Finally, the motor driver is connected to the motor and the main battery. Wherein, the engine, the clutch, the motor, the gearbox and the propeller rotate coaxially.

以上對本創作的簡述，目的在於對本創作之數種面向和技術特徵作一基本說明。新型簡述並非對本創作的詳細表述，因此其目的不在特別列舉本創作的關鍵性或重要元件，也不是用來界定本創作的範圍，僅為以簡明的方式呈現本創作的數種概念而已。The above brief description of this creation aims to provide a basic explanation of several aspects and technical characteristics of this creation. The new brief is not a detailed description of this creation, so its purpose is not to specifically list the key or important elements of this creation, nor to define the scope of this creation, but to present several concepts of this creation in a concise manner.

為能瞭解本創作的技術特徵及實用功效，並可依照說明書的內容來實施，茲進一步以如圖式所示的較佳實施例，詳細說明如後：In order to understand the technical characteristics and practical effects of this creation, and to implement it in accordance with the content of the specification, the preferred embodiment as shown in the figure is further described below, and the detailed description is as follows:

首先，請參照圖1，圖1係本創作實施例複合動力系統的系統架構圖。如圖1所示，本實施例中之複合動力系統10可以設置於船舶中。所述船舶可以是觀光休閒娛樂用的船舶或是運輸船等，本創作並不加以限制。First of all, please refer to FIG. 1, which is a system architecture diagram of the hybrid power system of this creative embodiment. As shown in FIG. 1, the composite power system 10 in this embodiment may be installed in a ship. The ship may be a ship for sightseeing, leisure and entertainment, or a transport ship, etc., and this creation is not limited.

而本實施例之複合動力系統10主要由配電模組100以及至少一推進模組200所構成。實際上，推進模組200的數量可以依據各種不同船舶的需求而並聯增設，本創作並不加以限制。以雙俥複合動力船為例，該種類型的船舶通常會設置兩組推進模組200，以此類推。The compound power system 10 of this embodiment is mainly composed of a power distribution module 100 and at least one propulsion module 200. In fact, the number of propulsion modules 200 can be added in parallel according to the needs of various ships, and this creation is not limited. Taking the Shuangli compound power ship as an example, this type of ship usually has two sets of propulsion modules 200, and so on.

在本實施例中，配電模組100包含主電池101、內部電源轉換器102、備用電池103以及外部電源轉換器104。而推進模組200與配電模組100連接，本實施例中之每個推進模組200包含引擎201、離合器202、馬達203、變速箱204、螺槳205以及馬達驅動器206。In this embodiment, the power distribution module 100 includes a main battery 101, an internal power converter 102, a backup battery 103, and an external power converter 104. The propulsion module 200 is connected to the power distribution module 100. Each propulsion module 200 in this embodiment includes an engine 201, a clutch 202, a motor 203, a gearbox 204, a propeller 205, and a motor driver 206.

其中，內部電源轉換器102與主電池101連接。在本實施例中，主電池101的電壓為350伏特（V）。更進一步來說，本實施例之主電池101可以選用多個鋰鐵電池或鋁電池進行串聯而構成。Among them, the internal power converter 102 is connected to the main battery 101. In this embodiment, the voltage of the main battery 101 is 350 volts (V). Furthermore, the main battery 101 of this embodiment may be formed by connecting a plurality of lithium iron batteries or aluminum batteries in series.

至於備用電池103則與內部電源轉換器102連接。在本實施例中，備用電池103的電壓為12伏特（V），該備用電池103可以選用鉛酸電池等可以接受並儲存引擎201轉換的電力之電池。The backup battery 103 is connected to the internal power converter 102. In this embodiment, the backup battery 103 has a voltage of 12 volts (V). The backup battery 103 may be a lead-acid battery that can receive and store the power converted by the engine 201.

而外部電源轉換器104同樣與主電池101連接。本實施例所述的內部電源轉換器102可以為單向直流／直流電源轉換器；至於外部電源轉換器104為雙向交流／直流電源轉換器（又可稱逆變器）。The external power converter 104 is also connected to the main battery 101. The internal power converter 102 described in this embodiment may be a unidirectional DC/DC power converter; and the external power converter 104 is a bidirectional AC/DC power converter (also called an inverter).

