CN209938908U - Ship all-electric propulsion multi-power-supply composite utilization system - Google Patents

Abstract

The utility model provides a boats and ships all-electric propulsion many power supply complex utilizes system, boats and ships all-electric propulsion many power supply complex utilizes system and includes upper computer, PLC the control unit, battery management unit, power transform module, direct current generating line row, left propulsion motor unit, right propulsion motor unit, diesel power generation system, bank electric system, wind power generation system, solar electric system, first energy storage unit and second energy storage unit. Has the advantages that: the utility model discloses a full electric propulsion system of polymorphic type energy complex utilization, through to structural design, the electricity that makes wind energy, solar energy, lithium cell and diesel generator generate is nimble to be incorporated into direct current generating line as required and is arranged, and propulsion system's design and control are more nimble, have energy-conservation, low emission, the advantage that propulsion system structure simplifies, become the important development direction of green energy comprehensive utilization on boats and ships.

Description

Ship all-electric propulsion multi-power-supply composite utilization system

Technical Field

The utility model belongs to the technical field of the boats and ships power supply configuration, concretely relates to compound system that utilizes of many power of boats and ships full electric propulsion.

Background

The environmental protection, energy conservation and emission reduction of ships are global subjects, and the comprehensive utilization of new energy is a hotspot and development direction of the research in the field of shipping. The IMO statistical data show that the ship industry consumes about 2.5 hundred million tons of fuel oil per year, ship exhaust gas pollution accounts for about 10% of the whole atmospheric pollution, part of port cities even reach 40%, and the annual emission of sulfur oxides accounts for about 13% of the total global emission. At present, fuel oil is still the leading energy of ships, so how to reduce the oil consumption rate of ships, reduce the amount of exhaust gas discharged in the running process of ships, and realize energy conservation and emission reduction of ships is a matter which needs to be solved urgently at present.

SUMMERY OF THE UTILITY MODEL

The defect to prior art existence, the utility model provides a boats and ships all-electric propulsion many power supply utilize system compositely can effectively solve above-mentioned problem.

The utility model adopts the technical scheme as follows:

the utility model provides a ship full-electric propulsion multi-power source compound utilization system, which comprises an upper computer, a PLC control unit, a battery management unit, a power conversion module, a direct current bus bar, a left propulsion motor unit, a right propulsion motor unit, a diesel power generation system, a shore power system, a wind power generation system, a solar power generation system, a first energy storage unit and a second energy storage unit;

the upper computer, the PLC control unit, the battery management unit and the power supply conversion module are networked through a field bus;

the direct current bus bar is provided with an 11 th isolating switch (ACB11) interlocking point and a 12 th isolating switch (ACB12) in series from one side to the other side, so that the direct current bus bar is divided into four segments, and a 1 st segment direct current bus bar is arranged between the direct current bus bar end point and the 11 th isolating switch (ACB 11); a 2 nd DC bus bar is arranged between the 11 th isolating switch (ACB11) and the interlocking point; a 3 rd direct current bus bar is arranged between the interlocking point and the 12 th isolating switch (ACB 12); a 4 th direct current bus bar is arranged between the 12 th isolating switch (ACB12) and the other end point of the direct current bus bar;

the left propulsion motor unit and the first energy storage unit are connected into the 1 st section of direct-current bus bar in parallel; the wind power generation system is connected in parallel to the 2 nd section of direct current bus bar; the diesel power generation system and the shore power system are connected in parallel to the interlocking point; the solar power generation system is connected in parallel to the 3 rd section of direct current bus bar; the right propulsion motor unit and the second energy storage unit are connected in parallel to the 4 th section of direct-current bus bar;

wherein the first energy storage unit comprises: a 1 st lithium battery pack, a 4 th switch (ACB4) and a 5 th direct current voltage regulating module (DC5/DC 5); the 1 st lithium battery pack is connected to the 1 st segment of direct-current bus bar in parallel after passing through the 4 th switch (ACB4) and the 5 th direct-current voltage regulating module (DC5/DC5) in sequence;

the wind power generation system comprises a wind turbine, a speed-increasing gear, a wind power permanent magnet generator, a 9 th rectification voltage-regulating module (AC9/DC9) and a 7 th switch (ACB 7); the wind turbine is connected to the wind power permanent magnet generator through the speed increasing gear; the wind power permanent magnet generator is connected in parallel to the 2 nd section direct current bus bar after passing through the 9 th rectifying and voltage regulating module (AC9/DC9) and the 7 th switch (ACB 7); the output end of the 9 th rectifying and voltage regulating module (AC9/DC9) is also connected to the charging end of the 1 st lithium battery pack through a 10 th switch (ACB 10);

the left propulsion motor unit includes a left propulsion motor, a 2-1 st switch (ACB2.1), and a 1 st inverter module (DC1/AC 1); the left propulsion motor is connected to the 1 st section of direct-current bus bar in parallel after passing through the 2 st-1 switch (ACB2.1) and the 1 st inverter module (DC1/AC1) in sequence;

the second energy storage unit includes: a 2 nd lithium battery pack, a 5 th switch (ACB5) and an 8 th direct current voltage regulating module (DC8/DC 8); the 2 nd lithium battery pack is connected to the 4 th direct-current bus bar in parallel after passing through the 5 th switch (ACB5) and the 8 th direct-current voltage regulating module (DC8/DC8) in sequence;

the solar power generation system comprises a solar panel, a 10 th direct current voltage regulating module (DC10/DC10) and an 8 th switch (ACB 8); the output end of the solar panel is connected in parallel to the 3 rd section direct current bus bar after passing through the 10 th direct current voltage regulating module (DC10/DC10) and the 8 th switch (ACB8) in sequence; the output end of the 10 th direct current voltage regulating module (DC10/DC10) is also connected to the charging end of the 2 nd lithium battery pack through a 9 th switch (ACB 9);

the right propulsion motor unit includes a right propulsion motor, a 3 rd-2 th switch (ACB3.2), and a 4 th inverter module (DC4/AC 4); the right propulsion motor is connected to the 4 th section of direct-current bus bar in parallel after passing through the 3 rd-2 switch (ACB3.2) and the 4 th inverter module (DC4/AC4) in sequence;

the shore power system comprises a shore power box, a 6 th rectification voltage regulation module (AC6/DC6) and a 6 th switch (ACB 6); one end of the shore power box is used for being connected with shore power; the other end of the shore power box is connected to the interlocking point in parallel after passing through the 6 th rectification voltage regulation module (AC6/DC6) and the 6 th switch (ACB6) in sequence;

the diesel power generation system includes: the system comprises a direct current bus power supply unit, a left propulsion motor power supply unit and a right propulsion motor power supply unit; the direct current bus power supply unit includes: the system comprises a diesel generator set, a 1 st switch (ACB1.0), a 7 th rectification voltage regulation module (AC7/DC7) and a 1 st-1 st switch (ACB 1.1); the power generation end of the diesel generator set sequentially passes through the 1 st switch (ACB1.0), the 7 th rectifying and voltage regulating module (AC7/DC7) and the 1 st-1 st switch (ACB1.1) and then is connected to the interlocking point in parallel; wherein the 6 th switch (ACB6) and the 1 st-1 st switch (ACB1.1) are in an interlocking relationship;

the left propulsion motor power supply unit includes: the 1 st switch (ACB1.0), the 2 nd AC conversion module (AC2/AC2) and the 2 nd-2 nd switch (ACB 2.2); the power generation end of the diesel generator set is connected to the power utilization end of the left propulsion motor after passing through the 1 st switch (ACB1.0), the 2 nd alternating current conversion module (AC2/AC2) and the 2 nd-2 nd switch (ACB2.2) in sequence;

the right propulsion motor power supply unit includes: the 1 st switch (ACB1.0), the 3 rd AC conversion module (AC3/AC3) and the 3-1 st switch (ACB 3.1); the power generation end of the diesel generator set is connected to the power utilization end of the right propulsion motor after passing through the 1 st switch (ACB1.0), the 3 rd alternating current conversion module (AC3/AC3) and the 3-1 st switch (ACB3.1) in sequence;

the battery management unit is respectively connected with the 1 st lithium battery pack and the 2 nd lithium battery pack;

the power conversion module is respectively connected with the 1 st inverter module (DC1/AC1), the 2 nd AC conversion module (AC2/AC2), the 3 rd AC conversion module (AC3/AC3), the 4 th inverter module (DC4/AC4), the 5 th DC voltage regulating module (DC5/DC5), the 6 th rectifying voltage regulating module (AC6/DC6), the 7 th rectifying voltage regulating module (AC7/DC7), the 8 th DC voltage regulating module (DC8/DC8), the 9 th rectifying voltage regulating module (AC9/DC9) and the 10 th DC voltage regulating module (DC10/DC 10);

the PLC control unit is connected to the 1 st switch (ACB1.0), the 1 st-1 st switch (ACB1.1), the 2 nd-1 st switch (ACB2.1), the 2 nd-2 nd switch (ACB2.2), the 3 rd-1 st switch (ACB3.1), the 3 rd-2 nd switch (ACB3.2), the 4 th switch (ACB4), the 5 th switch (ACB5), the 6 th switch (ACB6), the 7 th switch (ACB7), the 8 th switch (ACB8), the 9 th switch (ACB9), the 10 th switch (ACB10), the 11 th isolating switch (ACB11), and the 12 th isolating switch (ACB12), respectively.

