CN115189434A - Charge and discharge control system for large-capacity electric ship - Google Patents

Charge and discharge control system for large-capacity electric ship Download PDF

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Publication number
CN115189434A
CN115189434A CN202210757788.5A CN202210757788A CN115189434A CN 115189434 A CN115189434 A CN 115189434A CN 202210757788 A CN202210757788 A CN 202210757788A CN 115189434 A CN115189434 A CN 115189434A
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China
Prior art keywords
bidirectional conversion
battery
discharge current
maximum total
threshold
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CN202210757788.5A
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Chinese (zh)
Inventor
张泽宇
胡国昭
郑雪筠
夏叶亮
尹文龙
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Wuhan Institute of Marine Electric Propulsion China Shipbuilding Industry Corp No 712 Institute CSIC
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Wuhan Institute of Marine Electric Propulsion China Shipbuilding Industry Corp No 712 Institute CSIC
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Priority to CN202210757788.5A priority Critical patent/CN115189434A/en
Publication of CN115189434A publication Critical patent/CN115189434A/en
Pending legal-status Critical Current

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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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • 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
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • 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
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • 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
    • 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
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00001—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by the display of information or by user interaction, e.g. supervisory control and data acquisition systems [SCADA] or graphical user interfaces [GUI]
    • 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
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00002—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by monitoring
    • 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
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00004—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by the power network being locally controlled
    • 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
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00032—Systems characterised by the controlled or operated power network elements or equipment, the power network elements or equipment not otherwise provided for
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00302—Overcharge protection
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00304—Overcurrent protection
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00306—Overdischarge protection
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • 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
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Abstract

The application discloses charge-discharge control system to large capacity electric ship, this control system includes: the shore-based charging device is used for charging the battery pack of the electric ship, the detection device is used for detecting whether the electric ship is in butt joint with the shore-based charging device, and the energy management system comprises an execution layer and a control layer, wherein the execution layer comprises a plurality of DC/DC bidirectional conversion devices which are connected in parallel so as to connect a direct-current bus and at least one group of battery packs which are connected in parallel, and an acquisition unit of the control layer acquires battery state information of the battery packs, so that a main controller determines the maximum total discharge current of the plurality of DC/DC bidirectional conversion devices which are connected in parallel and the discharge current of the battery packs according to the battery state information, and determines the maximum total charge current of the plurality of DC/DC bidirectional conversion devices which are connected in parallel and the charge current of the battery packs according to the battery state information when the electric ship is judged to be in butt joint with the shore-based charging device. Through the technical scheme in this application, optimize the charge-discharge control strategy of many cluster battery groups in the electric ship.

Description

Charge and discharge control system for large-capacity electric ship
Technical Field
The application relates to the technical field of electric ships, in particular to a charge and discharge control system for a large-capacity electric ship.
Background
With the continuous development of the technology in the new energy field in China, particularly the inspection guidelines of solar photovoltaic systems and lithium iron phosphate battery systems released by China classification society in 2015, the development of new energy ships is marked to enter the rapid development stage.
Due to the fact that the power demand of the ship is high, in order to guarantee normal operation of the new energy ship, the battery capacity required by the new energy ship is high, for example, the battery capacity of 300-passenger-position full-electric passenger ships in Wuhan in 2018 reaches 2300kWh, and the battery capacity of one yacht in two dams and one isthmus in Yichang transportation in 2018 reaches 7500kWh, so that multiple clusters of battery packs need to be connected in parallel.
In the prior art, a charging and discharging management control strategy for a battery is generally performed on a single battery pack, the problem of overcharge and overdischarge of a plurality of clusters of battery packs is not considered, and the influence of fluctuation generated by a rear-end load on a charging and discharging system of an electric ship due to special navigation environments of the electric ship, such as water area flow velocity, wind direction and wind speed, is not considered.
Meanwhile, because the mode of parallel connection of the multiple clusters of battery packs is adopted in the electric ship, in order to reduce the production and manufacturing cost of the electric ship, the multiple clusters of battery packs commonly share one DC/DC charging and discharging control device, so when one of the multiple clusters of battery packs under one DC/DC charging and discharging control device breaks down, the other battery packs generate an overcurrent phenomenon, the whole DC/DC charging and discharging control device stops working, and the normal operation of the electric ship is influenced.
Disclosure of Invention
The purpose of this application lies in: the charge and discharge control strategy of the multi-cluster battery pack in the electric ship is optimized, the safety and reliability of electric ship navigation are improved, and energy management is facilitated.
