SE2151299A1 - Electrical power for marine vessels - Google Patents

Electrical power for marine vessels

Info

Publication number
SE2151299A1
SE2151299A1 SE2151299A SE2151299A SE2151299A1 SE 2151299 A1 SE2151299 A1 SE 2151299A1 SE 2151299 A SE2151299 A SE 2151299A SE 2151299 A SE2151299 A SE 2151299A SE 2151299 A1 SE2151299 A1 SE 2151299A1
Authority
SE
Sweden
Prior art keywords
electrical power
power
inverter
battery
power module
Prior art date
Application number
SE2151299A
Inventor
Jonas Granath
Jonas Nyberg
Original Assignee
Berg Propulsion Production Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Berg Propulsion Production Ab filed Critical Berg Propulsion Production Ab
Priority to SE2151299A priority Critical patent/SE2151299A1/en
Publication of SE2151299A1 publication Critical patent/SE2151299A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/32—Waterborne vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • B63H2023/245—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric with two or more electric motors directly acting on a single drive shaft, e.g. plurality of electric rotors mounted on one common shaft, or plurality of electric motors arranged coaxially one behind the other with rotor shafts coupled together
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/42—The network being an on-board power network, i.e. within a vehicle for ships or vessels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Discharge Lamp (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Prevention Of Electric Corrosion (AREA)

Abstract

An electrical power module for a marine vessel is disclosed, the electrical power module comprising a battery and an inverter. The inverter is electrically coupled to the battery and configured to be electrically coupled to a drivable component and a power supply. In a drive mode of operation, the inverter is configured to receive DC power from the battery and provide AC power to the drivable component. In a charging mode of operation, the inverter is configured to receive AC power from a power supply and provide DC power to the battery.

Description

ELECTRICAL POWER FOR MARINE VESSELS Technical field This disclosure relates to electrical power management and distribution for marine vessels. ln particular, the disclosure relates to electrical power modules and drive systems for marine vessels, and methods of operating such modules and systems.
Background Electrical power systems for marine vessels comprise a number of power sources that are used to supply power to drivable components of a vessel such as steering units, propulsors (such as thrusters), and the like. For example, vessels may have on-board power sources such as generators, batteries, or fuel cells that provide power to the drivable components. Depending on whether or not the power output from a power source is AC or DC, inverter systems may be required in order to provide the AC power that is typically used by the drivable components. ln the case that a vessel comprises one or more batteries, a charging method for the batteries can be selected based on whether the vessel is docked or at sea. When the vessel is docked, the batteries may be charged using an on-shore power source. When the vessel is at sea, the batteries may be charged using an on-board power supply, such as a generator or a fuel cell. lf any of these power supplies output AC, a dedicated AC/DC charger must be installed on board in order to charge the batteries. Alternatively, dedicated components may be implemented to perform DC charging directly, for example within the on-shore power supply, which limits the capacity of the charger. Even in a system where generated power exceeds power consumed by drivable components, complex infrastructure is required to charge a battery from the surplus power. These limitations mean that complex and cumbersome infrastructure is required to perform battery charging of marine vessels. Furthermore, the batteries cannot provide power to a drivable component while they are being charged. This means that the drivable components must be powered by an alternative power source during charging, or must be turned off.
Due to the issues discussed above, marine vessels with electrical power systems are restrained in terms of efficiency, capacity and flexibility of operation.
Summary This present disclosure attempts to solve at least some of the problems noted above by providing an electrical power module wherein at least one inverter is configured to operate in a number of different modes. ln a first mode of operation, the inverter is configured to provide electrical power from a battery to a first drivable component. Specifically, the inverter is configured to receive DC power from the battery and provide AC power to the drivable component. This is known as a "drive mode". ln a second mode of operation, the inverter is configured to provide electrical power from a power supply to the battery. Specifically, the inverter is configured to receive AC power from the power supply and provide DC power to the battery. This is known as a "charging mode". As the inverter is configured to operate in both the drive mode and the charging mode, there is no need for dedicated infrastructure for each mode of operation. Furthermore, as inverters used for drivable components tend to be relatively large, they can operate at a very high power in the charging mode, which enables faster charging.
