KR102395611B1 - Battery charging system for vessel and method of charging thereof - Google Patents

Abstract

The present invention relates to a battery charging system for a ship that can easily and quickly charge a battery in a ship through an external power grid on land without changing the ship's power system. According to an embodiment of the present invention, a battery charging system for a ship may comprise: a power system of a ship including at least one battery; a battery charging panel including at least one connection socket connected to an external power grid and transferring charging power supplied from the external power grid to the battery so that the battery is charged; and at least one electrical connection line electrically connecting the power system of the ship and the battery charging panel.

Description

BATTERY CHARGING SYSTEM FOR VESSEL AND METHOD OF CHARGING THEREOF

The present invention relates to marine technology, and more particularly, to a battery charging system for a vessel and a charging method thereof.

In general, hydrogen energy is in the spotlight as an alternative energy to solve the problem of fossil energy depletion, and research and development of fuel cells, which are the medium for using hydrogen energy, are being actively conducted. In addition, as the environmental regulations on emissions of marine vessels are strengthened, the number of areas that cannot be operated with an existing internal combustion engine in a specific area is gradually increasing. One of these alternatives is a method of driving a ship by electric propulsion, and accordingly, application technologies for batteries, fuel cells, and generators necessary for electric propulsion in ships are being researched and developed.

In the case of a ship using a conventional battery as driving power for in-ship facilities or using a battery as propulsion power, in-board AC power may be supplied through a generator and the battery may be charged through an AC/DC converter. However, in the case of a ship that is moored at a wharf or a ship powered by a pure battery that does not have power other than an onboard battery, it is necessary to receive power from the land and charge it.

Therefore, there is a need for a technology for easily charging a battery in a ship through an external power grid on land without changing the power system of the ship.

An object of the present invention is to provide a battery charging system for a ship that easily and quickly charges a battery in a ship through an external power grid on land without changing the power system of the ship.

In addition, another technical problem to be achieved by the present invention is to provide a charging method for a battery charging system for a ship having the above-described advantages.

According to an embodiment of the present invention, the power system of a ship including at least one or more batteries; a battery charging panel including at least one connection socket connected to an external power grid and transmitting charging power supplied from the external power grid to the battery so that the battery is charged; and at least one electrical connection line electrically connecting between the power system of the ship and the battery charging panel may be provided.

In one embodiment, the power system of the ship includes at least one converter for converting a first AC signal from at least one generator into a first DC signal; at least one inverter converting the first DC signal converted from the converter into a second AC signal; At least one bidirectional power conversion device for converting the power from the battery (PCS, Power Conversion System); and a DC distribution bus for connecting the converter, the inverter, and the bidirectional power converter in common. The inverter may include a first inverter that generates an AC signal for controlling the speed of the motor and a second inverter that generates an AC signal that is provided to a distribution board.

In one embodiment, the power system of the ship includes a first switch between the converter and the DC distribution bus, a second switch between the inverter and the DC distribution bus, and a second switch between the bidirectional power converter and the DC distribution bus. It may include at least one of 3 switches. The power system of the ship is connected to the inverter, the distribution board for distributing the second AC signal to a commercial AC voltage; and a transformer for boosting or stepping-down the second AC signal of the inverter and outputting it to the distribution board. A first electrical connection line of the at least one electrical connection line may provide an electrical connection between the distribution board and a first connection socket of the at least one connection socket. A second electrical connection line of the at least one electrical connection line provides an electrical connection between an arbitrary point between the battery and the bidirectional power converter and a second connection socket of the at least one connection socket, of the at least one electrical connection line The third electrical connection line may provide an electrical connection between an arbitrary point of the DC distribution bus and a third one of the at least one connection socket.

In one embodiment, the battery charging panel includes at least one switch between the power system of the vessel and the battery charging panel; and a selection element for turning on/off the switch. The selection element may be remotely controlled by an integrated control system. The on/off ecology of the switch may be transmitted to the integrated control system and displayed as visual information.