The technical scheme of the application is as follows: the utility model provides a charge-discharge control system to large capacity electric ship, be provided with direct current bus and many clusters of group battery on the electric ship, many clusters of group battery are parallelly connected in direct current bus, and the group battery is used for supplying power to electric ship, and control system includes: the system comprises a shore-based charging device, a detection device and an energy management system; detection device is used for detecting whether electric ship docks with bank base charging device, and bank base charging device is used for charging the group battery, and energy system includes: an execution layer and a control layer; the execution layer comprises a plurality of DC/DC bidirectional conversion devices connected in parallel, one end of each DC/DC bidirectional conversion device is connected to the direct current bus, the other end of each DC/DC bidirectional conversion device is connected to at least one group of battery packs connected in parallel, and the DC/DC bidirectional conversion devices are used for adjusting the charging current and the discharging current of the battery packs; the control layer comprises an acquisition unit and a main controller, the acquisition unit is electrically connected to the input end of the main controller, the acquisition unit is used for acquiring battery state information of the battery pack, the main controller is electrically connected to the control end of the DC/DC bidirectional conversion device, the main controller is used for determining the maximum total discharge current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, and determining the discharge current of the battery pack connected with the DC/DC bidirectional conversion device according to the maximum total discharge current, the main controller is also used for determining the maximum total charge current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information when the electric ship is judged to be in butt joint with the shore-based charging device, and determining the charge current of the battery pack connected with the DC/DC bidirectional conversion device according to the maximum total charge current.
In any of the above technical solutions, further, the execution layer includes an inverter power supply and a propulsion inverter, one end of the inverter power supply is connected to the DC bus, the other end of the inverter power supply is connected to the first electrical unit of the electric ship, one end of the propulsion inverter is connected to the DC bus, the other end of the propulsion inverter is connected to the second electrical unit of the electric ship, the battery state information includes remaining charge, and the main controller is configured to determine a maximum total discharge current of the plurality of parallel DC/DC bidirectional converters according to the battery state information, and specifically includes: when the residual charge is judged to be larger than the charge threshold value, determining the maximum total discharge current according to the rated power of the inverter power supply and the propulsion inverter; and when the residual charge is judged to be less than or equal to the charge threshold, setting the working mode of the inverter to be an unloading mode, setting the working mode of the propulsion inverter to be a power limiting mode, and determining the maximum total discharge current according to the first power of the inverter in the unloading mode and the second power of the propulsion inverter in the power limiting mode.
In any of the above technical solutions, further, the battery state information further includes battery pack ampere hour, and the main controller determines the maximum total discharge current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, specifically including: step 11, when the ampere hour of the battery pack is judged to be larger than a first threshold value, determining the first threshold value as the maximum total discharge current of the DC/DC bidirectional conversion device, wherein the first threshold value is the smaller value of a discharge current calculation value and the rated discharge current of the DC/DC bidirectional conversion device, and the discharge current calculation value is determined by the power of an inverter power supply and a propulsion inverter; step 12, when the ampere hour of the battery pack is judged to be less than or equal to a first threshold and greater than a second threshold, determining the maximum total discharge current of the DC/DC bidirectional conversion device according to the product of the second threshold and the number of the battery packs mounted under the DC/DC bidirectional conversion device, wherein the second threshold is the ratio of the first threshold to the total number of the battery packs; and step 13, when the ampere hour of the battery pack is judged to be less than or equal to the second threshold value, determining the maximum total discharge current of the DC/DC bidirectional conversion device according to the product of the ampere hour of the battery pack and the number of the battery packs mounted under the DC/DC bidirectional conversion device.
In any of the above technical solutions, further, the battery state information further includes battery pack ampere hour, and the main controller determines the maximum total charging current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, specifically including: and 21, when the ampere hour of the battery pack is judged to be larger than a third threshold value, determining the third threshold value as the maximum total charging current of the DC/DC bidirectional conversion device, wherein the third threshold value is the smaller value of a charging current calculated value and the rated charging current of the DC/DC bidirectional conversion device, and the charging current calculated value is determined by the rated power of the shore-based charging device and the bus voltage of the direct-current bus.
In any of the above technical solutions, further, the main controller determines the maximum total charging current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, and specifically includes: step 22, when it is determined that the battery pack ampere hour is less than or equal to the third threshold and greater than the fourth threshold, determining the maximum total charging current of the DC/DC bidirectional conversion device according to the product of the fourth threshold and the number of battery packs mounted on the DC/DC bidirectional conversion device, wherein the fourth threshold is the ratio of the third threshold to the total number of the battery packs; and step 23, when the ampere hour of the battery pack is judged to be smaller than the fourth threshold value, determining the maximum total charging current of the DC/DC bidirectional conversion device according to the product of the ampere hour of the battery pack and the number of the battery packs mounted under the DC/DC bidirectional conversion device.
In any of the above technical solutions, further, the battery state information further includes branch fault information, and the main controller determines the maximum total discharge current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, and specifically includes: counting the number of fault batteries in the battery pack according to the branch fault information; determining expected discharge current according to the number of the fault batteries, the total number of the battery packs and the allowable discharge current of the battery packs; when the estimated discharge current is judged to be larger than the rated discharge current of the DC/DC bidirectional conversion device, the rated discharge current is recorded as the maximum total discharge current of the DC/DC bidirectional conversion device in the fault state, otherwise, the estimated discharge current is recorded as the maximum total discharge current of the DC/DC bidirectional conversion device in the fault state.