Preferably, the mobile phone also comprises an LCD liquid crystal display screen and a TP touch screen with wireless WIFI; the LCD liquid crystal display screen and the TP touch screen with the wireless WIFI are respectively connected to the field bus.

Preferably, the 1 st switch (ACB1.0), the 1 st-1 st switch (ACB1.1), the 2 nd-1 st switch (ACB2.1), the 2 nd-2 nd switch (ACB2.2), the 3 rd-1 st switch (ACB3.1), the 3 rd-2 nd switch (ACB3.2), the 4 th switch (ACB4), the 5 th switch (ACB5), the 6 th switch (ACB6), the 7 th switch (ACB7), the 8 th switch (ACB8), the 9 th switch (ACB9), the 10 th switch (ACB10), the 11 th disconnector (ACB11), and the 12 th disconnector (ACB12) are all air circuit breakers.

The utility model provides a boats and ships all-electric propulsion many power supply are compound utilizes the system and has following advantage:

the utility model discloses a full electric propulsion system of the compound utilization of polymorphic type energy, realized the application on the ship of wind energy, solar energy and lithium cell to reduce the diesel engine to fuel consumption; in addition, through the structural design, electricity generated by wind energy, solar energy, a lithium battery and a diesel generator is flexibly incorporated into the direct current bus bar as required, the design and control of the propulsion system are more flexible, the advantages of energy conservation, low emission and simplified structure of the propulsion system are achieved, and the marine energy-saving propulsion system becomes an important development direction for comprehensive utilization of green energy on ships.

Drawings

Fig. 1 is a diagram of a propeller direct-drive full-electric propulsion multi-power combined utilization system provided by the utility model;

fig. 2 is a diagram of a full-electric propulsion multi-power-supply combined utilization system of a full-rotation rudder propeller provided by the utility model;

fig. 3 is a multi-type power supply topology diagram provided by the present invention;

fig. 4 is a flow chart of a solar power generation and wind power generation integrated power supply mode provided by the present invention;

fig. 5 is a flowchart of a power supply mode when the ship is berthed on the shore according to the present invention;

fig. 6 is a flow chart of a lithium battery charge and discharge mode provided by the present invention;

fig. 7 is a flow chart of the starting control of the diesel generator set provided by the present invention;

fig. 8 is a flow chart of the power supply management of the diesel generator set provided by the present invention.

Detailed Description

In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to further explain the present invention in detail. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.

The energy-saving emission-reducing technology and full-electric propulsion become important ways for realizing the low-fuel-consumption-rate goal of ships, the most direct and most effective measure for the energy saving and emission reduction of the ships is to reduce the fuel consumption, the ship fuel-saving measures comprise the improvement of combustion heat efficiency and the utilization of green energy, but the improvement of the heat efficiency of a diesel engine almost reaches the limit, and the reduction of exhaust emission through the diesel engine cannot meet the requirements of the latest regulations, so that the application of low-sulfur fuel oil, natural gas LNG, a desulfurizing tower, a denitration SCR, shore power, wind energy, solar energy, wave energy and the like for ships appears, and the technology becomes a current research hotspot. Many documents on the aspect, especially, many research documents on hybrid ships exist, but comprehensive utilization of diesel-electric set power generation, shore power, storage battery energy storage, wind energy, solar energy and propulsion reversible motor energy feedback does not exist yet, and the utility model discloses not the diesel-electric hybrid power type, but an innovative system of full-electric propulsion multi-energy source combined utilization.

In the prior art, the following problems are generally existed:

(1) the ship oil-electricity hybrid power is mostly limited to the combination of diesel engine propulsion and electric propulsion and the combination of a diesel generator set and a storage battery, and is not the aim of realizing the optimal control of the oil consumption rate of the diesel engine by comprehensively utilizing wind, light and storage.

(2) The oil-electricity hybrid power mainly comprises a diesel engine, and green energy and stored energy are not fully utilized and exerted.

(3) Different types of energy sources such as a diesel generator set, a storage battery and wind energy and solar energy are integrated together, and the power grid and control are complex, so that the popularization and application of a real ship are difficult.

(4) The limit of the sulfur content of the ship fuel oil, which is less than or equal to 0.5 percent, by the International Maritime Organization (IMO) is implemented about 1 month and 1 day in 2020, and the applicable standard of the sulfur content of the fuel oil, which is less than or equal to 0.1 percent, is expanded to the range of 12 seas, so that the measures which need to be taken for the energy conservation and emission reduction of the ship are strengthened to reduce the fuel oil consumption as much as possible, and the environment-friendly alternative energy sources need to be found for the oil conservation of the ship.

Green shipping, environmental protection of ships, energy conservation and emission reduction become the common responsibility of the international society! The utility model discloses to the compound energy saving and emission reduction system design that utilizes of boats and ships full electric propulsion green energy, solve boats and ships furthest's oil saving and consumption reduction, the mixed generating line electric wire netting complex design of alternating current-direct current very necessary, have popularization and application and worth.

The design method of the ship full electric propulsion system utilizes the wind-solar energy storage and diesel generating set to realize energy conservation and emission reduction of ships, and has social benefit and economic significance. Therefore, the utility model discloses utilize the scene to store up green energy and realize energy saving and emission reduction, fill the technical blank of energy saving and consumption reduction in the field. The utility model relates to a boats and ships new forms of energy comprehensive utilization full electric propulsion system, scene store up and energy saving and emission reduction's application on ship such as tug, engineering ship.

The utility model solves the key problems that:

(1) the wind and light storage is utilized to reduce the oil consumption of the ship and solve the problems of energy conservation and emission reduction of the ship.

(2) The problem of wind energy, solar energy, shore power, storage battery energy storage and the complicated control of different types of energy sources of the diesel generating set, namely alternating current and direct current grid connection is solved.

The utility model discloses the advantage does:

(1) electric propulsion replaces diesel propulsion, so that the design and control of a propulsion system are more flexible, and the electric propulsion becomes an important development direction for comprehensive utilization of green energy on ships.

(2) Because a main engine is omitted, only a diesel generating set is used, and the comprehensive utilization of green energy and stored energy is added, the power generation diesel engine is miniaturized, the engine room structure is optimized, and the energy saving and consumption reduction method becomes the inevitable choice for ships.

(3) The utility model discloses a full electric propulsion system of polymorphic type energy complex utilization has the advantage that energy-conservation, low emission, propulsion system structure simplify.

(4) The power conversion modules of the utility model are both bidirectional, controllable and reversible,

the alternating current and direct current grid connection of different types of energy sources is optimized through the distributed combination of the rectification module and the inversion module, and the flexibility and functionality of the system are improved.

The utility model discloses a constitution and theory of operation:

ship all-electric propulsion multi-power source composite utilization system

The utility model discloses many power of boats and ships full electric propulsion are compound utilizes system architecture and constitution as shown in figure 1 and figure 2: fig. 1 shows a double-paddle double-rudder direct propulsion type ship, and fig. 2 shows a full-rudder paddle type ship, which includes counter-rotating paddles, L-type and Z-type propellers.

The ship full-electric propulsion multi-power source compound utilization system comprises an upper computer, a PLC control unit, a battery management unit, a power source conversion module, a direct-current bus bar, a left propulsion motor unit, a right propulsion motor unit, a diesel power generation system, a shore power system, a wind power generation system, a solar power generation system, a first energy storage unit and a second energy storage unit; the system also comprises an LCD liquid crystal display screen and a TP touch screen with wireless WIFI; the LCD liquid crystal display screen and the TP touch screen with the wireless WIFI are respectively connected to the field bus.

The main functions and effects of each part are as follows:

(1) the management and monitoring system comprises an upper computer, an LCD (liquid crystal display), a TP (touch panel) touch screen with wireless WIFI (wireless fidelity), a PLC (programmable logic controller) control unit and a battery management unit, and information sharing is realized through field bus Profibus.

(2) The power and power generation system comprises two sets of propeller direct-drive propellers or full-rotation rudder propeller propellers, two sets of variable-frequency propulsion motors, one set of diesel generator set, one set of wind power generation system, one set of solar power generation system, one set of shore power box and two sets of energy storage battery packs.

(3) The alternating current-direct current bus system comprises 15 ACB frame type air circuit breakers, 2 controllable inversion modules DC → AC, 3 controllable rectification modules AC → DC, two controllable alternating current conversion modules AC/AC and 3 controllable direct current conversion modules DC/DC.

The management and monitoring system has the following functions:

(1) the upper computer realizes the management and monitoring of the whole system, integrates all information of the PLC control unit, the motion control unit, the power supply conversion module and the battery management unit, and realizes information sharing and energy scheduling.

(2) The LCD is used for centralized monitoring and alarming of the system, displaying the running state, parameter values, alarm values and early warning of the equipment, and realizing sound-light alarming and safety protection.

