CN112350298A - Marine redundancy auxiliary system and control method thereof - Google Patents
Marine redundancy auxiliary system and control method thereof Download PDFInfo
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- CN112350298A CN112350298A CN202011045994.0A CN202011045994A CN112350298A CN 112350298 A CN112350298 A CN 112350298A CN 202011045994 A CN202011045994 A CN 202011045994A CN 112350298 A CN112350298 A CN 112350298A
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- 238000000034 method Methods 0.000 title claims description 15
- 238000002955 isolation Methods 0.000 claims abstract description 22
- 230000009466 transformation Effects 0.000 claims description 6
- 239000000446 fuel Substances 0.000 claims description 3
- GELKBWJHTRAYNV-UHFFFAOYSA-K lithium iron phosphate Chemical compound [Li+].[Fe+2].[O-]P([O-])([O-])=O GELKBWJHTRAYNV-UHFFFAOYSA-K 0.000 claims description 3
- 238000012544 monitoring process Methods 0.000 claims description 3
- 238000003825 pressing Methods 0.000 claims description 3
- 230000008569 process Effects 0.000 description 5
- 238000012423 maintenance Methods 0.000 description 4
- 230000005415 magnetization Effects 0.000 description 2
- 206010063385 Intellectualisation Diseases 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 230000003116 impacting effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000002688 persistence Effects 0.000 description 1
- 238000004886 process control Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/08—Three-wire systems; Systems having more than three wires
- H02J1/084—Three-wire systems; Systems having more than three wires for selectively connecting the load or loads to one or several among a plurality of power lines or power sources
- H02J1/086—Three-wire systems; Systems having more than three wires for selectively connecting the load or loads to one or several among a plurality of power lines or power sources for providing alternative feeding paths between load or loads and source or sources when the main path fails
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/062—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for AC powered loads
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Abstract
A marine redundancy auxiliary system comprises a power station, wherein the power station is connected to a No. 1 direct current bus through a working contactor and a fast fuse in sequence; the fast fuse is sequentially connected with a daily auxiliary inverter, a sine filter, an overcurrent protection circuit breaker and an isolation transformer, an outlet of the isolation transformer is divided into two paths, one path is connected to a 380V bus bar through a pre-magnetizing contactor, and the other path is connected to the 380V bus bar through a working circuit breaker and a working contactor; a 380V auxiliary load is connected to the 380V busbar; the 380V busbar is connected with a 220V busbar through an overcurrent protection circuit breaker and a daily transformer, and the 220V busbar is connected with a 220V auxiliary load; no. 1 direct current bus is connected with No. 2 direct current bus through the bus section switch, is equipped with the same components and parts on the direct current bus with No. 1 between its and 380V female arranging. The invention solves the problem of redundant auxiliary power supply of a power storage battery power station and prevents the power loss of the whole ship; the consistency of the total working time of the two sets of auxiliary systems and the sudden switching of the transformer are ensured.
Description
Technical Field
The invention belongs to the field of ships, and particularly relates to a marine redundancy auxiliary system and a control method thereof.
Background
The characteristics of the future ships are electrification, automation, intellectualization and green energy conservation. The characteristics of the new energy ship, particularly the storage battery power ship, are more consistent with the development direction of the future ship.
Auxiliary systems of a vessel are subsystems necessary for the proper operation of the vessel. The auxiliary systems are typically cold backup, zone operated to reduce the complexity of the entire ship's electrical system. The auxiliary systems of the conventional ships comprise pumping systems such as fans and water pumps, and daily life systems such as lighting and air conditioning; meanwhile, the control system of the ship is usually a redundant power supply system, wherein the auxiliary system power supply is one of the redundant power supply systems of the control system.
The marine auxiliary system has redundancy so as to ensure the normal work of the marine auxiliary system; the redundant auxiliary system has an automatic switching function, so that the possibility of power loss of the whole ship is reduced to the maximum extent, and the functional completeness of a ship power station system is improved; meanwhile, the redundant auxiliary system has a hot standby function and is suitable for new energy power ships, particularly storage battery power ships.
