CN112238790B - Control method of marine storage battery unit and hybrid electric propulsion system - Google Patents
Control method of marine storage battery unit and hybrid electric propulsion system Download PDFInfo
- Publication number
- CN112238790B CN112238790B CN202010975377.4A CN202010975377A CN112238790B CN 112238790 B CN112238790 B CN 112238790B CN 202010975377 A CN202010975377 A CN 202010975377A CN 112238790 B CN112238790 B CN 112238790B
- Authority
- CN
- China
- Prior art keywords
- battery unit
- storage battery
- management module
- fuel cell
- energy
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000003860 storage Methods 0.000 title claims abstract description 282
- 238000000034 method Methods 0.000 title claims abstract description 72
- 230000005611 electricity Effects 0.000 claims description 7
- 238000007665 sagging Methods 0.000 claims description 6
- 239000000446 fuel Substances 0.000 description 354
- 238000007726 management method Methods 0.000 description 214
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 92
- 239000001257 hydrogen Substances 0.000 description 90
- 229910052739 hydrogen Inorganic materials 0.000 description 90
- 230000001276 controlling effect Effects 0.000 description 51
- 230000009467 reduction Effects 0.000 description 14
- 239000000295 fuel oil Substances 0.000 description 13
- 230000008859 change Effects 0.000 description 10
- 238000011217 control strategy Methods 0.000 description 10
- 238000010586 diagram Methods 0.000 description 10
- 230000001052 transient effect Effects 0.000 description 10
- 230000000694 effects Effects 0.000 description 9
- 230000008569 process Effects 0.000 description 9
- 238000004891 communication Methods 0.000 description 8
- 238000004134 energy conservation Methods 0.000 description 8
- 238000007599 discharging Methods 0.000 description 7
- 238000012544 monitoring process Methods 0.000 description 7
- 230000002457 bidirectional effect Effects 0.000 description 6
- 230000001105 regulatory effect Effects 0.000 description 6
- 238000012423 maintenance Methods 0.000 description 5
- 238000010248 power generation Methods 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 4
- 238000007689 inspection Methods 0.000 description 4
- 230000002035 prolonged effect Effects 0.000 description 4
- 238000012360 testing method Methods 0.000 description 4
- 230000001960 triggered effect Effects 0.000 description 4
- 230000003247 decreasing effect Effects 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000000630 rising effect Effects 0.000 description 3
- 230000000087 stabilizing effect Effects 0.000 description 3
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000009826 distribution Methods 0.000 description 2
- 238000004146 energy storage Methods 0.000 description 2
- 229910052744 lithium Inorganic materials 0.000 description 2
- GELKBWJHTRAYNV-UHFFFAOYSA-K lithium iron phosphate Chemical compound [Li+].[Fe+2].[O-]P([O-])([O-])=O GELKBWJHTRAYNV-UHFFFAOYSA-K 0.000 description 2
- 239000000178 monomer Substances 0.000 description 2
- 239000012495 reaction gas Substances 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 239000002551 biofuel Substances 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 210000004556 brain Anatomy 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000004883 computer application Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000003745 diagnosis Methods 0.000 description 1
- QHGJSLXSVXVKHZ-UHFFFAOYSA-N dilithium;dioxido(dioxo)manganese Chemical compound [Li+].[Li+].[O-][Mn]([O-])(=O)=O QHGJSLXSVXVKHZ-UHFFFAOYSA-N 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 238000005286 illumination Methods 0.000 description 1
- 230000002427 irreversible effect Effects 0.000 description 1
- 229910000625 lithium cobalt oxide Inorganic materials 0.000 description 1
- OVAQODDUFGFVPR-UHFFFAOYSA-N lithium cobalt(2+) dioxido(dioxo)manganese Chemical compound [Li+].[Mn](=O)(=O)([O-])[O-].[Co+2] OVAQODDUFGFVPR-UHFFFAOYSA-N 0.000 description 1
- BFZPBUKRYWOWDV-UHFFFAOYSA-N lithium;oxido(oxo)cobalt Chemical compound [Li+].[O-][Co]=O BFZPBUKRYWOWDV-UHFFFAOYSA-N 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
- 239000002994 raw material Substances 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
-
- 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
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/32—Waterborne vessels
-
- 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
-
- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Ocean & Marine Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Fuel Cell (AREA)
Abstract
The embodiment of the invention discloses a control method of a marine storage battery unit and a hybrid electric propulsion system, wherein the method comprises the following steps: the energy comprehensive management module sets a storage battery unit as a main control battery unit; the energy comprehensive management module receives the power demand information of the whole ship and acquires the charge state information of each storage battery unit; the main control battery unit distributes the power supply quantity of each battery unit according to the charge state information of each battery unit and combines the whole ship power consumption request information, and the energy comprehensive management module controls the power supply of the corresponding connected battery units according to the distributed power supply quantity. The technical scheme provided by the embodiment of the invention avoids the overcharge or overdischarge of each storage battery unit on the ship, prolongs the service life of the storage battery unit, and improves the stability and safety of the power system.
Description
Technical Field
The embodiment of the invention relates to the technical field of ship power supplies, in particular to a control method of a marine storage battery unit and a hybrid electric propulsion system.
Background
As a main vehicle at sea, ships have put higher demands on research on power supply systems and power supply strategies of ships.
Due to the limitations of the production technology level, the performance between the battery cells has a certain variability in the production or use process. The difference can lead to unbalanced charge and discharge among the storage battery monomers, and cause overcharge or overdischarge of one storage battery monomer, so that leakage, combustion, firing and explosion of the storage battery are caused, and serious safety accidents are caused. Even if measures are taken to avoid overcharge and overdischarge, the performance of the battery pack is also dependent on the unit cell with the worst performance, so that the cycle life of the whole battery pack is greatly reduced.
Disclosure of Invention
The embodiment of the invention provides a control method of a marine storage battery unit and a hybrid electric propulsion system, which are used for avoiding overcharge or overdischarge of each storage battery unit on a ship, prolonging the service life of the storage battery unit and improving the stability and safety of an electric power system.
In a first aspect, an embodiment of the present invention provides a method for controlling a marine storage battery unit, where the marine storage battery unit includes a plurality of storage battery units, each of the storage battery units is connected to an energy integrated management module, and the method includes:
The energy comprehensive management module sets a storage battery unit as a main control battery unit;
The energy comprehensive management module receives the whole ship electricity request information and acquires the charge state information of each storage battery unit;
The main control battery unit distributes the power supply quantity of each storage battery unit according to the charge state information of each storage battery unit and the whole ship power demand information,
And the energy comprehensive management module controls the corresponding connected storage battery units to supply power according to the distributed power supply quantity.
Optionally, the setting a storage battery unit as the main control battery unit by the integrated energy management module includes:
the energy comprehensive management module judges whether the storage battery unit meets the preset conditions of successful connection and whether the state of charge of the storage battery unit meets the discharge requirement, and if so, the storage battery unit is controlled to enter a main control mode; if not, then
And the energy integrated management module judges whether the next storage battery unit meets the preset condition or not until the setting of the main control battery unit is completed.
Optionally, the control method further comprises;
the energy integrated management module judges whether the main control battery unit is connected with the main control battery unit and whether the state of charge of the storage battery unit meets the discharge requirement or not, and if so, the main control mode is maintained; and if not, exiting the main control mode.
After exiting the main control mode, the method further comprises the following steps:
the energy integrated management module sets the next storage battery unit as a main control battery unit.
Optionally, the control method further includes:
and after each storage battery unit is set to be failed to be a main control battery unit, the energy integrated management module controls the power supply quantity of each storage battery unit according to a sagging control mode.
Optionally, controlling the power supply amount of each battery cell according to the droop control mode includes:
and the energy comprehensive management module controls the power supply quantity of each storage battery unit in a peer-to-peer manner.
Optionally, the energy integrated management module controls the power supply of the corresponding connected storage battery unit according to the distributed power supply amount, including:
The energy comprehensive management module determines corresponding request power according to the power supply quantity;
And the storage battery unit outputs corresponding output current according to the request power.
Optionally, the storage battery unit outputs a corresponding output current according to the request power, and the corresponding output current is determined based on the following equation:
IVOC-I2R-Prequest＝0；
Wherein Voc is the open-circuit voltage of the storage battery unit under a charge reserve, and I is the output current; r is the equivalent internal resistance of the storage battery unit, and P request is the request power of the storage battery unit.
Optionally, the control method further includes:
if the equation has a real root, controlling the output current to be;
if no real root exists, the control output current is:
Optionally, the control method further includes:
The integrated energy management module determines the charge reserve of each of the storage batteries and triggers an alarm unit on the ship when the charge reserve of the storage battery unit is less than 30%.
In a second aspect, an embodiment of the present invention provides a hybrid electric propulsion system, including an energy integrated management module, and further including a plurality of battery units, each of the battery units being connected to the energy integrated management module; the energy integrated management module is used for setting a storage battery unit as a main control battery unit; the system is used for receiving the power demand information of the whole ship and acquiring the charge state information of each storage battery unit; the main control battery unit distributes the power supply quantity of each storage battery unit according to the charge state information of each storage battery unit and in combination with the whole ship power consumption request information; the energy integrated management module is also used for controlling the power supply of the corresponding connected storage battery unit according to the distributed power supply quantity.
The embodiment of the invention provides a control method of a marine storage battery unit and a hybrid electric propulsion system, wherein the hybrid electric propulsion system comprises a plurality of storage battery units and an energy integrated management module, each storage battery unit is connected with the energy integrated management module, and the control method comprises the following steps: the energy comprehensive management module sets a storage battery unit as a main control battery unit; the energy comprehensive management module receives the power demand information of the whole ship and acquires the charge state information of each storage battery unit; the main control battery unit distributes the power supply quantity of each battery unit according to the charge state information of each battery unit and combines the whole ship power consumption request information, and the energy comprehensive management module controls the power supply of the corresponding connected battery units according to the distributed power supply quantity. According to the technical scheme provided by the embodiment of the invention, the storage battery unit is set as the main control battery unit through the energy comprehensive management module, the main control battery unit distributes the power supply quantity of each storage battery unit according to the charge state information of each storage battery unit and combines the power consumption request information of the whole ship, and the energy comprehensive management module controls the energy output of the corresponding connected storage battery unit according to the distributed power supply quantity, so that the overcharge or overdischarge of each storage battery unit on the ship is avoided, the service life of the storage battery unit is prolonged, and the stability and safety of a power system are improved.