Also disclosed are drive systems comprising two or more electrical power modules connected to the same drivable component, wherein each module comprises a dedicated battery. ln this way, one of the electrical power modules can operate in a drive mode while the other operates in a charging mode, such that the batteries can be charged while the vessel is in transit. This is known as a "transit charging mode". As multiple electrical power modules are provided for each drivable component, the system also provides redundancy should one of the modules fail or the battery become depleted. This means that, even in the case that one electrical power module is out of operation, the drive system can still provide power to the drivable component from the other electrical power module(s). The electrical power modules may be identical, which provides increased simplicity and efficiency at the design, manufacturing, and maintenance levels.
According to a first aspect, there is provided an electrical power module for a marine vessel, the electrical power module comprising a battery and an inverter electrically coupled to the battery and configured to be electrically coupled to a drivable component and a power supply, wherein in a drive mode of operation, the inverter is configured to receive DC power from the battery and provide AC power to the drivable component, and in a charging mode of operation, the inverter is configured to receive AC power from a power supply and provide DC power to the battery.
Optionally, the electrical power module further comprises a switch configured to electrically couple the inverter to the drivable component in the drive mode. Optionally, the switch is configured to electrically decouple the inverter from the drivable component in the charging mode. Optionally, the drivable component comprises a propulsor. Optionally, the propulsor comprises at least one propulsion motor. Optionally, the electrical power module further comprises a DC bus, wherein the inverter is electrically coupled to the battery via the DC bus.
According to a second aspect, there is provided a drive system for a marine vessel, the drive system comprising a first electrical power module, a second electrical power module, and a drivable component configured to be electrically coupled to an inverter of each of the first and second electrical power modules.
Optionally, in the drive mode, the inverter of at least one electrical power module is configured to receive DC power from its respective battery and provide AC power to the drivable component. Optionally, in the drive mode, the inverter of each electrical power module is configured to receive DC power from its respective battery and provide AC power to the drivable component.
Optionally, in a first charging mode, the inverter of at least one electrical power module is configured to receive AC power from the power supply and provide DC power to its respective battery. Optionally, in the first charging mode, the inverter of each electrical power module is configured to receive AC power from the power supply and provide DC power to its respective battery.
Optionally, in a second charging mode the inverter of the first electrical power module is configured to receive DC power from the battery of the first electrical power module and provide AC power to the drivable component, and the inverter of the second electrical power module is configured to receive AC power from the power supply and provide DC power to the battery of the second electrical power module.
According to a third aspect, there is provided a marine vessel comprising at least one drive system. Optionally, the marine vessel comprises a first drive system corresponding to a starboard side of the vessel, and a second drive system corresponding to a port side of the vessel. Optionally, the marine vessel further comprises a power supply configured to be electrically coupled to an inverter of each electrical power module. Optionally, the marine vessel is a tugboat. 3 According to a fourth aspect, there is provided a method of operating a power system for a marine vessel, the method comprising providing DC power from a battery of a first electrical power module to an inverter of the first electrical power module, providing AC power from the inverter of the first electrical power module to a drivable component of the marine vessel, proving AC power from a power supply to an inverter of a second electrical power module, providing DC power from the inverter of the second electrical power module to a battery of the second electrical power module.
Brief Description of the Drawings Exemplary embodiments of the disclosure shall now be described with reference to the drawings in which: FIG. 1 shows a schematic illustration of a marine vessel according to an embodiment; FIG. 2 shows a schematic illustration of an electrical power module according to an embodiment; FIG. 3 shows a schematic illustration of a drive system according to an embodiment; and FIG. 4 is a flow chart illustrating a method of operating a power system for a marine vessel.
Throughout the description and the drawings, like reference numerals refer to like parts.
Specific Description FIG. 1 shows a schematic illustration of a marine vessel 100, according to an embodiment. The vessel 100 may be any type of marine vessel, for example a tugboat, cargo vessel, fishing boat, passenger ferry and the like. The example vessel 100 has an electrical power management and distribution system that enables electrical power to be generated, stored and used on board the vessel.