(3) The TP touch screen is portable and movable display and an operation panel, has wireless WIFI, can be automatically networked with hotspot equipment, reads real-time data and is used for on-duty tour inspection.

(4) The PLC control unit realizes the logical control and management of the system, reads the information of the propeller, the propulsion motor, the diesel generator set, the shore power equipment, the wind power generation equipment, the solar power generation unit and the energy storage battery, and performs input/cut-off control and grid-connected program management on the information.

(5) The motion control unit and the power conversion module manage the rectification-inversion bidirectional module AC/DC, the alternating current conversion module AC/AC and the direct current conversion module DC/DC in a centralized manner, control the bidirectional transmission of energy and realize the optimal utilization of energy.

(6) The battery management unit monitors the state of the lithium battery, controls charging and discharging and controls voltage balance management of the battery pack.

Hardware composition and design parameters of fig. 1 and 2:

① PLC control unit including power supply module, s7-1500PLC CPU module, communication CP module, digital input DI module, analog input AI module, digital output DO module, analog output AO, and expansion ET-200 module

② motion control and power conversion module control unit, power module, motion control CPU D435 module, 3 ALM modules AC → DC, 2 filter reactors, two motor drive DC → AC module PM, 2 CU320 modules AC/AC, 2S 120 modules DC/DC.

③ battery management unit, panel for displaying battery parameters and curves, and embedded controller.

④ other hardware design, single propulsion motor power 1000kW, 690VAC, 60HZ, single set of lithium battery capacity 2500kWh, voltage 450VDC, weight about 20 tons diesel generator power 2000kW, 60HZ, 450VAC, AC common bus bar voltage grade 690VAC, 60HZ, DC common bus bar voltage grade 690 + 710 VDC.

(II) design of ship full-electric propulsion multi-power-supply composite utilization system

The direct current bus bar is provided with an 11 th isolating switch ACB11 interlocking point and a 12 th isolating switch ACB12 in series from one side to the other side, so that the direct current bus bar is divided into four segments, and a 1 st segment direct current bus bar is arranged between the end point of the direct current bus bar and the 11 th isolating switch ACB 11; a 2 nd direct current bus bar is arranged between the 11 th isolating switch ACB11 and the interlocking point; a 3 rd section direct current bus bar is arranged between the interlocking point and the 12 th isolating switch ACB 12; a 4 th direct current bus bar is arranged between the 12 th isolating switch ACB12 and the other end point of the direct current bus bar;

the left propulsion motor unit and the first energy storage unit are connected into the 1 st section of direct-current bus bar in parallel; the wind power generation system is connected in parallel to the 2 nd section of direct current bus bar; the diesel power generation system and the shore power system are connected in parallel to the interlocking point; the solar power generation system is connected in parallel to the 3 rd section of direct current bus bar; the right propulsion motor unit and the second energy storage unit are connected in parallel to the 4 th section of direct-current bus bar;

wherein the first energy storage unit comprises: the 1 st lithium battery pack, the 4 th switch ACB4 and the 5 th direct current voltage regulating module DC5/DC 5; the 1 st lithium battery pack is connected to the 1 st direct-current bus bar in parallel after passing through the 4 th switch ACB4 and the 5 th direct-current voltage regulating module DC5/DC5 in sequence;

the wind power generation system comprises a wind turbine, a speed-increasing gear, a wind power permanent magnet generator, a 9 th rectification voltage-regulating module AC9/DC9 and a 7 th switch ACB 7; the wind turbine is connected to the wind power permanent magnet generator through the speed increasing gear; the wind power permanent magnet generator is connected in parallel to the 2 nd section of direct current bus bar after passing through the 9 th rectifying and voltage regulating module AC9/DC9 and the 7 th switch ACB 7; the output end of the 9 th rectifying and voltage regulating module AC9/DC9 is also connected to the charging end of the 1 st lithium battery pack through a 10 th switch ACB 10;

the left propulsion motor unit comprises a left propulsion motor, a 2-1 st switch ACB2.1 and a 1 st inverter module DC1/AC 1; the left propulsion motor is connected to the 1 st section of direct-current bus bar in parallel after passing through the 2 nd-1 st switch ACB2.1 and the 1 st inverter module DC1/AC1 in sequence;

the second energy storage unit includes: the 2 nd lithium battery pack, the 5 th switch ACB5 and the 8 th direct current voltage regulating module DC8/DC 8; the 2 nd lithium battery pack is connected to the 4 th direct-current bus bar in parallel after passing through the 5 th switch ACB5 and the 8 th direct-current voltage regulating module DC8/DC8 in sequence;

the solar power generation system comprises a solar panel, a 10 th direct current voltage regulating module DC10/DC10 and an 8 th switch ACB 8; the output end of the solar panel sequentially passes through the 10 th direct current voltage regulating module DC10/DC10 and the 8 th switch ACB8 and then is connected to the 3 rd section direct current bus bar in parallel; the output end of the 10 th direct current voltage regulating module DC10/DC10 is also connected to the charging end of the 2 nd lithium battery pack through a 9 th switch ACB 9;

the right propulsion motor unit comprises a right propulsion motor, a 3 rd-2 nd switch ACB3.2 and a 4 th inverter module DC4/AC 4; the right propulsion motor is connected to the 4 th section of direct-current bus bar in parallel after passing through the 3 rd-2 switch ACB3.2 and the 4 th inverter module DC4/AC4 in sequence;

the shore power system comprises a shore power box, a 6 th rectification voltage regulation module AC6/DC6 and a 6 th switch ACB 6; one end of the shore power box is used for being connected with shore power; the other end of the shore power box is connected to the interlocking point in parallel after passing through the 6 th rectification voltage regulation module AC6/DC6 and the 6 th switch ACB6 in sequence;

the diesel power generation system includes: the system comprises a direct current bus power supply unit, a left propulsion motor power supply unit and a right propulsion motor power supply unit; the direct current bus power supply unit includes: the system comprises a diesel generator set, a 1 st switch ACB1.0, a 7 th rectification voltage regulation module AC7/DC7 and a 1 st-1 st switch ACB 1.1; the power generation end of the diesel generator set is connected to the interlocking point in parallel after passing through the 1 st switch ACB1.0, the 7 th rectification voltage regulation module AC7/DC7 and the 1 st-1 st switch ACB1.1 in sequence; wherein the 6 th switch ACB6 and the 1 st-1 st switch ACB1.1 are in an interlocking relationship;

the left propulsion motor power supply unit includes: the 1 st switch ACB1.0, the 2 nd AC conversion module AC2/AC2 and the 2 nd-2 nd switch ACB 2.2; the power generation end of the diesel generator set is connected to the power utilization end of the left propulsion motor after passing through the 1 st switch ACB1.0, the 2 nd alternating current conversion module AC2/AC2 and the 2 nd-2 nd switch ACB2.2 in sequence;

the right propulsion motor power supply unit includes: the 1 st switch ACB1.0, the 3 rd AC conversion module AC3/AC3 and the 3 rd-1 st switch ACB 3.1; the power generation end of the diesel generator set is connected to the power utilization end of the right propulsion motor after passing through the 1 st switch ACB1.0, the 3 rd alternating current conversion module AC3/AC3 and the 3 rd-1 st switch ACB3.1 in sequence;

the battery management unit is respectively connected with the 1 st lithium battery pack and the 2 nd lithium battery pack;

the power conversion module is respectively connected with the 1 st inverter module DC1/AC1, the 2 nd AC conversion module AC2/AC2, the 3 rd AC conversion module AC3/AC3, the 4 th inverter module DC4/AC4, the 5 th DC voltage regulation module DC5/DC5, the 6 th rectifying voltage regulation module AC6/DC6, the 7 th rectifying voltage regulation module AC7/DC7, the 8 th DC voltage regulation module DC8/DC8, the 9 th rectifying voltage regulation module AC9/DC9 and the 10 th DC voltage regulation module DC10/DC 10;

the PLC control unit is connected to the 1 st switch ACB1.0, the 1 st to 1 st switch ACB1.1, the 2 nd to 1 st switch ACB2.1, the 2 nd to 2 nd switch ACB2.2, the 3 rd to 1 st switch ACB3.1, the 3 rd to 2 nd switch ACB3.2, the 4 th switch ACB4, the 5 th switch ACB5, the 6 th switch ACB6, the 7 th switch ACB7, the 8 th switch ACB8, the 9 th switch ACB9, the 10 th switch ACB10, the 11 th isolation switch ACB11, and the 12 th isolation switch ACB12, respectively. Wherein the 1 st switch ACB1.0, the 1 st-1 st switch ACB1.1, the 2 nd-1 st switch ACB2.1, the 2 nd-2 nd switch ACB2.2, the 3 rd-1 st switch ACB3.1, the 3 rd-2 nd switch ACB3.2, the 4 th switch ACB4, the 5 th switch ACB5, the 6 th switch ACB6, the 7 th switch ACB7, the 8 th switch ACB8, the 9 th switch ACB9, the 10 th switch ACB10, the 11 th isolating switch ACB11 and the 12 th isolating switch ACB12 are all air circuit breakers.