A conventional fuel engine (diesel) marine auxiliary system is a mechanical shaft generator. The power supply of the auxiliary system must start the propulsion diesel engine, the emergency diesel engine or the parking diesel engine. The shaft generator is a single generator or 2 generators with cold backup, so that the problem that the whole auxiliary system is circulated and burnt down due to uncontrolled grid-connected operation of the auxiliary system is solved.
The electric propulsion ship power station is a diesel engine-generator set which runs in a grid-connected mode, and the whole system is a three-phase alternating current system. The auxiliary system converts the voltage system of the power station into the power system of the three-phase 400V auxiliary system through a transformer. When each diesel generating set of the electric propulsion ship is operated in a grid-connected mode, the auxiliary system is a passive hot standby system, the auxiliary system which is put into operation at present cannot be completely determined, and long-term operation of one auxiliary system can be caused, and the other auxiliary system is vacant for a long time, so that maintenance and management of the two systems are inconvenient.
Disclosure of Invention
The invention aims to provide a marine redundant auxiliary system and a control method thereof, which aim to solve the three problems, (1) solve the problem of redundant auxiliary power supply of a power storage battery power station, and when one auxiliary system fails, the other normal auxiliary system can be automatically put into use to prevent the power loss of the whole ship. (2) The problem of working time sequences of two sets of redundant auxiliary systems is solved, the consistency of the total working time length of the two sets of auxiliary systems is ensured, and the consistency of overhauling and maintenance of the two sets of systems is further ensured. (3) The problem of sudden transformer switching is solved, and the pre-magnetizing function is designed and used to pre-magnetize the rear-end transformer, so that the sudden transformer switching is prevented from impacting and even stopping the front-end auxiliary power supply.
The technical scheme adopted by the invention is as follows:
a redundant auxiliary system for a ship comprises a power station B electrically connected on a direct current bus, wherein a daily auxiliary inverter DCAC (through a fast fuse or a breaker to ensure that the DCAC is always in a heat engine state) is directly connected on the direct current bus through the fast fuse or the breaker, a sine filter LC (to improve the quality of the output voltage and frequency of the DCAC) is arranged at the output end of the daily auxiliary inverter DCAC, the output end of the sine filter LC is connected with an isolation transformer T1 (to effectively inhibit the common mode voltage in the output of the DCAC) through an overcurrent protection breaker QF1, the outlet of the isolation transformer T1 is divided into two paths, one path is connected to a 380V busbar through a pre-magnetizing contactor KM12, the other path is connected with a working contactor KM1 through a working breaker QF12, and the working contactor KM1 is further connected to the; the overcurrent protection circuit breaker QF11 is connected to the primary side of the T11, and the working circuit breaker QF12 is connected to the secondary side of the T11; a 380V auxiliary load L1 is connected to the 380V busbar; the 380V busbar is connected with a daily transformer T3 through an overcurrent protection breaker QF31, the daily transformer T3 is connected with a 220V busbar through a working breaker QF32, and the 220V busbar is connected with a 220V auxiliary load L2.
A redundant auxiliary system for ships comprises a power station B1, wherein the power station B1 is connected to a No. 1 direct current bus through a working contactor KM1 and a quick fuse (or a breaker) in sequence; the No. 1 direct current bus is directly connected with a daily auxiliary inverter DCAC1 (through a fast fuse or a breaker, the DCAC1 is guaranteed to be in a heat engine state all the time), the output end of the daily auxiliary inverter DCAC1 is provided with a sine filter LC1 (the quality of the output voltage and the frequency of the DCAC1 is improved), the output end of the sine filter LC is connected with an isolation transformer T11 (common mode voltage in the output of the DCAC1 can be effectively inhibited) through an overcurrent protection breaker QF11, the outlet of the isolation transformer T11 is divided into two paths, one path is connected to a 380V bus bar through a pre-magnetizing contactor KM12, the other path is connected with a working contactor KM11 through a working breaker QF12, and the working contactor KM11 is connected to the 380V bus bar; the overcurrent protection circuit breaker QF11 is connected to the primary side of the T11, and the working circuit breaker QF12 is connected to the secondary side of the T11; a 380V auxiliary load L1 is connected to the 380V busbar; the 380V busbar is connected with a daily transformer T3 through an overcurrent protection breaker QF31, a daily transformer T3 (supplying power to living loads such as a lighting system of a whole ship, an air conditioner and the like and other 220V loads) is connected with a 220V busbar through a working breaker QF32, and the 220V busbar is connected with a 220V auxiliary load L2;
the No. 1 direct current bus is connected with a No. 2 direct current bus through a bus section switch QS, and the No. 2 direct current bus is connected with a power station B2 through a working contactor KM2 and a fast fuse (or a breaker) in sequence; a daily auxiliary inverter DCAC2, a sine filter LC2, an overcurrent protection circuit breaker QF21, an isolation transformer T21, a working circuit breaker QF22, a working contactor KM21 and a pre-magnetizing contactor KM22 which are the same as those on the No. 1 direct-current bus are arranged between the No. 2 direct-current bus and the 380V bus.