In any one of the above technical solutions, further, the control system further includes a monitoring layer, and the monitoring layer includes: a first display, a second display; the first display is arranged in an engine room of the electric ship; the second display is arranged in a centralized control room of the electric ship.
In any one of the above technical solutions, further, the control layer further includes: a slave controller; the slave controller is electrically connected between the master controller and the DC/DC bidirectional conversion device, and real-time network communication is adopted between the slave controller and the master controller.
The beneficial effect of this application is:
according to the technical scheme, the charge and discharge control strategy of the multi-cluster battery pack in the high-capacity electric ship is optimized, the charge and discharge states of the battery pack in different working modes, the charge and discharge current direction of the battery pack system and the charge and discharge current of the battery pack system are independently controlled, the safety and reliability of navigation discharge and shore charging of the electric ship are improved, and energy management is facilitated.
In a preferred implementation manner of the present application, in order to further optimize a charge and discharge control strategy, battery state information is introduced to determine a plurality of parallel maximum total discharge currents of the DC/DC bidirectional conversion device, thereby avoiding an overcharge and overdischarge phenomenon of a lithium battery in a charge and discharge process of the battery pack, and simultaneously, under a condition that a plurality of battery packs are connected in parallel, it is also possible to avoid a situation that an electric quantity of one battery pack is discharged and another battery pack is still in a full state.
In another preferred implementation manner of the present application, the branch fault information is set in the battery state information, so that the maximum total discharge current of the plurality of parallel DC/DC bidirectional conversion devices in the branch fault state is determined according to the branch fault information, and the reliability of the charge and discharge control strategy is improved.
Drawings
The advantages of the above and/or additional aspects of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic diagram of a charge and discharge control system for a large capacity electric boat according to one embodiment of the present application;
FIG. 2 is a schematic diagram of an energy management system according to an embodiment of the present application.
Detailed Description
In order that the above objects, features and advantages of the present application can be more clearly understood, the present application will be described in further detail with reference to the accompanying drawings and detailed description. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, however, the present application may be practiced in other ways than those described herein, and therefore the scope of the present application is not limited by the specific embodiments disclosed below.
The first embodiment is as follows:
as shown in fig. 1, the present embodiment provides a charge and discharge control system for a large-capacity electric ship, a dc bus and a plurality of battery packs are arranged on the electric ship, the plurality of battery packs are connected in parallel to the dc bus, the battery packs are used for supplying power to the electric ship, and the control system includes: the system comprises a shore-based charging device, a detection device and an energy management system;
the shore-based charging device is used for charging the battery pack, the detection device is used for detecting whether the electric ship is in butt joint with the shore-based charging device, and when the electric ship is in butt joint with the shore-based charging device, the detection device sends a butt joint success instruction to the energy management system so that the energy management system can charge the multiple clusters of battery packs according to control logic and an algorithm.
In this embodiment, the energy system includes: an execution layer and a control layer; when the large-capacity electric ship works in different normal working modes and fault modes, the control layer adopts a corresponding control strategy algorithm to control the equipment in the execution layer to operate, so that the large-capacity electric ship is controlled in different normal working modes and fault modes.
In the energy system, the executive layer comprises a plurality of DC/DC bidirectional conversion devices connected in parallel, one ends of the DC/DC bidirectional conversion devices are connected to a direct-current bus, the other ends of the DC/DC bidirectional conversion devices are connected to at least one group of battery packs connected in parallel, and the DC/DC bidirectional conversion devices are used for adjusting charging current and discharging current of the battery packs;
specifically, as shown in fig. 2, the executive layer includes a battery pack, a battery management system, a DC/DC bidirectional conversion device, an inverter power supply, a propulsion inverter, and the like. One end of the DC/DC bidirectional conversion device is connected to the direct current bus, and the other end of the DC/DC bidirectional conversion device can be connected with a single battery pack, 2 battery packs or 3 battery packs.
One end of the inverter power supply is connected to the direct-current bus, the other end of the inverter power supply is connected to a first power utilization unit of the electric ship, and the first power utilization unit can be a lighting lamp, a power supply socket and the like. One end of the propulsion inverter is connected to the direct-current bus, the other end of the propulsion inverter is connected to a second electric unit of the electric ship, and the second electric unit is mainly a device for providing power for the electric ship, such as a motor.
In the energy system, the control layer comprises an acquisition unit and a main controller, wherein the acquisition unit is electrically connected to the input end of the main controller, the acquisition unit is used for acquiring the battery state information of the battery pack, and the main controller is electrically connected to the control end of the DC/DC bidirectional conversion device.
It should be noted that the implementation of the acquisition unit is not limited in this embodiment.