Solar energy, wind energy, shore power, lithium cell and diesel generating set jointly supply power mode includes: the system comprises a solar power generation and wind power generation comprehensive power supply mode, a power supply mode under the working condition of berthing ships alongside, a diesel generator power supply mode and a lithium battery charging and discharging mode. It should be emphasized that the four modes of the present invention are not completely independent, and can be flexibly and alternately operated according to the actual control requirement.

FIG. 3 shows a power supply topological diagram of solar energy, wind energy, shore power, lithium storage battery and diesel generator set:

the solar power generation and the wind power generation can charge the 1# and 2# lithium battery packs through the power conversion module, and can also be connected to a direct-current bus bar through the power conversion module. The shore power supply and the diesel generating set power supply are interlocked, only one power supply can be selected, and the shore power supply and the diesel generating set power supply are connected to a direct current bus bar through a rectification module in a grid mode. And when the switch connected to the grid on the public direct current bus bar is switched on, a direct current bus grid connection program must be executed. The direct current common bus can supply power to the lithium battery pack, and when the 1# and 2# lithium battery packs are supplied with power at the same time, a direct current bus grid connection program must be executed when the switch is switched on. When the lithium battery pack and the public direct current bus supply power to the propulsion motor, the public inversion module DC → AC, and when the switches of the lithium battery pack and the public direct current bus are switched on, a direct current bus grid connection program must be executed. The diesel generator set and the lithium battery pack jointly supply power to the propulsion motor through the alternating current bus, and when the power supply switch is switched on, an alternating current bus grid-connected program must be executed. The multi-power supply comprehensive power supply alternating current-direct current power grid topological structure shown in fig. 3 is flexible in function, high in power supply reconfigurable redundancy and high in reliability.

Referring to fig. 1 and 2, the solar power generation and wind power generation integrated power supply mode, the power supply mode under the working condition that the ship is parked on the shore, the diesel generator power supply mode and the lithium battery charging and discharging mode are respectively described in detail as follows:

solar power generation and wind power generation comprehensive power supply mode

1) The electricity generated by the solar panel is connected to the grid on the direct current bus bar through direct current grid connection operation, and then the motor is pushed to the right for power supply, and the method comprises the following steps:

solar panels are arranged around and at the top of an upper building of a ship, a tug and an engineering ship weather deck use the solar panels as rain-proof ceilings, all the solar panels collect sunlight and convert the sunlight into electric energy, the electric energy is connected in series and in parallel to obtain required voltage, the voltage is concentrated to a 10 th direct current voltage regulating module DC10/DC10 to be regulated, the voltage is converted into the required voltage grade of direct current bus voltage, and the voltage is connected to a direct current bus row after passing through an 8 th switch ACB 8; then, after passing through a 12 th isolating switch ACB12, the voltage is converted into three-phase alternating current 60HZ and 690VAC through a 4 th inverter module DC4/AC4, and the three-phase alternating current is supplied to a right propulsion motor through a 3 rd-2 th switch ACB 3.2;

2) the method for directly charging the No. 2 lithium battery pack by the electricity generated by the solar panel comprises the following steps:

all solar panels capture sunlight and convert the sunlight into electric energy, the electric energy is connected in series and in parallel to obtain required voltage, the required voltage is concentrated into a 10 th direct current voltage regulating module DC10/DC10 to be regulated to be converted into the required voltage grade of a 2 nd lithium battery pack, and the 2 nd lithium battery pack is charged through a 9 th switch ACB 9;

the solar cell panel arranged on the ship deck adopts a flexible film type solar cell panel, so that the ship deck is convenient to fold and unfold, and deck operation is not influenced. The solar cell panel collects sunlight and converts the sunlight into electric energy, required voltage is obtained through series-parallel connection, the electric energy is converted into direct-current bus voltage and voltage grade required by the lithium battery through the direct-current voltage regulating module DC10/DC10, and the battery management unit controls charging and discharging programs of the lithium battery to prevent overcharge or over discharge.

3) Wind power generation is connected to a direct current bus bar in a grid-connected mode through direct current grid-connected operation, and then the motor is pushed leftwards to supply power, and the method comprises the following steps:

the wind power machine adopts a vertical shaft type and is arranged on a stem mast of a ship head and an upright post of a ship tail, the wind power machine absorbs wind energy, the wind power machine is connected with a wind power permanent magnet generator through a speed increasing gear to drive the wind power permanent magnet generator to rotate for power generation, the power generated by the wind power permanent magnet generator is rectified and regulated through a 9 th rectification and voltage regulation module AC9/DC9 to be converted into the voltage grade required by a direct current bus, and then is connected to a direct current bus bar after passing through a 7 th switch ACB 7; then, after passing through an 11 th isolating switch ACB11, the three-phase alternating current is converted into three-phase alternating current 60HZ and 690VAC through a 1 st inverter module DC1/AC1, and the three-phase alternating current is supplied to a left propulsion motor through a 2 nd-1 st switch ACB 2.1;

4) the method for directly charging the No. 1 lithium battery pack with electricity generated by the wind turbine comprises the following steps:

the wind turbine absorbs wind energy, is connected with the wind power permanent magnet generator through the speed-increasing gear and drives the wind power permanent magnet generator to rotate to generate electricity, the electricity generated by the wind power permanent magnet generator is rectified and regulated through the 9 th rectification and regulation module AC9/DC9 to be converted into the voltage grade required by the 1 st lithium battery pack, and then the 1 st lithium battery pack is charged through the 10 th switch ACB 10;

the vertical axis wind driven generator absorbs wind energy to drive the permanent magnet generator PG to rotate for generating electricity, the electricity generated by the PG is unstable and needs to be rectified and regulated by a 9 th rectification and regulation module AC9/DC9 to be converted into voltage levels required by a direct current bus and a lithium battery, and a battery management unit controls the charging and discharging procedures of the lithium battery to prevent overcharge or over discharge.

The solar power generation and wind power generation comprehensive power supply mode comprises the following concrete implementation methods:

the PLC control unit, the battery management unit and the power supply conversion module are in networking connection through a field bus profibus. The PLC control unit executes a strong current function, and controls the switching on and switching off of the main switch ACB according to the upper computer management program. The battery management unit manages charging, discharging and voltage balancing of the 1 st lithium battery pack and the 2 nd lithium battery pack. The power supply conversion module carries out direct current side voltage regulation of wind power generation and solar power generation output, and controls a 9 th rectification voltage regulation module AC9/DC9 of the wind power generation and a 10 th direct current voltage regulation module DC10/DC10 of the solar power generation to provide proper charging voltage for the lithium battery pack, so that proper voltage is provided for grid connection of a wind power generation direct current male bus and a solar power generation direct current female bus. The PLC controls the operation of the wind power generation and solar power generation grid-connected direct current common bus bar, the direct current of the grid connection has the same voltage and the same polarity, and the PLC identifies whether the grid connection condition is met and makes corresponding adjustment.

Referring to fig. 4, the specific steps are as follows:

step 1.1, a battery management unit detects whether a No. 1 lithium battery pack and a No. 2 lithium battery pack are fully charged; if not, continuing to execute the step 1.2; if the power is fully charged, executing step 1.3;

step 1.2, the power supply conversion module regulates and controls the 9 th rectifying and voltage regulating module AC9/DC9, so that the 9 th rectifying and voltage regulating module AC9/DC9 outputs voltage meeting the charging requirement of the 1 st lithium battery pack; then, the PLC control unit sends out an instruction to enable the 10 th switch ACB10 to be switched on, and therefore the 1 st lithium battery pack is charged by wind energy;

the power supply conversion module regulates and controls the 10 th direct-current voltage regulating module DC10/DC10, so that the 10 th direct-current voltage regulating module DC10/DC10 outputs voltage meeting the charging requirement of the 2 nd lithium battery pack; then, the PLC control unit sends an instruction to enable the 9 th switch ACB9 to be switched on, and therefore the 2 nd lithium battery pack is charged by solar energy;

step 1.3, after the battery is fully charged, the PLC control unit sends an instruction to enable a 10 th switch ACB10 and a 9 th switch ACB9 to be switched off and stop charging the 1 st lithium battery pack and the 2 nd lithium battery pack;

step 1.4, the PLC control unit executes grid-connected operation of the solar energy and wind energy and the direct current bus bar in the following mode:

step 1.4.1, the PLC control unit judges whether the direct current bus bar has electricity, and if the direct current bus bar has no electricity, the PLC control unit controls a 7 th switch ACB7 and an 8 th switch ACB8 to be directly switched on and powered; if so, executing step 1.4.2;

step 1.4.2, the power supply conversion module regulates and controls the 9 th rectifying and voltage regulating module AC9/DC9, so that the 9 th rectifying and voltage regulating module AC9/DC9 outputs direct current with the same voltage value and polarity as the voltage value of a direct current bus bar, and the direct current is 690-710 VDC;

the power conversion module regulates and controls the 10 th direct-current voltage regulating module DC10/DC10, so that the 10 th direct-current voltage regulating module DC10/DC10 outputs direct current with the same voltage value and polarity as those of the direct-current bus bar, and the direct current is 690-710 VDC;

and step 1.4.3, the PLC control unit identifies whether the direct current output after the voltage regulation of the solar energy and the wind energy meets grid-connection conditions, and if so, the PLC control unit sends an instruction to enable the 7 th switch ACB7 and the 8 th switch ACB8 to be simultaneously switched on and connected to a direct current bus bar for power transmission.