Further, the power station is a lithium iron phosphate power storage battery or a fuel cell or a direct-current diesel generator set.
Furthermore, the capacities of the storage battery power stations B1 and B2 are both 1200Ah, the electric quantity is 650kWh, and the total voltage is DC 600V.
Furthermore, the transformation ratio of the isolation transformer T11 is 400/400, and the total capacity is 30 kVA; the transformation ratio of the daily transformer T3 is 400/230, and the total capacity is 16 kVA.
Furthermore, a mechanical interlocking device is arranged between the main contacts KM11 and KM21, and meanwhile, coil control loops KM11 and KM21 are electrically interlocked; a mechanical interlocking device is arranged between the main contacts of the pre-magnetizing contactors KM12 and KM22, and meanwhile, coil control loops of KM12 and KM22 are electrically interlocked. The redundant AC pre-charging magnetic circuit is prevented from being connected with the grid in an uncontrolled way, and the redundant AC main circuit is prevented from being connected with the grid in an uncontrolled way.
Furthermore, in the pre-magnetizing control loop containing the pre-magnetizing contactors KM12 and KM22, four parallel circuits are arranged between the positive electrode and the negative electrode, the components on the first circuit are a control unit SCU, a working contactor KM11, an intermediate relay KA2 and a KA1 in sequence, the components on the second circuit are an intermediate relay KA2, KA1 and a pre-magnetizing contactor KM12 in sequence, the components on the third circuit are a control unit SCU, a working contactor KM21, an intermediate relay KA1 and a KA2 in sequence, and the components on the fourth circuit are an intermediate relay KA1, a KA2 and a pre-magnetizing contactor KM22 in sequence.
Furthermore, a shore power switch KA3 is added in the control loop of the electric interlocking coils of KM11 and KM21, so that the working contactor cannot be attracted when shore power is in an access state.
The control method of the marine redundant auxiliary system comprises the following steps:
s001, the SCU monitors a starting set variable and carries out the starting sequence of the redundant auxiliary system on the DDU according to different values of the starting set variable; the fault state of the auxiliary system simultaneously affects the start-up sequence of the DCAC; the SCU automatically updates a starting set value according to the auxiliary system branch which is actually put into operation;
s101, prompting that a DCAC1 branch is started preferentially on a DDU, and preferentially pressing a 1-cabin storage battery power station closing button;
s102, after receiving a starting instruction, the DCAC1 enables the DCAC1 and prohibits the DCAC2 from being enabled by the SCU if the DCAC1 system branch is normal; when the branch of the DCAC2 system fails, the SCU directly starts the DCAC1 without judging the sequence of closing actions;
and S103, the SCU automatically updates the starting set value after monitoring that the DCAC1 is converted from the successful operation to the stop operation, and waits for the next starting instruction of the auxiliary system.
The invention has the beneficial effects that:
the auxiliary systems related to the invention have hot standby redundancy, when one group of auxiliary systems fails, the other group of normal auxiliary systems can be automatically and quickly put into service in about 3s, and the power failure of the whole ship auxiliary system is prevented, so that the power failure of the whole ship is further prevented, and the safety of sailing is endangered.
The marine redundancy auxiliary system and the automatic switching method thereof are suitable for a novel direct-current power distribution system in the ship industry, in particular to a new energy ship. The invention has certain promotion effect on the application of the direct current power distribution system in the ship industry.