The vessel 100 may comprise a number of drivable components. The drivable components can include one or more propulsors 102 and/or one or more steering units 104. Propulsors for marine vessels include thrusters (such as azimuth thrusters and transverse thrusters), controllable pitch propellers, ducted propellers, pump jets and 4 the like. Propulsors 102 and steering units 104 may be driven by respective electrical motors. ln the present disclosure, an electric motor may comprise a single electric motor with one or multiple windings, or two or more electric motors coupled to the same drivable component.
As shown in FIG. 1, the vessel 100 may have at least one propulsor 102 for a port side of the vessel 100 and at least one propulsor 102 for a starboard side of the vessel 100. Similarly, the vessel 100 may have at least one steering unit 104 for the port side of the vessel 100 and at least one steering unit 104 for the starboard side of the vessel 100. lt will be appreciated that other configurations of propulsors 102 and steering units 104 may be implemented. lt will also be appreciated that other drivable components, such as fire pumps, fuel pumps and other equipment requiring electrical power and control, may be implemented in addition to or in place of the propulsors 102 and steering units 104 of FIG. 1.
The vessel 100 may also comprise a switchboard 106 for managing power distribution to other parts of the vessel. For example, the switchboard 106 may provide power to other components of the vessel 100, such as a winch 108, which is the main equipment on a tugboat used for towing other vessels. For the purposes of this disclosure, the switchboard 106 may also be considered as a drivable component.
The vessel 100 may also comprise one or more power supplies 110. The power supply 110 may include a generator, such as a diesel generator, for on-board generation of electrical power. The power supply 110 may also include one or more fuel cells or solar cells, which provide electrical power for use on board the vessel 100. ln order to manage and distribute electrical power on the vessel in an advantageous manner, in embodiments of the present disclosure one or more electrical power modules 112 are provided on board the vessel 100. Each of the electrical power modules 112 are electrically coupled to a number of the drivable components (i.e., the propulsors 102, steering units 104 and the switchboard 106) and the power supply 110. An on-shore power supply 120, such as a charging post or mains station, may be located on-shore, for example located at a port or dock.
As shown in FIG. 1, the vessel 100 may have a plurality of electrical power modules 112 for the port side of the vessel 100, and a plurality of electrical power modules 112 for the starboard side of the vessel 100. lt will be appreciated that the electrical power modules 112 may be physically disposed anywhere on the vessel 100, and electrically coupled to the relevant components on the port and starboard sides of the vessel 100. Whilst two electrical power modules 112 are shown on each side of the vessel 100 in FIG. 1, it will be appreciated that more than two electrical power modules 112 may be implemented for each side of the vessel 100.
FIG. 2 shows a schematic illustration of an electrical power module 200, according to an embodiment. The electrical power module 200 is indicated by the dashed outline. The electrical power module 200 may be implemented as any of the electrical power modules112 shown in FIG. 1.
The electrical power module 200 comprises a battery 202. The battery 202 is configured to store energy and provide electrical power to various components of the vessel 100. The battery 202 may be any suitable battery known in the art, for example a nickel- metal hydride battery or a lithium titanium oxide battery. ln some embodiments, the battery may be located adjacent to but outside a housing that houses the other components of the electrical power module 200.
The electrical power module 200 also comprises a number of inverters that supply power to a number of respective drivable components. ln FIG. 2, three inverters 204, 206, 208 are shown, although it will be appreciated that more or fewer inverters may be part of the electrical power module 200. The inverters 204, 206, 208 are each electrically coupled to the battery 202, in some embodiments via a DC bus 210. The inverters 204, 206, 208 are also electrically coupled to respective drivable components. ln particular, inverter 204 is electrically coupled to a propulsor 102 and inverter 206 is electrically coupled to a steering unit 104. ln some embodiments, the inverters 204, 206 are electrically coupled to motors of the propulsor 102 and the steering unit 104 respectively. Inverter 208 is electrically coupled to a transformer 212, which is in turn electrically coupled to a switchboard 106 of the vessel 100. This is often called a "clean supply". As discussed above, power provided to the switchboard 106 may be used to power other components of the vessel 100, such as the winch 108. lt will be appreciated that other combinations of inverters and drivable components are possible for the electrical power module 200. The electrical power module 200 may also comprise other components, such as fuses and switches, as deemed necessary and as known in the art. ln embodiments of the present disclosure, one of the inverters of the electrical power module 200 is configured to function as a dual inverter. The dual inverter is configured to change DC to AC in the manner of a traditional inverter, and is also configured change AC to DC in the manner of a traditional rectifier. ln the embodiments of FlGs. 2 and 3, the inverter 204 corresponding to the propulsor 102 is configured to function as a dual inverter, but it will be appreciated that the other inverters 206, 208 in the electrical power module 200 could additionally or alternatively have this function, with the relevant connections being implemented as necessary.