Drawings
FIG. 1 is a block diagram of a hybrid electric propulsion system provided in an embodiment of the present invention;
FIG. 2 is a schematic diagram of the connection between the controllers in the hybrid electric propulsion system of FIG. 1;
FIG. 3 is a block diagram of another hybrid electric propulsion system provided by an embodiment of the present invention;
FIG. 4 is a block diagram of another hybrid electric propulsion system provided by an embodiment of the present invention;
FIG. 5 is a flowchart of a method for starting a hybrid electric propulsion system according to an embodiment of the present invention;
fig. 6 is a flowchart of a control method of a marine battery unit according to an embodiment of the present invention;
FIG. 7 is a voltage graph of a marine battery according to an embodiment of the present invention;
fig. 8 is a flowchart of a control method of a marine fuel cell unit according to an embodiment of the present invention;
FIG. 9 is a flow chart for each of the steps in step S310 in the method flow chart shown in FIG. 8;
FIG. 10 is another flow chart for each of the steps in step S310 in the method flow chart shown in FIG. 8;
FIG. 11 is a flow chart for each of the steps in step S330 in the method flow chart shown in FIG. 8;
Fig. 12 is a flowchart of another control method of a marine fuel cell unit according to an embodiment of the present invention;
FIG. 13 is a schematic view of a control strategy for a marine fuel cell unit under non-mode control according to an embodiment of the present invention;
FIG. 14 is a schematic view of the opening level of a marine fuel cell unit under non-mode control according to an embodiment of the present invention;
FIG. 15 is a schematic view of the number of on-state fuel cells for a ship in a non-mode control according to an embodiment of the present invention;
Fig. 16 is a flowchart of a control method of a marine fuel cell unit under mode control according to an embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
An embodiment of the present invention provides a hybrid electric propulsion system, and fig. 1 is a block diagram of a hybrid electric propulsion system provided by an embodiment of the present invention, and referring to fig. 1, the hybrid electric propulsion system includes:
a start switch 110 for generating a start signal according to the input start information;
The uninterruptible power supply unit 120 is connected with the starting switch 110 and is used for supplying power to the storage battery unit 12, the fuel cell unit 11 and the energy integrated management module 30 according to a starting signal so as to enable the storage battery unit 12, the fuel cell unit 11 and the energy integrated management module 30 to complete self-checking;
The energy integrated management module 30 is connected with the starting switch 110, and is used for acquiring self-checking result information of the storage battery unit 12 and the fuel cell unit 11 after receiving a starting signal, and judging whether the hybrid electric propulsion system meets starting conditions or not by combining the self-checking result information;
The mode selection unit 80 is connected with the energy integrated management module 30, and is used for selecting a starting mode and generating a corresponding mode signal according to the starting mode; the integrated energy management module 30 is further configured to start the battery unit 12 and the fuel cell unit 11 according to the mode signal, and allocate energy outputs of the battery unit 12 and the fuel cell unit 11;
The battery unit 12 and the fuel cell unit 11 are connected to the dc bus L, and the battery unit 12 and the fuel cell unit 11 are configured to supply power to the dc bus L to supply power to the load 40.
Specifically, the power system on the ship includes a power supply side and a power utilization side, wherein the power supply side is a hybrid electric propulsion system, and the power utilization side is a load 40 on the ship. For example, the marine load 40 may include cabin machinery, deck machinery, marine lighting, navigation equipment, ac propulsion motors, and other point of use facilities. The power supply side comprises a power supply module 10 for providing electric energy and an energy integrated management module 30 for allocating the energy output of the power supply module 10. The hybrid electric propulsion system includes a start switch 110, and the start switch 110 may generate a start signal according to the input start information. The integrated energy management module 30 is connected to the start switch 110, and may be electrically connected or communicatively connected. For example, the start switch 110 is a start button on the ship, when the start button is pressed, information transmission between the integrated energy management module 30 and the start switch 110 can be enabled, and the integrated energy management module 30 can receive a start signal of the hybrid electric propulsion system on the ship. The hybrid electric propulsion system further includes an uninterruptible power supply (Uninterruptible Power System, USP) unit 120, the uninterruptible power supply unit 120 being connected to the start switch 110 either electrically or communicatively. The uninterruptible power supply unit 120 supplies power to the battery unit 12, the fuel cell unit 12 and the integrated energy management module according to the received start signal, so that the battery unit 12, the fuel cell unit 11 and the integrated energy management module 30 complete self-test. The uninterruptible power supply unit 120 supplies weak electricity to the storage battery unit 12, the fuel cell unit 11 and the energy integrated management module 30, and the self-checking of the system is satisfied. The purpose is to know the states of the fuel cell unit 11 and the storage battery unit 12 in the power supply module 10 on the ship, and the state of the energy comprehensive management module 30, and determine whether the condition of starting the hybrid electric propulsion system is met according to the fed-back self-checking information, so that the system can be started safely.
The planned maintenance system (PLANNED MAINTENANCE SYSTEM, PMS) is that a set of detailed periodic maintenance plans is made by the shipper according to the related requirements of the current regulations of China class society (China Classification Society, CCS) and the specifications of equipment manufacturing factories, and the ship is implemented and implemented on the ship through the plans, so that the ship machinery is always kept in a good technical state. The integrated energy management module 30 may be a set of computer application systems that are based on a shared database, and run on a ship and a shore-based computer system, respectively, and simultaneously have five functions of Planning Maintenance System (PMS) management, ship spare part management, basic database management, report management, and ship-shore data exchange.
The mode selection unit 80 is configured to select a start mode, and generate a corresponding mode signal according to the start mode; the integrated energy management module 30 is further configured to start the battery unit 12 and the fuel cell unit 11 according to the mode signal; the storage battery unit 12 and the fuel cell unit 11 are connected with the energy integrated management module 30, and the energy integrated management module 30 turns on the storage battery unit 12 and the fuel cell unit 11 according to the mode signal and adjusts the energy output of the storage battery unit 12 and the fuel cell unit 11; the battery unit 12 and the fuel cell unit 11 are used to supply power to the dc bus L to supply power to the load 40.
The energy integrated management module in the embodiment of the invention is connected with the power supply module, and can allocate the energy output of the fuel cell unit and the storage battery unit according to the mode signal or the speed signal. When the ship is in different working modes, mode signals corresponding to the different working modes can be sent to the energy comprehensive management module, and at the moment, the energy comprehensive management module adjusts the energy output of the fuel cell unit and the energy output of the storage battery unit according to the received mode signals and the power requirement of the load. The energy output of the fuel cell unit and the energy output of the storage battery unit are regulated according to the mode signal or the speed signal through the energy comprehensive management module, so that the stability of the power system is improved, the self-checking of the power system is finished before starting, the safety of the power system is improved, the use characteristics and the service life of devices on a ship are ensured, and the effects of energy conservation and emission reduction are improved.
Optionally, the starting mode comprises a parking mode, an entry and exit mode, a sailing mode and a half-speed mode; the integrated energy management module 30 is further configured to allocate the energy outputs of the battery unit 12 and the fuel cell unit 11 according to a parking mode control strategy when the parking mode is selected to cause the hybrid electric propulsion system to enter the parking mode, allocate the energy outputs of the battery unit 12 and the fuel cell unit 11 according to an entry mode control strategy when the entry mode is selected to cause the hybrid electric propulsion system to enter the entry mode, allocate the energy outputs of the battery unit 12 and the fuel cell unit 11 according to a voyage mode control strategy when the voyage mode is selected to cause the hybrid electric propulsion system to enter the voyage mode, and allocate the energy outputs of the battery unit 12 and the fuel cell unit 11 according to a half-speed mode control strategy when the half-speed mode is selected to cause the hybrid electric propulsion system to enter the half-speed mode.
Optionally, fig. 2 is a schematic diagram illustrating a connection relationship between controllers in the hybrid electric propulsion system shown in fig. 1; referring to fig. 1-2, further including converter units connected between the direct current bus L and the fuel cell unit 11 and between the direct current bus L and the battery unit 12 in one-to-one correspondence; the fuel cell unit 11 includes a fuel cell 111 and a fuel cell controller 112, the battery unit includes a battery 121 and a battery controller 122, and the converter unit includes a DC/DC converter and a DC/DC controller; the fuel cell controller 112, the battery controller 122 and the DC/DC controller are all connected to the energy integrated management module;
The uninterruptible power supply unit 120 is used to power up the fuel cell controller 112, the battery controller 122, and the DC/DC controller; the integrated energy management module 30 is further configured to transmit a discharge command to the battery controller 122 to control the battery 122 to supply power to the DC bus L after the uninterruptible power supply unit 120 powers up the fuel cell controller 112, the battery controller 122, and the DC/DC controller.
Specifically, the power supply side further includes a converter module 20 connected between the power supply module 10 and the dc bus L. The converter module 20 is configured to convert the voltage input by the power supply module 10 and output an effective fixed voltage. The power output by the power supply module 10 is converted by the converter module 20 and then supplied to the dc bus L, and the load 40 on the ship obtains the operating voltage through the dc bus L. A DC/AC converter unit 50 is arranged between the load 40 and the DC bus L for converting the voltage on the DC bus L into the voltage required by the load 40. The power supply module 10 includes a fuel cell unit 11 and a battery unit 12, wherein the fuel cell unit 11 is a main propulsion power source of the ship. The storage battery unit 12 is used as an auxiliary energy source for compensating for the dynamic characteristics deficiency of the fuel cell unit 11, and mainly plays roles of peak clipping, valley filling and stabilizing the power system.
The battery 121 is a secondary battery, and can be charged and discharged. The storage battery 121 may be a lithium iron phosphate battery, a lithium cobalt oxide battery, a lithium manganate battery, or a lithium cobalt manganate battery, and has problems such as safety in use and difficulty in estimating the battery power. The BATTERY controller 122 may be a BATTERY management system (BATTERY MANAGEMENT SYSTEM, BMS), and the State of Charge (S0C) of the power BATTERY pack may be accurately estimated by the BMS. The S0C value is ensured to be maintained in a reasonable range, and damage to the battery caused by overcharge or overdischarge is prevented, so that the energy remaining in the energy storage battery of the hybrid electric vehicle or the charge state of the energy storage battery is forecasted at any time. The BMS can also collect the voltage, temperature, charge-discharge current, and total voltage of the battery 121 in real time, preventing the battery 121 from being overcharged or overdischarged. And the battery condition can be given in time, so that the reliability and the high efficiency of the operation of the whole battery are maintained, the utilization rate of the battery is improved, the overcharge and the overdischarge of the battery are prevented, and the service life of the battery is prolonged. The battery unit 12 includes a battery 121 and a battery controller 122, the battery controller 122 is connected to the integrated energy management module 30, and the battery controller 122 is configured to transmit state information of the battery to the integrated energy management module 30, and control energy output of the battery according to a command signal fed back by the integrated energy management module 30.