The main controller is used for determining the maximum total discharge current of a plurality of DC/DC bidirectional conversion devices connected in parallel according to the battery state information, and determining the discharge current of a battery pack connected with the DC/DC bidirectional conversion devices according to the maximum total discharge current, wherein the battery state information comprises residual charge.
The embodiment shows a method for determining the maximum total discharge current of a plurality of parallel DC/DC bidirectional conversion devices according to battery state information, which specifically comprises the following steps:
step A, when the SOC of the residual charge is judged to be larger than a charge threshold value, determining the maximum total discharge current according to the rated power of an inverter power supply and a propulsion inverter; the charge threshold is a set value, and in this embodiment, the charge threshold is set to 20%.
And step B, when the SOC of the residual charge is judged to be less than or equal to the charge threshold, setting the working mode of the inverter to be an unloading mode, setting the working mode of the propulsion inverter to be a power limiting mode, and determining the maximum total discharge current according to the first power of the inverter in the unloading mode and the second power of the propulsion inverter in the power limiting mode.
Specifically, the remaining charge SOC in the battery state information is compared with the charge threshold value of 20%, and the comparison result is as follows:
(1) If SOC (residual charge) is more than 20%, the inverter and the propulsion inverter can work at rated power, at the moment, in order to ensure that the inverter and the propulsion inverter can work normally, the maximum total discharge current of a plurality of DC/DC bidirectional conversion devices connected in parallel on the direct-current bus is determined according to the rated power of the inverter and the propulsion inverter, and then the discharge current of the battery pack connected with the DC/DC bidirectional conversion devices is determined by combining the power and the number of the propulsion inverter and the inverter at the rear end;
if the rated power of the propulsion inverter is P1, the number of the propulsion inverters is m, the rated power of the inverter power supply is P2, and the number of the inverter power supply is n, the maximum total discharge current Im1 of all the DC/DC bidirectional conversion devices connected in parallel on the DC bus is:
Im1＝1.1×(m×P1+n×P2)/U
in the formula, im1 is the maximum total discharge current corresponding to the DC/DC bidirectional conversion device when the remaining charge SOC is greater than the charge threshold, and U is the bus voltage of the DC bus, and its value may be 650V.
(2) And if the SOC (residual charge) is less than or equal to 20%, unloading the load at the rear end of the inverter, and enabling the inverter to enter an unloading mode, wherein the unloading mode at least comprises primary unloading and secondary unloading.
Meanwhile, the boost inverter operates in the power limiting mode, i.e. the operating power of the boost inverter in this mode is limited, for example, the power limiting coefficient r1=50%, at this time, the maximum total discharge current Im1' of all DC/DC bidirectional conversion devices should be:
Im1'＝1.1×(m×P1×r1+n×P2×r2)/U
in the formula, im1' is the maximum total discharge current corresponding to the DC/DC bidirectional conversion device when the remaining charge SOC is less than or equal to the charge threshold, r1 is the power limiting coefficient, and r2 is the unloading coefficient.
It should be noted that, the value of the unloading factor r2 is a set value, and the specific form of the unloading mode in this embodiment is not limited, for example, when the SOC (remaining charge) > 10%, a first-stage unloading is performed, otherwise, a second-stage unloading is performed, where the first-stage unloading is defined to be a non-important load with high power, such as a cabin air conditioner, a kitchen electric oven, and the like, and the non-important load is defined to be a load that does not affect the sailing safety of the ship. Similarly, secondary unloading is defined to mean unloading of low power non-essential loads, such as sanitary sewage pumps and the like.
Further, the battery state information further includes battery pack ampere-hour.
The battery pack in this embodiment is composed of a plurality of battery cells, and specific parameters are shown in table 1.
TABLE 1
Figure BDA0003720115720000071
Figure BDA0003720115720000081
That is to say, in this embodiment, each battery pack is formed by connecting 12 battery cells of 280Ah in series, each battery pack cluster is formed by connecting 13 battery packs in series, and the charge and discharge current of each battery pack cluster cannot be greater than 280A.