As shown in FIG. 2, the dual inverter 204 is electrically coupled to the propulsor 102 via a switch 214. The propulsor102 may be a thruster such as an azimuth thruster. The dual inverter 204 can also be electrically coupled to the power supply 110, which is located elsewhere on board the vessel 100, and/or to an on-shore power supply 120, for example via a switch 216. Power supplies of different voltages may be converted to an appropriate voltage level before reaching the dual inverter 204.
This configuration allows the dual inverter 204 to operate in a number of different modes. ln a first mode of operation, known as a drive mode, the dual inverter 204 is configured to provide electrical power from the battery 202 to the propulsor 102. Specifically, the dual inverter 204 is configured to receive DC power from the battery 202, change it to AC, and provide AC power to the propulsor 102, for example to an electric motor of the propulsor102. ln this mode of operation, the switch 214 is closed in order to electrically couple the dual inverter 204 to the propulsor 102. This enables the propulsor 102, for example an azimuth thruster, to propel and manoeuvre the vessel 100 in the water. ln this mode of operation, the switch 216 may open in order to electrically decouple the dual inverter 204 from the power supplies 110, 120. ln the drive mode, electrical power may also be provided from the battery 202 to the steering unit 104 and the switchboard 106. ln a second mode of operation, known as a charging mode, the dual inverter 204 is configured to provide electrical power from a power supply 110, 120 to the battery 202. Specifically, the dual inverter 204 is configured to receive AC power from a power supply 110, 120, change it to DC, and provide DC powerto the battery 202. ln this mode of operation, the switch 216 is closed in order to electrically couple the dual inverter 204 to the power supplies 110, 120, and the switch 214 is open in order to electrically decouple the dual inverter 204 from the propulsor 102. This enables the battery 202 to be charged either from the on-shore power supply 120 while the vessel 100 is docked, 7 or from the on-board power supply 110 while the vessel 100 is in transit. As inverters that are used to supply power to drivable components on marine vessels are typically relatively large, the dual inverter 204 is able to operate at a very high power in the charging mode. This allows the full capacity of the dual inverter 204 to be used to provide faster charging of the battery 202 from either an on-shore or an on-board power supply.
As the dual inverter 204 is configured to operate both as a traditional inverter the drive mode and as a traditional rectifier the charging mode, there is no need for dedicated infrastructure for each mode of operation. This significantly reduces the complexity of the electrical power system for the vessel 100, and removes the need for further large components that increase the weight and reduce the capacity of the vessel 100.
The inverters 204, 206, 208 may each be electrically coupled to the DC bus 210. This means that each of the connected components (i.e., the propulsor 102, steering unit 104 and switchboard 106) may be powered from the battery 202 via the DC bus and its respective inverter. Alternatively, each of the connected components may be powered from the on-board power supply 110, via the dual inverter 204 and the DC bus 210 (and in the case of the steering unit 104 and the switchboard 106, their respective inverters 206, 208). The electrical power module 200 may optionally also comprise one or more fuel cells or solar cells (not shown) connected directly to the DC bus 210 to act as extra power sources for the module 200. The fuel cells could be used as a complement to and in parallel with the battery 202.
FIG. 3 shows a schematic illustration of a drive system 300 for a marine vessel. The drive system 300 is indicated by the dotted outline. The drive system 300 comprises a first electrical power module 200a, a second electrical power module 200b and at least one drivable component. The first and second electrical power modules 200a, 200b may be identical, which provides increased simplicity and efficiency at the design, manufacturing, and maintenance levels. Whilst two electrical power modules 200a, 200b are shown in FIG. 3 as part of the drive system 300, it will be appreciated that further electrical power modules 200 could be implemented in the drive system 300. lf the drivable component comprises a motor, it may comprise a single motor, dual motors, or a single motor with the same number of windings as the number of electrical power modules 200 present in the drive system 300.