The fuel cell 111 is also called an electrochemical generator, and is a chemical device that directly converts chemical energy of fuel into electric energy. The fuel cell 111 uses fuel and oxygen as raw materials, has no mechanical transmission parts, and therefore has no noise pollution, emits little harmful gas, and includes hydrogen fuel, biofuel, and the like. The operating conditions such as pressure, humidity of the reaction gas, humidity and temperature inside the galvanic pile directly influence the performance and service life of the galvanic pile. The fuel cell controller 112 (Fuel Contrl Unit, FCU) is the control "brain" of the fuel cell engine system, and mainly implements on-line detection, real-time control and fault diagnosis of the fuel cell, so as to ensure stable and reliable operation of the fuel cell. The fuel cell unit 11 includes a fuel cell 111 and a fuel cell controller 112, the fuel cell controller 112 is connected to the integrated energy management module 30, and the fuel cell controller 112 is configured to transmit status information of the fuel cell to the integrated energy management module 30 and control energy output of the fuel cell 111 according to a command signal fed back by the integrated energy management module 30. The converter module 20 includes a first DC/DC converter unit 21 and a second DC/DC converter unit 22, the first end of the first DC/DC converter unit 21 being connected to the fuel cell unit 11; a second end of the first DC/DC converter unit 21 is electrically connected to the direct current bus L; a first end of the second DC/DC converter unit 22 is connected to the battery unit 12; a second end of the second DC/DC converter unit 22 is connected to the direct current bus L. The integrated energy management module 30 is also connected to the inverter module 20 for controlling the on state of the inverter module 20.
After the battery controller 122 of the battery unit 12 completes the power-up and self-checking, the battery 121 may be controlled to supply power to the dc bus L according to the discharging command transmitted by the integrated energy management module 30, so that the dc bus has a certain amount of voltage.
Optionally, fig. 3 is a block diagram of another hybrid electric propulsion system according to an embodiment of the present invention, referring to fig. 2 to 3, the number of fuel cells 11 is plural, the number of battery cells 12 is plural, the fuel cells 11 are disposed in one-to-one correspondence with the first DC/DC converter units 21, and the battery cells 12 are disposed in one-to-one correspondence with the second DC/DC converter units 22; wherein the first DC/DC converter unit 21 comprises a unidirectional converter 211 and the second DC/DC converter unit 22 comprises a bidirectional converter 221.
Specifically, the number of the fuel cells 11 is plural, and the number of the battery cells 12 is plural, for example, as shown in fig. 3, the hybrid electric propulsion system is composed of 4 fuel cells 11, 2 battery cells 12 having the same capacity, 6 matched DC/DC converters, and an integrated energy management module 30. An energy management module that is redundant with the integrated energy management module 30 may be provided to serve as a backup control system in the event that the integrated energy management module 30 fails. The first DC/DC converter unit 21 includes a unidirectional converter 211, and the second DC/DC converter unit includes a bidirectional converter 221. The unidirectional converter 211 and the bidirectional converter 221 are respectively corresponding to one DC/DC controller, and the integrated energy management module 30 controls the corresponding converters through the DC/DC controller. Since the fuel cell 111 is a power generation device, it cannot store electric energy, and thus the direction of energy transmission is irreversible, only the unidirectional DC/DC converter 211 is required to achieve conversion and transmission of energy between the fuel cell 111 and the DC bus L. The storage battery 122 can release the stored electric energy, so that bidirectional flow of energy between the storage battery 121 and the direct current bus L is realized by providing the bidirectional DC/DC converter 221, so as to improve the utilization rate of energy.
Optionally, referring to fig. 3, the hydrogen supply system 130 is further included, and the hydrogen supply system 130 includes a hydrogen supply unit 60 that supplies hydrogen to the fuel cell unit and a hydrogen system controller 70; the direct current bus L is used for supplying power to the hydrogen supply system 130 so that the hydrogen supply system 130 can complete self-inspection;
the integrated energy management module 30 is further communicatively connected to the hydrogen system controller 70, and is configured to receive self-checking information of the hydrogen supply system 130 and determine whether the hydrogen supply system 130 meets a start condition according to the self-checking information.
Specifically, after the battery controller 122 of the battery unit 12 completes the power-up and self-checking, the battery 121 may be controlled to supply power to the dc bus L according to the discharging command transmitted by the integrated energy management module 30, so that a certain amount of voltage is provided on the dc bus. After the hydrogen supply system 130 obtains the voltage from the dc bus L, the self-test is also required. The hydrogen supply system 130 includes a hydrogen system controller 70 by which the hydrogen supply system 130 performs self-tests. And checking whether communication between the hydrogen system controller and the energy comprehensive management module is lost, and transmitting corresponding information to the energy comprehensive management module. The energy integrated management module receives the self-checking information of the hydrogen supply system 130 and judges whether the hydrogen supply system 130 meets the starting condition according to the self-checking information.
Wherein the hydrogen supply unit 60 includes a plurality of hydrogen cylinder groups 61, each hydrogen cylinder 61 group for supplying hydrogen gas to a pair of fuel cell units 11; a manual switch S1 is connected between the hydrogen cylinder groups 61, and the manual switch S1 is used for controlling the communication state between the hydrogen cylinder groups 61. Illustratively, if the hybrid electric propulsion system includes 4 fuel cell units 11, two hydrogen cylinder groups 61 are required. Each hydrogen cylinder group 61 supplies hydrogen gas to a pair of fuel cell units 11. A manual switch S1 is connected between the two hydrogen cylinder groups 61, and the manual switch S1 is used for controlling the communication state between the hydrogen cylinder groups 61. To prevent one of the hydrogen cylinder groups 61 from being incapable of supplying air to affect the power supply of the fuel cell unit 11, thereby improving the stability of the power system and ensuring the service characteristics and the service life of the devices on the ship.
Optionally, referring to fig. 4, the system further comprises a speed monitoring unit connected with the integrated energy management module;
the speed monitoring unit 90 is configured to generate a speed signal according to the monitored speed, and transmit the speed signal to the integrated energy management module 30; the integrated energy management module 30 is also configured to initiate the hybrid electric propulsion system into a berthing mode, an inbound/outbound mode, a sailing mode, or a half-speed mode based on the speed signal.
Specifically, if no mode signal is input to the integrated energy management module 30, the power supply mode of the hybrid electric propulsion system of the ship may also be determined by the integrated energy management module 30 receiving the sailing speed of the ship. For example, when the integrated energy management module 30 receives a ship having a voyage speed of less than 2 seas per hour, the output power of the power supply module is allocated in a berthing mode. When the integrated energy management module 30 receives the ship's sailing speed greater than 2 seas per hour and less than 8 seas per hour, it allocates the output power of the power supply module in the port-in or half-speed mode. When the integrated energy management module 30 receives that the sailing speed of the ship is greater than 8 knots, the output electric quantity of the power supply module is allocated in a sailing mode. The power control system provides double guarantees for meeting power requirements of ships in various running states and fault modes, and further guarantees electric quantity requirements of ship operation. The stability of the power system is improved, the service characteristics and the service life of devices on the ship are guaranteed, and the effects of energy conservation and emission reduction are improved.
In addition, the average navigational speed in the set navigational time period of the ship monitored by the speed monitoring unit 90 can be used as a speed signal, so that the accuracy of the speed signal can be improved, and the false speed signal can be prevented from triggering an operation mode which does not accord with the actual operation state of the ship. Further improves the stability of the power system, ensures the service characteristics and service life of devices on the ship, and improves the effects of energy conservation and emission reduction. For example, the average navigational speed of the monitored ship sailing for ten minutes can be used as a speed signal, so that the accuracy of the speed signal is ensured, and the triggered working mode is also ensured to be changed in time along with the change of the actual working state of the ship.
When the ship is in a berthing mode, the load of the ship is lower in electricity demand, and only the ship illumination or electricity utilization of the conducting equipment and the like are required to be maintained, so that power for navigation of the ship is not required. For example, if shore power is on, the fuel cell 111 and the battery 121 stop operating, and the power source side DC/DC converter (the unidirectional converter 211 and the bidirectional converter 221) is off. If no shore power is connected, when a load exists, the fuel cells 111 and the storage battery 121 are controlled to be started, the fuel cells 111 can work with 40kW of output power, when the SOC value of the storage battery 121 is lower than 40%, the two fuel cells 111 are started, the storage battery 121 is charged until the SOC value of the storage battery 121 reaches 50%, and one fuel cell 111 is closed.
When the ship is in the departure mode, the ship sails at a lower speed or has discontinuous power, and the load of the ship increases with respect to the power demand. For example, when the ship is in the departure mode, the integrated energy management module 30 turns on 4 fuel cells 112 through the hydrogen system controller 70 and the fuel cell controller 112, and outputs 40kW of power by controlling the first DC/DC converter unit 211; when the SOC value of the battery 121 is lower than 50%, the output power of the fuel cell 111 is adjusted to 60kW, and when the SOC value of the battery 121 is lower than 40%, the output power of the fuel cell 111 is adjusted to 80kW. Until the SOC value of the battery 121 rises back to 55%, the output power of the fuel cell 111 falls back to 40kW.
When the ship is in sailing mode, the integrated energy management module 30 controls the power source side DC/DC converter to be turned on, controls the fuel cell 111 to be the main output, and ensures that the SOC value of the battery 121 is maintained at a high value. For example, the battery 121 and the fuel cell 111 are all turned on, and once the SOC value of the battery 121 decreases, the power of the fuel cell 111 increases stepwise, ensuring that the SOC value of the battery 121 is not less than 55%, wherein the maximum output power of the fuel cell 111 may be 200kW. The integrated energy management module 30 controls the fuel cell unit 11 and the battery unit 12 of the start-up section at this time, and controls the reduction of the load demand for output power, i.e., the reduction of the corresponding output power according to the number of batteries that can be operated.
Optionally, the integrated energy management module 30 is further configured to start the hybrid electric propulsion system according to a set start-up rule when there is no mode signal input and no speed signal input.
Specifically, the integrated energy management module 30 may control the energy output of the fuel cell unit 11 according to the SOC value of the battery unit 12, for example, determine the number of turned-on fuel cell units 11 and the output power.
Optionally, referring to fig. 4, the integrated energy management module 30 is further connected to the alarm module 100, and the integrated energy management module 30 is further configured to control the alarm module 100 to alarm when an abnormal situation enters the half-speed mode, and timely remind the fuel cell or the storage battery of damaged information.
The energy integrated management module is used for setting a storage battery unit as a main control battery unit; the system is used for receiving the power demand information of the whole ship and acquiring the charge state information of each storage battery unit; the main control battery unit distributes the power supply quantity of each storage battery unit according to the charge state information of each storage battery unit and in combination with the whole ship power demand information; the energy integrated management module is also used for controlling the power supply of the storage battery units correspondingly connected according to the distributed power supply quantity.