According to another embodiment of the present invention, the method comprising: connecting any one of a plurality of connection sockets of a battery charging panel to an external power grid; supplying the charging power supplied from the external power grid to the power system of the vessel connected to the battery; A charging method for a battery charging system for a vessel may be provided, comprising the step of charging the battery through a battery charging path configured in the power system of the vessel.

In one embodiment, the battery charging path is an AC distribution board connected to the connection socket → a transformer (TF) connected to the AC distribution panel → a bidirectional inverter with the transformer (TF) → a direct current distribution bus connected to the bidirectional inverter → The bidirectional power converter connected to the direct current distribution bus (DC bus) → may be composed of a battery connected to the bidirectional power converter.

In one embodiment, the battery charging path may be composed of a DC bus connected to the connection socket → a bidirectional power converter connected to the DC bus → a battery connected to the bidirectional power converter there is.

In an embodiment, the battery charging path may consist of a battery connected to the connection socket.

According to an embodiment of the present invention, by including a battery charging panel that includes at least one connection socket connected to an external power grid and transmits charging power supplied from the external power grid to the battery so that the battery is charged, It is possible to provide a battery charging system for ships that easily and quickly charges batteries in a ship through an external power grid without changing the ship's power system.

1 is a configuration diagram for explaining a battery charging system for a ship according to an embodiment of the present invention.
2A is a detailed configuration diagram of a bidirectional power conversion device according to an embodiment of the present invention.
2B is a detailed configuration diagram of a bidirectional inverter according to an embodiment of the present invention.
3 is a configuration diagram of a detailed battery charging panel according to an embodiment of the present invention.
4A to 4C are views illustrating charging of a marine battery through a battery charging panel according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Examples of the present invention are provided to more completely explain the present invention to those of ordinary skill in the art, and the following examples may be modified in various other forms, and the scope of the present invention is as follows It is not limited to an Example. Rather, these examples are provided so that this disclosure will be more thorough and complete, and will fully convey the spirit of the invention to those skilled in the art.

In addition, in the drawings, the thickness or size of each layer is exaggerated for convenience and clarity of description, and the same reference numerals refer to the same elements in the drawings. As used herein, the term “and/or” includes any one and all combinations of one or more of those listed items.

The terminology used herein is used to describe specific embodiments, not to limit the present invention. As used herein, the singular form may include the plural form unless the context clearly dictates otherwise. Also, as used herein, “comprise” and/or “comprising” refers to specifying the presence of the recited shapes, numbers, steps, actions, members, elements, and/or groups thereof. and does not exclude the presence or addition of one or more other shapes, numbers, movements, members, elements and/or groups.

Although the terms first, second, etc. are used herein to describe various members, parts, regions, and/or parts, these members, parts, regions, and/or parts should not be limited by these terms. is self-evident These terms are used only to distinguish one member, component, region or part from another region or part. Accordingly, a first member, component, region or portion discussed below may refer to a second member, component, region or portion without departing from the teachings of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention are described with reference to the drawings which schematically show ideal embodiments of the present invention. In the drawings, for example, the size and shape of the members may be exaggerated for convenience and clarity of description, and in actual implementation, variations of the illustrated shape may be expected. Accordingly, embodiments of the present invention should not be construed as limited to the specific shapes of the members or regions shown herein.

1 is a configuration diagram for explaining a marine battery charging system 100 according to an embodiment of the present invention.

1, the battery charging system 100 for a ship is a battery charging panel (BCP) for charging at least one battery (B1, B2) coupled to the ship's power system (PS) and the ship's power system (PS) , and at least one electrical connection line (L1, L2, L3, L4) electrically connecting between the ship's power system (PS) and the battery charging panel (BCP). In addition, at least one or more generators (G1, G2) may be coupled to the power system (PS) of the ship.