Example two:
in order to solve the problems of control strategy and safety of charging and discharging of lithium batteries of a large-capacity electric ship and energy management of loads, the embodiment also shows a method for determining the maximum total discharging current of a plurality of parallel DC/DC bidirectional conversion devices by the main controller according to battery state information so as to avoid the overcharge and overdischarge phenomena of the lithium batteries in the charging and discharging processes of the battery pack, and meanwhile, under the condition that a plurality of clusters of battery packs are connected in parallel, the situation that the electric quantity of one cluster of battery pack is discharged and the other cluster of battery pack is still in full charge can be avoided. The method specifically comprises the following steps:
step 11, when the ampere-hour t of the battery pack is judged to be larger than a first threshold value Im2, determining the first threshold value Im2 as the maximum total discharge current of the DC/DC bidirectional conversion device, wherein the first threshold value Im2 is the smaller value of a discharge current calculation value and the rated discharge current of the DC/DC bidirectional conversion device, and the discharge current calculation value is determined by the power of an inverter power supply and a propulsion inverter;
specifically, the power of the inverter power supply and the power of the propulsion inverter can be determined through the magnitude relation between the residual charge and the charge threshold, and based on the power of the inverter power supply and the power of the propulsion inverter, a discharge current calculation value Im2' corresponding to the maximum total discharge current of the DC/DC bidirectional conversion device connected in parallel to the DC bus can be calculated, and the corresponding calculation formula is as follows:
Im2'＝1.1×(m×P1'+n×P2')/U
in the formula, im2' is a discharge current calculation value, P1' is power of the propulsion inverters, m is the number of the propulsion inverters, P2' is power of the inverter power supply, n is the number of the inverter power supply, and U is bus voltage of the direct current bus, and a value of the bus voltage can be 650V, wherein a value of P1' is a rated power P1 of the propulsion inverters or a second power P1 × r1 of the propulsion inverters in a power limiting mode, and a value of P2' is a rated power P2 of the inverter power supply or a first power P2 × r2 of the inverter power supply in an unloading mode.
Setting the rated discharge current of the DC/DC bidirectional conversion device as Im2", comparing the magnitude of the discharge current calculated value Im2 'with the rated discharge current Im2", and if Im2' is greater than Im2', then the first threshold Im2= Im2'; otherwise, the first threshold Im2= Im2".
Step 12, when the ampere-hour t of the battery pack is judged to be less than or equal to a first threshold Im2 and greater than a second threshold Im3, determining the maximum total discharge current of the DC/DC bidirectional conversion device according to the product of the second threshold Im3 and the number q1 of the battery packs mounted under the DC/DC bidirectional conversion device, wherein the second threshold is the ratio of the first threshold to the total number of the battery packs;
specifically, the second threshold value Im3 is set to be the ratio of the first threshold value Im2 to the total number q of battery packs, i.e., im3= Im2/q.
If the first threshold value Im2 is larger than or equal to t and larger than the second threshold value Im3, the maximum total discharge current allowed by each DC/DC bidirectional conversion device is as follows:
Idc1＝Im3×q1
in the formula, q1 is the number of battery packs mounted on the DC/DC bidirectional converter.
Step 13, when the ampere-hour t of the battery pack is smaller than or equal to the first threshold and smaller than or equal to the second threshold Im3, determining the maximum total discharge current of the DC/DC bidirectional conversion device according to the product of the ampere-hour t of the battery pack and the number of the battery packs mounted under the DC/DC bidirectional conversion device;
specifically, if the first threshold Im2 is greater than or equal to t and the second threshold Im3 is greater than or equal to t, the maximum total discharge current allowed by each DC/DC bidirectional conversion device is:
Idc2＝t×q1。
through the technical scheme in the embodiment, the safe reliability of the work of the multi-cluster battery pack mounted under the same DC/DC bidirectional conversion device can be improved, when two or more battery packs are mounted under a certain DC/DC bidirectional conversion device, if one battery pack fails, the maximum total discharge current of the DC/DC bidirectional conversion device can be adjusted in time, the phenomenon that the discharge current of the rest of the battery packs is too large and overdischarge occurs due to untimely adjustment of the maximum total discharge current is avoided, and further the whole DC/DC bidirectional conversion device is prevented from stopping working.
In this embodiment, the main controller is further configured to determine a maximum total charging current of the plurality of DC/DC bidirectional conversion devices connected in parallel according to the battery state information when it is determined that the electric ship is docked with the shore-based charging device, and determine a charging current of the battery pack connected to the DC/DC bidirectional conversion device according to the maximum total charging current, where the battery state information further includes a battery pack ampere-hour.
Further, the method for determining the maximum total charging current of a plurality of parallel DC/DC bidirectional conversion devices by the main controller according to the battery state information specifically comprises the following steps:
step 21, when it is determined that the ampere hour t of the battery pack is greater than a third threshold Im4, determining the third threshold Im4 as the maximum total charging current of the DC/DC bidirectional conversion device, where the third threshold Im4 is the smaller of a charging current calculation value and a rated charging current of the DC/DC bidirectional conversion device, the charging current calculation value is determined by the rated power of the shore-based charging device and the bus voltage of the DC bus, and the corresponding calculation formula is:
Im4'＝1.1×P/U
in the formula, im4' is a calculated value of the charging current, P is a rated power of the shore-based charging device, and U is a bus voltage of the dc bus, and a value of U may be 650V. Setting the rated charging current of the DC/DC bidirectional conversion device as Im4", comparing the charging current calculation value Im4 'with the rated charging current Im4", if Im4' > Im4', im4= Im4', otherwise, im4= Im4".