(II) the power supply mode in the working condition of berthing on the shore of the ship comprises the following steps:

1) during the berthing period of the ship, the solar energy continues to charge the No. 2 lithium battery pack in an equalizing way; the wind energy continues to charge the 1 st lithium battery pack in an equalizing manner;

2) the shore power supply is connected to the direct current bus bar through direct current grid connection operation, and then on one hand, the shore power supply supplies power to the whole ship; on the other hand, the 1 st lithium battery pack and the 2 nd lithium battery pack are charged in an equalizing way, and the method comprises the following steps:

the shore power supply and the diesel generating set power supply are interlocked, and only one direct current bus bar can be selected to be connected to the grid at the same time;

the electricity supplied by shore power is connected to the direct current bus bar in the following mode: during the berthing of the ship on the shore, after shore power passes through a shore power box, the shore power is rectified and voltage-regulated through a 6 th rectifying and voltage-regulating module AC6/DC6, converted into a voltage grade required by the voltage of a direct-current bus, and then connected to a direct-current bus bar in a grid mode after passing through a 6 th switch ACB 6; then, on one hand, the power is supplied to the whole ship and is mainly used for illumination, domestic power utilization and the like; on the other hand, after the electricity supplied by shore power is connected to a direct current bus bar in a grid mode, the electricity is divided into two branches, one branch passes through an 11 th switch ACB11, then is regulated to a 1 st lithium battery pack charging voltage through a 5 th direct current voltage regulating module DC5/DC5, and then is charged to the 1 st lithium battery pack through a 4 th switch ACB 4; the other branch circuit passes through a 12 th switch ACB12, is regulated to a 2 nd lithium battery pack charging voltage through an 8 th direct current voltage regulating module DC8/DC8, and is charged to the 2 nd lithium battery pack through a 5 th switch ACB 5;

referring to fig. 5, a power supply mode in a ship berthing working condition includes:

step 2.1, a shore power switch, namely a 6 th switch ACB6 is switched on or off with a diesel generator set, namely: the 1 st-1 st switch ACB1.1 has an interlocking relationship, and both the 6 th switch ACB6 and the 1 st-1 st switch ACB1.1 cannot be switched on simultaneously and only one of the switches can be selected for supplying power. The realization mode is as follows: the normally closed auxiliary contact of the 6 th switch ACB6 is connected in series with a closing circuit of the 1 st-1 st switch ACB1.1 or a voltage loss protection circuit of the 1 st-1 st switch ACB1.1, and the normally closed auxiliary contact of the 1 st-1 st switch ACB1.1 is connected in series with a closing circuit of the 6 th switch ACB6 or a voltage loss protection circuit of the 6 th switch ACB6, so that the interlocking relation between the 6 th switch ACB6 and the 1 st-1 st switch ACB1.1 is realized, the 6 th switch ACB6 and the 1 st-1 st switch ACB1.1 are prevented from being simultaneously closed, and the shore power and the diesel generator set are prevented from being simultaneously supplied with power;

step 2.2, during the berthing of the ship on the shore, stopping the diesel generator set and connecting shore power, detecting whether the shore power box is powered or not by the PLC control unit after the shore power box is powered on, and if the shore power box is not powered, continuing to enable the shore power box to be powered on until the shore power box is powered on;

and 2.3, the PLC control unit executes grid-connected operation of the shore power and the direct current bus bar in the following mode:

step 2.3.1, the PLC control unit judges whether the direct current bus bar has electricity, and if the direct current bus bar does not have electricity, the PLC control unit controls the 6 th switch ACB6 to be directly switched on and power is supplied; then step 2.4 is executed; if so, executing step 2.3.2;

step 2.3.2, the power supply conversion module regulates and controls the 6 th rectification and voltage regulation module AC6/DC6, so that the 6 th rectification and voltage regulation module AC6/DC6 outputs direct current with the same voltage value and polarity as the direct current bus bar, and the direct current is 690-710 VDC;

2.3.3, the PLC control unit identifies whether the direct current converted from the shore power meets grid-connected conditions, and if so, the PLC control unit sends an instruction to enable the 6 th switch ACB6 to be switched on for power transmission; then step 2.4 is executed;

and 2.4, charging the lithium battery pack by using shore power in addition to supplying power to the whole ship. The PLC control unit realizes the charging operation of the 1 st lithium battery pack and the 2 nd lithium battery pack in the following modes:

2.4.1, the PLC control unit sends out an instruction to switch on the 11 th isolating switch ACB11 and the 12 th isolating switch ACB 12;

step 2.4.2, the power supply conversion module regulates and controls the 5 th direct current voltage regulating module DC5/DC5, so that the 5 th direct current voltage regulating module DC5/DC5 outputs voltage meeting the charging requirement of the 1 st lithium battery pack;

the power supply conversion module regulates and controls the 8 th direct-current voltage regulating module DC8/DC8, so that the 8 th direct-current voltage regulating module DC8/DC8 outputs voltage meeting the charging requirement of the 2 nd lithium battery pack;

2.4.3, the PLC control unit sends an instruction to enable a 4 th switch ACB4 to be switched on, and then the 1 st lithium battery pack is charged in an equalizing mode;

the PLC control unit sends an instruction to enable the 5 th switch ACB5 to be switched on, and then the 2 nd lithium battery pack is charged in an equalizing mode;

the battery management unit controls the equalizing operation of charging the 1 st lithium battery pack or the 2 nd lithium battery pack to prevent overcharging in the charging process of the 1 st lithium battery pack and the 2 nd lithium battery pack.

(III) the diesel generator power supply mode comprises the following steps:

when the power supply capacity of the lithium battery pack is insufficient under the conditions of long-time cruising or operation working conditions of the ship, such as towing operation of a tugboat, dredging operation of a dredging engineering ship and the like, the diesel generator set is started and put into operation, and the power consumption of the ship is mainly generated by the diesel generator set; the diesel generator power supply and the shore power supply are interlocked, and the diesel generator power supply and the shore power supply cannot be switched on simultaneously. In the process, the solar energy continues to charge the No. 2 lithium battery pack in an equalizing manner; the wind energy continues to charge the 1 st lithium battery pack in an equalizing manner;

three-phase alternating current 450V generated by a diesel generating set (DE-G) is supplied to the whole ship through a 1 st switch ACB1.0 and is divided into four paths for power supply:

①, the voltage is regulated to three-phase alternating current 60HZ and 690VAC through a switch 1 st switch ACB1.0 and a switch 2 nd alternating current transformation module AC2/AC2, and the power is directly supplied to the left propulsion motor through a switch 2.2 of the 2 nd-2 th switch ACB 2.2.

② is regulated into three-phase alternating current 60HZ, 690VAC by the switch 1 st switch ACB1.0 and the 3 rd alternating current transformation module AC3/AC3, and directly supplies power to the right propulsion motor through the 3 rd-1 switch ACB 3.1.

③ is transformed into DC bus voltage 690V-710V by switch 1 st switch ACB1.0 and 7 th rectifying voltage-regulating module AC7/DC7, connected to DC bus bar by switch 1 st-1 switch ACB1.1, transformed into lithium battery charging voltage by 11 th isolating switch ACB11 and 5 th DC voltage-regulating module DC5/DC5, and charged to 1 st lithium battery pack by ACB 4.

④ is transformed into DC bus voltage 690V-710V by switch 1 st switch ACB1.0 and 7 th rectifying voltage-regulating module AC7/DC7, connected to DC bus bar by switch 1 st-1 switch ACB1.1, transformed into lithium battery charging voltage by 12 th isolating switch ACB12 and 8 th DC voltage-regulating module DC8/DC8, and charged into the 2 nd lithium battery pack by switch 5 ACB 5.