The embodiment of the invention provides a hybrid electric propulsion system, which takes a fuel cell as a main propulsion power source of a ship, takes a storage battery as an auxiliary energy source, mainly plays a role in peak clipping and valley filling, and is used for compensating the defect of dynamic characteristics of the fuel cell and stabilizing an electric power system. Under different states of berthing, entering and exiting the port and sailing of the ship, a strategy for reasonably distributing the start-stop and power output of each group of fuel cells is formulated according to the charge state of the current storage battery system so as to meet the power requirements of each running state and fault mode of the ship, and meanwhile, the optimal energy distribution strategy is formulated by combining the use characteristics and the service life of each product, so that the effects of energy conservation and emission reduction are achieved.
The embodiment of the invention also provides a starting method of the hybrid electric propulsion system, and fig. 5 is a flowchart of the starting method of the hybrid electric propulsion system, and referring to fig. 5, the method includes:
S110, the starting switch generates a starting signal according to the input starting information.
Specifically, the hybrid electric propulsion system further includes a start switch, and the start switch may generate a start signal according to the input start information. The energy integrated management module is connected with the starting switch and can be electrically connected or in communication connection. For example, the starting switch is a starting button on the ship, when the starting button is pressed, information transmission can be performed between the energy integrated management module and the starting switch, and the energy integrated management module can receive a starting signal of the hybrid electric propulsion system on the ship.
And S120, the uninterruptible power supply unit supplies power to the storage battery unit, the fuel cell unit and the energy comprehensive management module according to the starting signal so as to enable the storage battery unit, the fuel cell unit and the energy comprehensive management module to complete self-inspection.
Specifically, the hybrid electric propulsion system further includes an uninterruptible power supply (Uninterruptible Power System, USP) unit, which is connected to the start switch, and may be electrically connected or communicatively connected. The uninterruptible power supply unit supplies power to the storage battery unit, the fuel cell unit and the energy comprehensive management module according to the received starting signal so as to enable the storage battery unit, the fuel cell unit and the energy comprehensive management module to complete self-inspection. The uninterrupted power supply unit supplies power for the storage battery unit, the fuel cell unit and the energy comprehensive management module to be weak current, and the self-checking of the system is met. The method aims at knowing the states of the fuel cell unit and the lithium cell unit, determining whether the starting condition of the hybrid electric propulsion system is met or not according to the fed-back self-checking information, and ensuring that the system can be started safely.
And S130, the energy integrated management module acquires self-checking result information of the storage battery unit and the fuel cell unit after receiving the starting signal, and judges whether the hybrid electric propulsion system meets the starting condition or not by combining the self-checking result information.
Specifically, after the uninterruptible power supply unit supplies power to the storage battery unit, the fuel cell unit and the energy comprehensive management module to complete self-checking, the energy comprehensive management module receives self-checking information fed back by the storage battery unit and the fuel cell unit and judges whether the current state of the fuel cell unit, the lithium cell unit and the state of the energy comprehensive management module meets the condition of starting the hybrid electric propulsion system according to self-checking result information.
S140, the mode selection unit selects a starting mode and generates a corresponding mode signal according to the starting mode.
Specifically, when the energy integrated management module judges that the condition for starting the hybrid electric propulsion system is met, the mode selection unit selects a starting mode and generates a corresponding mode signal according to the starting mode. The start mode includes a berthing mode, an entry and exit mode, a sailing mode, and a half-speed mode.
And S150, the energy integrated management module starts the storage battery unit and the fuel cell unit according to the mode signal and adjusts the energy output of the storage battery unit and the fuel cell unit.
Specifically, the energy integrated management module adjusts energy output of the storage battery unit and the fuel cell unit according to a parking mode control strategy when the parking mode is selected so as to enable the hybrid electric propulsion system to enter the parking mode; allocating energy outputs of the battery unit and the fuel cell unit according to an inbound/outbound mode control strategy when the inbound/outbound mode is selected so as to enable the hybrid electric propulsion system to enter the inbound/outbound mode; when the sailing mode is selected, energy output of the storage battery unit and the fuel cell unit is regulated according to a sailing mode control strategy so that the hybrid electric propulsion system enters the sailing mode; and adapting the energy output of the battery unit and the fuel cell unit in accordance with a half-speed mode control strategy when the half-speed mode is selected to cause the hybrid electric propulsion system to enter the half-speed mode.
S160, the battery unit and the fuel cell unit supply power to the dc bus to supply power to the load.
Optionally, the uninterruptible power supply unit supplies power to the storage battery unit, the fuel cell unit and the energy integrated management module according to the start signal, and the uninterruptible power supply unit comprises:
the uninterruptible power supply unit supplies power to the fuel cell controller, the storage battery controller and the DC controller.
Specifically, the fuel cell unit is arranged in one-to-one correspondence with the first DC/DC converter unit, the storage battery unit is arranged in one-to-one correspondence with the second DC/DC converter unit, and each converter unit comprises a DC/DC converter and a DC controller. Each fuel cell unit includes a fuel cell and a fuel cell controller, and each battery unit includes a battery and a battery controller. The energy integrated management module is connected with the fuel cell controller, the storage battery controller and the DC/DC controller in decibel mode. The uninterrupted power supply unit supplies power to the storage battery unit, the fuel cell unit and the energy comprehensive management module according to the starting signal, namely, the uninterrupted power supply unit supplies power to the fuel cell controller, the storage battery controller and the DC/DC controller. The fuel cell controller, the battery controller and the DC/DC controller are made to complete self-test and to complete acquisition of state information of the fuel cell, the battery and the DC/DC converter.
Optionally, after the uninterruptible power supply powers up the fuel cell controller, the storage battery controller and the DC/DC controller, the method further includes:
The energy integrated management module transmits a discharging instruction to the storage battery controller so as to control the storage battery to supply power to the direct-current bus;
the direct current bus supplies power to the hydrogen supply unit so that the hydrogen supply unit can complete self-detection;
The energy integrated management module receives the self-checking information of the hydrogen supply module unit and judges whether the hydrogen supply unit meets the starting condition according to the self-checking information.
Specifically, after the battery controller of the battery unit completes power-up and self-inspection, the battery can be controlled to supply power to the direct-current bus according to a discharging instruction transmitted by the energy integrated management module, so that the direct-current bus has a certain amount of voltage. After the hydrogen supply unit obtains voltage from the direct current bus, self-checking is also required to be completed. The hydrogen supply unit comprises a hydrogen system controller, and the hydrogen supply unit also completes self-checking through the hydrogen system controller. And meanwhile, checking whether communication between the hydrogen system controller and the energy comprehensive management module is lost or not, and transmitting corresponding information to the energy comprehensive management module. The energy integrated management module receives the self-checking information of the hydrogen supply module unit and judges whether the hydrogen supply unit meets the starting condition according to the self-checking information.
Optionally, the method for starting the hybrid electric propulsion system further comprises:
when the mode signal is not received, the energy integrated management module starts the hybrid electric propulsion system to enter a parking mode, an entry and exit mode, a sailing mode or a half-speed mode according to the speed signal;
and when the mode signal and the speed signal are not received, the energy integrated management module starts the hybrid electric propulsion system according to the set starting rule.
Specifically, if no mode signal is input to the integrated energy management module, the power supply mode of the hybrid electric propulsion system of the ship can also be determined by receiving the navigation speed of the ship through the integrated energy management module. When the energy integrated management module receives that the navigation speed of the ship is smaller than the first set speed, the output electric quantity of the power supply module is allocated in a berthing mode. When the energy integrated management module receives that the navigation speed of the ship is greater than the first speed and smaller than the second set speed, the output electric quantity of the power supply module is regulated in a port entering or semi-speed mode. When the integrated energy management module receives that the sailing speed of the ship is greater than the second set speed, the output electric quantity of the power supply module is regulated in a sailing mode. The power control system provides double guarantees for meeting power requirements of ships in various running states and fault modes, and further guarantees electric quantity requirements of ship operation. The stability of the power system is improved, the service characteristics and the service life of devices on the ship are guaranteed, and the effects of energy conservation and emission reduction are improved. In addition, the average navigational speed in the set period of the ship navigational time monitored by the speed monitoring unit can be used as a speed signal, the accuracy of the speed signal can be improved, and the false speed signal is prevented from triggering a working mode which does not accord with the actual working state of the ship. And when the mode signal and the speed signal are not received, the energy integrated management module starts the hybrid electric propulsion system according to a set starting rule. The energy integrated management module can determine the starting output quantity and the output power of the fuel cell unit according to the SOC value of the storage battery unit.
The embodiment of the invention also provides a control method of the marine storage battery unit, the ship comprises a plurality of storage battery units, each storage battery unit is connected with the comprehensive energy management module, fig. 6 is a flow chart of the control method of the marine storage battery unit, and referring to fig. 6, the method comprises the following steps:
S210, the energy integrated management module sets a storage battery unit as a main control battery unit.
Specifically, the full-ship storage battery unit is uniformly divided into a left half string and a right half string to be independent into a domain, and the two domain batteries are on line at the same time under normal conditions and jointly bear the task of maintaining the voltage of the direct current bus. The current of the storage battery cells should be balanced in the charge and discharge processes of the storage battery cells, so that the SOC values of the storage batteries in the storage battery cells tend to be consistent. Thereby ensuring that each storage battery unit on the ship is charged and discharged uniformly and has similar service life. The control mode of the storage battery unit is master-slave control. The master-slave control refers to that when in an island operation mode, namely, the whole ship storage battery unit is uniformly divided into left and right half strings to be independent into a domain, wherein one storage battery unit power supply adopts constant voltage and constant frequency control (V/F control for short) for providing voltage and frequency reference for other storage battery units, and other distributed power supplies can adopt constant power control (P/Q control for short). The storage battery unit controlled by V/F is used as a main control battery unit. The power controller of the master control battery cell is called a master controller, and the power controllers of the other secondary batteries are called slave controllers.
S220, the energy comprehensive management module receives the whole ship electricity request information and acquires the charge state information of each storage battery unit.
Specifically, after receiving the request information of the whole ship, the energy integrated management module acquires the charge state information of the storage battery in each storage battery unit through the storage battery controller of each storage battery unit, so that the charge state information of the storage battery units of the whole ship is converged in the energy integrated management module.
S230, the main control battery unit distributes the power supply quantity of each battery unit according to the charge state information of each battery unit and combined with the whole ship power consumption request information.
Specifically, the battery controller of each battery unit is connected with the energy integrated management module, so that the battery controller in the battery unit set as the main control battery unit can distribute the power supply quantity of each battery unit according to the charge state information of each battery unit and combined with the whole ship power consumption request information. The over-charge or over-discharge of each storage battery unit on the ship is avoided, the service life of the storage battery unit is prolonged, and the stability and the safety of the power system are improved. Preferably, the power supply amounts of the storage battery units are the same, so that the SOC values of the storage batteries in the storage battery units tend to be consistent, and the storage battery units on the ship are guaranteed to be uniformly charged and discharged, and the service lives of the storage battery units are similar.