Step 22, when it is determined that the ampere hour t of the battery pack is less than or equal to a third threshold Im4 and greater than a fourth threshold Im5, determining the maximum total charging current of the DC/DC bidirectional conversion device according to the product of the fourth threshold Im5 and the number of the battery packs mounted under the DC/DC bidirectional conversion device, wherein the fourth threshold is the ratio of the third threshold to the total number of the battery packs;
specifically, the fourth threshold value Im5 is set to be the ratio of the third threshold value Im4 to the total number q of battery packs, i.e., im5= Im4/q.
If Im4 is larger than or equal to t and larger than Im5, the maximum total charging current allowed by each DC/DC bidirectional conversion device is as follows:
Idc2＝Im5×q2
wherein q2 is the number of battery packs mounted on the DC/DC bidirectional conversion device;
and step 23, when the ampere-hour t of the battery pack is judged to be smaller than the third threshold Im4 and smaller than the fourth threshold Im5, determining the maximum total charging current of the DC/DC bidirectional conversion device according to the product of the ampere-hour t of the battery pack and the number of the battery packs mounted under the DC/DC bidirectional conversion device.
Specifically, if Im4> t and Im5> t, the allowable charging current of each DC/DC bidirectional conversion device is:
Idc2＝t×q2。
through the technical scheme in the embodiment, the reliability of the charging process of the multi-cluster battery pack mounted under the same DC/DC bidirectional conversion device can be improved, when two or more battery packs are mounted under a certain DC/DC bidirectional conversion device, in the charging process, if one cluster of battery packs fails or fails to be normally charged, the maximum total charging current of the DC/DC bidirectional conversion device can be timely adjusted, the situation that the maximum total charging current is not timely adjusted, the charging current of the rest cluster of battery packs is overlarge, the overcharge phenomenon occurs, and the stop work of the whole DC/DC bidirectional conversion device is further avoided.
Example three:
as will be understood by those skilled in the art, as the service life of the electric ship increases, the battery pack, which is the main energy supply of the electric ship, will be aged or even damaged to different degrees, and due to the cost, on the premise of ensuring the sailing safety of the electric ship, the partially aged battery pack is usually directly and physically isolated and not used, which inevitably causes a large reduction in the electric energy capacity of the electric ship.
Therefore, on the basis of the above embodiment, in order to more comprehensively optimize the charging and discharging control strategy of the multi-cluster battery pack in the electric ship, the charging and discharging control system determines the battery state information during the maximum total discharging current of the DC/DC bidirectional conversion device and also includes branch fault information.
When the branch circuit that the group battery place in the electric ship breaks down, the acquisition unit sends branch circuit fault information to the controller in the control layer, by main control unit according to this branch circuit fault information, confirms under the branch circuit fault state, the biggest total discharge current of a plurality of parallelly connected DC/DC two-way conversion device specifically includes:
counting the number of fault batteries in the battery pack according to the branch fault information;
according to the number of the fault batteries, the total number of the battery packs and the allowable discharge current of the battery packs, the expected discharge current In5 is determined, and the corresponding calculation formula is as follows:
In5＝(q-m)/q*Ibm
in the formula, in5 is the predicted discharge current, q is the total number of the battery packs, m is the number of fault batteries, and Ibm is the allowable discharge current of the battery packs.
When it is determined that the expected discharge current In5 is larger than the rated discharge current Im2 ″ of the DC/DC bidirectional conversion device, the rated discharge current Im2 ″ is regarded as the maximum total discharge current Idc3 of the DC/DC bidirectional conversion device In the fault state, otherwise, the expected discharge current In5 is regarded as the maximum total discharge current Idc3 of the DC/DC bidirectional conversion device In the fault state.
Further, the control system further comprises a monitoring layer, and the monitoring layer comprises: a first display, a second display; the first display is arranged in an engine room of the electric ship, the first display is a direct current distribution liquid crystal display screen and is arranged on a direct current distribution board of the engine room, the number of the first display is determined by the number of branches formed by a battery pack in the electric ship, a DC/DC bidirectional conversion device, an inverter power supply, a propulsion inverter and the like, and the maximum number of the branches is not more than 10. The second display is arranged in a centralized control room or a cab of the electric ship, and an EMS (energy management system) liquid crystal display screen is arranged on the second display. An engine room detection system can be arranged in the monitoring layer, and the system and equipment states of the large-capacity electric ship can be displayed and monitored through the monitoring layer.
Further, the control layer further includes: a slave controller; the slave controller is electrically connected between the master controller and the DC/DC bidirectional conversion device, and real-time network communication is adopted between the slave controller and the master controller.
Specifically, in this embodiment, the main controller mainly collects the state and information of the ship-wide system, performs control strategy and algorithm control, and the sub-controller collects the state and information of the branch ship-wide system, and controls the battery pack, the battery management system, the DC/DC bidirectional conversion device, the inverter power supply, and the like in a communication manner. The master controller and the slave controller adopt real-time network communication, and the real-time network communication can be in a Profinet or EtherCAT mode.