Wherein, with reference to fig. 7, the starting and putting into operation of the diesel generator set comprises:

1) the power supplied by the diesel generating set is connected to a direct current bus bar through direct current grid connection operation, and then is respectively charged to the 1 st lithium battery pack and the 2 nd lithium battery pack in an equalizing way, and the method comprises the following steps:

three-phase alternating current 450V generated by a diesel generator set DE-G passes through a 1 st switch ACB1.0, then is rectified and voltage-regulated by a 7 th rectifying and voltage-regulating module AC7/DC7 to be converted into a voltage grade required by direct-current bus voltage, and is connected to a direct-current bus bar after passing through a 1 st-1 st switch ACB 1.1;

after the power supplied by the diesel generator set is connected to a direct current bus bar in a grid mode, the power is divided into two branches, one branch passes through an 11 th isolating switch ACB11 and is regulated to a 1 st lithium battery pack charging voltage through a 5 th direct current voltage regulating module DC5/DC5, and the 1 st lithium battery pack is charged through a 4 th switch ACB 4; the other branch circuit is regulated to the charging voltage of the 2 nd lithium battery pack through a 12 th isolating switch ACB12 and a 8 th direct current voltage regulating module DC8/DC8, and the 2 nd lithium battery pack is charged through a 5 th switch ACB 5;

2) the electricity generated by the diesel generator set is directly supplied to the left propulsion motor and the right propulsion motor, and the method comprises the following steps:

the electricity of one branch is regulated into three-phase alternating current 60HZ and 690VAC through a 2 nd alternating current conversion module AC2/AC2, and then directly supplies power to a left propulsion motor through a 2 nd-2 nd switch ACB 2.2; the electricity of the other branch is regulated into three-phase alternating current 60HZ and 690VAC through a 3 rd alternating current conversion module AC3/AC3, and then directly supplied to a right propulsion motor through a 3-1 switch ACB 3.1;

the specific implementation method of the power supply mode of the diesel generator comprises two parts, wherein the first part is a starting control mode of the diesel generator set, and the second part is a power supply management mode of the diesel generator set;

the starting control of the diesel generator set is controlled by a PLC control unit and a battery management unit, and the starting instructions formed by the control unit are as follows: referring to fig. 7, the diesel-generator set start control mode includes:

step 4.1, condition 1: when the left propulsion motor and the right propulsion motor do not work, the energy storage of a 1 st lithium battery pack is less than or equal to 5% Qe, and the energy storage of a 2 nd lithium battery pack is less than or equal to 5% Qe, wherein the rated capacity of the 1 st lithium battery pack is equal to that of the 2 nd lithium battery pack, and the rated capacity of the 1 st lithium battery pack and the rated capacity of the 2 nd lithium battery pack are both Qe, a starting instruction of the diesel generator set;

condition 2: when the left propulsion motor and the right propulsion motor operate, and the energy storage of the No. 1 lithium battery pack is more than 5% Qe and less than or equal to 20% Qe, and the energy storage of the No. 2 lithium battery pack is more than or equal to 5% Qe and less than or equal to 20% Qe, sending a starting instruction of the diesel generator set;

condition 3, detecting that an instruction for manually starting the diesel-electric set exists;

when any one of the condition 1, the condition 2 and the condition 3 is satisfied, and the starting preparation condition and the unblocked starting instruction of the diesel generator set are satisfied, starting the diesel generator set; the starting preparation conditions of the diesel generating set are as follows: the fuel pressure and temperature, the lubricating oil pressure and temperature, the cooling water pressure and temperature, and the air pressure and temperature are normal; blocking the start command includes some diesel and generator faults.

Step 4.2, supplying power to the direct-current series excitation motor through the No. 1 lithium battery pack and the No. 2 lithium battery pack, and starting the diesel generator set;

in the starting process of the diesel generator set, a starting timer detects whether the whole starting process exceeds 30 seconds, if so, an alarm is given and a starting prohibition instruction is sent out to block the starting of the diesel engine; if the rotation speed does not exceed the preset rotation speed threshold, judging whether the rotation speed sensor can detect the rotation speed of the diesel generator set, if not, alarming and sending a starting prohibition instruction to block the starting of the diesel engine; if so, executing step 4.3;

step 4.3, the PLC control unit identifies whether the starting rotating speed is greater than or equal to the ignition rotating speed, wherein the ignition rotating speed is 40% n_e，n_eRated speed of the diesel generator set; if not, sending out a starting impossibility alarm and sending out a starting prohibition instruction to block the starting of the diesel engine; if so, indicating that the diesel generator set is started successfully, canceling the starting instruction, and then executing the step 4.4;

4.4, after the starting instruction is cancelled, the PLC control unit continues to carry out rotation speed identification, judges whether the rotation speed of the diesel engine exceeds the ignition rotation speed, if not, indicates that the ignition fails, restarts the diesel engine after pausing for 5s, and the total repeated starting times can not exceed 3 times; if the starting times are 3 times and the ignition is not successful all the time, an ignition failure alarm is sent out and a starting prohibition instruction is sent out to block the starting of the diesel engine; if the ignition is successful, executing step 4.5;

step 4.5, after the diesel engine is successfully ignited, the diesel engine is kept to operate for 2s under the starting oil quantity, then the speed is increased to the rated rotation speed of 720rpm, the PLC control unit judges the voltage build-up condition of the diesel generator, if the no-load voltage of the diesel generator is more than or equal to 98% of the rated voltage (450V), the voltage build-up is successful, and the step 4.6 is executed; otherwise, if the voltage exceeding 5s is not established, a pressure establishing failure alarm is sent out and a starting prohibition instruction is sent out to block the starting of the diesel engine;

step 4.6, the voltage of the diesel generator set is normal, the whole starting process is successful, and the PLC control unit carries out a closing power transmission program;

the utility model discloses a key, both for the propulsion motor power supply, give the power supply of lithium cell group again. Referring to fig. 8, the diesel-electric generator set power management mode includes:

step 5.1, after the PLC control unit successfully starts the diesel generating set, carrying out speed regulation control on the diesel generating set to ensure that the frequency of the output voltage of the diesel generating set is 60 +/-0.1 Hz, and carrying out voltage regulation control on the diesel generating set to ensure that the output voltage of the diesel generating set is 450 +/-5 VAC; only if the voltage and the frequency are in the normal range, then step 5.2 is executed;

step 5.2, the PLC control unit sends a 1 st switch ACB1.0 switching-on instruction, and the diesel generating set transmits power to the outside;

the motion control unit realizes the cooperative control of the rotating speed and the torque of the left propelling motor and the cooperative control of the rotating speed and the torque of the right propelling motor by controlling the 2 nd alternating current conversion module AC2/AC2 and the 3 rd alternating current conversion module AC3/AC 3;

then, the PLC control unit executes the grid-connected operation of the diesel generating set and the direct current bus bar in the following mode:

step 5.2.1, the PLC control unit judges whether the direct current bus bar has electricity, and if the direct current bus bar has no electricity, the PLC control unit controls the 1 st-1 st switch ACB1.1 to directly switch on and supply power; if so, executing step 5.2.2;

step 5.2.2, executing a direct current grid connection program, comprising the following steps:

the power supply conversion module regulates the output voltage of the 7 th rectification voltage regulating module AC7/DC7, so that the 7 th rectification voltage regulating module AC7/DC7 outputs direct current with the same voltage value and polarity as the voltage value of the direct current bus bar;

the power supply conversion module adjusts the output voltage of the 9 th rectification voltage-regulating module AC9/DC9, so that the 9 th rectification voltage-regulating module AC9/DC9 outputs direct current with the same voltage value and polarity as the voltage value of the direct current bus bar;

the power supply conversion module adjusts the output voltage of the 10 th direct current voltage regulating module DC10/DC10, so that the 10 th direct current voltage regulating module DC10/DC10 outputs direct current with the same voltage value and polarity as the voltage value of the direct current bus bar;

then, the PLC control unit identifies whether the direct current grid connection preparation condition is met, namely: the voltage to be merged is required to be approximately equal to the voltage of the DC common bus bar, the error does not exceed +/-5 VDC, and the positive polarity and the negative polarity must be the same; if the current is satisfied, the PLC control unit sends out closing instructions of an 11 th isolating switch ACB11, a 12 th isolating switch ACB12, a 1 st-1 st switch ACB1.1, a 7 th switch ACB7 and an 8 th switch ACB8 to complete direct-current common bus grid connection;

step 5.2.3, the power supply conversion module adjusts the 5 th direct current voltage regulating module DC5/DC5 and the 8 th direct current voltage regulating module DC8/DC8 to output direct current voltage 450VDC, and the battery management unit detects the 1 st lithium battery pack and the 2 nd lithium battery pack to carry out charging according to needs and equalizing charging; and the PLC control unit sends out a command of whether the 4 th switch ACB4 and the 5 th switch ACB5 are switched on or not according to the analysis result of the battery management unit.

(IV) the lithium battery charge-discharge mode comprises:

1) the lithium battery is charged and discharged:

the lithium battery pack is the main energy of a ship and is used for supplying power to the whole ship, and the lithium battery pack is divided into two independent units, namely: the first energy storage unit and the second energy storage unit are two independent units and can be switched with each other; the 5 th direct current voltage regulating module DC5/DC5 is a reversible direct current voltage regulating module and is used for charging and discharging the 1 st lithium battery pack; the 8 th direct-current voltage regulating module DC8/DC8 is a reversible direct-current voltage regulating module and is used for charging and discharging the 2 nd lithium battery pack;

the lithium battery charging working condition specifically comprises:

1a) after the wind power generation is connected to the direct current bus bar in a grid mode, charging the No. 1 lithium battery pack;

2a) after the electricity generated by the solar cell panel is connected to the direct current bus bar in a grid mode, the 2 nd lithium battery pack is charged;

3a) after the power supplied by the diesel generator set is connected to a direct current bus bar in a grid mode, the power is respectively charged to the 1 st lithium battery pack and the 2 nd lithium battery pack;

4a) when the left propulsion motor is in a braking state, the electricity generated by regenerative braking is regulated to the charging voltage of the 1 st lithium battery pack through the 5 th direct current voltage regulating module DC5/DC5, and then the 1 st lithium battery pack is charged through the 4 th switch ACB 4; the feedback energy is saved.