And S240, controlling the power supply of the corresponding connected storage battery unit by the energy integrated management module according to the distributed power supply quantity.
Specifically, the energy integrated management module determines the request power of the corresponding storage battery unit according to the distributed power supply quantity, and the storage battery unit outputs corresponding output current according to the request power.
The energy comprehensive management module judges whether a storage battery unit meets preset conditions of successful connection and whether the charge state of the storage battery unit meets discharge requirements, and if so, the storage battery unit is controlled to enter a main control mode; if not, then
The energy integrated management module judges whether the next storage battery unit meets preset conditions or not until the setting of the main control battery unit is completed.
Specifically, each battery cell is equally located in control prior to setting the main control battery cell. Each of the battery cells may be set as a main control battery cell. The energy comprehensive management module judges whether a storage battery unit meets a preset condition, and if so, controls the storage battery unit to enter a main control mode; if not, the energy comprehensive management module judges whether the next storage battery unit meets the first preset condition or not until the setting of the main control battery unit is completed. The preset conditions are whether the storage battery controller in the storage battery unit can exchange information with the energy comprehensive management module and whether the charge state of the storage battery in the storage battery unit meets the discharge requirement or not. Other condition requirements can be also included, and preset conditions can be formulated according to actual needs.
Optionally, the control method of the marine storage battery module further comprises the following steps of;
The energy integrated management module judges whether the main control battery unit meets the discharge requirement or not and the state of charge of the storage battery unit meets the discharge requirement or not, and if so, the main control mode is maintained; if not, the main control mode is exited.
After exiting the main control mode, the method further comprises:
the energy integrated management module sets the next storage battery unit as the main control battery unit.
Specifically, after the energy integrated management module sets a storage battery unit as the main control battery unit, the energy integrated management module also needs to judge whether the main control battery unit meets the preset conditions of keeping connection with the main control battery unit and whether the charge state of the storage battery unit meets the discharge requirement, and if so, the main control mode is maintained; if not, exiting the main control mode; the energy integrated management module sets the next storage battery unit as the main control battery unit. The preset condition can be whether the storage battery controller in the storage battery unit can exchange information with the energy integrated management module or not, and whether the charge state of the storage battery in the storage battery unit meets the discharge requirement or not. Other condition requirements can also be included, and the requirements can be formulated according to actual needs.
Optionally, the control method of the marine storage battery module further includes: and after each storage battery unit is set to be failed to be the main control battery unit, the energy integrated management module controls the power supply quantity of each storage battery unit according to the sagging control mode.
Specifically, when each storage battery unit is set as the failure of the main control battery unit, that is, the master-slave control mode of the storage battery unit fails, the control mode of the storage battery unit enters a sagging mode. The energy comprehensive management module controls each storage battery unit according to a preset power supply distribution strategy. Optionally, the energy integrated management module controls the power supply amount of each storage battery unit according to the sagging control mode, so that the power supply amount of each storage battery unit can be distributed evenly. Therefore, the SOC values of the storage batteries in the storage battery units tend to be consistent, and the storage battery units on the ship are guaranteed to be uniformly charged and discharged, and the service lives of the storage battery units are similar.
Optionally, the battery controller limits the charge and discharge of the battery according to the continuous charge and discharge rate and the maximum charge and discharge rate of the corresponding battery at each SOC value. The battery cell outputs a corresponding output current according to the requested power based on the following equation:
IVOC-I2R-Prequest＝0；
Wherein Voc is the open-circuit voltage of the storage battery unit under a charge state, and I is the output current; r is the equivalent internal resistance of the storage battery unit, R is the equivalent internal resistance of the storage battery, the value changes along with the SOC, and in the embodiment of the invention, the value is assumed to be a fixed value and is determined by the internal resistance value of the battery core. P request is the requested power of the battery cell.
If the equation has a real root, controlling the output current to be:
if no real root exists, the control output current is:
The output voltage is:
V＝VOC-IR。
The instantaneous SOC value of the storage battery is as follows:
wherein, SOC 0 is the initial state of charge; q max is battery capacity. Considering only the effect of SOC on battery V oc, an exemplary lithium iron phosphate battery voltage curve may be as shown in fig. 7.
Optionally, the control method of the marine storage battery module further comprises the step that the energy integrated management module judges the charge state of each storage battery and triggers an alarm unit on the ship when the charge reserve of the storage battery unit is lower than 30%.
In particular, in order to ensure that the battery cells have sufficient power to respond to high frequency power and sufficient power to cope with accidents at any time, effective management of the SOC value of the battery in the battery cells is required. The higher the SOC value is, the strong the discharging capability of the storage battery is; the lower the SOC value, the greater the charging power of the battery is allowed. For example, the battery SOC value usage range is 20% to 100%. In order to ensure a certain margin, the use range of the SOC value of the storage battery is designed to be 30% -80%, and when the SOC value is lower than 30%, an alarm unit on the ship is triggered. The battery stops supplying power and charges the battery. The over-charge or over-discharge of each storage battery unit on the ship is further avoided, the service life of the storage battery unit is prolonged, and the stability and the safety of the power system are improved.
The embodiment of the invention also provides a control method of the marine fuel cell unit, the marine fuel cell unit comprises a plurality of fuel cell units, each fuel cell unit is connected with the energy integrated management module and is applied to opening, discharging and closing of the fuel cells in the fuel cell units, and fig. 8 is a flow chart of the control method of the marine fuel cell unit provided by the embodiment of the invention, and referring to fig. 8, the method comprises the following steps:
S310, determining a fuel cell starting number, and controlling to start the corresponding fuel cell according to the fuel cell starting number.
Specifically, the control of the fuel cell includes start-stop control and output power control. The start and stop are divided into normal start and stop and emergency stop, the normal start and stop and the power signal are realized in a communication mode, and the emergency stop is realized through hard wire connection. The power of the fuel cell is realized by controlling a DC/DC converter connected with the fuel cell through an energy integrated management module. The energy integrated management module determines the fuel cell starting number and controls to start the corresponding fuel cell according to the fuel cell starting number. For example, the power supply module of the ship includes a total of 4 fuel cells, and numbers are set in advance for the 4 fuel cells. The energy comprehensive management module determines that two fuel cells need to be started with 40KW output power according to the power demand of the ship load, then the energy comprehensive management module determines that the corresponding numbers of the two fuel cells are fuel cell starting numbers, and controls to start the corresponding fuel cells according to the fuel cell starting numbers.
S320, determining the working state of the fuel cell, determining the target output power of the fuel cell according to the power requirement, and acquiring the actual output power of the fuel cell through a fuel cell controller; wherein the operating conditions include steady state and transient state.
Specifically, after the fuel cell is successfully started, a slow load current is required, and the current increase rate is provided by the fuel cell controller. The power supply of the fuel cell needs to maintain certain power output, and if the ship mode and the storage battery SOC value are in a set section, the power of the fuel cell is unchanged and works in a steady state; and if the ship working mode or the storage battery SOC value is changed, the power of the fuel cell needs to be changed, and the ship is considered to work in a transient state. Steady state means that the actual output power of the fuel cell is consistent with (or within the allowable range of) the target output power target, the integrated energy management module maintains the power signal to the DC/DC controller unchanged to maintain the output power of the fuel cell unchanged by controlling the DC/DC converter connected to the fuel cell. The transient is caused by a change in the ship operation mode or a change in the SOC value of the battery. The ship working mode change is determined by a mode signal input by a mode selection unit to the energy comprehensive management module or a speed signal input by a speed monitoring unit to the energy comprehensive management module, and the ship can enter a berthing mode, an arrival and departure mode, a sailing mode and a half-speed mode after being started. The change of the battery SOC value is transmitted by the battery controller BMS to the energy integrated management module. And the energy integrated management module determines the starting quantity of the fuel cells and the output power provided by each fuel cell to the direct current bus according to the working mode of the ship and the charge state of the storage battery on the ship. The energy integrated management module regulates the output power of the fuel cell through a DC/DC converter connected to the fuel cell.
S330, judging whether the difference value between the actual output power and the target output power is within a preset difference value range; if the difference value is within the preset difference value range, the output power of the fuel cell is maintained by controlling a DC/DC converter connected with the difference value range; if the difference value is not within the preset difference value range, the output power of the fuel cell is regulated to the target output power by controlling a DC/DC converter connected with the difference value range.
Alternatively, adjusting the output power of the fuel cell to the target output power by controlling the DC/DC converter connected thereto may include: the energy comprehensive management module determines the change rate of the output power of the fuel cell according to the target output power, the actual output power and the transient state setting time, and transmits a corresponding calculated power signal to a DC/DC controller of the DC/DC converter; the DC/DC controller controls the DC/DC converter according to the power signal to adjust the output power of the fuel cell.
Optionally, after the DC/DC controller controls the DC/DC converter according to the power signal to adjust the output power of the fuel cell, the method may further include: the energy integrated management module receives the actual output power of the fuel cell fed back by the fuel cell controller, judges whether the actual output power of the fuel cell keeps up with the target output power in the transient state set time, and if not, increases the set transient state time.
Specifically, when the power of the fuel cell needs to be changed, the energy integrated management module determines the power change rate of the fuel cell according to the target output power, the actual output power and the transient state setting time, and transmits the corresponding calculated power signal to the DC/DC controller to adjust the output power of the fuel cell. Meanwhile, the energy comprehensive management module also needs to receive a power signal of the fuel cell fed back by the fuel cell controller, and determines whether the power of the fuel cell is in accordance with the target output power according to the communication period, and if not, the transient time is increased until the set target value is reached. Optionally, the transient setting time is not longer than 10 seconds, so that the fuel cell can timely keep up with the requirement of the ship on the DC bus voltage during normal operation.
S340, determining a fuel cell closing number, and controlling to close the corresponding fuel cell according to the fuel cell closing number.
Specifically, the energy integrated management module determines a fuel cell closing number corresponding to the fuel cell to be closed according to the power requirement of the ship load, and controls to close the corresponding fuel cell according to the fuel cell closing number.
The control method of the marine power supply module provided by the embodiment of the invention is applied to the opening, discharging and closing of the storage battery in the power supply module, and comprises the following steps: determining a fuel cell starting number, and controlling to start a corresponding fuel cell according to the fuel cell starting number; the energy integrated management module adjusts the output power of the fuel cell through a DC/DC converter connected with the fuel cell according to the operation mode of the ship and the charge state of the storage battery. And determining a fuel cell closing number, and controlling to close the corresponding fuel cell according to the fuel cell closing number. The power requirements of each running state and fault mode of the ship are met, and the effects of energy conservation and emission reduction are achieved.