Example four:
in order to cooperate with the charging and discharging control system in the foregoing embodiment, this embodiment also shows an implementation manner of a battery pack in an electric ship, where the battery pack is formed by at least 2 battery packs connected in series, where any battery pack is formed by connecting a plurality of battery cells in series, an output end of the battery pack passes through a fuse, a protection switch, and a power diode connected in series in sequence, where an anode of the power diode is electrically connected to the protection switch, and a cathode of the power diode is electrically connected to a DC/DC bidirectional conversion device.
In this embodiment, the protection switch may be a vacuum contactor, a DC switch, or a power electronic switch, the fuse may be a DC fuse satisfying selective protection, and when the power diode is turned on, the battery pack is connected to the DC bus through the DC/DC bidirectional converter to supply power to the DC bus, wherein the power diode should have a capability of satisfying a maximum charging and discharging current of the battery pack.
By arranging the electric diode, the unidirectional conduction capability of the electric diode is utilized, and the phenomenon that the current generated under the braking working condition of the motor flows back to the battery pack to cause the abnormality of the battery pack in the sailing (battery pack discharging) process of the electric ship is avoided.
Moreover, since the battery packs have different charging and discharging characteristics, the battery performance attenuation is inconsistent, when a plurality of battery packs share one DC/DC bidirectional conversion device, under the effect of reverse cutoff capacity of a power diode, if electromotive force among the plurality of battery packs generates difference, the battery packs with high electromotive force can not discharge to low electromotive force during discharging, and the battery packs can not work abnormally.
The battery pack is further provided with a switching device so that the power diode is cut off from the circuit when the shore-based charging device is used for charging, thereby ensuring that the battery pack can be normally charged.
The safety of the battery pack can be guaranteed by arranging the fuse, the fuse can also be used as branch fault information in the battery state information to indicate the fault of the battery pack, and the charging and discharging control strategy of the battery pack is adjusted in time to guarantee the safe operation of the electric ship.
The technical scheme of the present application is described in detail above with reference to the accompanying drawings, and the present application provides a charge and discharge control system for a large-capacity electric ship, which includes: the shore-based charging device is used for charging the battery pack of the electric ship, the detection device is used for detecting whether the electric ship is in butt joint with the shore-based charging device, and the energy management system comprises an execution layer and a control layer, wherein the execution layer comprises a plurality of DC/DC bidirectional conversion devices which are connected in parallel and used for connecting a direct current bus and at least one group of battery packs which are connected in parallel, and an acquisition unit of the control layer acquires battery state information of the battery packs, so that a main controller determines the maximum total discharge current of the plurality of DC/DC bidirectional conversion devices which are connected in parallel and the discharge current of the battery packs according to the battery state information, and determines the maximum total charge current of the plurality of DC/DC bidirectional conversion devices which are connected in parallel and the charge current of the battery packs according to the battery state information when the electric ship is judged to be in butt joint with the shore-based charging device. Through the technical scheme in this application, optimize the charge-discharge control strategy of many cluster battery groups in the electric ship.
The steps in the present application may be sequentially adjusted, combined, and subtracted according to actual requirements.
The units in the device can be merged, divided and deleted according to actual requirements.
Although the present application has been disclosed in detail with reference to the accompanying drawings, it is to be understood that such description is merely illustrative and not restrictive of the application of the present application. The scope of the present application is defined by the appended claims and may include various modifications, adaptations, and equivalents of the subject invention without departing from the scope and spirit of the present application.

Claims (8)

1. The utility model provides a charge-discharge control system to large capacity electric ship, its characterized in that, be provided with direct current bus and many clusters of group battery on the electric ship, many clusters the group battery connect in parallel in direct current bus, the group battery is used for to the electric ship power supply, control system includes: the system comprises a shore-based charging device, a detection device and an energy management system;
the detection device is used for detecting whether the electric ship docks with the shore-based charging device, the shore-based charging device is used for charging the battery pack, and the energy system comprises: an execution layer and a control layer;
the executive layer comprises a plurality of DC/DC bidirectional conversion devices connected in parallel, one ends of the DC/DC bidirectional conversion devices are connected to the direct current bus, the other ends of the DC/DC bidirectional conversion devices are connected to at least one group of the battery packs connected in parallel, and the DC/DC bidirectional conversion devices are used for adjusting charging currents and discharging currents of the battery packs;
the control layer comprises an acquisition unit and a main controller, the acquisition unit is electrically connected with the input end of the main controller, the acquisition unit is used for acquiring the battery state information of the battery pack, the main controller is electrically connected with the control end of the DC/DC bidirectional conversion device,
the main controller is used for determining the maximum total discharge current of a plurality of parallel DC/DC bidirectional conversion devices according to the battery state information and determining the discharge current of a battery pack connected with the DC/DC bidirectional conversion devices according to the maximum total discharge current,
and the main controller is also used for determining the maximum total charging current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information when the electric ship is judged to be in butt joint with the shore-based charging device, and determining the charging current of the battery pack connected with the DC/DC bidirectional conversion device according to the maximum total charging current.