When the right propulsion motor is in a braking state, the electricity generated by regenerative braking is regulated to the charging voltage of the 2 nd lithium battery pack through the 8 th direct current voltage regulating module DC8/DC8, and then the 2 nd lithium battery pack is charged through the 5 th switch ACB 5; the feedback energy is saved.

5a) During the berthing of the ship on the shore, after the power supplied by shore power is connected to a direct current bus bar, the power is respectively charged to the 1 st lithium battery pack and the 2 nd lithium battery pack;

the battery management unit controls the charging operation of the No. 1 lithium battery pack or the No. 2 lithium battery pack to prevent overcharging;

2) the lithium battery discharge working condition specifically comprises:

the battery management unit controls the discharging operation of the 1 st lithium battery pack and the 2 nd lithium battery pack, ensures power supply as required, and prevents over-discharge:

after passing through a 4 th switch ACB4, the electric energy of the 1 st lithium battery pack is converted into the ship direct-current bus voltage of 690V-710V grade through a 5 th direct-current voltage regulating module DC5/DC5, converted into three-phase alternating current of 60HZ and 690VAC through a 1 st inverter module DC1/AC1, and directly supplied to a left propulsion motor nearby through a 2-1 th switch ACB 2.1;

after passing through a 5 th switch ACB5, the electric energy of the 2 nd lithium battery pack is converted into the ship direct-current bus voltage of 690V-710V grade through an 8 th direct-current voltage regulating module DC8/DC8, converted into three-phase alternating current of 60HZ and 690VAC through a 4 th inverter module DC4/AC4, and directly supplied to a right propulsion motor nearby through a 3-2 th switch ACB 3.2.

Under the working conditions of ship starting and cruising, the lithium battery pack supplies power to the left/right propulsion motors, the power consumption requirement of the ship working condition is high, the lithium battery pack discharges in high power, when the discharge reaches about 20% of the rated value, the diesel generator set starts to work, the lithium battery pack compensates the power valley peak of the diesel generator set, and the diesel generator set is guaranteed to work in the highest efficiency interval. The 1 st lithium battery pack and the 2 nd lithium battery pack are connected to the grid through interconnection/isolation switches ACB11 and ACB12 of a direct current bus bar, and switching and standby of each other are achieved.

Referring to fig. 6, the lithium battery charge and discharge mode specifically includes:

step 3.1, the battery management unit detects whether the No. 1 lithium battery pack and the No. 2 lithium battery pack are fully charged; if the solar energy is not fully charged, the solar energy is used for generating power and charging the No. 2 lithium battery pack, and the wind power is used for generating power and charging the No. 1 lithium battery pack; if the battery pack is in a parking state and shore power exists, the battery pack 1 and the battery pack 2 are respectively charged in an equalizing manner by combining the shore power until the battery pack 1 and the battery pack 2 are fully charged, and then the step 3.2 is executed;

3.2, judging whether the left propulsion motor and the right propulsion motor have operation instructions by the PLC control unit, and if the left propulsion motor and the right propulsion motor do not have starting instructions, indicating that the ship is in a berthing working condition at present; if starting instructions of the left propulsion motor and the right propulsion motor exist, the ship is ready to enter a propulsion working condition, the system firstly judges the preparation condition of the lithium battery pack, and the lithium battery pack is preferentially selected for power supply under the condition that the condition is met. Step 3.3 is executed;

step 3.3, preferentially putting the 1 st lithium battery pack and the 2 nd lithium battery pack into operation, comprising the following steps of:

3.3.1, the PLC control unit disconnects the 11 th isolating switch ACB11 and the 12 th isolating switch ACB 12;

3.3.2, the PLC control unit enables a 4 th switch ACB4 and a 5 th switch ACB5 to be switched on;

the power conversion module controls the 5 th direct-current voltage regulating module DC5/DC5 to output 690-710VDC to the direct-current common bus bar, and controls the 8 th direct-current voltage regulating module DC8/DC8 to output 690-710VDC to the direct-current common bus bar;

here, since the 11 th isolation switch ACB11 and the 12 th isolation switch ACB12 are disconnected, the 1 st lithium battery pack and the 2 nd lithium battery pack are relatively independent and do not need to be connected to the grid;

3.3.3, the PLC control unit identifies whether the current diesel generating set operates, and if not, the step 3.3.4 is executed; if yes, executing step 3.3.5;

3.3.4, starting a left pushing motor by the No. 1 lithium battery pack and independently supplying power to the left pushing motor; meanwhile, the 2 nd lithium battery pack starts the right pushing motor and independently supplies power to the right pushing motor, and the method comprises the following steps:

the power supply conversion module adjusts the 1 st inversion module DC1/AC1 to output AC 690VAC and controls the 2 nd-1 st switch ACB2.1 to be switched on, so that the 1 st lithium battery pack starts the left pushing motor and independently supplies power to the left pushing motor;

the power supply conversion module adjusts the 4 th inverter module DC4/AC4 to output AC 690VAC and controls the 3 rd-2 switch ACB3.2 to be switched on, so that the 2 nd lithium battery pack starts the right pushing motor and independently supplies power to the right pushing motor;

the motion control unit controls the rotating speed and the torque of the left propulsion motor and the right propulsion motor according to the instruction of the driving platform, so as to realize the ship control, and the process is ended;

and 3.3.5, carrying out alternating current grid connection on the 1 st lithium battery pack, the 2 nd lithium battery pack and the diesel generator set to jointly supply power to the left propulsion motor and the right propulsion motor.

The utility model provides a compound system and power supply method of utilizing of many powers of boats and ships full electric propulsion, the propulsion energy is united to diesel generator and lithium cell group: and the solar power generation and the wind power generation continue to charge the lithium battery pack in an equalizing way. The premise of optimal efficiency is to use solar energy and wind energy as much as possible to generate electricity, and then the efficiency of the diesel engine is kept to work in the optimal area, namely, the electric energy provided by the lithium battery pack is utilized as much as possible. The lithium battery pack supplies power independently or the lithium battery pack and the diesel generating set supply power jointly, wherein the joint power supply is the technical difficulty and the key point.

The diesel engine DE drives the synchronous generator G to generate power of 60HZ and 450VAC, and the power is regulated to three-phase alternating current of 60HZ and 690VAC through a 1 st switch ACB1.0, a 2 nd alternating current conversion module AC2/AC2 and a 3 rd alternating current conversion module AC3/AC3, and the ACB2.2 and ACB3.1 supply power to the left/right propulsion motors;

after passing through a 4 th switch ACB4, the electric energy of the 1 st lithium battery pack is converted into the ship direct-current bus voltage of 690V-710V grade through a 5 th direct-current voltage regulating module DC5/DC5, converted into three-phase alternating current of 60HZ and 690VAC through a 1 st inverter module DC1/AC1, and directly supplied to a left propulsion motor nearby through a 2-1 th switch ACB 2.1;

after passing through a 5 th switch ACB5, the electric energy of the 2 nd lithium battery pack is converted into the ship direct-current bus voltage of 690V-710V grade through an 8 th direct-current voltage regulating module DC8/DC8, converted into three-phase alternating current of 60HZ and 690VAC through a 4 th inverter module DC4/AC4, and directly supplied to a right propulsion motor nearby through a 3-2 th switch ACB 3.2.

The diesel generator and the lithium battery jointly supply power to the propulsion motor, the two groups of switches ACB2.1 and ACB2.2 cannot be switched on simultaneously, the two groups of switches ACB3.1 and ACB3.2 cannot be switched on simultaneously, the switches can be switched on only after an alternating current grid-connected program is carried out, and the grid-connected program is completed by the PLC control unit.

The diesel generator and the lithium battery pack are used for supplying power in a combined mode, the propulsion motor is mainly powered by the diesel generator set when working under high load or working continuously for too long time, the diesel generator set is kept in a rated load high-efficiency working range, and load compensation is carried out through the lithium battery pack when the load changes, so that the optimal oil consumption rate of the diesel generator set is maintained. The balanced change load of lithium cell group keeps diesel generating set power supply work in high efficiency, low oil consumption district and stable, consequently, lithium cell group probably works in charged state, also possible work discharge state, and this is the utility model discloses a technical core and innovation point.

The utility model provides a boats and ships all-electric propulsion many power supply are compound utilizes the system and has following advantage:

(1) electric propulsion replaces diesel propulsion, so that the design and control of a propulsion system are more flexible, and the electric propulsion becomes an important development direction for comprehensive utilization of green energy on ships.

(2) Because a main engine is omitted, only a diesel generating set is used, and the comprehensive utilization of green energy and stored energy is added, the power generation diesel engine is miniaturized, and becomes the inevitable choice for energy conservation and consumption reduction of ships.

(3) The utility model discloses a full electric propulsion system of polymorphic type energy complex utilization has energy-conservation, low advantage of discharging, propulsion system structure simplification.