A marine vessel 100 can comprise a number of drive systems 300 to provide the power management and propulsion required for the vessel 100. For example, one or more drive systems 300 can be provided on the port side of the vessel 100, and one or more drive systems 300 can be provided on the starboard side of the vessel 100. This means that drivable components such as propulsors 102 and steering units 104 may be present on each side of the vessel 100. Such an implementation improves the manoeuvrability of the vessel 100, although it will be appreciated that a vessel 100 could be operated with only one drive module 300. Similarly, it is possible to operate the vessel 100 with only a single dual inverter operating in the drive mode.
The inverters 204a, 204b of the first and second electrical power modules 200a, 200b are both electrically coupled to the propulsor 102. The inverters 206a, 206b of the first and second electrical power modules 200a, 200b may both be electrically coupled to the steering unit 104, and the inverters 208a, 208b and transformers 212a, 212b of the first and second electrical power modules 200a, 200b may both be electrically coupled to the switchboard 106. lt will be appreciated that other drivable components, such as the steering unit 104, switchboard 106, or further propulsors, may also be considered as part of the drive system 300. ln the embodiment of FIG. 3, the propulsor 102 is considered part of the drive system 300 and the inverters 204a, 204b are configured to function as dual inverters. Therefore, the dual inverters 204a, 204b are both configured to be electrically coupled to the on-board power supply 110 and/or the on-shore power supply 120 via respective switches 216a, 216b. The dual inverters 204a, 204b may be coupled to the power supplies 110, 120 by an AC bus 302. lt will be appreciated that, in other embodiments, other inverters and drivable components could be configured to form part of the drive system 300. For example, the steering unit 104 could be the drivable component that is part of the drive system 300, and the inverters 206a, 206b could be configured to function as dual inverters and be electrically coupled to the on-board power supply 110 and/or the on-shore power supply 120. ln some embodiments, the dual inverters 204a, 204b of both electrical power modules 200a, 200b may operate in the drive mode and provide electrical power from their respective battery 202a, 202b to the propulsor 102, as discussed in relation to FIG. 2. Specifically, the dual inverters 204a, 204b receive DC power from their respective batteries 202a, 202b and provide AC power to the propulsor 102, for example to an electric motor of the propulsor 102. ln the drive mode, electrical power may also be 9 provided from the batteries 202a, 202b to the steering unit 104 and the switchboard 106.
The redundancy provided by the two electrical power modules 200a, 200b ensures that the vessel 100 is still operational even if one of the electrical power modules 200a, 200b fails. For example, if the battery 202b of the second electrical power module 200b is depleted, or the dual inverter 204b or other component of the second electrical power module 200b has failed, the dual inverter 204a of the first electrical power module 200a may still operate in the drive mode and the propulsor 102 can still be powered by the battery 202a of the first electrical power module 200a. The use of the two electrical power modules 200a, 200b to also power the steering unit 104 and the switchboard 106 provides similar redundancy. As one steering unit 104 is sufficient to turn the vessel 100, a drive system 300 can be operated at reduced power but with full steering. lt will be appreciated that further electrical power modules 200 could be implemented in the drive system 300 to provide further redundancy. ln some embodiments, the dual inverters 204a, 204b of both electrical power modules 200a, 200b may operate in the charging mode and provide electrical power from a power supply 110, 120 to their respective battery 202a, 202b. Specifically, the dual inverters 204a, 204b receive AC power from a power supply 110, 120 and provide DC power to their respective battery 202a, 202b. ln an offshore charging mode, the dual inverters 204a, 204b may receive AC power from the on-board power supply 110. ln an on-shore charging mode, the dual inverters 204a, 204b may receive AC power from the on-shore power supply 120. lt will