2. The charging and discharging control system for a large-capacity electric ship according to claim 1, wherein the executive layer includes an inverter power supply and a propulsion inverter, one end of the inverter power supply is connected to the dc bus, the other end of the inverter power supply is connected to a first electric unit of the electric ship, one end of the propulsion inverter is connected to the dc bus, the other end of the propulsion inverter is connected to a second electric unit of the electric ship, the battery state information includes a residual charge,
the main controller is configured to determine a maximum total discharge current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, and specifically includes:
when the residual charge is judged to be larger than a charge threshold value, determining the maximum total discharge current according to the rated power of the inverter power supply and the propulsion inverter;
and when the residual charge is judged to be less than or equal to the charge threshold, setting the working mode of the inverter power supply to be an unloading mode, setting the working mode of the propulsion inverter to be a power limiting mode, and determining the maximum total discharge current according to the first power of the inverter power supply in the unloading mode and the second power of the propulsion inverter in the power limiting mode.
3. The charging and discharging control system for a large-capacity electric ship according to claim 2, wherein the battery state information further includes battery pack ampere hour, and the main controller determines the maximum total discharging current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, specifically including:
step 11, when it is determined that the ampere hour of the battery pack is greater than a first threshold, determining the first threshold as the maximum total discharge current of the DC/DC bidirectional conversion device, wherein the first threshold is the smaller of a discharge current calculation value and a rated discharge current of the DC/DC bidirectional conversion device, and the discharge current calculation value is determined by the power of the inverter and the power of the propulsion inverter;
step 12, when it is determined that the ampere hour of the battery pack is smaller than or equal to the first threshold and larger than a second threshold, determining the maximum total discharge current of the DC/DC bidirectional conversion device according to the product of the second threshold and the number of battery packs mounted under the DC/DC bidirectional conversion device, wherein the second threshold is a ratio of the first threshold to the total number of the battery packs;
and step 13, when the ampere hour of the battery pack is judged to be less than or equal to the second threshold, determining the maximum total discharge current of the DC/DC bidirectional conversion device according to the product of the ampere hour of the battery pack and the number of the battery packs mounted under the DC/DC bidirectional conversion device.
4. The charging and discharging control system for a large-capacity electric ship according to claim 1, wherein the battery state information further includes battery pack safety, and the main controller determines a maximum total charging current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, specifically including:
step 21, when the battery pack ampere hour is judged to be larger than a third threshold value, determining the third threshold value as the maximum total charging current of the DC/DC bidirectional conversion device,
the third threshold value is the smaller value of a charging current calculation value and the rated charging current of the DC/DC bidirectional conversion device, and the charging current calculation value is determined by the rated power of the shore-based charging device and the bus voltage of the direct-current bus.
5. The charging and discharging control system for a large-capacity electric ship according to claim 4, wherein the main controller determines a maximum total charging current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, and further comprising:
step 22, when it is determined that the battery pack ampere hour is smaller than or equal to the third threshold and larger than a fourth threshold, determining the maximum total charging current of the DC/DC bidirectional conversion device according to the product of the fourth threshold and the number of battery packs mounted on the DC/DC bidirectional conversion device, where the fourth threshold is a ratio of the third threshold to the total number of battery packs;
and step 23, when the ampere hour of the battery pack is judged to be smaller than the fourth threshold, determining the maximum total charging current of the DC/DC bidirectional conversion device according to the product of the ampere hour of the battery pack and the number of the battery packs mounted under the DC/DC bidirectional conversion device.
6. The charging and discharging control system for a large-capacity electric ship according to claim 1, wherein the battery state information further includes branch fault information, and the main controller determines the maximum total discharging current of the plurality of parallel DC/DC bidirectional conversion devices according to the battery state information, and specifically includes:
counting the number of the fault batteries in the battery pack according to the branch fault information;
determining a predicted discharge current according to the number of the fault batteries, the total number of the battery packs and the allowable discharge current of the battery packs;
when the estimated discharge current is judged to be larger than the rated discharge current of the DC/DC bidirectional conversion device, recording the rated discharge current as the maximum total discharge current of the DC/DC bidirectional conversion device in a fault state, otherwise, recording the estimated discharge current as the maximum total discharge current of the DC/DC bidirectional conversion device in the fault state.
7. The charging and discharging control system for a large-capacity electric ship according to claim 1, wherein the control system further comprises a monitoring layer comprising: a first display, a second display;
the first display is arranged in a cabin of the electric ship;
the second display is arranged in a centralized control room of the electric ship.
8. The charge and discharge control system for a large capacity electric powered boat as claimed in claim 1, wherein the control layer further comprises: a slave controller;
the slave controller is electrically connected between the master controller and the DC/DC bidirectional conversion device, and real-time network communication is adopted between the slave controller and the master controller.
CN202210757788.5A 2022-06-29 2022-06-29 Charge and discharge control system for large-capacity electric ship Pending CN115189434A (en)

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