The auxiliary system provided by the invention is only provided with one daily transformer, so that the system cost can be effectively reduced, even one isolation transformer can be saved on the basis, the auxiliary system cost can be further effectively reduced, the cost of the whole direct current power distribution system is further reduced, the popularization of direct current power distribution system ships is facilitated, and the updating and upgrading of industrial equipment are promoted. The equipment with less quantity reduces the requirement of installation space, and is particularly suitable for medium and small-sized ships with high power.
The daily transformer pre-magnetizing function arranged in the auxiliary system can effectively reduce the impact of the starting of the auxiliary system on the whole ship power station, and the alternating current coil is selected for working contact, so that the starting impact of the auxiliary system can be reduced, and the system cost is reduced to a certain extent.
The two sets of redundant auxiliary systems have an automatic cycle alternate working mechanism, so that the consistency of equipment maintenance of the two sets of auxiliary systems is ensured.
The two sets of redundant auxiliary system main loops, the control loops and the logic control are all designed with interlocking relation, so that the uncontrolled alternating current grid connection condition can be effectively prevented, and the equipment burning probability is reduced.
Drawings
FIG. 1 is a single line diagram of a redundant auxiliary system;
FIG. 2 is a pre-charge control loop;
FIG. 3 is a main contactor control loop;
FIG. 4 is a redundant auxiliary system control topology;
FIG. 5 is a flow chart of a redundant auxiliary system control method.
Detailed Description
As shown in fig. 1, the marine redundant auxiliary system comprises a power station B1, wherein the power station B1 is connected to a number 1 direct current bus through a working contactor KM1 and a fast fuse in sequence; the No. 1 direct current bus is directly connected with a daily auxiliary inverter DCAC1 (through a fast fuse, the DCAC1 is guaranteed to be in a heat engine state all the time), a sine filter LC1 is arranged at the output end of the daily auxiliary inverter DCAC1 (the quality of the output voltage and frequency of the DCAC1 is improved), the output end of the sine filter LC is connected with an isolation transformer T11 (common mode voltage in the output of the DCAC1 can be effectively inhibited) through an overcurrent protection breaker QF11, the outlet of the isolation transformer T11 is divided into two paths, one path is connected to a 380V bus bar through a pre-magnetizing contactor KM12, the other path is connected with a working contactor KM11 through a working breaker QF12, and the working contactor KM11 is further connected to the 380V bus bar; the overcurrent protection circuit breaker QF11 is connected to the primary side of the T11, and the working circuit breaker QF12 is connected to the secondary side of the T11; a 380V auxiliary load L1 is connected to the 380V busbar; the 380V busbar is connected with a daily transformer T3 through an overcurrent protection breaker QF31, the daily transformer T3 (which supplies power for living loads such as a lighting system of a whole ship, an air conditioner and the like and other 220V loads) is connected with a 220V busbar through a working breaker QF32, and the 220V busbar is connected with a 220V auxiliary load L2.
The No. 1 direct current bus is connected with a No. 2 direct current bus through a bus section switch QS, and the No. 2 direct current bus is connected with a power station B2 through a working contactor KM2 and a fast fuse in sequence; a daily auxiliary inverter DCAC2, a sine filter LC2, an overcurrent protection circuit breaker QF21, an isolation transformer T21, a working circuit breaker QF22, a working contactor KM21 and a pre-magnetizing contactor KM22 which are the same as those on the No. 1 direct-current bus are arranged between the No. 2 direct-current bus and the 380V bus.
As shown in fig. 2 and 3, a mechanical interlocking device is arranged between the main contacts of KM11 and KM21, and at the same time, coil control loops of KM11 and KM21 are electrically interlocked; a mechanical interlocking device is arranged between the main contacts of the pre-magnetizing contactors KM12 and KM22, and meanwhile, coil control loops of KM12 and KM22 are electrically interlocked. The redundant AC pre-charging magnetic circuit is prevented from being connected with the grid in an uncontrolled way, and the redundant AC main circuit is prevented from being connected with the grid in an uncontrolled way.
In a pre-magnetizing control loop comprising pre-magnetizing contactors KM12 and KM22, four parallel circuits are arranged between a positive electrode and a negative electrode, components on the first circuit are a control unit SCU, a working contactor KM11, an intermediate relay KA2 and KA1 in sequence, components on the second circuit are intermediate relays KA2, KA1 and a pre-magnetizing contactor KM12 in sequence, components on the third circuit are a control unit SCU, a working contactor KM21, intermediate relays KA1 and KA2 in sequence, and components on the fourth circuit are intermediate relays KA1, KA2 and a pre-magnetizing contactor KM22 in sequence.