In one embodiment, the ship's power system (PS) is at least one converter (C1, C2), at least one inverter (INV1 to INV4), at least one bi-directional power conversion device (Power Conversion System) (PCS1, PCS2) and a DC distribution bus that commonly connects converters C1 and C2, inverters INV1 to INV4, and bidirectional power converters PCS1 and PCS2 in common. The converters C1 and C2 may convert the first AC signal generated from the generators G1 and G2 into a first DC signal, respectively, and provide the converted first DC signal to a DC bus. The inverters INV1 to INV4 convert the first DC signal supplied through a DC bus into a second AC signal and convert the converted second AC signal to the motors M1 and M2 or the AC distribution panel DP. can be output as The magnitude and frequency component of the second AC signal may be the same as or different from the magnitude and frequency component of the first AC signal.

In one embodiment, the second AC signal output through the inverters INV1 and INV4 may be used as a driving signal for the motors M1 and M2 respectively connected to the inverters INV1 and INV4, and the inverter INV2 , INV3), the second AC signal outputted may be used as a household AC voltage such as a typical home appliance. The driving signal of the motors M1 and M2 may control the speed of the motors M1 and M2. The household AC voltage may be any one of AC 110V and AC 220V. Inverters INV2 and INV3 are bidirectional inverters that provide an AC signal from the DC bus to the AC distribution board (DP) direction (referred to as the first direction), and from the AC panel (DP) to the DC distribution bus (DC bus). ) direction (referred to as a second direction) may provide a DC signal.

In one embodiment, the bidirectional power converter (PCS1, PCS2) is a device that converts direct current to alternating current to direct current, and converts the power of the batteries (B1, B2) into power used in the ship's power system (PS). to provide from the batteries B1 and B2 to the DC bus direction (referred to as the first direction), and charge power provided through the DC bus is transferred from the DC bus to the battery. (B1, B2) direction (referred to as a second direction) may be provided.

Figure 2a is a detailed configuration diagram of the bidirectional power converter (PCS1, PCS2) according to an embodiment of the present invention, Figure 2b is a detailed configuration diagram of the bidirectional inverter (INV2, INV3) according to an embodiment of the present invention.

Referring to Figure 2a, in one embodiment, the bidirectional power converter (PCS1, PCS2) is an ADC for converting an AC signal into a DC signal, a DAC for converting a DC signal into an AC signal, and a first DC signal to a second DC signal It may include a DC-DC converter that converts to . Preferably, the bidirectional power converters (PCS1, PCS2) transmit the first DC power in the direction of the switches (SW2, SW3) connected to the DC bus from the batteries (B1, B2) through the DC-DC converter to the second It can be provided by step-up or step-down with DC power. The first DC power may be an output voltage or output current of the batteries B1 and B2, and the second DC power may be an output power used in the power system PS of the ship. In addition, the bidirectional power converters (PCS1, PCS2) transmit the third DC power in the direction of the batteries (B1, B2) from the switches (SW2, SW3) connected to the DC bus through the DC-DC converter to the fourth DC It can be provided by step-up or step-down with power. The third DC power is DC power supplied through converters C1 and C2, DC power supplied through inverters INV2 and INV3, or DC power from an external power grid supplied through a battery charging panel (BCP) to be described later. The fourth DC power may be charging power for charging the batteries B1 and B2.

Referring to FIG. 2B , inverters INV2 and INV3 may include an ADC for converting an AC signal into a DC signal and a DAC for converting a DC signal into an AC signal. Preferably, the inverters INV2 and INV3 transmit the fifth DC power from the switches SW6 and SW7 connected to the DC bus through the DAC converter to the TF, which is an AC transformer, to the third AC power. can be converted to . The fifth DC power may be DC power supplied from a DC bus, and the fifth DC power may be the same as or different from the second DC power or the third DC power. The third AC power may be step-up or step-down by a transformer (TF) to provide a commercial or household AC voltage. In addition, the inverters INV2 and INV3 may convert the fourth AC power into the sixth DC power in the direction of the switches SW6 and SW7 connected to the DC bus from the transformer TF through the ADC. . The sixth DC power may be the same as or different from the second DC power, the third DC power, or the fifth DC power.