Alternatively, fig. 9 is a flowchart of each step in step S310 in the flowchart of the method shown in fig. 8, and referring to fig. 9, the fuel cell turning-on control according to the fuel cell turning-on number includes:
S3110 the integrated energy management module transmits the fuel cell turn-on number to the hydrogen system controller.
And S3120, the hydrogen system controller controls the valve of the corresponding hydrogen cylinder group to be opened according to the fuel cell opening number.
S3130, the hydrogen system controller judges whether the valve of the corresponding hydrogen cylinder group is successfully opened or not; if not, feeding back a hydrogen cylinder group opening failure signal to the energy comprehensive management module; the energy integrated management module transmits the starting number of the next fuel cell to the hydrogen system controller; if the energy comprehensive management module is successful, feeding back a successful signal for opening the hydrogen cylinder group to the energy comprehensive management module.
And S3140, after receiving a successful signal for starting the hydrogen cylinder group, the energy integrated management module sends a starting instruction signal to the corresponding fuel cell controller according to the starting number of the fuel cell.
S3150, the fuel cell controller judges whether the fuel cell is successfully started in a preset time; if successful, controlling the fuel cell to output current; if not, feeding back a fuel cell starting failure signal to the energy integrated management module; the integrated energy management module again sends an on command signal to the fuel cell controller.
S3160, the energy integrated management module judges whether the number of times of sending the starting instruction information is within a preset number of times, and if the number of times exceeds the preset number of times, the energy integrated management module controls the starting of another fuel cell.
Specifically, if the hybrid electric propulsion system includes 4 fuel cell units, two hydrogen cylinder groups are required. Each hydrogen cylinder group supplies hydrogen to a pair of fuel cell units. A manual switch is connected between the two hydrogen cylinder groups and is used for controlling the communication state between the hydrogen cylinder groups. So as to prevent one of the hydrogen cylinder groups from being incapable of supplying air to influence the power supply of the fuel cell, thereby improving the stability of the power system and ensuring the service characteristics and the service life of devices on the ship. The hydrogen system controller is used for controlling opening and closing of the bottleneck solenoid valve of the hydrogen cylinder group and is connected with the energy comprehensive management module. The energy integrated management module transmits the fuel cell starting number to the hydrogen system controller; and the hydrogen system controller controls the valve of the corresponding hydrogen cylinder group to be opened according to the opening number of the fuel cell. The hydrogen system control also needs to judge whether the hydrogen cylinder group is successfully started, if not, a hydrogen cylinder group start failure signal is fed back to the energy comprehensive management module; the energy integrated management module transmits the next fuel cell turn-on number to the hydrogen system controller.
Or the next hydrogen cylinder group can be controlled to be started and a switch between the two hydrogen cylinder groups can be started. The energy integrated management module sends an opening command signal to the corresponding fuel cell controller according to the fuel cell opening number, and the failure of opening the hydrogen cylinder group for supplying hydrogen to the fuel cell to be opened can also be fed back to the energy integrated management module, so that the energy integrated management module can record and feed back information to staff. If the energy comprehensive management module is successful, feeding back a successful starting signal of the hydrogen cylinder group to the energy comprehensive management module; after receiving the successful signal of opening the hydrogen cylinder group, the energy integrated management module can directly send an opening command signal to the corresponding fuel cell controller according to the opening number of the fuel cell.
Optionally, the fuel cell controller further determines whether the fuel cell is successfully started within a preset time; if successful, controlling the output current of the fuel cell to supply power to the direct current bus; if not, feeding back a fuel cell starting failure signal to the energy integrated management module, and sending a starting command signal to the fuel cell controller again by the energy integrated management module. The energy integrated management module judges whether the times of sending the starting instruction information is within the preset times, and if the times exceed the preset times, the energy integrated management module controls to start another fuel cell.
Illustratively, fig. 10 is another flow chart of the method flow chart shown in fig. 8 for each of the steps in step S310, referring to fig. 10, the method comprises:
s3170, determining a fuel cell opening number.
And S3180, sending information to a hydrogen system controller, and opening a corresponding valve.
S3190, judging that the starting is successful. If successful, step S31110 is executed, and if unsuccessful, step S3170 is returned.
S31110, record the number of turn-on S.
S31120, sending a fuel cell starting signal.
S31130, judging whether the starting is successful. If successful, step S31140 is performed, and if unsuccessful, step S31150 is performed.
S31140, allow pull-up current.
S31150, the number of turn-on times is added to 1, s=s+1.
S31160, judging whether the opening times are larger than 3, and S > 3. If yes, go to step S31170, and if no, return to step S31120.
S31170 another fuel cell is started.
Optionally, fig. 11 is a flowchart illustration of each step of the flowchart of the method shown in fig. 8 for step S330, and referring to fig. 11, a fuel cell shutdown number is determined, and the corresponding fuel cell is controlled to be shutdown according to the fuel cell shutdown number, including:
S3310, the energy integrated management module controls the fuel cell to be closed through the fuel cell controller according to the fuel cell closing number, and controls the DC/DC converter which is connected with the fuel cells in a one-to-one correspondence manner to reduce the output power to zero.
S3320, the fuel cell controller feeds back a shutdown signal to the energy integrated management module.
S3330, the energy integrated management module transmits a closing valve signal to the hydrogen system controller according to the shutdown signal so as to control closing of the hydrogen cylinder group for supplying hydrogen to the fuel cell.
S3340, stopping the operation of the proportional control valve arranged on the pipeline between the fuel cell and the hydrogen cylinder group.
Specifically, during normal shutdown, the fuel cell requires a certain amount of time to de-load, and the DC/DC converter needs to be controlled to cooperate. When the output power of the fuel cell is reduced to 0 by controlling the DC/DC converter, it is also necessary to remove the residual reaction gas inside the fuel cell, the air side is controlled by the fuel cell controller, and the hydrogen side is controlled by the hydrogen system controller. The energy integrated management module transmits a closing valve signal to the hydrogen system controller according to the shutdown signal to control and close the hydrogen cylinder group for supplying hydrogen to the fuel cell, and stops the action of a proportional regulating valve arranged on a pipeline between the fuel cell and the hydrogen cylinder group.
Fig. 12 is a flowchart of another control method of a marine fuel cell unit according to an embodiment of the present invention, applied to power supply control of the fuel cell unit in different operation modes of a marine vessel, and referring to fig. 12, the method includes:
fig. 12 is a flowchart of another control method of a marine fuel cell unit according to an embodiment of the present invention, applied to power supply control of the fuel cell unit in different operation modes of a marine vessel, and referring to fig. 12, the method includes:
S410, the energy integrated management module triggers mode control or non-mode control according to the mode selection signal and the speed signal; wherein the marine vessel operating mode comprises at least one of a berthing mode, an ingress and egress mode, a sailing mode or a half-speed mode under mode control.
Specifically, the control of the output power of the fuel cell unit includes non-mode control and mode control. The integrated energy management module needs to determine whether the control of the fuel cell unit is the non-mode control or the mode control. The energy integrated management module triggers mode control or non-mode control according to the mode selection signal and the speed signal. Wherein the marine vessel operating mode comprises at least one of a berthing mode, an ingress and egress mode, a sailing mode or a half-speed mode under mode control. The energy comprehensive management module is connected with the mode selection unit, and can determine the ship working mode according to the mode signal input by the mode selection unit. The energy comprehensive management module is also connected with the speed monitoring unit, and determines a parking mode, an arrival and departure mode, a sailing mode and a half-speed mode of the hybrid electric propulsion system according to the speed signal input by the speed monitoring unit.
Optionally, the energy integrated management module triggers mode control or non-mode control according to the mode selection signal and the speed signal, and the method comprises the following steps: judging whether a mode signal is input; if a mode signal is input, triggering mode control; if no mode signal is input, judging whether a speed signal is input; if a speed signal is input, triggering mode control; if no speed signal is input, triggering non-mode control; the energy comprehensive management module controls the energy output of the fuel cell unit according to the mode signal or the speed signal, so that the stability of the power system is improved, the service characteristics and the service life of devices on the ship are ensured, and the effects of energy conservation and emission reduction are improved.
And S420, controlling the starting quantity of the fuel cells in the fuel cell unit and the output power of the fuel cells according to the charge state of the storage battery unit during non-mode control by the energy integrated management module.
Specifically, the ship comprises a plurality of fuel cell units and a plurality of storage battery units. Each fuel cell unit comprises a fuel cell and a fuel cell controller matched with each fuel cell. Each storage battery unit comprises a storage battery and a storage battery controller which is matched with each storage battery. The energy integrated management module controls the opening of the corresponding battery and calculates the change rate of the output current of the battery through each battery controller. Each battery is correspondingly connected with a DC/DC converter, and the energy integrated management module can control the output power of the corresponding battery in supplying power to the DC bus through the DC/DC converter. And the energy integrated management module acquires the state of charge according to the storage battery unit during non-mode control, and controls the starting number of the fuel cells in the fuel cell unit and the output power of the fuel cells according to the state of charge of the storage battery unit.
Optionally, when the fuel cell unit is in the non-mode control, controlling the output power and the start-up number of the fuel cell unit according to the state of charge of the storage battery unit includes:
Acquiring the charge state of a storage battery unit;
If the state of charge of the storage battery unit is smaller than a first set state of charge threshold, controlling the fuel cells in the fuel cell unit to be started up at the output power larger than the first set power threshold; and adjusting the output power of the fuel cell according to the state of charge of the battery cell;
and if the charge state of the storage battery unit is larger than the second set charge threshold value, controlling the fuel cells in the fuel cell unit to output constantly according to the first set power threshold value, and determining the opening quantity of the fuel cells according to the charge state of the storage battery unit.
Specifically, the energy integrated management module obtains the state of charge of the storage battery unit through the storage battery controller. The minimum value among the SOC values corresponding to the plurality of batteries may be used as the determination value. Preferably, the SOC values of the storage batteries in the storage battery units are kept to be consistent, so that the storage battery units on the ship are guaranteed to be uniformly charged and discharged, and the service lives of the storage battery units are similar. If the state of charge of the storage battery unit is smaller than a first set state of charge threshold, triggering a power mode, and controlling the fuel cells in the fuel cell unit to be started all with the output power larger than the first set power threshold; and if the charge state of the storage battery unit is greater than the second set charge threshold value, triggering an economic mode, controlling the fuel cells in the fuel cell unit to output constantly at the first set power threshold value, and determining the opening quantity of the fuel cells according to the charge state of the storage battery unit. Fig. 13 is a schematic diagram of a control strategy of a marine fuel cell unit under non-mode control according to an embodiment of the present invention, and referring to fig. 13, for example, the SOC value dividing points of the two modes of the storage battery unit are 55% and 60%. Triggering a power mode when the SOC value of the storage battery unit drops below 55%; and when the SOC of the storage battery unit is increased to 60% under the SOC value, triggering an economy mode. In the economy mode, the output power of the fuel cell is 40kW; in the power mode, the fuel cells are all started, and the output power is greater than 40kW.