In order to prevent an uncontrolled alternating current grid-connected working condition from occurring between a DCAC alternating current system and a shore power supply system, electrical interlocking of a shore power switch KA3 is added into coil loops of KM11 and KM21, and when shore power is in an access state, a working contactor cannot be attracted.
In the redundant auxiliary system, the parameters of each component are as follows:
the capacities of the lithium iron phosphate power storage battery power stations B1 and B2 are both 1200Ah, the electric quantity is 650kWh, and the total voltage is DC 600V; the transformation ratio of the isolation transformer is 400/400, and the total capacity is 30 kVA; the transformation ratio of the daily transformer is 400/230, and the total capacity is 16 kVA. The auxiliary load power is made into a constant-voltage constant-frequency power supply, so that the DCAC is output at constant voltage and constant frequency, 10% of voltage drop loss of the sine filter is considered, the output voltage of the DCAC is 440V, and the frequency is 50 Hz; considering the simultaneous use of the system by the load, the power of the DCAC is set to 32kW, and the parameters of the sine filter are set to 3.2mH, 10 μ F, according to its switching frequency of 3.5 kHz. The protection circuit breaker and the work circuit breaker of isolation transformer all use 50/100 specification, and the protection circuit breaker and the work circuit breaker of daily transformer all use 32/100 specification.
Because the coil instant attracting power of the alternating current working contactors KM11 and KM21 is about 800W, in order to reduce the impact of the attracting instant of the working contactors on a 24V power supply system and avoid the tripping of the 24V power supply system, the coil specification of the working contactors is selected to be 380V, the main contact is 100A, and an alternating current main power supply is used for supplying power to the coil of the working contactors so as to ensure the safe and normal attracting of the working contactors. The coil attracting power of the pre-magnetizing contactor is small, the voltage of a control system is 24V, the coil is selected to be 24V specification and the main contact is 50A in order to facilitate the control of the pre-magnetizing process. Because the output control capability of a general relay output type SCU is only 2A, the control of the pre-magnetizing contactor is realized by the SCU through the control of the intermediate relay.
The SCU of the whole ship control unit realizes the automatic input and cut-off of the power station B1 and the power station B2 by controlling the working contactor KM1 and the pre-magnetizing contactor KM 2.
The power supply and the working process of the system are described by an auxiliary system under the No. 1 DC bus.
And when the auxiliary system is put into an initial stage, the SCU controls the KM12 to pull in first so as to realize the pre-magnetizing process of the daily transformer T3 after the DCAC1 is operated, and at the moment, the 220V daily load L2 is temporarily connected with the KM12 for power supply. The KM11 coil is powered by a self-power-taking mode, after the output voltage of the DCAC1 reaches the pull-in voltage of KM11, the KM11 automatically pulls in, the SCU controls the KM12 to release, and 380V auxiliary load L1 and 220V auxiliary load L2 are both powered on through the KM11 for a long time.
The power device of the DCAC1 is an IGBT, and the starting process of the DCAC1 can be set to a soft-start mode to control the output voltage and frequency synchronous slope to rise, so as to reduce the impact on the B1 (and B2), and simultaneously realize the pre-magnetization of the isolation transformer, so as to prevent the isolation transformer from generating no-load current sudden change, and causing impact on the DCAC1 (and DCAC2), which leads to overcurrent protection of the auxiliary inverter DCAC1, and even burning loss of internal devices.
The DCAC1 start-up process is soft start, and the pre-charge magnetic circuit of T3 is not provided with a pre-charge magnetic resistor.
Taking a DCAC1 loop as an example, in order to ensure the persistence of the pre-magnetization of the daily transformer, after the SCU receives the feedback of the successful attraction of the working contactor KM11, the SCU continuously attracts for 3s by controlling the KA1, the SCU disconnects the coil of the KA1 for supplying power, and meanwhile, in order to ensure the timely disconnection of the KA1, the large working current is prevented from flowing through the main contact of the KM12 for a long time, and the coil loop of the KA1 is electrically interlocked with the KM 11. In order to prevent the uncontrolled alternating current grid-connected working condition between the pre-charging loop of the daily transformer and shore power, when the SCU receives that the shore power supply state KA3 is an access state, the SCU keeps a power-off state for a KA1 coil.