be appreciated that only one of the inverters 204a, 204b may operate in the charging mode, while the other does not, for example if its battery 202a, 202b is already fully charged. ln some embodiments, the dual inverter 204a of the first electrical power module 200a may operate in the drive mode, while the dual inverter 204b of the second electrical power module 200b operates in the charging mode. ln this instance, the dual inverter 204a provides electrical power from the battery 202a to the propulsor 102, while the dual inverter 204b provides power from the on-board power supply 110 to the battery 202b. Specifically, the dual inverter 204a receives DC power from the battery 202a and provides AC power to the propulsor 102, while the dual inverter 204b receives AC power from the power supply 110 and provides DC power to the battery 202b. This is known as a transit charging mode, where the first electrical power module 200a powers the propulsor102, which in turn propels the vessel 100 (forwards or backwards), while the battery 202b of the second electrical power module 200b is charging. lt will be appreciated that, in the transit charging mode, the dual inverter 204b of the second electrical power module 200b may operate in the drive mode, while the dual inverter 204a of the first electrical power module 200a operates in the charging mode. As the batteries 202 can be charged while the vessel 100 is in transit, there is no need to reach land to replenish the batteries 202, which improves the operational flexibility of the vessel100. ln some embodiments, the first electrical power module 200a may drive the steering unit 104 and not the propulsor 102, while the dual inverter 204b of the second electrical power module 200b operates in the charging mode. This is known as a standby charging mode. ln this case, the first electrical power module 200a powers the steering unit 104, which in turn manoeuvres the vessel 100 in place (rather than propelling it), while the battery 202b of the second electrical power module 200b is charging. This can be a more efficient way of charging the battery 202b of the second electrical power module 200b than the transit mode.
FIG. 4 is a flow chart illustrating a method 400 of operating a power system for a marine vessel 100. ln particular, the method 400 is for operating in the transit charging mode discussed above.
At step 402, DC power is provided from a battery of a first electrical power module to an inverter of the first electrical power module. ln one embodiment, DC power may be supplied from the battery 202a of the first electrical power module 200a to the dual inverter 204a of the first electrical power module 200a. The dual inverter 204a changes the DC power to AC power.
At step 404, AC power is provided from the inverter of the first electrical power module to a drivable component of the marine vessel. ln one embodiment, AC power may be supplied from the dual inverter 204a of the first electrical power module 200a to the drivable component, such as the propulsor 102.
At step 406, AC power is provided from a power supply to an inverter of a second electrical power module. ln one embodiment, AC power may be supplied from the on- board power supply 110 of the marine vessel 100 to the dual inverter 204b ofthe second electrical power module 200b. The dual inverter 204a changes the AC power to DC power. 11 At step 408, DC power is provided from the inverter of the second electrical power module to a battery of the second electrical power module. ln one embodiment, DC power may be supplied from the dual inverter 204b to the battery 202b of the second electrical power module 200b.
The disclosed electrical power modules and drive systems provide electrical power management for marine vessels that improve the efficiency, capacity and flexibility of operation of the vessels. By using inverters that can operate in both a drive mode and a charging mode, a power management and distribution system can be implemented with reduced infrastructure on the vessel. The use of inverters that operate at high power provides for faster charging for batteries on board the vessel. Implementing drive systems with two or more electrical power modules provides redundancy and enables the batteries to be charged while the vessel is in transit. The electrical power modules may be identical, which provides increased simplicity and efficiency at the design, manufacturing, and maintenance levels.