(4) The power conversion modules of the utility model are both bidirectional, controllable and reversible,the alternating current and direct current grid connection of different types of energy sources is optimized through the distributed combination of the rectification module and the inversion module, and the flexibility and functionality of the system are improved.

(5) The application of wind energy, solar energy and lithium batteries on the ship is realized, so that the fuel consumption of the diesel engine is reduced;

(6) through the structural design, electricity generated by wind energy, solar energy, a lithium battery and a diesel generator is flexibly incorporated into a direct current bus bar as required, the design and control of a propulsion system are more flexible, and the marine energy comprehensive utilization system becomes an important development direction of green energy on ships.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and decorations can be made without departing from the principle of the present invention, and these improvements and decorations should also be viewed as the protection scope of the present invention.

Claims (3)

1. A ship full-electric propulsion multi-power source compound utilization system is characterized by comprising an upper computer, a PLC control unit, a battery management unit, a power source conversion module, a direct current bus bar, a left propulsion motor unit, a right propulsion motor unit, a diesel power generation system, a shore power system, a wind power generation system, a solar power generation system, a first energy storage unit and a second energy storage unit;

the upper computer, the PLC control unit, the battery management unit and the power supply conversion module are networked through a field bus;

the direct current bus bar is provided with an 11 th isolating switch (ACB11) interlocking point and a 12 th isolating switch (ACB12) in series from one side to the other side, so that the direct current bus bar is divided into four segments, and a 1 st segment direct current bus bar is arranged between the direct current bus bar end point and the 11 th isolating switch (ACB 11); a 2 nd DC bus bar is arranged between the 11 th isolating switch (ACB11) and the interlocking point; a 3 rd direct current bus bar is arranged between the interlocking point and the 12 th isolating switch (ACB 12); a 4 th direct current bus bar is arranged between the 12 th isolating switch (ACB12) and the other end point of the direct current bus bar;

the left propulsion motor unit and the first energy storage unit are connected into the 1 st section of direct-current bus bar in parallel; the wind power generation system is connected in parallel to the 2 nd section of direct current bus bar; the diesel power generation system and the shore power system are connected in parallel to the interlocking point; the solar power generation system is connected in parallel to the 3 rd section of direct current bus bar; the right propulsion motor unit and the second energy storage unit are connected in parallel to the 4 th section of direct-current bus bar;

wherein the first energy storage unit comprises: a 1 st lithium battery pack, a 4 th switch (ACB4) and a 5 th direct current voltage regulating module (DC5/DC 5); the 1 st lithium battery pack is connected to the 1 st segment of direct-current bus bar in parallel after passing through the 4 th switch (ACB4) and the 5 th direct-current voltage regulating module (DC5/DC5) in sequence;

the wind power generation system comprises a wind turbine, a speed-increasing gear, a wind power permanent magnet generator, a 9 th rectification voltage-regulating module (AC9/DC9) and a 7 th switch (ACB 7); the wind turbine is connected to the wind power permanent magnet generator through the speed increasing gear; the wind power permanent magnet generator is connected in parallel to the 2 nd section direct current bus bar after passing through the 9 th rectifying and voltage regulating module (AC9/DC9) and the 7 th switch (ACB 7); the output end of the 9 th rectifying and voltage regulating module (AC9/DC9) is also connected to the charging end of the 1 st lithium battery pack through a 10 th switch (ACB 10);

the left propulsion motor unit includes a left propulsion motor, a 2-1 st switch (ACB2.1), and a 1 st inverter module (DC1/AC 1); the left propulsion motor is connected to the 1 st section of direct-current bus bar in parallel after passing through the 2 st-1 switch (ACB2.1) and the 1 st inverter module (DC1/AC1) in sequence;

the second energy storage unit includes: a 2 nd lithium battery pack, a 5 th switch (ACB5) and an 8 th direct current voltage regulating module (DC8/DC 8); the 2 nd lithium battery pack is connected to the 4 th direct-current bus bar in parallel after passing through the 5 th switch (ACB5) and the 8 th direct-current voltage regulating module (DC8/DC8) in sequence;

the solar power generation system comprises a solar panel, a 10 th direct current voltage regulating module (DC10/DC10) and an 8 th switch (ACB 8); the output end of the solar panel is connected in parallel to the 3 rd section direct current bus bar after passing through the 10 th direct current voltage regulating module (DC10/DC10) and the 8 th switch (ACB8) in sequence; the output end of the 10 th direct current voltage regulating module (DC10/DC10) is also connected to the charging end of the 2 nd lithium battery pack through a 9 th switch (ACB 9);

the right propulsion motor unit includes a right propulsion motor, a 3 rd-2 th switch (ACB3.2), and a 4 th inverter module (DC4/AC 4); the right propulsion motor is connected to the 4 th section of direct-current bus bar in parallel after passing through the 3 rd-2 switch (ACB3.2) and the 4 th inverter module (DC4/AC4) in sequence;

the shore power system comprises a shore power box, a 6 th rectification voltage regulation module (AC6/DC6) and a 6 th switch (ACB 6); one end of the shore power box is used for being connected with shore power; the other end of the shore power box is connected to the interlocking point in parallel after passing through the 6 th rectification voltage regulation module (AC6/DC6) and the 6 th switch (ACB6) in sequence;

the diesel power generation system includes: the system comprises a direct current bus power supply unit, a left propulsion motor power supply unit and a right propulsion motor power supply unit; the direct current bus power supply unit includes: the system comprises a diesel generator set, a 1 st switch (ACB1.0), a 7 th rectification voltage regulation module (AC7/DC7) and a 1 st-1 st switch (ACB 1.1); the power generation end of the diesel generator set sequentially passes through the 1 st switch (ACB1.0), the 7 th rectifying and voltage regulating module (AC7/DC7) and the 1 st-1 st switch (ACB1.1) and then is connected to the interlocking point in parallel; wherein the 6 th switch (ACB6) and the 1 st-1 st switch (ACB1.1) are in an interlocking relationship;

the left propulsion motor power supply unit includes: the 1 st switch (ACB1.0), the 2 nd AC conversion module (AC2/AC2) and the 2 nd-2 nd switch (ACB 2.2); the power generation end of the diesel generator set is connected to the power utilization end of the left propulsion motor after passing through the 1 st switch (ACB1.0), the 2 nd alternating current conversion module (AC2/AC2) and the 2 nd-2 nd switch (ACB2.2) in sequence;

the right propulsion motor power supply unit includes: the 1 st switch (ACB1.0), the 3 rd AC conversion module (AC3/AC3) and the 3-1 st switch (ACB 3.1); the power generation end of the diesel generator set is connected to the power utilization end of the right propulsion motor after passing through the 1 st switch (ACB1.0), the 3 rd alternating current conversion module (AC3/AC3) and the 3-1 st switch (ACB3.1) in sequence;

the battery management unit is respectively connected with the 1 st lithium battery pack and the 2 nd lithium battery pack;

the power conversion module is respectively connected with the 1 st inverter module (DC1/AC1), the 2 nd AC conversion module (AC2/AC2), the 3 rd AC conversion module (AC3/AC3), the 4 th inverter module (DC4/AC4), the 5 th DC voltage regulating module (DC5/DC5), the 6 th rectifying voltage regulating module (AC6/DC6), the 7 th rectifying voltage regulating module (AC7/DC7), the 8 th DC voltage regulating module (DC8/DC8), the 9 th rectifying voltage regulating module (AC9/DC9) and the 10 th DC voltage regulating module (DC10/DC 10);

the PLC control unit is connected to the 1 st switch (ACB1.0), the 1 st-1 st switch (ACB1.1), the 2 nd-1 st switch (ACB2.1), the 2 nd-2 nd switch (ACB2.2), the 3 rd-1 st switch (ACB3.1), the 3 rd-2 nd switch (ACB3.2), the 4 th switch (ACB4), the 5 th switch (ACB5), the 6 th switch (ACB6), the 7 th switch (ACB7), the 8 th switch (ACB8), the 9 th switch (ACB9), the 10 th switch (ACB10), the 11 th isolating switch (ACB11), and the 12 th isolating switch (ACB12), respectively.

2. The marine full-electric propulsion multi-power-supply combined utilization system according to claim 1, further comprising an LCD (liquid crystal display) screen and a TP touch screen with wireless WIFI (wireless fidelity); the LCD liquid crystal display screen and the TP touch screen with the wireless WIFI are respectively connected to the field bus.

3. The marine all-electric propulsion multi-power source combined utilization system according to claim 1, wherein the 1 st switch (ACB1.0), the 1 st-1 st switch (ACB1.1), the 2 nd-1 st switch (ACB2.1), the 2 nd-2 nd switch (ACB2.2), the 3 rd-1 st switch (ACB3.1), the 3 rd-2 nd switch (ACB3.2), the 4 th switch (ACB4), the 5 th switch (ACB5), the 6 th switch (ACB6), the 7 th switch (ACB7), the 8 th switch (ACB8), the 9 th switch (ACB9), the 10 th switch (ACB10), the 11 th isolating switch (ACB11), and the 12 th isolating switch (ACB12) are all air circuit breakers.

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