Because the main contactors KM11 and KM21 of the redundant auxiliary system are in a self-power-taking mode, the attracting sequence of KM11 and KM21 cannot be automatically and intelligently controlled, the branch of the auxiliary system which is actually put into operation is the branch where the DCAC which is started first in the two DCACs is located, the service lives and the maintenance consistency of the two sets of redundant auxiliary systems are ensured, the SCU sets the starting sequence of the DCACs according to the DCACs which are actually put into operation last time of the two DCACs and the current fault states of the DCACs, sets an auxiliary system starting prompt on a man-machine interface DDU of a driving console, and manually intervenes the starting sequence of the DCACs to ensure the consistency of the use frequency of the two DCACs. As shown in fig. 4, the SCU unidirectionally sends DCAC start prompt information to the DDU; the SCU collects the status of the DCAC1 and its auxiliary circuits, the status of the DCAC2 and its auxiliary circuits, and sends start signals to the DCAC1 and the DCAC2, as shown in fig. 4.
The control method of the redundant auxiliary system for the ship comprises the following steps (the control methods of two sets of redundant auxiliary systems are the same, and the operation process control of a DCAC1 system branch is taken as an example):
s001, the SCU monitors a starting set variable and carries out the starting sequence of the redundant auxiliary system on the DDU according to different values of the starting set variable; the fault state of the auxiliary system simultaneously affects the start-up sequence of the DCAC; the SCU automatically updates a starting set value according to the auxiliary system branch which is actually put into operation;
s101, prompting that a DCAC1 branch is started preferentially on a DDU, and preferentially pressing a 1-cabin storage battery power station closing button;
s102, after receiving a starting instruction, the DCAC1 enables the DCAC1 and prohibits the DCAC2 from being enabled by the SCU if the DCAC1 system branch is normal; when the branch of the DCAC2 system fails, the SCU directly starts the DCAC1 without judging the sequence of closing actions;
and S103, the SCU automatically updates the starting set value after monitoring that the DCAC1 is converted from the successful operation to the stop operation, and waits for the next starting instruction of the auxiliary system.
Claims (9)
1. A marine redundant auxiliary system is characterized by comprising a power station B electrically connected to a direct current bus, wherein the direct current bus is directly connected with a daily auxiliary inverter DCAC through a fast fuse or a breaker, a sine filter LC is arranged at the output end of the daily auxiliary inverter DCAC, the output end of the sine filter LC is connected with an isolation transformer T1 through an overcurrent protection breaker QF1, the outlet of the isolation transformer T1 is divided into two paths, one path is connected to a 380V busbar through a pre-magnetizing contactor KM12, the other path is connected with a working contactor KM1 through a working breaker QF12, and the working contactor KM1 is further connected to the 380V busbar; the overcurrent protection circuit breaker QF11 is connected to the primary side of the T11, and the working circuit breaker QF12 is connected to the secondary side of the T11; a 380V auxiliary load L1 is connected to the 380V busbar; the 380V busbar is connected with a daily transformer T3 through an overcurrent protection breaker QF31, the daily transformer T3 is connected with a 220V busbar through a working breaker QF32, and the 220V busbar is connected with a 220V auxiliary load L2.