透過內部電源轉換器102，可以輕易的將主電池101的高電壓轉換為較低的電壓，以確保高電壓大電流的狀態僅供馬達203所用。以本實施例來說，作為內部電源轉換器102的直流／直流電源轉換器係可將330-350伏特（V）的直流電轉換為12伏特（V）的直流電。Through the internal power converter 102, the high voltage of the main battery 101 can be easily converted to a lower voltage to ensure that the state of high voltage and large current is only used by the motor 203. In this embodiment, the DC/DC power converter as the internal power converter 102 can convert 330-350 volts (V) of DC power to 12 volts (V) of DC power.

至於外部電源轉換器104則可將岸電301（Shore Power）之交流電轉換為直流電後，提供主電池101充電使用；亦可將主電池101所釋出之直流電，轉換為交流電後供應船舶上的酬載（Hotel Load）使用，本創作並不加以限制。As for the external power converter 104, the AC power of the shore power 301 (Shore Power) can be converted into DC power, and then the main battery 101 can be charged for use; the DC power released by the main battery 101 can also be converted into AC power to be supplied to the ship. Payload (Hotel Load) use, this creation is not limited.

在本實施例中，引擎201與內部電源轉換器102及備用電池103連接，而離合器202則與引擎201連接。又，馬達203可分離地與離合器202連接。基於本實施例上述的引擎201、離合器202和馬達203的共構架構，引擎201因為會頻繁的讓離合器202與馬達203不斷嚙合或分離，因此本實施例在引擎201與離合器202之間更設有一避震裝置。In this embodiment, the engine 201 is connected to the internal power converter 102 and the backup battery 103, and the clutch 202 is connected to the engine 201. In addition, the motor 203 is detachably connected to the clutch 202. Based on the above-mentioned common architecture of the engine 201, the clutch 202, and the motor 203 in this embodiment, the engine 201 will frequently make the clutch 202 and the motor 203 continuously engage or disengage, so this embodiment is further provided between the engine 201 and the clutch 202 There is a shock absorber.

所述避震裝置可以是任何阻尼材料或是彈簧避震器等避震裝置，用來減緩因為船舶航行模式頻繁切換而導致離合器202頻繁放開或嚙合馬達203的衝擊，進一步減少複合動力系統10需要維修的可能性與風險。The shock absorber may be any damping material or a spring shock absorber and other shock absorbers, used to reduce the impact of the clutch 202 being frequently released or engaging the motor 203 due to frequent switching of the ship's navigation mode, and further reducing the composite power system 10 The possibility and risk of maintenance.

據此，本實施例之變速箱204與馬達203連接，讓馬達203多一層可供調變的速度選擇。而螺槳205與變速箱204連接，具體提供船舶推進的作用力。最後，馬達驅動器206與馬達203及主電池101連接，使主電池101供應的直流電可以透過馬達驅動器206中的操作方式變換馬達203的運轉模式。According to this, the gearbox 204 of this embodiment is connected to the motor 203, so that the motor 203 has one more layer for the speed selection of modulation. The propeller 205 is connected to the gearbox 204 to specifically provide the propulsive force of the ship. Finally, the motor driver 206 is connected to the motor 203 and the main battery 101 so that the DC power supplied by the main battery 101 can change the operation mode of the motor 203 through the operation mode in the motor driver 206.

在本實施例中，引擎201、離合器202、馬達203、變速箱204以及螺槳205共軸轉動。透過此硬體架構，本實施例之複合動力系統10可以隨時決定是否要讓引擎201介入，和馬達203一起供給螺槳205推進力。因此，有關本實施例之複合動力系統10的運作方法請參照圖2。In this embodiment, the engine 201, clutch 202, motor 203, gearbox 204, and propeller 205 rotate coaxially. Through this hardware architecture, the hybrid power system 10 of this embodiment can decide at any time whether to let the engine 201 intervene and supply the propeller 205 propulsion together with the motor 203. Therefore, please refer to FIG. 2 for the operation method of the compound power system 10 of this embodiment.