Referring back to Figure 1, the ship's power system (PS) is a switch (SW1, SW4) between the converters (C1, C2) and the DC distribution bus (DC bus), the inverters (INV1 to INV4) and the DC distribution bus (DC) bus) between the switches SW5 to SW8, and switches SW2 and SW4 between the bidirectional power converters PCS1 and PCS2 and the DC bus.

In an embodiment, the battery charging path may be formed through the on/off state of the switches SW1 to SW8 or components in the power system PS of the ship may be divided into an active mode and a standby mode.

For example, when the batteries B1 and B2 are charged using the generators G1 and G2 in the ship, the switches SW1 to SW4 maintain the on state regardless of the on/off state of the other switches SW5 to SW8. Only then can the batteries B1 and B2 be charged using the generators G1 and G2. Alternatively, when the generators G1 and G2 are not in operation, that is, when the ship is anchored at a pier and the operation of the generators G1 and G2 is not required, power is supplied from the external power grid to charge the batteries B1 and B2. It needs to be supplied and recharged. When the batteries B1 and B2 are charged using the AC power supplied through the electrical connection line L1, only the switches SW2, SW3, SW6, and SW7 remain on, and the DC supplied through the electrical connection line L2 When charging the batteries (B1, B2) using power, only the switches SW2 and SW3 remain on, and the batteries (B1, B2) are charged using DC power supplied through the electrical connection lines (L3, L4). In this case, all the switches SW1 to SW9 may maintain an off state.

The reason for dividing the components in the ship's power system (PS) into active mode and standby mode is that if the ship's power system (PS1) in active mode fails, the standby mode ship's power system (PS2) It is necessary to change to an active mode, and a change from an active mode to a standby mode or from a standby mode to an active mode may be performed by on/off operations of SW1 to SW9. For example, in normal operation, the generator G1, the battery B1, the inverters INV1, INV2, and the motor M1 maintain the on state of SW1, SW2, SW5, and SW6 to operate in an active mode. In order to operate the generator G2, the battery B2, the inverter INV3 INV4, and the motor M2 as a standby mode, SW3, SW4, SW7, and SW8 may maintain an off state. Afterwards, when the power system (PS) of the active mode fails, SW1, SW2, SW5, SW6 may be turned from an on state to an off state, and SW3, SW4, SW7, SW8 may be converted from an off state to an on state. . In another embodiment, when some components of the power system (PS), for example, the motor (M1), inverters (INV1, INV2) do not operate normally, SW5 and SW6 are cut off and then SW7 and SW8 are turned on to turn on the motor ( M1) and inverters INV1 and INV2 can be replaced with inverters INV3 INV4 and motor M2 to configure the power system PS. The on/off operations of the above-described switches SW1 to SW9 may be controlled by a power management system (PMS, not shown).

In one embodiment, the power system (PS) of the ship may further include an AC distribution board (DP) connected to the inverter (INV3 INV4) and a transformer (TF) disposed between the inverter (INV3 INV4) and the AC distribution board (DP) there is. The AC distribution board (DP) supplies AC power to a load (LO) that requires commercial AC power, for example, a refrigerator in a ship and a place where there is a device such as a computer, and the transformer (TA) boosts or reduces the input AC power by It may include an AC transformer that outputs.

3 is a configuration diagram of a detailed battery charging panel (BCP) according to an embodiment of the present invention.

Referring to FIG. 3 , the battery charging panel BCP includes at least one connection socket SO1 to SO4 connected to an external power grid, and the charging power supplied from the external power grid so that the batteries B1 and B2 are charged. It may be transmitted to the batteries B1 and B2 through the electrical connection lines L1, L2, L3, and L4. The external power grid is a power grid capable of supplying various types of voltages and currents, and may be a charging station installed near a pier where a ship is moored.

Preferably, the power system (PS) is arranged and operated at the bottom of the ship, and in order to quickly charge the batteries (B1, B2) using the external power grid, the battery charging panel (BCP) is installed and placed on the deck of the open ship can be Accordingly, the battery charging panel BCP can be controlled via an external remote.