2. A redundant auxiliary system for a ship is characterized by comprising a power station B1, wherein the power station B1 is connected to a No. 1 direct current bus through a working contactor KM1 and a quick fuse in sequence; the No. 1 direct current bus is directly connected with a daily auxiliary inverter DCAC1 through a fast fuse or a breaker, a sine filter LC1 is arranged at the output end of the daily auxiliary inverter DCAC1, the output end of the sine filter LC is connected with an isolation transformer T11 through an overcurrent protection breaker QF11, the outlet of the isolation transformer T11 is divided into two paths, one path is connected to a 380V bus bar through a pre-magnetizing contactor KM12, the other path is connected with a working contactor KM11 through a working breaker QF12, and the working contactor KM11 is connected to the 380V bus bar; the overcurrent protection circuit breaker QF11 is connected to the primary side of the T11, and the working circuit breaker QF12 is connected to the secondary side of the T11; a 380V auxiliary load L1 is connected to the 380V busbar; the 380V busbar is connected with a daily transformer T3 through an overcurrent protection breaker QF31, the daily transformer T3 is connected with a 220V busbar through a working breaker QF32, and the 220V busbar is connected with a 220V auxiliary load L2;
the No. 1 direct current bus is connected with a No. 2 direct current bus through a bus section switch QS, and the No. 2 direct current bus is connected with a power station B2 through a working contactor KM2 and a fast fuse in sequence; a daily auxiliary inverter DCAC2, a sine filter LC2, an overcurrent protection circuit breaker QF21, an isolation transformer T21, a working circuit breaker QF22, a working contactor KM21 and a pre-magnetizing contactor KM22 which are the same as those on the No. 1 direct-current bus are arranged between the No. 2 direct-current bus and the 380V bus.
3. A redundant auxiliary system for ships according to claim 1 or 2, wherein said power station is a lithium iron phosphate power battery or a fuel cell or a dc diesel generator set.
4. The marine redundancy assistance system of claim 2, wherein the battery stations B1 and B2 each have a capacity of 1200Ah, a capacity of 650kWh, and a total voltage of DC 600V.
5. The marine redundant auxiliary system of claim 2 wherein the isolation transformer T11 has a transformation ratio of 400/400, a total capacity of 30 kVA; the transformation ratio of the daily transformer T3 is 400/230, and the total capacity is 16 kVA.
6. A redundant auxiliary system for ships according to claim 2, wherein a mechanical interlocking device is provided between the main contacts of the work contactor KM11 and KM21, and the coil control loops of KM11 and KM21 are electrically interlocked; a mechanical interlocking device is arranged between the main contacts of the pre-magnetizing contactors KM12 and KM22, and meanwhile, coil control loops of KM12 and KM22 are electrically interlocked.
7. The marine redundancy auxiliary system of claim 6, wherein in the pre-magnetizing control loop including the pre-magnetizing contactors KM12 and KM22, four parallel circuits are provided between the positive and negative electrodes, the components on the first circuit are the control unit SCU, the working contactor KM11, the intermediate relay KA2 and KA1 in sequence, the components on the second circuit are the intermediate relay KA2, KA1 and the pre-magnetizing contactor KM12 in sequence, the components on the third circuit are the control unit SCU, the working contactor KM21, the intermediate relay KA1 and KA2 in sequence, and the components on the fourth circuit are the intermediate relays KA1, KA2 and the pre-magnetizing contactor KM22 in sequence.
8. The marine redundancy assistance system of claim 6, wherein the shore power switch KA3 is added to the control loop of the electrical interlock coils of KM11 and KM21, so that the working contactor will not be able to pull in when shore power is on.
9. A control method of a marine redundant auxiliary system is characterized by comprising the following steps:
s001, the SCU monitors a starting set variable and carries out the starting sequence of the redundant auxiliary system on the DDU according to different values of the starting set variable; the fault state of the auxiliary system simultaneously affects the start-up sequence of the DCAC; the SCU automatically updates a starting set value according to the auxiliary system branch which is actually put into operation;
s101, prompting that a DCAC1 branch is started preferentially on a DDU, and preferentially pressing a 1-cabin storage battery power station closing button;
s102, after receiving a starting instruction, the DCAC1 enables the DCAC1 and prohibits the DCAC2 from being enabled by the SCU if the DCAC1 system branch is normal; when the branch of the DCAC2 system fails, the SCU directly starts the DCAC1 without judging the sequence of closing actions;
and S103, the SCU automatically updates the starting set value after monitoring that the DCAC1 is converted from the successful operation to the stop operation, and waits for the next starting instruction of the auxiliary system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011045994.0A CN112350298B (en) | 2020-09-29 | Marine redundant auxiliary system and control method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011045994.0A CN112350298B (en) | 2020-09-29 | Marine redundant auxiliary system and control method thereof |
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| Publication Number | Publication Date |
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| CN112350298A true CN112350298A (en) | 2021-02-09 |
| CN112350298B CN112350298B (en) | 2024-07-09 |
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