請參照圖2，圖2係本創作實施例複合動力系統運作方法的流程圖。如圖2所示，圖2中的實施例係以圖1中的實施例為架構之下運行的。因此，步驟(a)係提供一複合動力系統。本實施例所稱之複合動力系統即圖1中所示之複合動力系統10。Please refer to FIG. 2, which is a flowchart of the operation method of the hybrid power system of the present embodiment. As shown in FIG. 2, the embodiment in FIG. 2 runs under the architecture of the embodiment in FIG. 1. Therefore, step (a) provides a hybrid power system. The compound power system referred to in this embodiment is the compound power system 10 shown in FIG. 1.

接著，執行步驟(b)，判斷該船舶的曲軸轉速大於、等於或小於一曲軸轉速閾值；並且馬上執行步驟(c)，判斷該船舶之該主電池的一電量狀態區間。在步驟(b)中，船舶的曲軸轉速係以裝載前述複合動力系統10的船舶為主。有關船舶曲軸轉速的計算方式除了依照引擎201之轉速表的資訊獲得之外，更可透過船載的多個加速度感測器、液體阻力感測器、傾斜晶片、陀螺儀或GPS定位訊號輔助計算而獲得。Next, step (b) is executed to determine that the ship's crankshaft speed is greater than, equal to or less than a crankshaft speed threshold; and step (c) is immediately executed to determine a state-of-charge interval of the ship's main battery. In step (b), the ship's crankshaft rotation speed is mainly based on the ship on which the aforementioned hybrid power system 10 is mounted. The calculation method of the ship's crankshaft speed can be obtained in addition to the information of the engine 201 tachometer, and can also be assisted by multiple acceleration sensors, liquid resistance sensors, tilt chips, gyroscopes or GPS positioning signals onboard the ship And get.

至於步驟(c)中的主電池101之電量狀態為何種電量狀態區間，則可透過測量主電池101的溫度（溫度感測器）、電流、電壓或重量推算而得。換言之，上述各種裝設在船舶各處的感測器會綜合其數據決定馬達驅動器206、離合器202和引擎201的運轉策略。As for the state of charge state of the main battery 101 in step (c), it can be calculated by measuring the temperature (temperature sensor), current, voltage, or weight of the main battery 101. In other words, the above-mentioned various sensors installed in various places of the ship will integrate their data to determine the operation strategy of the motor driver 206, the clutch 202 and the engine 201.

接著，執行步驟(d)，依據該曲軸轉速閾值以及該電量狀態區間決定一航行模式的種類。在本實施例中，所述之該航行模式包含一純電航行模式、一發電航行模式、一加速航行模式及一高速航行模式。當然，本實施例更可增設手動模式，讓有經驗的船舶駕駛得自行調節航行模式。亦可以增設緊急模式，讓備用電池103得以在危險時替代主電池101使用一段時間或供給船舶的部分具有維生功能的酬載（Hotel Load）。Next, step (d) is executed, and a type of navigation mode is determined according to the crankshaft rotation speed threshold and the power state interval. In this embodiment, the navigation mode includes a pure electric navigation mode, a power generation navigation mode, an acceleration navigation mode, and a high-speed navigation mode. Of course, in this embodiment, a manual mode can be added, so that experienced ships can adjust the navigation mode by themselves. An emergency mode can also be added to allow the backup battery 103 to replace the main battery 101 for a period of time or to provide part of the ship with a life-supporting payload (Hotel Load) when it is dangerous.

最後，執行步驟(e)，即時偵測該曲軸轉速閾值以及該電量狀態區間變化，並即時切換該航行模式的種類。在本實施例中，實質上步驟(e)即為步驟(b)-(d)的重複循環，直至船舶無任何作業或航行需求，才會進入待機模式以節省能源。Finally, step (e) is executed to detect the crankshaft speed threshold and the state change of the power state in real time, and switch the type of the navigation mode in real time. In this embodiment, step (e) is essentially a repetitive cycle of steps (b)-(d), and the ship will not enter the standby mode to save energy until it has no operation or navigation requirements.

在本實施例中，曲軸轉速閾值選用1500轉／分鐘（r.p.m.）作為基準點；而電量狀態區間則有第一電量狀態區間、第二電量狀態區間及第三電量狀態區。其中第一電量狀態區間為0-20%，第二電量狀態區間為20-80%，第三電量狀態區間則為80%-100%。In this embodiment, the crankshaft speed threshold is selected to be 1500 revolutions per minute (r.p.m.) as a reference point; and the power state interval includes a first power state interval, a second power state interval, and a third power state area. The first power state interval is 0-20%, the second power state interval is 20-80%, and the third power state interval is 80%-100%.

本實施例所述的曲軸轉速閾值係以船舶的真實曲軸轉速作為依據，所謂的真實曲軸轉速即會將船舶推進的轉速、功率以及船舶所受到的阻力進行綜合判斷後所獲得的數據，並不會單以引擎201之轉速表進行判斷。The crankshaft speed threshold described in this embodiment is based on the real crankshaft speed of the ship. The so-called real crankshaft speed is the data obtained by comprehensively judging the speed, power and resistance of the ship's propulsion, and is not The judgment will be based on the engine 201 tachometer.

因此，當步驟(b)-(c)中進行判定該船舶的曲軸轉速時，若船舶上裝設的感測器綜合測得船舶的曲軸轉速小於該曲軸轉速閾值且該電量狀態區間介於但不等於第二電量狀態區間（20-80%）的端點時，一律切換至該純電航行模式。Therefore, when the crankshaft speed of the ship is determined in steps (b)-(c), if the sensor installed on the ship comprehensively measures the crankshaft speed of the ship is less than the crankshaft speed threshold and the power state interval is between but When it is not equal to the end point of the second power state interval (20-80%), it will switch to the pure electric navigation mode.

在純電航行的模式下，引擎201永不運作，且離合器202也保持斷開的狀態。此時，將會單靠主電池101供應馬達驅動器206電力，接著進一步將電力遞送致馬達203中，推進船舶前進。在非手動切換的狀態下，純電航行模式會不斷增加船舶的速度。In the pure electric navigation mode, the engine 201 never operates, and the clutch 202 also remains in a disconnected state. At this time, the power of the motor driver 206 will be supplied by the main battery 101 alone, and then the power will be further delivered to the motor 203 to advance the ship. In the state of non-manual switching, the pure electric navigation mode will continuously increase the speed of the ship.

當船舶的曲軸轉速大於或等於該曲軸轉速閾值時，若非手動切換航行模式的狀態下，隨之而來的便是檢查該船舶之電量狀態區間係介於何種電量狀態區間中。如前所述，若船舶之電量狀態區間介於或等於該第一電量狀態區間的端點（0-20%）時，切換至該發電航行模式。When the crankshaft speed of the ship is greater than or equal to the crankshaft speed threshold, if the sailing mode is not manually switched, it is followed by checking the power state interval of the ship. As mentioned above, if the power state interval of the ship is at or equal to the end point (0-20%) of the first power state interval, it switches to the power generation navigation mode.

在發電航行模式中，此狀態代表主電池101已經幾乎沒有電力可以供給馬達驅動器206和馬達203運作。因此，在發電航行模式中，會將船舶的航行速度進行上限控管，且全程僅開啟引擎201，不開啟馬達203。In the power generation navigation mode, this state represents that the main battery 101 has almost no power to supply the motor driver 206 and the motor 203 to operate. Therefore, in the power generation sailing mode, the sailing speed of the ship is controlled at an upper limit, and only the engine 201 and the motor 203 are not turned on at all times.

但由於本實施例之複合動力系統10運行時後必須要將引擎201的燃油動力透過離合器202接合至馬達203才能運作，讓船舶獲得推進力。因此，透過離合器202的接合動作，配合維持定速上限的船舶航行速度（即定速的曲軸轉速），可將超出速度上限之引擎201的運轉能量，以馬達203逆發電的形式將引擎201所發出的電力回充至主電池101或是備用電池103之中（如圖1馬達驅動器206旁的雙線箭頭所示）。以供主電池101的電量狀態恢復。However, since the hybrid power system 10 of this embodiment must be operated, the fuel power of the engine 201 must be engaged with the motor 203 through the clutch 202 to operate, so that the ship can obtain propulsion. Therefore, through the engagement action of the clutch 202, in conjunction with maintaining the ship's sailing speed at the upper limit of the fixed speed (that is, the crank speed of the fixed speed), the operating energy of the engine 201 that exceeds the upper limit of the speed can be used to reverse the power generation of the engine 201 by the motor 203. The generated electric power is recharged into the main battery 101 or the backup battery 103 (as shown by the double-line arrow beside the motor driver 206 in FIG. 1). To restore the state of charge of the main battery 101.

同理，無論是手動或是自動，若船舶有自低速迅速加速至高曲軸轉速的需求（例如4000轉／分鐘（r.p.m））時，會優先判斷主電池101的電量狀態區間是否介於但不等於該第二電量狀態區間（20-80%）的端點。如是，則可切換至該加速航行模式。在加速航行模式的初期，由於船舶的曲軸轉速尚未達到高曲軸轉速的需求（例如4000轉／分鐘（r.p.m）），因此會依照操船的駕駛員對於如操車器的操作狀況，視情況讓引擎201和馬達203同時啟動，藉此在短時間內讓船舶的曲軸轉速以極高的效率進行加速。Similarly, whether it is manual or automatic, if the ship needs to accelerate rapidly from low speed to high crankshaft speed (for example, 4000 revolutions per minute (rpm)), it will first determine whether the state of charge of the main battery 101 is between but not equal to The end point of the second power state interval (20-80%). If yes, you can switch to this accelerated navigation mode. In the early stage of the accelerated navigation mode, since the ship’s crankshaft speed has not yet reached the high crankshaft speed requirement (for example, 4000 revolutions per minute (rpm)), the engine 201 will be used according to the operating conditions of the ship’s driver for such as the manipulator. Simultaneously with the motor 203, the ship's crankshaft speed is accelerated with extremely high efficiency in a short time.

最後，若船舶的電量狀態區間等於或大於該第三電量狀態區間（80%-100%）的端點時，則會切換至該高速航行模式。在高速航行的模式下，便會先透過馬達203以最高轉速帶動到一定的船速（例如曲軸轉速閾值1500轉／分鐘（r.p.m））後，立刻關閉馬達203並啟動引擎201的最高速。藉此，能夠讓引擎201穩定以最少的油耗維持船舶的極高速運轉。Finally, if the ship's power state interval is equal to or greater than the end point of the third power state interval (80%-100%), it will switch to the high-speed navigation mode. In the high-speed navigation mode, the motor 203 is first used to drive the ship at the highest speed to a certain speed (for example, the crankshaft speed threshold is 1500 rpm), and then the motor 203 is immediately turned off and the maximum speed of the engine 201 is started. As a result, the engine 201 can maintain the extremely high-speed operation of the ship with minimum fuel consumption.

綜上，本實施例所採用的曲軸轉速閾值1500轉／分鐘（r.p.m）、第一電量狀態區間（0-20%）、第二電量狀態區間（20-80%）以及第三電量狀態區間（80%-100%）等最佳參數，其馬達203進行運轉時，約轉至2500轉／分鐘（r.p.m.）時可另接續運轉的引擎201有最佳的油耗表現，據此達到及據減低碳排放的目的。In summary, the crankshaft speed threshold used in this embodiment is 1500 revolutions per minute (rpm), the first power state interval (0-20%), the second power state interval (20-80%), and the third power state interval ( 80%-100%) and other optimal parameters, when the motor 203 is running, the engine 201 that can be continuously operated when it is turned to about 2500 revolutions per minute (rpm) has the best fuel consumption performance, and accordingly achieves and reduces carbon The purpose of the discharge.

惟以上所述者，僅為本創作之較佳實施例而已，當不能以此限定本創作實施之範圍，即依本創作申請專利範圍及說明內容所作之簡單變化與修飾，皆仍屬本創作涵蓋之範圍內。However, the above are only the preferred embodiments of this creation, but the scope of the implementation of this creation cannot be limited by this, that is, the simple changes and modifications made in accordance with the scope of the patent application for the creation and the description content still belong to this creation Covered.

10:複合動力系統 100:配電模組 101:主電池 102:內部電源轉換器 103:備用電池 104:外部電源轉換器 200:推進模組 201:引擎 202:離合器 203:馬達 204:變速箱 205:螺槳 206:馬達驅動器 301:岸電 302:酬載 (a)~(e):步驟10: Compound power system 100: power distribution module 101: main battery 102: Internal power converter 103: Backup battery 104: external power converter 200: Propulsion module 201: Engine 202: clutch 203: Motor 204: gearbox 205: Propeller 206: Motor drive 301: Shore power 302: Payload (a)~(e): steps

圖1係本創作實施例複合動力系統的系統架構圖。 圖2係本創作實施例複合動力系統運作方法的流程圖。 FIG. 1 is a system architecture diagram of the composite power system of the present authoring embodiment. FIG. 2 is a flowchart of the operation method of the composite power system of the present embodiment.

10:複合動力系統 10: Compound power system

100:配電模組 100: power distribution module

101:主電池 101: main battery

102:內部電源轉換器 102: Internal power converter

103:備用電池 103: Backup battery

104:外部電源轉換器 104: external power converter

200:推進模組 200: Propulsion module

201:引擎 201: Engine

202:離合器 202: clutch

203:馬達 203: Motor

204:變速箱 204: gearbox

205:螺槳 205: Propeller

206:馬達驅動器 206: Motor drive

301:岸電 301: Shore power

302:酬載 302: Payload

Claims (7)

一種複合動力系統，該複合動力系統設置於一船舶中，該複合動力系統包含： 一配電模組，該配電模組包含： 一主電池； 一內部電源轉換器，與該主電池連接； 一備用電池，與該內部電源轉換器連接； 一外部電源轉換器，與該主電池連接； 至少一推進模組，與該配電模組連接，每個推進模組包含： 一引擎，與該內部電源轉換器及該備用電池連接； 一離合器，與該引擎連接； 一馬達，可分離地與該離合器連接； 一變速箱，與該馬達連接； 一螺槳，與該變速箱連接；以及 一馬達驅動器，與該馬達及該主電池連接； 其中，該引擎、該離合器、該馬達、該變速箱以及該螺槳共軸轉動。 A composite power system is provided in a ship. The composite power system includes: A power distribution module, the power distribution module includes: A main battery; An internal power converter connected to the main battery; A spare battery connected to the internal power converter; An external power converter connected to the main battery; At least one propulsion module is connected to the power distribution module, and each propulsion module includes: An engine connected to the internal power converter and the backup battery; A clutch connected to the engine; A motor is detachably connected to the clutch; A gearbox connected to the motor; A propeller connected to the gearbox; and A motor driver connected to the motor and the main battery; Wherein, the engine, the clutch, the motor, the gearbox and the propeller rotate coaxially. 如請求項1所述的複合動力系統，其中該主電池的電壓為350伏特（V）。The hybrid power system according to claim 1, wherein the voltage of the main battery is 350 volts (V). 如請求項1所述的複合動力系統，其中該備用電池的電壓為12伏特（V）。The hybrid power system according to claim 1, wherein the backup battery has a voltage of 12 volts (V). 如請求項1所述的複合動力系統，其中該內部電源轉換器為單向直流／直流電源轉換器。The composite power system according to claim 1, wherein the internal power converter is a unidirectional DC/DC power converter. 如請求項1所述的複合動力系統，其中該外部電源轉換器為雙向交流／直流電源轉換器。The hybrid power system according to claim 1, wherein the external power converter is a bidirectional AC/DC power converter. 如請求項5所述的複合動力系統，其中該外部電源轉換器更與一岸電（Shore Power）、至少一酬載（Hotel Load）或其組合連接。The hybrid power system according to claim 5, wherein the external power converter is further connected to a shore power (Shore Power), at least one pay load (Hotel Load), or a combination thereof. 如請求項1所述的複合動力系統，其中該引擎與該離合器之間更設有一避震裝置。The compound power system according to claim 1, wherein a shock absorber is further provided between the engine and the clutch.

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