Optionally, adjusting the output power of the fuel cell according to the state of charge of the battery unit includes:
determining an increase in the output power of each fuel cell according to a first set decrease in the state of charge of the battery cell if the state of charge of the battery cell is decreasing;
And determining the reduction amount of the output power of each fuel cell according to the second set increase amount of the charge state of the battery unit in the process of increasing the charge state of the battery module.
Specifically, the power mode is triggered, indicating that the SOC value of the battery in the battery cell is relatively low. For example, the SOC value of the battery is less than 55%, or the battery is still less than 60% during the charge recovery process, and the maintenance ability for heavy load is lowered, and in this case, it is necessary to increase the output power of the fuel cell to recover the SOC value of the battery. Fig. 14 is a schematic diagram of an opening level of a marine fuel cell unit under non-mode control according to an embodiment of the present invention, and referring to fig. 14, the output power of the fuel cell is different according to the SOC value of the storage battery, and the power mode is classified, the lower the SOC value is, the higher the level is, the higher the output power is, so as to prevent the SOC value of the storage battery from continuously decreasing. The method is divided into four stages: stage 1, the output power of the fuel cell is 60kW;2 stages, the output power of the fuel cell is 80kW; stage 3, the output power of the fuel cell is 100kW;4 stages, 110kW of fuel cell output power. In the process of the decrease of the SOC value of the storage battery, the trigger values are 55%,49%,43% and 37%, and are respectively 1 level, 2 level, 3 level and 4 level; in the rising process of the SOC value of the storage battery, the trigger values are 42%, 48%,54% and 60%, and the trigger values are respectively 3-level, 2-level, 1-level and economic modes.
Optionally, determining the number of starts of the fuel cell according to the state of charge of the battery unit includes:
If the state of charge of the storage battery unit is in the falling process, determining the increased starting quantity of the fuel cell according to the third set reduction quantity of the state of charge of the storage battery unit;
And if the charge state of the storage battery unit is in the rising process, determining the reduced starting quantity of the fuel cell according to the fourth set increasing quantity of the charge state of the storage battery unit.
Specifically, the economy mode is triggered, indicating that the SOC value of the battery in the battery cell is relatively high. For example, the total number of the fuel cells is 4, the output power of the fuel cells is 40kW, and the starting quantity is still determined by the SOC value of the storage battery, and the fuel cells are opened and closed in a stepwise manner in an economic mode. FIG. 15 is a schematic diagram of the number of open fuel cells for a ship under non-mode control according to an embodiment of the present invention, and referring to FIG. 15, in the process of decreasing the SOC value of the storage battery, the trigger values are 0.77%,74%,71% and 68%, and 1, 2, 3 and 4 fuel cells are respectively opened; in the rising process of the SOC value of the storage battery, the trigger values are 7%,73%,76% and 79%, and 3, 2, 1 and 0 are respectively started.
And S430, controlling the starting number of the fuel cells in the fuel cell unit and the output power of the fuel cells according to the ship working mode corresponding to the mode selection signal or the ship working mode corresponding to the speed signal during mode control by the energy integrated management module.
Specifically, under mode control, the ship operation mode includes at least one of a berthing mode, an entry and exit mode, a sailing mode, or a half-speed mode. The energy integrated management module determines which working mode the ship is in according to the mode signal or the speed signal, so that the output power of the fuel cells and the starting quantity of the fuel cells are correspondingly controlled. The energy comprehensive management module controls the energy output of the fuel cell unit according to the mode signal or the speed signal, so that the stability of the power system is improved, the service characteristics and the service life of devices on the ship are ensured, and the effects of energy conservation and emission reduction are improved.
Optionally, after entering the parking mode, controlling the output power of the fuel cells in the storage battery unit and the number of the started fuel cells according to the input mode includes:
And if the charge state of the storage battery is smaller than the third set charge state threshold value, controlling to start two fuel cells with lower generated energy at two sides, and controlling the output power of the fuel cells with lower generated energy to be a first preset power threshold value.
If the state of charge of the storage battery is larger than the third set state of charge threshold and smaller than the fourth set state of charge threshold, controlling to start a fuel cell, and controlling the output power of the fuel cell to be a first preset power threshold;
and if the charge state of the storage battery is larger than the fourth set charge state threshold value, not starting the fuel cell.
Fig. 16 is a flowchart of a control method of a marine fuel cell unit under mode control according to an embodiment of the present invention, and referring to fig. 16, after a marine vessel enters a berthing mode, under the condition that shore power is not connected, when the marine vessel has a load, a part of fuel cells are required to be turned on and operate at an output power of 40 kW. If the SOC value of the battery is greater than 80%, power can be supplied from the battery without starting the fuel cell (step a in fig. 16). If the SOC value of the battery is less than 40%, the load on the ship is a device with low power requirements such as daily lighting after the ship enters the berthing mode, and therefore, the fuel cell controlled to be turned on is a fuel cell with low power generation amount on both sides of the fuel cell (step B in fig. 16). And when the SOC of the storage battery is raised to more than 50%, closing one storage battery. Optionally, before controlling to start a fuel cell, the method further comprises: judging the pressure of hydrogen in a hydrogen cylinder group with lower power generation capacity at one side and a preset pressure threshold; if the hydrogen pressure in the hydrogen cylinder group is larger than the preset pressure difference threshold value, controlling to start the fuel cell with reduced power generation amount at one side (step C in fig. 16); if the hydrogen pressure in the hydrogen cylinder group is smaller than the preset pressure difference threshold, the fuel cell with low power generation amount on the side with high pressure is controlled to be started (step D in fig. 16). For example, the preset pressure difference threshold value can be 2Mpa, so that the hydrogen cylinder group can normally supply hydrogen to the fuel cell, the power supply of the fuel cell to the ship is ensured, and the stability of the ship power system is improved.
Optionally, after entering the departure mode, controlling the output power of the fuel cells in the storage battery module and the starting number of the fuel cells according to the input mode includes:
Controlling each fuel cell to be started; if the state of charge of the storage battery is larger than a fifth set state of charge threshold, controlling the output power of each fuel cell to be a first preset power threshold;
If the state of charge of the storage battery is smaller than the fifth set state of charge threshold and larger than the sixth set state of charge threshold, controlling the output power of each fuel cell to be a second preset power threshold;
If the state of charge of the storage battery is smaller than a sixth set state of charge threshold, controlling the output power of each fuel cell to be a third preset power threshold; the first preset power threshold is smaller than the second preset power threshold, and the second preset power threshold is smaller than the third preset power threshold.
Illustratively, the vessel is provided with 4 fuel cells, the 4 fuel cells being fully on when the vessel enters the port entry mode. When the SOC value of the battery is greater than 50%, the energy integrated management module controls the output power of each fuel cell to 40kW (step E in fig. 16); when the SOC value of the battery is 50% or less and 40% or more, the integrated energy management module controls the output power of each fuel cell to be 60kW (step F in fig. 16); when the SOC value of the battery is less than or equal to 40%, the integrated energy management module controls the output power of each fuel cell to 80kW (step G in fig. 16). And (3) increasing the power supply quantity of the fuel cell, and simultaneously charging each storage battery until the SOC value of the storage battery reaches 55%, and controlling the output power of the fuel cell to drop back to 40kW.
Optionally, after entering the sailing mode, controlling the output power of the fuel cells in the storage battery module and the starting number of the fuel cells according to the input mode includes:
controlling each fuel cell to be started; if the state of charge of the storage battery is larger than a seventh set state of charge threshold, controlling the output power of each fuel cell to be a fourth preset power threshold;
If the state of charge of the storage battery is smaller than the seventh set state of charge threshold and larger than the eighth set state of charge threshold, controlling the output power of each fuel cell to be a fifth preset power threshold;
if the state of charge of the storage battery is smaller than the eighth set state of charge threshold and larger than the ninth set state of charge threshold, controlling the output power of each fuel cell to be a sixth preset power threshold;
If the state of charge of the storage battery is smaller than a ninth set state of charge threshold, controlling the output power of each fuel cell to be a seventh preset power threshold;
The fourth preset power threshold is smaller than the fifth preset power threshold, and the fifth preset power threshold is smaller than the sixth preset power threshold; the sixth preset power threshold is less than the seventh preset power threshold.
Illustratively, the vessel is provided with 4 fuel cells, the 4 fuel cells being fully on when the vessel enters sailing mode. Once the SOC value of the battery decreases, the fuel cell power is increased stepwise to ensure that the SOC of the battery is not less than 55% and the maximum output power of the fuel cell is 200kW. When the SOC value of the battery is greater than 68%, the energy integrated management module controls the output power of each fuel cell to be 50kW (step H in fig. 16); when the SOC value of the battery is 68% or less and 64% or more, the integrated energy management module controls the output power of each fuel cell to 70kW (step I in fig. 16); when the SOC value of the battery is less than or equal to 64% and greater than 60%, the integrated energy management module controls the output power of each fuel cell to 90kW (step J in fig. 16); when the SOC value of the battery is less than or equal to 60%, the integrated energy management module controls the output power of each fuel cell to be 110kW (step K in fig. 16).
Optionally, the half-speed mode is determined according to the integrity of the fuel cell unit and/or the battery unit; wherein the number of the storage battery units is two; the number of the fuel cell units is at least two;
If the number of the normal working storage battery units is less than two and/or the number of the normal working fuel battery units is less than two; the electricity demand on the battery module and the fuel cell is reduced by reducing the ship speed.
Specifically, when the fuel cell in the fuel cell unit or the storage battery in the storage battery unit is damaged, the control mode of the fuel cell and the storage battery needs to be changed, and when the change mode can not meet the load demand, the power shortage is reminded and the load reduction operation is performed. The average power for one voyage is about 185kW, indicating that at least 2 fuel cells are required to meet full power operation. The storage battery plays a role in stabilizing bus voltage and providing power of transient load, when 1 storage battery is lost, the available power is reduced by half, the maximum power of the fuel cell is limited, and in this case, the ship is required to sail at half speed. For example, if the number of storage batteries of the ship is 2, the number of fuel cells is 4. According to the combination of the loss number of the fuel cell and the storage battery, the method can be divided into: "3 fuel cell+2 battery", "2 fuel cell+2 battery", "1 fuel cell+2 battery", "0 fuel cell+2 battery", "4 fuel cell+1 battery", "3 fuel cell+1 battery", "2 fuel cell+1 battery", "1 fuel cell+1 battery", "0 fuel cell+1 battery" and only the fuel cell is operated.