In one embodiment, at least one cutoff switch (SW10 to SW13) and the cutoff switch (SW10 to SW13) between the ship's power system (PS) and the battery charging panel (BCP) is a selection element (SU) that turns on/off may include more. The selection element SU may be remotely controlled by a power management system (PMS) located in the ship's power system PS. In addition, the on/off ecology of the cut-off switches SW10 to SW13 may be transmitted to the PMS and displayed as visual information. This allows the operator to visually check the status of the battery charging panel (BCP) at a distance.

In one embodiment, the connection socket SO1 is connected to the first electrical connection line L1, the connection socket SO2 is connected to the second electrical connection line L2, and the connection socket SO3 is the third electrical connection line ( L3 , the connection socket SO4 may be connected to the fourth electrical connection line L4 , and the connection socket SO5 may be connected to the fifth electrical connection line L5 . However, in the present invention, the number of connection sockets is not limited thereto, and the number of connection sockets in the battery charging panel (BCP) may be four or more. The number of connection sockets may be determined according to the number of arbitrary points capable of supplying power for charging the batteries B1 and B2 on the ship's power system PS.

In an embodiment, the first electrical connection line L1 may provide an electrical connection between the AC distribution board DP and the first connection socket SO1. The second electrical connection line L2 may provide an electrical connection between the arbitrary point ② of the DC bus and the third connection socket SO2. The third electrical connection line L3 provides an electrical connection between the arbitrary point ③ between the battery B1 and the bidirectional power conversion device PCS1 and the third connection socket SO3, and the fourth electrical connection line L3 is Provides an electrical connection between the arbitrary point ④ between the battery B2 and the bidirectional power converter PCS2 and the fourth connection socket SO4, and the fifth electrical connection line L5 is the An electrical connection between the arbitrary point ⑤ and the fourth connection socket SO5 may be provided.

4A to 4C are views illustrating charging of a marine battery through a battery charging panel according to an embodiment of the present invention.

Referring to FIG. 4A , the batteries B1 and B2 may be charged by supplying AC AC power from an external power grid to the AC distribution board DP through the first connection socket SO1 of the battery charging panel BCP. At this time, SW2, SW6 maintain the on state, AC distribution panel (DP) → Transformer (TF) → Inverter (INV2) → Switch (SW6) → DC distribution bus (DC bus) → Switch (SW2) → Bidirectional power converter (PCS1) → A first charging path composed of the battery B1 may be formed. Optionally or simultaneously, SW3, SW7 remain on, AC distribution panel (DP) → Transformer (TF) → Inverter (INV3) → Switch (SW7) → DC distribution bus (DC bus) → Switch (SW3) → Bidirectional The second charging path composed of the power converter PCS2 → the battery B2 may be formed selectively or simultaneously with the first charging path.

Referring to FIG. 4B , the first DC power of the external power grid is supplied to the DC bus through the second connection socket SO2 or the fifth connection socket SO5 of the battery charging panel (BCP) to supply the battery ( B1, B2) can be charged. At this time, SW2 maintains the on state, and the third charging consisting of the fifth connection socket (SO5) → DC bus ⑤ → switch (SW2) → bidirectional power converter (PCS1) → battery (B1) A path may be formed. Optionally or simultaneously, SW3 maintains the on state, and consists of a second connection socket (SO2) → DC bus ② → switch (SW3) → bidirectional power converter (PCS2) → battery (B2) A fourth charging path may be formed together with the third charging path.

Referring to FIG. 4C , the second DC power from the external power grid may be directly supplied to the batteries B1 and B2 through the third or fourth connection sockets SO3 and SO4 of the battery charging panel BCP. At this time, the switches SW2 and SW3 may maintain an off state so that the second DC power of the external power grid is not supplied to the DC bus. In another embodiment, the second DC power of the external power grid is blocked between the batteries (B1, B2) and the bidirectional power converters (PCS1, PCS2) instead of the switches (SW2, SW3) so that the second DC power is not supplied to the DC bus A switch may be arranged.

As described above, in the case of a ship using the batteries B1 and B2 as power, the batteries may be charged through the onboard generators (G1, G2), but in the case of a pure battery ship that does not have power other than the onboard battery or at anchor The batteries B1 and B2 may be charged through a land power source (eg, an AC voltage or a DC voltage from an external power grid) using the battery charging panel BCP.

For example, when configuring the battery charging panel (BCP) on board, the electrical connection line to the AC power system (No. ①), the electrical connection line to the DC bus (No. ②, ⑤), and the battery (B1, b2) By composing three power paths of direct lines (③, ④), charging is possible no matter what kind of power is supplied. However, the present invention is not limited thereto, and may be connected to the battery charging panel BCP in all charging paths for charging the battery through the generators G1 and G2. Inverters (INV2, INV3) are bidirectional inverters that are used as DC-AC inverters to supply AC power required onboard in ships with DC power grids, and use AC power supplied from outside to charge internal batteries (B1, B2). can In addition, the cut-off switches SW10 to SW13 are configured to switch the connection circuit in the battery charging panel (BCP), and the cut-off switches SW10 to SW13 are configured to be remotely controllable from an external connection panel or PMS. It can respond according to the type of

The control position of the cut-off switches (SW10 to SW13) is to be operated with the selection switch of the charging panel when LOCAL is selected by additionally installing a LOCAL/REMOTE switch inside the battery charging panel (BCP), and remote control from the PMS is possible when REMOTE is selected Do. In addition, the state of each cut-off switch (SW10 to SW13) is information is transmitted to the PMS using the auxiliary contact, it is possible to visually check the battery charging panel (BCP) state with a display or LED indicator.

Therefore, it is possible to use various types of power for charging the onboard battery, and it is possible to construct a battery charging facility without additional equipment by replacing only a part of the onboard inverter and converter in both directions.

It is common in the art to which the present invention pertains that the present invention described above is not limited to the above-described embodiments and the accompanying drawings, and that various substitutions, modifications, and changes are possible without departing from the technical spirit of the present invention. It will be clear to those who have knowledge.

Claims (14)

a power system of a vessel including at least one motor and at least one battery;
a battery charging panel having a physical distance from the vessel and including at least one connection socket connected to a charging cable of a charging station disposed in a port where the vessel is moored; and
At least one electrical connection line electrically connecting the ship's power system and the battery charging panel, and transmitting charging power supplied from the charging station to the battery so that the battery is charged when the charging cable is connected to the connection socket includes,
The power system of the ship is
at least one converter for converting a first AC signal generated from the at least one generator into a first DC signal;
at least one inverter converting the first DC signal converted from the converter into a second AC signal;
At least one bidirectional power conversion device for converting the power from the battery (PCS, Power Conversion System); and
and a DC distribution bus connecting the converter, the inverter, and the bidirectional power converter,
The inverter includes a first inverter that generates an AC signal for controlling the speed of the motor, and a DAC that converts a DC signal transmitted from the DC distribution bus into an AC signal so that the commercial AC signal is supplied to an AC distribution board in the ship and the battery is supplied from the charging station through the AC distribution board so that the battery is charged, and a bidirectional inverter including an ADC for converting an AC signal different from the first AC signal into DC power. a power system of a vessel including at least one motor and at least one battery;
a battery charging panel having a physical distance from the vessel and including at least one connection socket connected to a charging cable of a charging station disposed in a port where the vessel is moored; and
At least one electrical connection line electrically connecting the ship's power system and the battery charging panel, and transmitting charging power supplied from the charging station to the battery so that the battery is charged when the charging cable is connected to the connection socket includes,
The power system of the ship is
at least one converter for converting a first AC signal generated from the at least one generator into a first DC signal;
at least one inverter converting the first DC signal converted from the converter into a second AC signal;
At least one bidirectional power conversion device for converting the power from the battery (PCS, Power Conversion System); and
and a DC distribution bus connecting the converter, the inverter, and the bidirectional power converter,
The inverter includes a first inverter that generates an AC signal for controlling the speed of the motor, and a DAC that converts a DC signal transmitted from the DC distribution bus into an AC signal so that the commercial AC signal is supplied to an AC distribution board in the ship and the battery A bidirectional inverter is supplied from the charging station through the AC distribution board to be charged and includes an ADC for converting an AC signal different from the first AC signal into DC power,
A marine battery charging system in which the connection between the generator and the DC distribution bus is cut off so that the battery is not charged by the first AC signal generated from the generator connected to the power system of the ship when the charging cable is connected to the connection socket . delete The method of claim 1,
The power system of the ship is
A marine battery charging comprising at least one of a first switch between the converter and the DC distribution bus, a second switch between the inverter and the DC distribution bus, and a third switch between the bidirectional power converter and the DC distribution bus system. The method of claim 1,
The power system of the ship is
a distribution board connected to the inverter to distribute the second AC signal as a commercial AC voltage; and
The battery charging system for ships further comprising a transformer for boosting or stepping-down the second AC signal of the inverter and outputting it to the distribution board. 6. The method of claim 5,
A first electrical connection line of the at least one electrical connection line provides an electrical connection between the distribution board and a first connection socket of the at least one connection socket. The method of claim 1,
A second electrical connection line of the at least one electrical connection line provides an electrical connection between an arbitrary point between the battery and the bidirectional power converter and a second connection socket of the at least one connection socket,
A third electrical connection line of the at least one electrical connection line provides an electrical connection between an arbitrary point of the DC distribution bus and a third connection socket of the at least one connection socket. The method of claim 1,
The battery charging panel
at least one switch between the ship's power system and the battery charging panel; and
Marine battery charging system further comprising a selection element for turning the switch on / off. 9. The method of claim 8,
The selection element is a battery charging system for a vessel that is remotely controlled by an integrated control system. 9. The method of claim 8,
The on/off ecology of the switch is transmitted to the integrated control system and displayed as visual information. connecting a charging station through the charging cable to any one of a plurality of connection sockets of a battery charging panel that is physically distant from a vessel and is connected to a charging cable of a charging station disposed in a port where the vessel is moored;
supplying the charging power supplied from the charging station to the power system of the vessel connected to the battery;
charging the battery through a battery charging path configured within the vessel's power system;
The power system of the ship is
at least one converter for converting a first AC signal generated from the at least one generator into a first DC signal;
at least one inverter converting the first DC signal converted from the converter into a second AC signal;
At least one bidirectional power conversion device for converting the power from the battery (PCS, Power Conversion System); and
and a DC distribution bus connecting the converter, the inverter, and the bidirectional power converter,
The inverter includes a first inverter that generates an AC signal for controlling the speed of the motor, and a DAC that converts the DC signal transmitted from the DC distribution bus into an AC signal so that the commercial AC signal is supplied to the AC distribution board in the ship and the battery. A charging method for a marine battery charging system comprising a bidirectional inverter supplied from the charging station through the AC distribution board to be charged and including an ADC for converting an AC signal different from the first AC signal into DC power. 12. The method of claim 11,
The battery charging path is
AC distribution board connected to the connection socket → Transformer (TF) connected to the AC distribution panel → The transformer (TF) and bidirectional inverter → DC distribution bus connected to the bidirectional inverter → DC distribution bus connected to Bi-directional power converter → Charging method of a battery charging system for ships consisting of a battery connected to the bi-directional power converter. 12. The method of claim 11,
The battery charging path is
A method of charging a battery charging system for a ship consisting of a DC bus connected to the connection socket → a bidirectional power converter connected to the DC bus → a battery connected to the bidirectional power converter. 12. The method of claim 11,
The battery charging path is
A charging method of a battery charging system for a vessel comprising a battery connected to the connection socket.

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