As used herein, the term "comprises/comprising" does not exclude the presence of other elements or steps. Furthermore, although individually listed, a plurality of means, elements or method steps may be implemented by e.g. a single unit or processor. Additionally, although individual features may be included in different claims, these may possibly advantageously be combined, and the inclusion in different claims does not imply that a combination of features is not feasible and/or advantageous. ln addition, singular references do not exclude a plurality. The terms "a", "an", "first", "second", etc. do not preclude a plurality. Reference signs in the claims are provided merely as a clarifying example and shall not be construed as limiting the scope of the claims in any way. 12

Claims (1)

1.Claims An electrical power module (200) for a marine vessel (100), the electrical power module comprising: a battery (202); and an inverter (204, 206, 208) electrically coupled to the battery and configured to be electrically coupled to a drivable component (102, 104, 106) and a power supply (110, 120); wherein in a drive mode of operation, the inverter is configured to receive DC power from the battery and provide AC power to the drivable component; and in a charging mode of operation, the inverter is configured to receive AC power from the power supply and provide DC power to the battery. The electrical power module (200) of claim 1, further comprising a switch (214) configured to electrically couple the inverter (204, 206, 208) to the drivable component (102, 104, 106) in the drive mode. The electrical power module (200) of claim 2, wherein the switch (214) is configured to electrically decouple the inverter (204, 206, 208) from the drivable component (102, 104, 106) in the charging mode. The electrical power module (200) of any preceding claim, wherein the drivable component (102, 104, 106) comprises a propulsor (102). The electrical power module (200) of claim 4, wherein the propulsor (102) comprises at least one propulsion motor. The electrical power module (200) of any preceding claim, further comprising a DC bus (210), wherein the inverter (204, 206, 208) is electrically coupled to the battery (202) via the DC bus. A drive system (300) for a marine vessel (100), the drive system comprising: a first electrical power module (200a) as defined in claims 1 to 6; a second electrical power module (200b) as defined in claims 1 to 6; and a drivable component (102, 104, 106) configured to be electrically coupled to an inverter (204a, 204b, 206a, 206b, 208a, 208b) of each of the first and second electrical power modules. The drive system (300) of claim 7, wherein, in the drive mode, the inverter (204a, 204b, 206a, 206b, 208a, 208b) of at least one electrical power module (200a, 200b) is configured to receive DC power from its respective battery (202a, 202b) and provide AC power to the drivable component (102, 104, 106). The drive system (300) of claim 8, wherein, in the drive mode, the inverter (204a, 204b, 206a, 206b, 208a, 208b) of each electrical power module (200a, 200b) is configured to receive DC power from its respective battery (202a, 202b) and provide AC power to the drivable component (102, 104, 106). The drive system (300) of any of claims 7 to 9, wherein, in a first charging mode, the inverter (204a, 204b, 206a, 206b, 208a, 208b) of at least one electrical power module (200a, 200b) is configured to receive AC power from the power supply (110, 120) and provide DC power to its respective battery (202a, 202b). The drive system (300) of claim 10, wherein, in the first charging mode, the inverter (204a, 204b, 206a, 206b, 208a, 208b) of each electrical power module (200a, 200b) is configured to receive AC power from the power supply (110, 120) and provide DC power to its respective battery (202a, 202b). The drive system (300) of any of claims 7 to 11, wherein in a second charging mode: the inverter (204a, 206a, 208a) of the first electrical power module (200a) is configured to receive DC power from the battery (202a) of the first electrical power module and provide AC power to the drivable component (102, 104, 106); and the inverter (204b, 206b, 208b) of the second electrical power module (200b) is configured to receive AC power from the power supply (110, 120) and provide DC power to the battery (202b) of the second electrical power module. A marine vessel (100) comprising at least one drive system (300) as defined in claims 7 to The marine vessel (100) of claim 13, comprising: a first drive system (300) corresponding to a starboard side of the vessel; and a second drive system (300) corresponding to a port side of the vessel. The marine vessel (100) of claim 13 or 14, further comprising a power supply (110) configured to be electrically coupled to an inverter (204a, 204b, 206a, 206b, 208a, 208b) of each electrical power module (200a, 200b). The marine vessel (100) of any of claims 13 to 15, wherein the marine vessel is a tugboat. A method (400) of operating a power system for a marine vessel (100), the method comprising: providing (402) DC power from a battery (202a) of a first electrical power module to an inverter (204a, 206a, 208a) of a first electrical power module (200a); providing (404) AC power from the inverter of the first electrical power module to a drivable component (102, 104, 106) of the marine vessel; providing (406) AC power from a power supply (110, 120) to an inverter (204b, 206b, 208b) of a second electrical power module (200b); and providing (408) DC power from the inverter of the second electrical power module to a battery (202b) of the second electrical power module.
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Publication number Priority date Publication date Assignee Title
US10399654B2 (en) * 2007-11-25 2019-09-03 Paul Rembach Buoyant vessel
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EP2709229A1 (en) * 2012-09-17 2014-03-19 GE Energy Power Conversion Technology Ltd Power distribution systems
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