There are many combinations of fuel cells and batteries, and it is not practical to have an optimal control scheme for each combination. The above combinations need to be classified, and combinations that can meet the full power operation of the ship remain. The other combinations all adopt a speed reduction mode to reduce the power, but the control mode of the power source is unchanged, and the load on the ship is changed. When only the fuel cell is operated, it is necessary to further limit the rate of change of the load. In the above combination, only two combinations of the 3 fuel cell+2 storage battery and the 2 fuel cell+2 storage battery are theoretically available, so that the power and the endurance can be guaranteed, and the full-power operation can be realized.
Note that the above is only a preferred embodiment of the present invention and the technical principle applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (6)
1. A method of controlling a marine battery unit, the marine battery unit comprising a plurality of battery units, each of the battery units being connected to an integrated energy management module, comprising:
The energy comprehensive management module is used for setting a storage battery unit as a main control battery unit, wherein the main control battery unit adopts constant voltage and constant frequency control, and other storage battery units adopt constant power control;
The energy comprehensive management module receives the whole ship electricity request information and acquires the charge state information of each storage battery unit;
the main control battery unit distributes the power supply quantity of each storage battery unit according to the charge state information of each storage battery unit and in combination with the whole ship power consumption request information, and the power supply quantity of each storage battery unit is distributed to be the same;
the energy comprehensive management module controls the corresponding connected storage battery units to supply power according to the distributed power supply quantity;
the energy integrated management module sets a storage battery unit as a main control battery unit, and comprises:
the energy comprehensive management module judges whether the storage battery unit meets the preset conditions of successful connection and whether the state of charge of the storage battery unit meets the discharge requirement, and if so, the storage battery unit is controlled to enter a main control mode; if not, then
The energy comprehensive management module judges whether the next storage battery unit meets the preset condition or not until the setting of the main control battery unit is completed;
The method further comprises;
The energy integrated management module judges whether the main control battery unit is connected with the main control battery unit and whether the state of charge of the storage battery unit meets the discharge requirement or not, and if so, the main control mode is maintained; if not, exiting the main control mode;
after exiting the main control mode, the method further comprises the following steps:
the energy comprehensive management module sets the next storage battery unit as a main control battery unit;
The method further comprises the steps of:
and after each storage battery unit is set to be failed to be a main control battery unit, the energy integrated management module controls the power supply quantity of each storage battery unit according to a sagging control mode.
2. The control method of the marine battery unit according to claim 1, wherein controlling the power supply amount of each battery unit according to the sagging control mode includes:
and the energy comprehensive management module controls the power supply quantity of each storage battery unit in a peer-to-peer manner.
3. The control method of the marine battery unit according to claim 1, wherein the energy integrated management module controlling power supply of the corresponding connected battery unit according to the allocated power supply amount includes:
The energy comprehensive management module determines corresponding request power according to the power supply quantity;
And the storage battery unit outputs corresponding output current according to the request power.
4. A control method of a marine battery unit according to claim 3, wherein the battery unit outputs a corresponding output current according to the requested power based on the following equation:
IVoc-I2R-Prequest=0；
Wherein Voc is the open-circuit voltage of the storage battery unit under a charge reserve, and I is the output current; r is the equivalent internal resistance of the storage battery unit, and P request is the request power of the storage battery unit.
5. The control method of a marine battery unit according to claim 1, characterized by further comprising:
The integrated energy management module determines the charge reserve of each of the storage batteries and triggers an alarm unit on the ship when the charge reserve of the storage battery unit is less than 30%.
6. A hybrid electric propulsion system for performing the control method of the marine battery unit according to any one of claims 1 to 5, characterized by comprising an energy integrated management module, and further comprising a plurality of battery units, each of which is connected to the energy integrated management module; the energy integrated management module is used for setting a storage battery unit as a main control battery unit; the system is used for receiving the power demand information of the whole ship and acquiring the charge state information of each storage battery unit; the main control battery unit adopts constant voltage and constant frequency control, and other storage battery units adopt constant power control; the main control battery unit distributes the power supply quantity of each storage battery unit according to the charge state information of each storage battery unit and in combination with the whole ship power consumption request information, and the power supply quantity of each storage battery unit is distributed to be the same; the energy integrated management module is also used for controlling the power supply of the corresponding connected storage battery unit according to the distributed power supply quantity.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010975377.4A CN112238790B (en) | 2020-09-16 | 2020-09-16 | Control method of marine storage battery unit and hybrid electric propulsion system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010975377.4A CN112238790B (en) | 2020-09-16 | 2020-09-16 | Control method of marine storage battery unit and hybrid electric propulsion system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112238790A CN112238790A (en) | 2021-01-19 |
| CN112238790B true CN112238790B (en) | 2024-05-31 |
Family
ID=74171447
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010975377.4A Active CN112238790B (en) | 2020-09-16 | 2020-09-16 | Control method of marine storage battery unit and hybrid electric propulsion system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112238790B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022057371A1 (en) * | 2020-09-16 | 2022-03-24 | 中船动力研究院有限公司 | Hybrid electric propulsion system, and starting and control methods therefor |
| CN114671001A (en) * | 2022-04-14 | 2022-06-28 | 潍柴重机股份有限公司 | Ship fuel cell power management method and management system |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102571452A (en) * | 2012-02-20 | 2012-07-11 | 华为技术有限公司 | Multi-node management method and system |
| CN104375479A (en) * | 2014-09-24 | 2015-02-25 | 惠州市亿能电子有限公司 | Device with slave control units replaceable and master-slave matching method thereof |
| CN105904976A (en) * | 2016-04-28 | 2016-08-31 | 西南交通大学 | Energy management system for fuel cell hybrid power motor vehicle |
| CN110707766A (en) * | 2018-07-09 | 2020-01-17 | 加百裕工业股份有限公司 | Parallel battery management system |
| CN110758708A (en) * | 2019-10-14 | 2020-02-07 | 浙江海洋大学 | Ship fuel cell hybrid propulsion system and energy control method |
| CN110896543A (en) * | 2018-09-12 | 2020-03-20 | 宁德时代新能源科技股份有限公司 | Battery management system and method and device for transmitting information |
| CN110896356A (en) * | 2018-09-12 | 2020-03-20 | 宁德时代新能源科技股份有限公司 | Battery management system and communication method in system |
| KR20200049351A (en) * | 2018-10-31 | 2020-05-08 | 삼성중공업 주식회사 | Hybrid ship |
| CN111146844A (en) * | 2020-01-20 | 2020-05-12 | 中国船舶重工集团公司第七0四研究所 | Power supply and distribution device of ship battery system and control method thereof |
| CN111459724A (en) * | 2020-03-06 | 2020-07-28 | 中国人民财产保险股份有限公司 | Node switching method, device, equipment and computer readable storage medium |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TW201445936A (en) * | 2013-05-17 | 2014-12-01 | Hon Hai Prec Ind Co Ltd | Server system capable of dynamically switching master-node and method for dynamically switching master-node |
-
2020
- 2020-09-16 CN CN202010975377.4A patent/CN112238790B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102571452A (en) * | 2012-02-20 | 2012-07-11 | 华为技术有限公司 | Multi-node management method and system |
| CN104375479A (en) * | 2014-09-24 | 2015-02-25 | 惠州市亿能电子有限公司 | Device with slave control units replaceable and master-slave matching method thereof |
| CN105904976A (en) * | 2016-04-28 | 2016-08-31 | 西南交通大学 | Energy management system for fuel cell hybrid power motor vehicle |
| CN110707766A (en) * | 2018-07-09 | 2020-01-17 | 加百裕工业股份有限公司 | Parallel battery management system |
| CN110896543A (en) * | 2018-09-12 | 2020-03-20 | 宁德时代新能源科技股份有限公司 | Battery management system and method and device for transmitting information |
| CN110896356A (en) * | 2018-09-12 | 2020-03-20 | 宁德时代新能源科技股份有限公司 | Battery management system and communication method in system |
| KR20200049351A (en) * | 2018-10-31 | 2020-05-08 | 삼성중공업 주식회사 | Hybrid ship |
| CN110758708A (en) * | 2019-10-14 | 2020-02-07 | 浙江海洋大学 | Ship fuel cell hybrid propulsion system and energy control method |
| CN111146844A (en) * | 2020-01-20 | 2020-05-12 | 中国船舶重工集团公司第七0四研究所 | Power supply and distribution device of ship battery system and control method thereof |
| CN111459724A (en) * | 2020-03-06 | 2020-07-28 | 中国人民财产保险股份有限公司 | Node switching method, device, equipment and computer readable storage medium |
Non-Patent Citations (1)
| Title |
|---|
| 基于改进下垂控制的主从微电网无差调频策略;高佳；肖迎群;电力科学与工程;20181031;第34卷(第10期);第8-14页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112238790A (en) | 2021-01-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112208737B (en) | Hybrid electric propulsion system | |
| CN112249291B (en) | Control method of fuel cell unit for ship and hybrid electric propulsion system | |
| CN112224372B (en) | Hybrid electric propulsion system and starting method thereof | |
| CN112224373B (en) | Control method of fuel cell unit for ship and hybrid electric propulsion system | |
| JP6050780B2 (en) | Uninterruptible power supply system using vehicles | |
| KR101349874B1 (en) | Battery management system and method for ship propulsion | |
| US6882129B2 (en) | Battery pack for a battery-powered vehicle | |
| CN109120051B (en) | Multi-channel mixed battery manager, control method of lithium battery power supply unit and base station | |
| CN112238790B (en) | Control method of marine storage battery unit and hybrid electric propulsion system | |
| US20170179723A1 (en) | Clustered energy-storing micro-grid system | |
| KR102249662B1 (en) | Marine integrated power control management system | |
| CN110816313B (en) | Whole vehicle energy management method of electric vehicle power system and vehicle | |
| US9651927B2 (en) | Power supply control system and power supply control method | |
| US20110193410A1 (en) | Control concept for limit-value management for dc/dc converter in an energy system | |
| CN113335140A (en) | Control method, hybrid system, vehicle, and readable storage medium | |
| KR102113270B1 (en) | Energy Management System for Railway station and Hydrogen Fuel Cell Hybrid Railway Vehicle | |
| JP2013162686A (en) | Power supply system | |
| WO2022057371A1 (en) | Hybrid electric propulsion system, and starting and control methods therefor | |
| US20200280191A1 (en) | Energy storage system | |
| CN112564253B (en) | New energy yacht green energy system and energy matching management method | |
| CN113954773A (en) | Low-voltage power supply device for commercial vehicle | |
| KR20220165977A (en) | Apparatus and method for driving EMS in Microgrid | |
| CN112339963A (en) | Direct-current networking ship electric propulsion system and method | |
| KR101595664B1 (en) | A portable, attachable and detachable battery | |
| CN115556634B (en) | Energy self-adaptive control method for hybrid shunting locomotive |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |