WO2021185056A1 - 船舶直流组网电力系统及其运行和功率优化控制方法 - Google Patents

船舶直流组网电力系统及其运行和功率优化控制方法 Download PDF

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Publication number
WO2021185056A1
WO2021185056A1 PCT/CN2021/078301 CN2021078301W WO2021185056A1 WO 2021185056 A1 WO2021185056 A1 WO 2021185056A1 CN 2021078301 W CN2021078301 W CN 2021078301W WO 2021185056 A1 WO2021185056 A1 WO 2021185056A1
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Prior art keywords
power
voltage
bus
diesel
module
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PCT/CN2021/078301
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English (en)
French (fr)
Inventor
乌云翔
邵诗逸
常国梅
武治江
刘洋
王晓梅
唐文献
陈赟
苏世杰
郭胜
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无锡赛思亿电气科技有限公司
山西汾西重工有限责任公司
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Priority to GB2214606.2A priority Critical patent/GB2608552A/en
Publication of WO2021185056A1 publication Critical patent/WO2021185056A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H02J3/46—Controlling of the sharing of output between the generators, converters, or transformers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/10—Parallel operation of dc sources
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • 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
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/10—Parallel operation of dc sources
    • H02J1/102—Parallel operation of dc sources being switching converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/14—Balancing the load in a network
    • 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
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H02J3/381—Dispersed generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/061—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for DC powered loads
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/08—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems requiring starting of a prime-mover
    • 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
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/02—Driving of auxiliaries from propulsion power plant
    • 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
    • H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
    • H02J2300/10—The dispersed energy generation being of fossil origin, e.g. diesel generators
    • 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

Definitions

  • the invention relates to a ship's DC networking power system, in particular to a ship's DC networking power system and its operation and power optimization control method.
  • the ship propulsion system is generally composed of a diesel engine, a reducer and a propulsion motor.
  • the diesel engine drives the propulsion motor through the reducer to drive the ship.
  • the equipment cost of this scheme is relatively low, but the shaft system occupies a large space and has the problems of strong vibration and noise. And when the load of the ship changes greatly, the output power of the diesel engine cannot follow the change quickly, which causes the defects of poor operating conditions and high fuel consumption of the diesel engine.
  • the ship’s AC networked power propulsion system was developed, that is, the diesel engine drives the synchronous generator to generate electricity, and the constant frequency and constant voltage AC power generated is exchanged through the AC switchboard. Networking, the AC voltage after the AC networking will drive the ship to propel the motor to work after passing through the AC-DC-AC frequency converter.
  • the synchronous generator has the characteristic of outputting a constant AC voltage with the same frequency and voltage.
  • each diesel engine on the ship drives an asynchronous generator.
  • Each asynchronous generator is connected to its own rectifier, and the rectified DC is connected to the public DC bus.
  • the DC grid electric propulsion system still has the following problems.
  • the fault circuit should be cut off as quickly as possible to reduce the impact on the power system and the risk of fire.
  • the Chinese patent application number CN201310215544.5 discloses "a method for improving the grid transient voltage support ability of the grid source steady-state voltage regulation optimization method", which uses generators Adjusting with capacitors to achieve the effect of system voltage stabilization; for highly redundant ship power systems, when the load is short-circuited, the support current required is too large and exceeds the range that the generator and capacitor can adjust, leading to a series of power system safety issues Therefore, a more stable and safer method is needed for the short-circuit support of the ship's power system.
  • the existing power management system does not consider the impact of changes in the marine environment on the ship’s load power during the ship’s travel, and the entire power system Due to the power consumption, the PMS cannot accurately obtain the current total load power of the system, and thus cannot accurately allocate the power of the generator set.
  • the power management system cannot accurately determine the relationship between the output power of the diesel generator and the fuel consumption, and cannot guarantee the operation of the generator set. At the best economic moment, cause energy waste;
  • the existing DC grid power system cannot effectively deal with the sudden change of load power.
  • the output power of the DC bus needs to be strengthened.
  • the traditional ship power system is generally handled by installing consuming equipment. Energy, there is a problem of energy waste.
  • the patent "Power distribution method of diesel generator set based on DC grid power generation system” (201910259541.9) discloses a method for power management of DC grid generator set and improving the power distribution accuracy of generator set. However, under the condition of short load change, start Or it is not economical to shut down the generator set, but it will increase energy consumption.
  • the technical problem to be solved by the present invention is to provide a ship DC networking power system with high safety and high energy utilization rate.
  • the ship's DC grid power system includes two propulsion units on the port side and starboard side.
  • a load mechanism is provided on the DC bus on the port or starboard side
  • a power electronic switch is provided between the DC bus on the port and starboard sides.
  • the power supply mechanism of the generator includes a diesel generator, which is connected to the main circuit breaker and The rectifier module and the fuse are connected, and the power supply line is finally connected with the DC bus;
  • the main voltage sensor is provided on the wire between the rectifier module and the fuse, and the main voltage sensor is electrically connected with the generator control module;
  • the load mechanism includes a load inverter module connected to the DC bus through access wires. Both the positive and negative access wires are provided with fuses. On the access wires, there is a connection between the fuse and the input of the load inverter module.
  • the output terminal of the load inverter module is connected to the load circuit breaker input terminal of the load circuit, and the output terminal of the load inverter module is connected to the load
  • AC current sensor collection point C', DC voltage sensor, AC voltage sensor, and AC current sensor are electrically connected to the control module; the load circuit breaker is connected to the AC bus, and the AC bus is connected to various electrical loads in the ship's power system through shunt wires The modules are connected, and a sub-breaker is arranged on the shunt wire between the power load module and the AC bus.
  • the ship propulsion mechanism includes a propulsion motor, the propulsion motor is connected to the DC bus through an electric line, and the electric circuit is provided with an electric circuit breaker, an inverter module, and a fuse in sequence from the propulsion motor. .
  • the propulsion unit further includes an energy storage mechanism connected to the DC bus, the energy storage mechanism includes an energy storage chopper module connected to the DC bus through two power storage wires, the energy storage chopper module and The inductance filter module is connected. Between the inductance filter module and one of the storage wires, there is a storage capacitor through the connecting wire, a storage circuit breaker is provided on the connecting wire, and a fuse is provided on the storage wire; A storage voltage sensor is connected to the wire, and the storage voltage sensor is connected to the energy storage control module; a DC voltage sensor is installed between the inverter module and the DC bus on the wire, and the DC voltage sensor is connected to the motor control module. connect.
  • an AC voltage sensor is provided between the inverter module and the electric circuit breaker on the wire line, and the AC voltage sensor is connected to the motor control module;
  • an AC current sensor is provided between the propulsion motor and the electric circuit breaker on the wire line, and the AC current sensor is connected to the motor control module;
  • the propulsion unit further includes a battery power supply mechanism connected to the DC bus.
  • the battery power supply mechanism includes a lithium battery. Finally, it is connected to the DC bus.
  • the beneficial effects of this system are: because the system includes two propulsion units on the port and starboard sides, the propulsion unit includes a DC bus, and at least two generator power supply mechanisms and ship propulsion mechanisms are connected to the DC bus. There is a power electronic switch. When one side of the propulsion unit fails, it can be cut out of the system through the power electronic switch to ensure that the rest can work normally and improve the safety of the equipment.
  • the power system can immediately isolate the source of the short circuit through the short circuit support, avoiding the paralysis of the entire ship's power system due to a short circuit in a certain place, and improving the safety and redundancy of the system. Due to the large and complex ship power system, this system greatly facilitates fixed-point troubleshooting when repairing the short-circuit afterwards, thereby saving a lot of time.
  • the DC grid power system has high stability, reliability and safety. In the event of a short-circuit fault, the system will automatically remove the source of the fault to ensure the stable operation of the entire power system.
  • the energy storage mechanism when the electric motor brakes, stores electric energy, which can not only avoid reverse work but also solve the problem of energy waste, improve the economy and environmental protection of the ship's power propulsion system; and the use of the energy storage mechanism can be used in When designing the propulsion system, choose a diesel engine of lower power to reduce costs. At the same time, it can cooperate with the diesel engine to supply power to the DC bus during ship operation, so that the diesel engine can run at the best fuel consumption point, improve fuel efficiency, and reduce operating costs. In addition, the energy storage mechanism can provide short-term power supply for the DC bus when the ship's power system fails, so as to realize the ship's fault ride-through.
  • the propulsion unit also includes a battery power supply mechanism connected to the DC bus, it provides multiple power sources for the ship, which can ensure the normal operation of the ship when the generator fails.
  • Another technical problem to be solved by the present invention is to provide an operation and power optimization control method of the above-mentioned ship DC networking power system.
  • the operation and power optimization control method of the ship's DC network power system includes the following steps:
  • the diesel generator starts to run, and the speed sensor detects the speed of the diesel generator. If the speed of the diesel generator does not reach between 1150 and 1550 rpm after 10-15 seconds, the diesel generators of the electric propulsion system cannot be paralleled, and the system reports an error. The error message is sent to the monitoring terminal, and the maintenance personnel control all diesel generators to stop and repair the diesel generators through the remote control system; if the speed of the diesel generator reaches the predetermined value, the diesel generator completes the start and starts to work;
  • Step 2 Pre-charge the DC bus
  • the DC bus is charged through the pre-charging circuit, and the DC voltage sensor monitors the DC bus voltage.
  • the main circuit breaker is closed and the AC power generated by the diesel generator is rectified.
  • the module converts AC power to DC power and supplies power to the DC bus normally;
  • the DC bus pre-charge After the DC bus pre-charge is completed, it starts to supply power to each load; the DC power provided by the DC bus is converted into AC power required for propulsion motors and daily loads through the load inverter module and the inverter module respectively; two AC voltage sensors are monitored separately The AC side voltage of the two load inverter modules is judged whether it meets the required voltage of each load. If the use conditions are met, the load circuit breaker and the electric circuit breaker are closed to supply power to the daily load and the propulsion motor, respectively;
  • Step 4. Monitor and adjust the operating status of the power system
  • Step a First, set the parameters of each diesel engine.
  • Set the power parameters of each diesel generator set through the main control module, that is, set the lower limit of the optimal working load power of the i-th (i 1, 2...N) diesel engine.
  • P iI and the optimal working load power upper limit P iu and at the same time select the first diesel generator set as the default start item;
  • Step b The main controller will continuously detect the total power P t of the DC grid power system.
  • the power generation system When there is a load in the DC bus, the power generation system will also start working, and the first diesel generator set will start working;
  • the AC current sensor reads The AC power I 1 generated by the first diesel generator set, the voltage sensor detects the rectified DC voltage value V 1 , and the A/D sampling module reads the data of I 1 and V 1 and sends it to the sub-controller through the bus.
  • the sub-controller calculates the AC voltage V AC1 according to I 1 and V 1 , and the sub-controller calculates the use power P 1 of the first diesel generator set by the following formula:
  • ⁇ is the power factor
  • the generated alternating current passes through the rectification power module, and the rectification parameters of the rectification power module are set to keep the rectified voltage value within V 1min ⁇ V 1max to ensure that P 1I ⁇ P 1 ⁇ P 1u ;
  • Step d The main controller will sequentially determine the working status of all diesel generator sets. If the i-th diesel generator set is in working state, the AC current sensor of the power generation circuit will read the AC power I i generated by the diesel generator set, and the voltage sensor will detect after the rectified DC voltage value V i, a / D sampling module reads the data I i and V i which is sent over the buses to the sub-controller, the sub-controller is calculated according to the AC voltage V ACi I 1 and V 1 , The sub-controller calculates the operating power P i of the i-th diesel generator set by the following formula:
  • the power module Rectifying alternating current generated by the power module, the power module rectifier rectifying the voltage value of the parameter maintained in the rectified V imin ⁇ V imax, to ensure that the P 1I ⁇ P 1 ⁇ P 1u ;
  • Step e The main controller will calculate the range of the total optimal working load power of the diesel generator set by the following formula:
  • Step f The main controller compares the total power P t of the DC bus with the lower limit P I of the total optimal load power of the diesel generator set and the lower limit P u of the total optimal working load power of the diesel set. If P I ⁇ P t ⁇ P u , It means that when the total generating power of the diesel unit reaches P t , the generating power of each diesel engine is within the optimal working load power range; at this time, step (g) is performed to perform synchronous control of the diesel engine voltage according to the cross-coupling control strategy; If P t does not satisfy P I ⁇ P t ⁇ P u , that is, when P t > P u or P t ⁇ P I , proceed to step (h), establish an optimization model, and optimize the optimal working sequence of the diesel unit;
  • Step g Perform synchronous control of the diesel engine voltage according to the cross-coupling control strategy
  • the main controller calculates an average voltage V′ according to the total power Pt of the current DC networking system, and this V′ satisfies: When the output voltage of all working diesel engines When both are V′, P I ⁇ P t ⁇ P u still exists;
  • the main controller After calculating V′, the main controller sends voltage adjustment instructions to each sub-controller;
  • the sub-controller After receiving the voltage adjustment instruction from the main controller, the sub-controller sends a control signal to the A/D sampling module. After receiving the signal, the A/D sampling module sends a PWM wave to the rectifier power module, and the PWM wave changes the rectifier power module.
  • the duty cycle of the middle IGBT transistor is used to adjust the rectified DC voltage value;
  • the A/D conversion module on each power generation circuit will continuously feed back the output voltage of the diesel engine to each sub-controller, and the sub-controller will then send the voltage data to the main controller through the bus;
  • the main controller After the main controller obtains the voltage data sent by the sub-controllers of each power generation circuit, it will make the difference between V'and each output voltage respectively, and the main controller will send a voltage compensation signal to each sub-controller according to the voltage difference;
  • the sub-controller After receiving the voltage compensation signal from the main controller, the sub-controller sends a control signal to the A/D sampling module. After receiving the signal, the A/D sampling module sends a PWM wave to the rectifier power module, and the PWM wave changes the rectifier power module.
  • the duty cycle of the middle IGBT transistor is used to adjust the rectified DC voltage value;
  • step g-7 Go back to step g-4 to execute cyclically;
  • Step h Establish an optimization model to optimize the optimal working sequence of the diesel unit:
  • h-6 first calculate That is to calculate the difference between the average optimal working load power of any diesel engine in the working sequence and any diesel engine in the non-working sequence, where
  • the above process is the process of solving the optimal working sequence of the diesel engine, that is, finding the maximum P I value P Imax that satisfies P I ⁇ P t ⁇ P u , and the minimum P u value P umax , so that the lower limit of the total optimal working load power of the diesel engine is found P I and the upper limit of the total optimal working load power of the diesel generator set P u are the closest to the total DC bus power P t;
  • the process of optimizing the optimal working sequence of the diesel unit is completed.
  • the main controller will periodically detect the total DC bus power P t , if P t changes, it will return to step 4, if If P t does not change, the optimization ends, and the diesel engine set will keep the current sequence for work.
  • the step 4 also includes fault diagnosis and repair operations, which are specifically as follows:
  • the inverter judges that the short-circuit fault has occurred and immediately reduces the voltage to 0, and the current at the sub-breaker decreases to 0; Start the short-circuit fault current support, and gradually increase the voltage.
  • the current at the sub-breaker will rise to the set peak value within 0.5s and maintain for about 2s. After the large current makes the sub-breaker trip, the current will drop to 0 and the short-circuit source will be cut off. In order to remove the fault; then, the inverter will make a short-circuit fault judgment. If the current value is small, the fault will be eliminated, and the grid voltage will be established within 1s, and normal use of other equipment will be restored; if the fault point is not eliminated, it will automatically stop protection if it exceeds 3s. ;
  • the step 4 also includes generator power supplement and storage operations, which are specifically as follows:
  • the DC bus voltage value decreases.
  • the DC voltage sensor detects the DC bus voltage drop, and the main controller is based on the difference between the operating power and the rated power of the generator ⁇ P Determine which way to compensate for ⁇ P with the expected overload duration T.
  • ⁇ P the rated output power of the lithium battery
  • start the lithium battery to supply power to the DC bus to compensate for ⁇ P to ensure the normal operation of the ship; if ⁇ P exceeds the lithium battery Rated output power, and the expected overload duration T ⁇ 30s, the storage capacitor will start to charge the DC bus to make up for ⁇ P;
  • the DC voltage sensor detects that the DC bus voltage returns to normal, and the main controller controls to turn off the storage capacitor or lithium battery, and the DC bus starts to charge the storage capacitor or lithium battery. Charge it for next use.
  • the step 4 also includes the operation of storing braking energy, which is specifically as follows:
  • the parameter settings are as follows: the connection point of the main voltage sensor is marked as point A, point A collects the DC voltage V DC1 of the generator power supply mechanism, and stores electricity
  • the connection point of the voltage sensor is marked as point B, point B collects the DC bus voltage V DC2 of the energy storage mechanism, the connection point of the DC voltage sensor is marked as point C, point C collects the DC voltage V DC3 of the ship's propulsion mechanism, and the connection point of the AC voltage sensor Marked as point D, point D collects the power supply voltage V AC2 of the propulsion motor, the connection point of the AC current sensor is marked as point E, point E collects the power supply current I AC1 of the propulsion motor;
  • the energy storage control module in the energy storage mechanism controls the storage circuit breaker to open, and the system completes the utilization of excess energy.
  • the impact of marine environment changes on the ship's load power and the power consumed by the entire power system are considered, and the total load power under the operating state of the system can be accurately obtained in real time, and the output of diesel generators can be accurately determined by establishing a power distribution optimization model.
  • the relationship between the power ratio and fuel consumption improves the accuracy of the power distribution of the generator set, ensures that the generator set runs in the most economical fuel state, improves energy utilization, and reduces energy waste and pollution.
  • the DC grid power system is stable and reliable, with high security.
  • the system will automatically remove the fault source to ensure the stable operation of other parts of the power system.
  • the power system can immediately isolate the source of the short circuit through the short circuit support, avoiding the paralysis of the entire ship's power system due to a short circuit in a certain place, and improving the safety and redundancy of the system. Due to the large and complex ship power system, this system greatly facilitates fixed-point troubleshooting when repairing the short-circuit afterwards, thereby saving a lot of time.
  • the energy storage mechanism when the motor brakes, stores electric energy, which can avoid reverse work and solve the problem of energy waste, improve the economy and environmental protection of the ship's power propulsion system; and the use of the energy storage mechanism can be used in When designing the propulsion system, choose a diesel engine of lower power to reduce costs. At the same time, it can cooperate with the diesel engine to supply power to the DC bus during ship operation, so that the diesel engine can run at the best fuel consumption point, improve fuel efficiency, and reduce operating costs.
  • the energy storage mechanism can provide short-term power supply for the DC bus when the ship's power system fails, so as to realize the fault crossing of the ship and ensure the normal operation of the ship.
  • Fig. 1 is a schematic diagram of the structure of Embodiment 1 of the present invention.
  • Figure 2 is a schematic structural diagram of Embodiment 2 of the present invention.
  • Figure 3 is a flow chart of the load short-circuit support method.
  • lithium battery control module 301 lithium battery, 302 circuit breaker, 303 chopper module, 304 fuse, 305 fuse, 306 lithium battery voltage sensor, 307 lithium battery control module;
  • 501 fuse 502 load inverter module, 503 DC voltage sensor, 504 AC voltage sensor, 505 AC current sensor, 506 control module, 507 load circuit breaker, 508 AC bus, 509 breaker, 510 breaker, 511 points breaker;
  • 601 fuse 602 inverter module, 603 DC voltage sensor, 604 AC voltage sensor, 605 AC current sensor, 606 motor control module, 607 electric circuit breaker, 608 propulsion motor; 7 main controller, 8. A/D conversion Module.
  • the ship's DC grid power system includes two propulsion units on the port side and starboard side.
  • the propulsion unit includes a DC bus 101.
  • the DC bus 101 on the port and starboard sides are respectively provided with a DC voltage sensor 103.
  • the two sections of DC bus 101 are connected through a power electronic switch 102. When a certain section of the DC bus or DC bus is connected When the equipment fails, the power electronic switch 102 will be automatically disconnected, and the failed DC bus will be cut off to ensure the normal operation of other equipment;
  • the generator power supply mechanism includes a diesel generator 401.
  • the diesel generator 401 is connected to the main circuit breaker 402, the rectifier module 403, and the fuse 404 through the power supply line.
  • the cable is finally connected to the DC bus 101; the rectifier module 403 and the fuse 404
  • the main voltage sensor 405 is provided on the wire between the main voltage sensor 405 and the generator control module 406 is electrically connected, the diesel generator 401 is provided with a speed sensor 410, and the diesel generator 401 and the main circuit breaker 402 are provided with a generator set monitoring Device 407, the generator set monitoring device 407 includes an AC voltage sensor 408 and an AC current sensor 409;
  • the load mechanism includes a load inverter module 502 connected to the DC bus 101 through access wires. Both the positive and negative access wires are provided with fuses 501. On the access wires, the fuse 501 and the load inverter module 502 are at the input terminals There is a collection point A'connected to the DC voltage sensor 503 for detecting the voltage value of the DC section on the load circuit. The output terminal of the load inverter module 502 is connected to the input terminal of the load circuit breaker 507 of the load circuit. Between the output terminal of the inverter module 502 and the input terminal of the load circuit breaker 507, there is a collection point B'for accessing the AC voltage sensor 504 for collecting the output AC voltage value after the inverter.
  • the output terminal of the load circuit breaker 507 has An AC current sensor 505 collection point C'for accessing the collected and output AC current value, the DC voltage sensor 503, the AC voltage sensor 504, and the AC current sensor 505 are electrically connected to the control module 506; the load breaker 507 is connected to the AC bus 508 is connected.
  • the AC bus 508 is connected to each electrical load module in the ship's power system through a shunt wire. On the shunt wire, there are sub-breakers 509, 510, 511 between the electrical load module and the AC bus 508;
  • the ship propulsion mechanism includes a propulsion motor 608.
  • the propulsion motor 608 is connected to the DC bus 101 through an electric line.
  • the electric circuit is sequentially provided with an electric circuit breaker 607, an inverter module 602, and a fuse 601 starting from the propulsion motor 608.
  • Embodiment 2 As shown in Figure 2, the ship's DC grid power system, the ship's DC grid power system, includes two propulsion units on the port side and starboard side. Power supply mechanism, ship propulsion mechanism, energy storage mechanism and load mechanism. DC voltage sensors 103 are respectively provided on the port and starboard DC bus 101. Two sections of DC bus 101 are connected through power electronic switch 102. When a certain section of DC bus or DC When the equipment connected to the busbar fails, the power electronic switch 102 will be automatically disconnected, and the failed DC busbar will be cut off to ensure the normal operation of other equipment;
  • the generator power supply mechanism includes a diesel generator 401.
  • the diesel generator 401 is connected to the main circuit breaker 402, the rectifier module 403, and the fuse 404 through the power supply line.
  • the cable is finally connected to the DC bus 101; the rectifier module 403 and the fuse 404
  • the main voltage sensor 405 is provided on the wire between the main voltage sensor 405 and the generator control module 406 is electrically connected, the diesel generator 401 is provided with a speed sensor 410, and the diesel generator 401 and the main circuit breaker 402 are provided with a generator set monitoring Device 407, the generator set monitoring device 407 includes an AC voltage sensor 408 and an AC current sensor 409;
  • the load mechanism includes a load inverter module 502 connected to the DC bus 101 through access wires. Both the positive and negative access wires are provided with fuses 501. On the access wires, the fuse 501 and the load inverter module 502 are at the input terminals There is a collection point A'connected to the DC voltage sensor 503 for detecting the voltage value of the DC section on the load circuit. The output terminal of the load inverter module 502 is connected to the input terminal of the load circuit breaker 507 of the load circuit. Between the output terminal of the inverter module 502 and the input terminal of the load circuit breaker 507, there is a collection point B'for accessing the AC voltage sensor 504 for collecting the output AC voltage value after the inverter.
  • the output terminal of the load circuit breaker 507 has An AC current sensor 505 collection point C'for accessing the collected and output AC current value, the DC voltage sensor 503, the AC voltage sensor 504, and the AC current sensor 505 are electrically connected to the control module 506; the load breaker 507 is connected to the AC bus 508 is connected.
  • the AC bus 508 is connected to each electrical load module in the ship's power system through a shunt wire. On the shunt wire, there are sub-breakers 509, 510, 511 between the electrical load module and the AC bus 508;
  • the ship propulsion mechanism includes a propulsion motor 608.
  • the propulsion motor 608 is connected to the DC bus 101 through an electric line.
  • the electric circuit is sequentially provided with an electric circuit breaker 607, an inverter module 602, and a fuse 601 starting from the propulsion motor 608.
  • a DC voltage sensor 603 is provided between the inverter module 602 and the DC bus 101 on the wire line, and the DC voltage sensor 603 is connected to the motor control module 606.
  • An AC voltage sensor 604 is provided between the inverter module 602 and the electric circuit breaker 607 on the wire line, and the AC voltage sensor 604 is connected to the motor control module 606;
  • An AC current sensor 605 is provided between the propulsion motor 608 and the electric circuit breaker 607 on the wire line, and the AC current sensor 605 is connected to the motor control module 606;
  • the power system also includes an energy storage mechanism connected to the DC bus 101.
  • the energy storage mechanism includes an energy storage chopper module 204 connected to the DC bus 101 through two power storage wires.
  • the energy storage chopper module 204 is connected to the inductance filter module 203. Connected, between the inductive filter module 203 and one of the storage wires is provided with a storage capacitor 201 through the connection wire, a storage circuit breaker 202 is provided on the connection wire, and a fuse 205 is provided on the storage wire;
  • a storage voltage sensor 206 is connected to the wire, and the storage voltage sensor 206 is connected to the energy storage control module 207;
  • the power system also includes a battery power supply mechanism connected to the DC bus 101.
  • the battery power supply mechanism includes a lithium battery chopper module 304 connected to the DC bus 101 through two power storage wires.
  • the lithium battery chopper module 304 is connected to the inductive filter module 303. Connected, between the inductance filter module 303 and one of the storage wires is provided with a lithium battery 301 through the connection wire, a lithium battery circuit breaker 302 is provided on the connection wire, and a fuse 305 is provided on the storage wire;
  • a lithium battery voltage sensor 306 is connected to it, and the lithium battery voltage sensor 306 is connected to the lithium battery control module 307;
  • the operation and power optimization control method of the ship's DC networking power system based on the above-mentioned embodiment 2 includes the following steps:
  • the diesel generator 401 starts to run, and the speed sensor 410 detects the speed of the diesel generator 401. If the speed of the diesel generator 401 does not reach between 1150 and 1550 rpm after 10 to 15 seconds, the diesel generators 401 of the electric propulsion system cannot be combined. The system reports an error and sends the error information to the monitoring terminal.
  • the maintenance personnel control all diesel generators 401 to stop and repair the diesel generators 401 through the remote control system; if the speed of the diesel generator 401 reaches the predetermined value, the diesel generator 401 completes the start. ,start working;
  • Step 2 Pre-charge the DC bus
  • the diesel generator 401 After the diesel generator 401 runs normally, it charges the DC bus 101 through the pre-charging circuit.
  • the DC voltage sensor 103 monitors the voltage of the DC bus 101. When the voltage of the DC bus 101 reaches between 1050 and 1075V, the main circuit breaker 402 is closed and the diesel generates electricity.
  • the alternating current generated by the machine 401 is converted into direct current through the rectifying module 403, and the direct current bus 101 is normally supplied with power;
  • the DC bus 101 After the DC bus 101 is precharged, it starts to supply power to each load; the DC power provided by the DC bus 101 is converted into AC power required for the propulsion motor 608 and daily loads through the load inverter module 502 and the inverter module 602 respectively; AC voltage The sensor 504 and the AC voltage sensor 604 monitor the AC side voltage of the load inverter module 502 and the inverter module 602 respectively to determine whether the required voltage of each load is met. If the use conditions are met, the load circuit breaker 507 and the electrical circuit breaker 607 are closed Power supply for daily load and propulsion motor 608 respectively;
  • Step 4. Monitor and adjust the operating status of the power system
  • Step a Firstly, set the parameters of each diesel engine.
  • Set the power parameters of each diesel generator set through the main control module 10, that is, set the optimal working load power of the i-th (i 1, 2...N) diesel engine.
  • Lower limit P iI and optimal working load power upper limit P iu and select the first diesel generator set as the default start item;
  • Step b The main controller 7 will continuously detect the total power P t of the power system of the DC grid 9.
  • the power generation system also starts to work, and the first diesel generator set starts to work;
  • the sensor 409 reads the alternating current I 1 generated by the first diesel generator set
  • the voltage sensor 405 detects the rectified direct current voltage value V 1
  • the A/D sampling module 412 reads the data of I 1 and V 1 and passes it through the bus Send to the sub-controller 411
  • the sub-controller 411 calculates the AC voltage V AC1 according to I 1 and V 1
  • the sub-controller 411 calculates the use power P 1 of the first diesel generator set by the following formula:
  • ⁇ is the power factor
  • the generated alternating current passes through the rectification power module 403, and the rectification parameters of the rectification power module 403 are set to keep the rectified voltage value within V 1min ⁇ V 1max to ensure that P 1I ⁇ P 1 ⁇ P 1u
  • V min 1050V
  • V max 1100V
  • Step d The main controller will determine the working status of all diesel generator sets in turn. If the i-th diesel generator set is in working state, the AC current sensor 409 of the power generating circuit will read the AC power I i generated by the diesel generator set, and the voltage sensor DC voltage value V i after the rectifier 405 is detected, after the a / D sampling module 412 reads the data I i and V i which is transmitted via the bus 411 to the sub-controller, the sub-controller 411 is calculated according to I 1 and V 1 The AC voltage V ACi is output , and the sub-controller 411 calculates the operating power P i of the i-th diesel generator set by the following formula:
  • Step e The main controller 7 will calculate the range of the total optimal working load power of the diesel generator set by the following formula:
  • Step f The main controller 7 compares the total power P t of the DC bus 101 with the lower limit P I of the total optimal load power of the diesel generator set and the lower limit P u of the total optimal working load power of the diesel generator set. If P I ⁇ P t ⁇ P u , it means that when the total generating power of the diesel unit reaches P t , the generating power of each diesel engine is within the optimal working load power range; at this time, proceed to step (g), and synchronize the diesel engine voltage according to the cross-coupling control strategy Control; if P t does not satisfy P I ⁇ P t ⁇ P u , that is, when P t >P u or P t ⁇ P I , proceed to step (h), establish an optimization model, and optimize the optimal working sequence of the diesel unit;
  • Step g Perform synchronous control of the diesel engine voltage according to the cross-coupling control strategy
  • the main controller 7 calculates an average voltage V′ according to the total power Pt of the current DC networking system, and this V′ satisfies: When the output of all working diesel engines When the voltages are all V′, P I ⁇ P t ⁇ P u still exists;
  • the main controller 7 After calculating V', the main controller 7 sends voltage adjustment instructions to each sub-controller 411;
  • the sub-controller 411 After receiving the voltage adjustment instruction from the main controller 7, the sub-controller 411 sends a control signal to the A/D sampling module 412. After receiving the signal, the A/D sampling module 412 sends a PWM wave to the rectifier power module 403. Wave changes the duty cycle of the IGBT transistor in the rectifier power module to adjust the rectified DC voltage value;
  • the A/D conversion module 8 on each power generation circuit will continuously feed back the output voltage of the diesel engine to each sub-controller 411, and the sub-controller 411 will then send the voltage data to the main controller 7 through the bus;
  • the main controller 7 After the main controller 7 obtains the voltage data sent by the sub-controllers 411 of each power generation circuit, it will make the difference between V'and the output voltage of each path, and the main controller 7 will send the sub-controller 411 of each path according to the voltage difference. Voltage compensation signal;
  • the sub-controller 411 After receiving the voltage compensation signal from the main controller 7, the sub-controller 411 sends a control signal to the A/D sampling module 412. After receiving the signal, the A/D sampling module 412 sends PWM waves to the rectifier power module 403. Wave changes the duty cycle of the IGBT transistor in the rectifier power module to adjust the rectified DC voltage value;
  • step g-7 Go back to step g-4 to execute cyclically;
  • Step h Establish an optimization model to optimize the optimal working sequence of the diesel unit:
  • h-6 first calculate That is to calculate the difference between the average optimal working load power of any diesel engine in the working sequence and any diesel engine in the non-working sequence, where
  • the above process is the process of solving the optimal working sequence of the diesel engine, that is, finding the maximum P I value P Imax that satisfies P I ⁇ P t ⁇ P u , and the minimum P u value P umax , so that the lower limit of the total optimal working load power of the diesel engine is found P I and the upper limit P u of the total optimal working load power of the diesel generator set are closest to the total power P t of the DC bus 101;
  • the process of optimizing the optimal working sequence of the diesel unit is completed.
  • the main controller 7 will periodically detect the total power P t of the DC bus 101. If P t changes, it will return to step 4 , If P t does not change, the optimization will end, and the diesel generator will keep the current sequence for work;
  • the step 4 also includes fault diagnosis and repair operations, which are specifically as follows:
  • the capacitors of all inverters on the faulty side will discharge to the short-circuit point and deliver current Ic.
  • the current will flow through the fuse and may cause the fuse to blow. Because the capacitance of all non-faulty modules on the faulty side is relatively low. The circuit is large, the circuit is longer, and the impedance of the fuse is included, so the discharge time constant of the entire circuit is longer.
  • the fuse at the short-circuit point is blown due to the accumulation of I 2 T of the current Ic, and thus is cut out of the circuit;
  • the fuse at the non-short-circuit point has not reached its pre-arc I 2 T, and will not suffer any damage, so as to realize the selective removal of the fault when the inverter is short-circuited;
  • the inverter 502 judges the short-circuit fault, if the current value is small, the fault is eliminated, and the grid voltage is established within 1s and restored Normal use of other equipment; if the fault point is not eliminated, over 3s, it will automatically shut down for protection;
  • the diesel generator 401 fails, first cut off the rotation of the propulsion motor 608, and at the same time immediately start the storage capacitor 601 to supply power to the DC bus 101 to ensure the normal operation of daily loads; when the storage capacitor 601 supplies power to the power supply (Generally no more than 20s), start the standby generator set to supply power and energy to the ship. After the standby generator set is started, if everything is normal, start the propulsion motor 608, and the ship resumes operation. At the same time, the DC bus 101 supplies the storage capacitor 601 Charge it for the next use, so as to ensure that the daily power supply will not be affected during the failure period;
  • the power supply Generally no more than 20s
  • the step 4 also includes generator power supplementation and storage operations, and peak-shaving and valley-filling supplementation of generator power is performed, which is specifically as follows:
  • the DC voltage sensor 103 detects the voltage drop of the DC bus 101, and the main controller 7 is based on the operating power and the generator set.
  • Rated power difference ⁇ P and expected overload duration T judge which way to compensate ⁇ P, when ⁇ P ⁇ the rated output power of lithium battery, start lithium battery 301 to supply power to DC bus 101 to compensate ⁇ P to ensure ship operation Normally, if ⁇ P exceeds the rated output power of the lithium battery, and the expected overload duration T ⁇ 30s, start the storage capacitor 601 to charge the DC bus 101 to make up for ⁇ P;
  • the DC voltage sensor 103 detects that the voltage of the DC bus 101 returns to normal, and the main controller 7 controls to turn off the storage capacitor 601 or the lithium battery 301, and the DC bus 101 starts Charge the storage capacitor 601 or the lithium battery 301 for next use.
  • the step 4 also includes the operation of storing braking energy, which is specifically as follows:
  • each parameter in the load circuit is preset, and each parameter is input into the control module; the parameter settings are as follows: the connection point of the main voltage sensor 405 is marked as point A, and point A collects the DC voltage V DC1 of the generator power supply mechanism and stores it.
  • connection point of the electric voltage sensor 206 is marked as point B, the point B collects the energy storage mechanism's DC bus 101 voltage V DC2 , the connection point of the DC voltage sensor 603 is marked as point C, and the point C collects the ship's propulsion mechanism DC voltage V DC3 and AC voltage
  • the connection point of the sensor 604 is marked as point D, the point D collects the power supply voltage V AC2 of the propulsion motor, the connection point of the AC current sensor 605 is marked as point E, and the point E collects the power supply current I AC1 of the propulsion motor 608;

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Abstract

本发明公开了一种船舶直流组网电力系统，包括左舷以及右舷两个推进单元，推进单元包含直流母线，直流母线上连接有至少两个发电机供电机构、船舶推进机构，左舷或者右舷的直流母线上设有负载机构，左舷与右舷的直流母线间设有电力电子开关。本船舶电力系统中设有用于在某部分负载短路时将其进行隔离的设施，在某处发生短路时，电力系统通过短路支撑可以立刻隔绝短路源，避免因为某处短路导致整个船舶电力系统的瘫痪，提高了系统的安全性以及冗余性。本发明还公开了船舶直流组网电力系统的运行和功率优化控制方法，该方法提高了分配发电机组功率的精确性，保证发电机组运行在最经济燃油状态。

Description

船舶直流组网电力系统及其运行和功率优化控制方法 技术领域
本发明涉及一种船舶直流组网电力系统，具体来说涉及一种船舶直流组网电力系统及其运行和功率优化控制方法。
背景技术
船舶推进系统一般是由柴油机、减速器和推进电机组成的，柴油机通过减速器驱动推进电机推动船舶运行。这种方案的设备成本比较低廉，但存在轴系占用空间大，振动噪音强的问题。并且当船舶负载发生较大变化时，柴油机输出功率不能迅速跟随变化，造成柴油机运行工况差，耗油量高的缺陷。
为了节省船舶轴系布置空间，提高船舶电气驱动响应速度和可操控性，开发出了船舶交流组网电力推进系统，即柴油机带动同步发电机发电，产生的恒频恒压交流电通过交流配电盘进行交流组网，交流组网后的交流电压在经过交—直—交变频器后，驱动船舶推进电动机工作。但同步发电机具有输出同频同压恒定交流电压的特点，当船舶负载发生变化时，只能通过切断或增加同步发电机的方式，来适应负载功率的变化，这种非线性的切换方式，会造成运行的柴油机不能运行在最佳的功率效率点上，存在燃油使用率极其低下的问题。并且交流配电盘两侧的控制系统是单独设计控制的，整个系统的集成性较差，设备占地空间大，设备价格高。
此外，随着对船舶海上施工作业水平要求的提高，各种甲板机械也从普通的恒速运行要求，过渡到具有调速的要求。船舶甲板机械的起动、制动和调速都需要单独的电源进行供电和调制，存在控制设备复杂，占用空间大和电源调制困难的问题。
随着技术的发展，出现了直流组网电力推进系统，船舶上的每台柴油机均带动一台异步发电机，每台异步发电机连接各自的整流器，整流后的直流连接到公共直流母线上，公共直流母线上并联有多路的逆变器，每个逆变器连接有各自的推进电机或负载，可以有效解决上述问题。但直流组网电力推进系统仍存在以下问题。
当系统某设备发生短路故障时，会在直流母线、变频器或者交流输出端出现明显的过电流，如果没有选择性地对故障设备进行切除，最终可能导致船舶全船失电、船舶丧失操控性，即丧失推进的能力，严重可导致船舶碰撞或船舶失火等。根据《船舶电力系统过电流选择性保护指南》，CCS规范对于故障选择性的实现规定电气系统具有自动转换功能，且由不同分配电板供电的双套重要设备情况以外，所有包括重要设备电路的短路保护应是选择性保护。同时，在满足选择性保护的前提下，应尽可能快地切断故障电路，从而减少对电力系统的影响和发生火灾的危险。对现有的文献进行检索后研究发现，中国专利申请号为CN201310215544.5的专利公开了“一种提高电网暂态电压支撑能力的网源稳态调压优化方法”，该方法是通过发电机与电容调节达到系统稳压的效果；对于高度冗余的船舶电力系统，当负载发生短路需要的支撑电流过大而超过了发电机和电容所能调节的范围，导致一系列电力系统的安全问题，因此对于船舶电力系统的短路支撑需要一种更加稳定更加安全的方法。
另外，现有的船舶电力系统运行和功率优化控制方法还存在下述问题：1、现有功率管理系统(PMS)未考虑船舶行驶过程中海洋环境变化对船舶负载功率的影响，以及整个电力系统消耗的功率，导致PMS无法准确获得系统当前总的负载功率，进而无法准确分配发电机组功率，此外，功率管理系统无法准确判定柴油发电机输出功率占比和燃油耗的关系，无法保证发电机组运行在最佳经济时刻，造成能源浪费；
2、船舶直流组网电力系统发生故障时，例如短路故障，发电机组故障等，控制系统无法有效、准确判断故障源，并且快速切除故障源或恢复故障设备运行，无法保证船舶运行的安全性和可靠性；
3、现有直流组网电力系统无法有效应对负载功率突变状况，当负载功率陡增时，需要加强直流母线的输出功率，传统方式通过选用功率较大的发电机组或增加备用发电机组，增加了船舶制造成本；当负载功率降低，甚至刹车能量回流时，多余的电能可能导致逆功，进而导致柴油机故障、船舶电力系统瘫痪等严重后果，传统的船舶电力系统一般通过加装消耗设备处理这部分能量，存在能量浪费问题。
当船舶快速运行、转弯超越或刹车时，发电机组的输出功率会突然升高或降低。如果并联发电机组的有功功率分配严重不平衡的话，在负载总功率较大的时候，往往是一台发电机组已满载或过载，而另一台发电机仍处于轻载状态，这样就不能充分利用机组的容量，发挥整个电站的效能，严重可引起电站运行故障。专利“多台常规发电机组系统消耗燃料最少的有功功率分配方法”(ZL201410077794.1)通过计算得出柴油机组最小的运行功率，再经过筛选得到最适合的柴油发电机组，从而达到节约燃料的效果；杨照宇等发表在《船舶工程》(2018年第2期)上的论文“新型科考船发电系统控制策略研究”介绍了一种功率分配方法。该方法主要在交流组网的电能传输下进行功率分配，通过改变柴油发电机组的频率从而改变转速，进行功率分配。但该方法需要采样更多关千柴油发电机组发电的电压与电流参数等参数，故控制结构相对比较复杂，并且改变频率对电机的调速要求比较高，故柴油发电机组的成本较高。专利中的方法虽然能有效地节约油耗，但是负载突然增大或减小时系统反应速度较慢，需要一定的时间才能达到功率分配的效果。专利“基于直流组网发电系统的柴油发电机组的功率分配方法”(201910259541.9)公开了一种直流组网发 电机组功率管理和提高发电机组功率分配精度的方法，但在负载短暂变化情况下，启动或关闭发电机组经济性差，反而会增加能耗。
发明内容
本发明所要解决的技术问题是：提供一种安全性高、能源利用率高的船舶直流组网电力系统。
为解决上述技术问题，本发明所采用的技术方案为：船舶直流组网电力系统，包括左舷以及右舷两个推进单元，推进单元包含直流母线，直流母线上连接有至少两个发电机供电机构、船舶推进机构，左舷或者右舷的直流母线上设有负载机构，左舷与右舷的直流母线间设有电力电子开关，发电机供电机构包括柴油发电机，柴油发电机通过供电线路依次与主断路器、整流模块、熔断器连接，该供电线路最后与直流母线相连接；整流模块与熔断器之间的导线上设有主电压传感器，主电压传感器与发电机控制模块电联接；
负载机构包括与直流母线通过接入导线相连接的负载逆变模块，正负极接入导线上都设有熔断器，接入导线上在熔断器与负载逆变模块输入端之间有一个接入用于检测负载电路上直流段的电压值的直流电压传感器的采集点A＇，负载逆变模块的输出端与负载电路的负载断路器输入端相连接，负载逆变模块的输出端与负载断路器输入端间设有一个用于接入采集逆变后的输出交流电压值的交流电压传感器的采集点B＇，负载断路器的输出端有一个用于接入采集输出的交流电流值的交流电流传感器采集点C＇，直流电压传感器、交流电压传感器、以及交流电流传感器与控制模块电联接；负载断路器与交流母线相连接，交流母线通过分流导线与船舶电力系统中的各个用电负载模块相连接，分流导线上在用电负载模块与交流母线间设有分断路器。
作为一种优选的方案，所述船舶推进机构包括推进电机，推进电机通过用电线路与直流母线相连接，用电线路上由推进电机开始依次设有用电断路器、逆变模块、熔断器。
作为一种优选的方案，所述推进单元还包括连接在直流母线上的能量存储 机构，能量存储机构包括与直流母线通过两根储电电线连接的储能斩波模块，储能斩波模块与电感滤波模块相连接，电感滤波模块与其中一根储电电线之间设有通过连接电线设有储电电容，连接电线上设有储电断路器，储电电线上设有熔断器；储电电线上设有连接有储电电压传感器，储电电压传感器与储能控制模块相连接；用电线路上在逆变模块与直流母线之间设有直流电压传感器，直流电压传感器与电动机控制模块相连接。
作为一种优选的方案，所述所述用电线路上在逆变模块和用电断路器之间设有交流电压传感器，交流电压传感器与电动机控制模块相连接；
作为一种优选的方案，所述所述用电线路上在推进电机和用电断路器之间设有交流电流传感器，交流电流传感器与电动机控制模块相连接；
作为一种优选的方案，所述推进单元还包括连接在直流母线上的电池供电机构，电池供电机构包括锂电池，锂电池通过电缆依次与断路器、电池斩波模块、熔断器连接，该电缆最后与直流母线相连接。
本系统的有益效果是：由于本系统包含左舷以及右舷两个推进单元，推进单元包含直流母线，直流母线上连接有至少两个发电机供电机构、船舶推进机构，左舷与右舷的直流母线间设有电力电子开关，当一侧推进单元发生故障时，可通过电力电子开关将其切出系统，以保证其余部分可以正常工作，提高了设备安全性。
当本船舶电力系统中某处发生短路时，电力系统通过短路支撑可以立刻隔绝短路源，避免因为某处短路导致整个船舶电力系统的瘫痪，提高了系统的安全性以及冗余性。由于船舶电力系统庞大且复杂，本系统在事后对短路处进行维修时大大方便了定点排除故障，从而节约大量时间。
本直流组网电力系统具有较高的稳定可靠性、以及安全性，在发生短路故障时，系统会自动切除故障源，保证整个电力系统的稳定运行。
由于设置了能量存储机构，电动机刹车时，通过能量存储机构储存电能， 既能避免逆功又能解决能量浪费问题，提高船舶动力推进系统经济性和环保性；而且能量存储机构的使用，可以在推进系统设计时，选择较小功率的柴油机，降低成本，同时可以在船舶运行中，配合柴油机给直流母线供电，使柴油机运行在最佳油耗点，提升燃油效率，降低运行成本。另外，能量存储机构可在船舶电力系统发生故障时，为直流母线提供短暂的供电，实现船舶的故障穿越。
由于所述推进单元还包括连接在直流母线上的电池供电机构，对船舶提供多种动力源，可在发电机故障时保证船舶正常运行。
本发明另一个所要解决的技术问题是：提供一种上述船舶直流组网电力系统的运行和功率优化控制方法。
为解决上述技术问题，本发明所采用的技术方案为：船舶直流组网电力系统的运行和功率优化控制方法包括以下步骤：
步骤1、发电机组起动
柴油发电机起动运转，转速传感器检测柴油发电机的转速，如果10～15s后，柴油柴油发电机转速没有达到1150～1550rpm之间，那么电力推进系统各个柴油发电机无法实现并车，系统报错并将错误信息发送给监控终端，维护人员通过遥控系统控制所有柴油发电机停机，对柴油发电机进行维修；如果柴油发电机转速达到预定值，柴油发电机完成起动，开始工作；
步骤2、直流母线预充
柴油发电机正常运转后，经预充回路为直流母线线充电，直流电压传感器监测直流母线电压，当直流母线电压达到1050～1075V之间时，主断路器闭合，柴油发电机产生的交流电经由整流模模块将交流电转换为直流电，为直流母线正常供电；
步骤3、负载运转
直流母线预充完成后，开始为各个负载供电；分别通过负载逆变模块和逆变模块将直流母线提供的直流电转换成推进电机和日用负载时所需的交流电；两个交流电压传感器分别监测两个负载逆变模块的交流侧电压，判断是否满足各个负载的所需电压，如果满足使用条件，则负载断路器和用电断路器闭合分别为日用负载和推进电机供电；
步骤4、对电力系统运行状态进行监测及调整
包括直流组网系统发电机组的功率分配操作，具体如下：
步骤a、首先对每台柴油机进行参数设置通过所述主控制模块进行各个柴油发电机组的功率参数设置，即分别设置第i(i＝1、2…N)台柴油机的最优工作负载功率下限P iI以及最优工作负载功率上限P iu，同时选择第一个柴油发电机组作为默认开启项；
步骤b、主控制器将不断检测直流组网电力系统的总功率P t，当直流母线中有负载工作时，发电系统也同时开始工作，第一个柴油发电机组开始工作；交流电流传感器读取第一个柴油发电机组产生的交流电I 1，所述电压传感器检测整流后的直流电压值V 1，A/D采样模块读取I 1与V 1数据后将其通过总线发送至子控制器，所述子控制器根据I 1与V 1计算出交流电压V AC1,所述子控制器再通过下式计算第一个柴油发电机组的使用功率P 1：
Figure PCTCN2021078301-appb-000001
其中φ为功率因素；
产生的交流电通过所述整流功率模块，设置整流功率模块的整流参数使整流后的电压值保持在V 1min～V 1max内，以保证P 1I<P 1<P 1u；
步骤c、主控制器将计算柴油机组总最优工作负载功率的范围，此时由于只有第一个柴油机组处于工作状态，所以柴油机组总最优工作负载功率下限P I＝P 1I，柴油机组总最优工作负载功率上限P u＝P 1u；
步骤d、主控制器将依次判定所有柴油机组的工作状态，若第i个柴油机组处于工作状态，则该发电电路的交流电流传感器将读取该柴油发电机组产生的交流电I i，电压传感器检测整流后的直流电压值V i，A/D采样模块读取I i与V i数据后将其通过总线发送至子控制器，所述子控制器根据I 1与V 1计算出交流电压V ACi,所述子控制器再通过下式计算第i个柴油发电机组的使用功率P i：
Figure PCTCN2021078301-appb-000002
产生的交流电通过所述整流功率模块，设置整流功率模块的整流参数使整流后的电压值保持在V imin～V imax内，以保证P 1I<P 1<P 1u；
步骤e、主控制器将通过下式计算柴油机组总最优工作负载功率的范围：
柴油机组总最优工作负载功率下限
Figure PCTCN2021078301-appb-000003
柴油机组总最优工作负载功率上限
Figure PCTCN2021078301-appb-000004
步骤f、主控制器将直流母线的总功率P t与柴油机组总最优负载功率下限P I与柴油机组总最优工作负载功率下限P u进行比较，若P I<P t<P u，则说明柴油机组的总发电功率达到P t时，每台柴油机的发电功率都在最优工作负载功率范围之内；此时进行步骤(g)，根据交叉耦合控制策略进行柴油机电压的同步控制；若P t不满足P I<P t<P u，即P t>P u或P t<P I时，则进行步骤(h),建立优化模型，优化求解柴油机组最优工作序列；
步骤g、根据交叉耦合控制策略进行柴油机电压的同步控制
g-1、当P I<P t<P u时，主控制器根据当前直流组网系统的总功率Pt计算得到一平均电压V′，该V′满足：当所有工作中的柴油机的输出电压都为V′时，依然有P I<P t<P u；
g-2、计算得到V′后，主控制器向各路子控制器发出电压调节指令；
g-3、子控制器收到来自主控制器的电压调节指令后，对A/D采样模块发送控制信号，A/D采样模块接收信号后向整流功率模块发送PWM波,PWM波改变整流功率模块中IGBT晶体管的占空比以调节整流的直流电压值；
g-4、各发电电路上的A/D转换模块将不断将柴油机的输出电压反馈给各路子控制器，子控制器再通过总线将电压数据发送给主控制器；
g-5、主控制器得到各发电电路子控制器发送的电压数据后，将V′与各路输出电压分别作差，主控制器将根据电压差值对各路子控制器发出电压补偿信号；
g-6、子控制器收到来自主控制器的电压补偿信号后，对A/D采样模块发送控制信号，A/D采样模块接收信号后向整流功率模块发送PWM波,PWM波改变整流功率模块中IGBT晶体管的占空比以调节整流的直流电压值；
g-7、回到步骤g-4循环执行；
步骤h、建立优化模型，优化求解柴油机组最优工作序列：
h-1、设现有工作发电机序列为W＝{W 1，W 2，…，W L}，非工作发电机序列为S＝{S 1，S 2，…，S N-L}，其中W∪S＝{1，2，3，…，N}；
h-2、如果P t>P u，则计算
Figure PCTCN2021078301-appb-000005
即在非工作状态的柴油机中找到平均最优工作负载功率最大的一台，然后执行步骤h-3；若P t<P I，则执行步骤h-4；
h-3、计算
Figure PCTCN2021078301-appb-000006
若P′<P t，则W＝W∪{S J}，S＝S\{S J}，L＝L+1，即将步骤h-2中找到的平均最优工作负载功率最大的一台柴油机启动，然后回到步骤h-2，直至P′>P t时，继续执行步骤h-6；
h-4、计算
Figure PCTCN2021078301-appb-000007
即在工作状态的柴油机中找到平均最优工作负载功率最大的一台；
h-5、计算
Figure PCTCN2021078301-appb-000008
若P″>P t,则则W＝W\{W I}，S＝S∪{W I}，L＝L-1，即将步骤h-4中找到的平均最优工作负载功率最大的一台柴油机启动，然后回到步h-4，直至P″<P t时，继续执行步骤h-6；
h-6、首先计算
Figure PCTCN2021078301-appb-000009
即分别计算工作序列中任一柴油机与非工作序列中任一柴油机的平均最优工作负载功率的差值，其中
Figure PCTCN2021078301-appb-000010
然后计算
Figure PCTCN2021078301-appb-000011
若I＝0，则
W＝W∪{S J}，S＝S\{S J}，L＝L+1
若J＝0，则
W＝W\{W I}，S＝S∪{W I}，L＝L-1
若I、J≠0，则
W＝W∪{S J}\{W I}，S＝S∪{W I}\{S J}，L＝L
上述过为即求解柴油机最优工作序列的过程，即找到满足P I<P t<P u的最大P I值P Imax，以及最小P u值P umax，使得柴油机组总最优工作负载功率下限P I和柴油机组总最优工作负载功率上限P u与直流母线总功率P t最为接近；
I＝0，W＝W∪{S J}，S＝S\{S J}，L＝L+1表示从非工作序列中开启一台柴油机后即可满足P I＝P Imax，P u＝P umax，无需从工作序列中关闭柴油机；
J＝0，W＝W\{W I}，S＝S∪{W I}，L＝L-1表示从工作序列中关闭一台柴油机后即可满足P I＝P Imax，P u＝P umax，无需从非工作序列中开启柴油机；
J≠0，W＝W∪{S J}\{W I}，S＝S∪{W I}\{S J}，L＝L表示从非工作序列中开启一台 柴油机，并且从工作序列中关闭一台柴油机后即可满足P I＝P Imax，P u＝P umax；
h-7完成上述步骤后即完成了柴油机组最优工作序列优化求解的过程，主控制器将周期性的检测直流母线总功率P t，若P t发生变化，则重新回到步骤4，若P t不发生变化则优化结束，柴油机组将保持现有序列进行工作。
作为一种优选的方案，所述步骤4还包括故障诊断及修复的操作，具体如下：
当日用负载电路中发生短路故障，相应的分断路器处电流瞬间上升到危险值，变频器判断出现短路故障并立刻将电压降至为0，该分断路器处电流大小降低到0；变频器开始进行短路故障电流支撑，将电压逐渐提升，分断路器处电流会在0.5s内上升到设定峰值，维持约2s，大电流使得该分断路器跳闸后，电流降低为0，切断短路来源以解除故障；然后，变频器进行短路故障判断，如果电流值较小，则故障消除，电网电压在1s内建立，恢复其他设备的正常使用；如果故障点并没有消除，超过3s，自动停机保护；
当柴油发电机发生故障后，先停止推进电机的转动，同时立刻启动储电电容，对直流母线进行功率补给，保证日用负载正常运行；在储电电容对电源供电的时间内，启动备用发电机组，对船舶进行功率能源供应，备用发电机组启动完毕后，如一切正常，启动推进电机，船舶恢复运行，同时直流母线给储电电容进行充电，以备下次使用，以此保证故障期间日用电源的使用不会受到影响；
作为一种优选的方案，所述步骤4还包括发电机功率补充与存储操作，具体如下：
当船舶所需要的运行功率增大，超过柴油发电机额定功率，直流母线电压 值降低，此时直流电压传感器检测到直流母线电压下降，主控制器根据运行功率和发电机组额定功率差值△P和预期过载时长T判断用哪种方式来弥补△P，当△P<锂电池额定输出功率时，起动锂电池对直流母线进行供电来弥补△P，保证船舶运行正常；若△P超过锂电池额定输出功率，且预期过载时长T<30s，则起动储电电容对直流母线充电来弥补△P；
当船舶所需要的运行功率降低到低于柴油发电机额定功率，直流电压传感器监测到直流母线电压恢复正常，主控制器控制关闭储电电容或锂电池，直流母线开始对储电电容或锂电池充电，以备下次使用。
作为一种优选的方案，所述步骤4还包括存储刹车能量操作，具体如下：
首先对负载电路中各个参数进行预设，并将各个参数输入进控制模块中；参数设置如下：主电压传感器的连接点记为A点，A点采集发电机供电机构直流电压V DC1，储电电压传感器的连接点记为B点，B点采集能量存储机构直流母线电压V DC2，直流电压传感器的连接点记为C点，C点采集船舶推进机构直流电压V DC3，交流电压传感器的连接点记为D点，D点采集推进电机供电电压V AC2，交流电流传感器的连接点记为E点，E点采集推进电机供电电流I AC1；
当船舶正常行驶中、各个模块正常运行时，直流侧电压V DC1＝V DC2＝V DC3＝V DC额；在某一时刻，船舶突然刹车，当船舶推进机构中的电动机控制模块接收到刹车指令后，船舶推进机构处的电动机控制模块控制逆变模块停止逆变，此时推进电机失去供电且V AC2＝0；螺旋桨旋转的惯性带动推进电机旋转产生的多余电能通过船舶推进机构整流回到直流组网，此时C点采集到的直流电压V DC3>V DC额＝V DC1＝V DC2；在多余电能的输入下，整个直流母线电压V DC额上升；当A、B、C点处的电压传感器检测到的直流电压 V DC1＝V DC2＝V DC3＝V DC额'>V DC额时，能量存储机构中的储电断路器闭合，直流母线的高电压通过储能斩波模块进行降压并对能量存储机构的储电电容进行充电，开始对多余能进行储存；当直流母线电压开始下降，A、B、C点处的电压传感器检测到的V DC1＝V DC2＝V DC3＝V DC额时，能量存储机构中的储能控制模块控制储电断路器断开，系统完成对多余能量利用。
本方法的有益效果是：
本方法中考虑了海洋环境变化对船舶负载功率的影响、以及整个电力系统消耗的功率，可以实时准确获取系统运行状态下的负载总功率，并通过建立功率分配优化模型，准确判定柴油发电机输出功率占比和燃油耗的关系，提高了分配发电机组功率的精确性，保证发电机组运行在最经济燃油状态，提高能源利用率、减少能源浪费和污染。
本直流组网电力系统稳定可靠，安全性高，在发生短路故障时(变频器直流短路或日用负载短路)，系统会自动切除故障源，保证电力系统故障点外的其它部分稳定运行。当本船舶电力系统中某处发生短路时，电力系统通过短路支撑可以立刻隔绝短路源，避免因为某处短路导致整个船舶电力系统的瘫痪，提高了系统的安全性以及冗余性。由于船舶电力系统庞大且复杂，本系统在事后对短路处进行维修时大大方便了定点排除故障，从而节约大量时间。
由于设置了能量存储机构，电动机刹车时，通过能量存储机构储存电能，既能避免逆功又能解决能量浪费问题，提高船舶动力推进系统经济性和环保性；而且能量存储机构的使用，可以在推进系统设计时，选择较小功率的柴油机，降低成本，同时可以在船舶运行中，配合柴油机给直流母线供电，使柴油机运行在最佳油耗点，提升燃油效率，降低运行成本。另外，能量存储机构可在船舶电力系统发生故障时，为直流母线提供短暂的供电，实现船舶的故障穿 越，保证船舶正常运行。
附图说明
图1是本发明实施例1的结构示意图。
图2是本发明实施例2的结构示意图。
图3是负载短路支撑方法流程图。
图中：101直流母线、102电力电子开关、103直流电压传感器；
201储电电容、202储电断路器、203电感滤波模块、204储能斩波模块、205熔断器、206储电电压传感器、207储能控制模块；
301锂电池，302断路器、303斩波模块、304熔断器、305熔断器、306锂电池电压传感器、307锂电池控制模块；
401柴油发电机、402主断路器、403整流模块、404熔断器连接，405主电压传感器、406发电机控制模块、407发电机组监测装置；408交流电压传感器、409交流电流传感器、410转速传感器、411.子控制器411、412.A/D采样模块；
501熔断器、502负载逆变模块、503直流电压传感器、504交流电压传感器、505交流电流传感器、506控制模块、507负载断路器、508交流母线、509分断路器、510分断路器、511分断路器；
601熔断器、602逆变模块、603直流电压传感器、604交流电压传感器、605交流电流传感器、606电动机控制模块、607用电断路器、608推进电机；7主控制器，8.A/D转换模块。
具体实施方式
下面结合附图，详细描述本发明的具体实施方案。
实施例1如图1所示，船舶直流组网电力系统，船舶直流组网电力系统，包括左舷和右舷两个推进单元，推进单元包括直流母线101，直流母线101上连接有发电机供电机构、船舶推进机构、能量存储机构和负载机构，左舷与右舷的直流母线101上分别设有直流电压传感器103，两段直流母线101通过电力电子开关102连接，当某段直流母线或直流母线上连接的设备发生故障时，电力 电子开关102会自动断开，将发生故障的直流母线切除，保证其它设备正常运行；
发电机供电机构包括柴油发电机401，柴油发电机401通过供电线路依次与主断路器402、整流模块403、熔断器404连接，该电缆最后与直流母线101相连接；整流模块403与熔断器404之间的导线上设有主电压传感器405，主电压传感器405与发电机控制模块406电联接，柴油发电机401设有转速传感器410，柴油发电机401和主断路器402间设有发电机组监测装置407，发电机组监测装置407包括交流电压传感器408和交流电流传感器409；
负载机构包括与直流母线101通过接入导线相连接的负载逆变模块502，正负极接入导线上都设有熔断器501，接入导线上在熔断器501与负载逆变模块502输入端之间有一个接入用于检测负载电路上直流段的电压值的直流电压传感器503的采集点A＇，负载逆变模块502的输出端与负载电路的负载断路器507输入端相连接，负载逆变模块502的输出端与负载断路器507输入端间设有一个用于接入采集逆变后的输出交流电压值的交流电压传感器504的采集点B＇，负载断路器507的输出端有一个用于接入采集输出的交流电流值的交流电流传感器505采集点C＇，直流电压传感器503、交流电压传感器504、以及交流电流传感器505与控制模块506电联接；负载断路器507与交流母线508相连接，交流母线508通过分流导线与船舶电力系统中的各个用电负载模块相连接，分流导线上在用电负载模块与交流母线508间设有分断路器509、510、511；
船舶推进机构包括推进电机608，推进电机608通过用电线路与直流母线101相连接，用电线路上由推进电机608开始依次设有用电断路器607、逆变模块602、熔断器601。
实施例2如图2所示，船舶直流组网电力系统，船舶直流组网电力系统，包括左舷和右舷两个推进单元，推进单元包括直流母线101，直流母线101上连接有N/2组发电机供电机构、船舶推进机构、能量存储机构和负载机构，左舷 与右舷的直流母线101上分别设有直流电压传感器103，两段直流母线101通过电力电子开关102连接，当某段直流母线或直流母线上连接的设备发生故障时，电力电子开关102会自动断开，将发生故障的直流母线切除，保证其它设备正常运行；
发电机供电机构包括柴油发电机401，柴油发电机401通过供电线路依次与主断路器402、整流模块403、熔断器404连接，该电缆最后与直流母线101相连接；整流模块403与熔断器404之间的导线上设有主电压传感器405，主电压传感器405与发电机控制模块406电联接，柴油发电机401设有转速传感器410，柴油发电机401和主断路器402间设有发电机组监测装置407，发电机组监测装置407包括交流电压传感器408和交流电流传感器409；
负载机构包括与直流母线101通过接入导线相连接的负载逆变模块502，正负极接入导线上都设有熔断器501，接入导线上在熔断器501与负载逆变模块502输入端之间有一个接入用于检测负载电路上直流段的电压值的直流电压传感器503的采集点A＇，负载逆变模块502的输出端与负载电路的负载断路器507输入端相连接，负载逆变模块502的输出端与负载断路器507输入端间设有一个用于接入采集逆变后的输出交流电压值的交流电压传感器504的采集点B＇，负载断路器507的输出端有一个用于接入采集输出的交流电流值的交流电流传感器505采集点C＇，直流电压传感器503、交流电压传感器504、以及交流电流传感器505与控制模块506电联接；负载断路器507与交流母线508相连接，交流母线508通过分流导线与船舶电力系统中的各个用电负载模块相连接，分流导线上在用电负载模块与交流母线508间设有分断路器509、510、511；
船舶推进机构包括推进电机608，推进电机608通过用电线路与直流母线101相连接，用电线路上由推进电机608开始依次设有用电断路器607、逆变模块602、熔断器601。
船舶推进机构中用电线路上在逆变模块602与直流母线101之间设有直流电压传感器603，直流电压传感器603与电动机控制模块606相连接。
所述用电线路上在逆变模块602和用电断路器607之间设有交流电压传感器604，交流电压传感器604与电动机控制模块606相连接；
所述用电线路上在推进电机608和用电断路器607之间设有交流电流传感器605，交流电流传感器605与电动机控制模块606相连接；
电力系统还包括连接在直流母线101上的能量存储机构，能量存储机构包括与直流母线101通过两根储电电线连接的储能斩波模块204，储能斩波模块204与电感滤波模块203相连接，电感滤波模块203与其中一根储电电线之间设有通过连接电线设有储电电容201，连接电线上设有储电断路器202，储电电线上设有熔断器205；储电电线上设有连接有储电电压传感器206，储电电压传感器206与储能控制模块207相连接；
电力系统还包括连接在直流母线101上的电池供电机构，电池供电机构包括与直流母线101通过两根储电电线连接的锂电池斩波模块304，锂电池斩波模块304与电感滤波模块303相连接，电感滤波模块303与其中一根储电电线之间设有通过连接电线设有锂电池301，连接电线上设有锂电池断路器302，储电电线上设有熔断器305；储电电线上设有连接有锂电池电压传感器306，锂电池电压传感器306与锂电池控制模块307相连接；
基于上述实施例2的船舶直流组网电力系统的运行和功率优化控制方法包括以下步骤：
步骤1、发电机组起动
柴油发电机401起动运转，转速传感器410检测柴油发电机401的转速，如果10～15s后，柴油柴油发电机401转速没有达到1150～1550rpm之间，那么电力推进系统各个柴油发电机401无法实现并车，系统报错并将错误信息发送给监控终端，维护人员通过遥控系统控制所有柴油发电机401停机，对柴油发电机401进行维修；如果柴油发电机401转速达到预定值，柴油发电机401完成起动，开始工作；
步骤2、直流母线预充
柴油发电机401正常运转后，经预充回路为直流母线101线充电，直流电压传感器103监测直流母线101电压，当直流母线101电压达到1050～1075V之间时，主断路器402闭合，柴油发电机401产生的交流电经由整流模模块403将交流电转换为直流电，为直流母线101正常供电；
步骤3、负载运转
直流母线101预充完成后，开始为各个负载供电；分别通过负载逆变模块502和逆变模块602将直流母线101提供的直流电转换成推进电机608和日用负载时所需的交流电；交流电压传感器504和交流电压传感器604分别监测负载逆变模块502和逆变模块602交流侧电压，判断是否满足各个负载的所需电压，如果满足使用条件，则负载断路器507和用电断路器607闭合分别为日用负载和推进电机608供电；
步骤4、对电力系统运行状态进行监测及调整
包括直流组网系统发电机组的功率分配操作，如图3所示，具体如下：
步骤a、首先对每台柴油机进行参数设置通过所述主控制模块10进行各个柴油发电机组的功率参数设置，即分别设置第i(i＝1、2…N)台柴油机的最优工作负载功率下限P iI以及最优工作负载功率上限P iu，同时选择第一个柴油发电机组作为默认开启项；
步骤b、主控制器7将不断检测直流组网9电力系统的总功率P t，当直流母线101中有负载工作时，发电系统也同时开始工作，第一个柴油发电机组开始工作；交流电流传感器409读取第一个柴油发电机组产生的交流电I 1，所述电压传感器405检测整流后的直流电压值V 1，A/D采样模块412读取I 1与V 1数据后将其通过总线发送至子控制器411，所述子控制器411根据I 1与V 1计算出交流电压 V AC1,所述子控制器411再通过下式计算第一个柴油发电机组的使用功率P 1：
Figure PCTCN2021078301-appb-000012
其中φ为功率因素；
产生的交流电通过所述整流功率模块403，设置整流功率模块403的整流参数使整流后的电压值保持在V 1min～V 1max内，以保证P 1I<P 1<P 1u在此实施例中，V min＝1050V，V max＝1100V；
步骤c、主控制器7将计算柴油机组总最优工作负载功率的范围，此时由于只有第一个柴油机组处于工作状态，所以柴油机组总最优工作负载功率下限P I＝P 1I，柴油机组总最优工作负载功率上限P u＝P 1u；
步骤d、主控制器将依次判定所有柴油机组的工作状态，若第i个柴油机组处于工作状态，则该发电电路的交流电流传感器409将读取该柴油发电机组产生的交流电I i，电压传感器405检测整流后的直流电压值V i，A/D采样模块412读取I i与V i数据后将其通过总线发送至子控制器411，所述子控制器411根据I 1与V 1计算出交流电压V ACi,所述子控制器411再通过下式计算第i个柴油发电机组的使用功率P i：
Figure PCTCN2021078301-appb-000013
产生的交流电通过所述整流功率模块403，设置整流功率模块403的整流参数使整流后的电压值保持在V imin～V imax内，以保证P 1I<P 1<P 1u；
步骤e、主控制器7将通过下式计算柴油机组总最优工作负载功率的范围：
柴油机组总最优工作负载功率下限
Figure PCTCN2021078301-appb-000014
柴油机组总最优工作负载功率上限
Figure PCTCN2021078301-appb-000015
步骤f、主控制器7将直流母线101的总功率P t与柴油机组总最优负载功率 下限P I与柴油机组总最优工作负载功率下限P u进行比较，若P I<P t<P u，则说明柴油机组的总发电功率达到P t时，每台柴油机的发电功率都在最优工作负载功率范围之内；此时进行步骤(g)，根据交叉耦合控制策略进行柴油机电压的同步控制；若P t不满足P I<P t<P u，即P t>P u或P t<P I时，则进行步骤(h),建立优化模型，优化求解柴油机组最优工作序列；
步骤g、根据交叉耦合控制策略进行柴油机电压的同步控制
g-1、当P I<P t<P u时，主控制器7根据当前直流组网系统的总功率Pt计算得到一平均电压V′，该V′满足：当所有工作中的柴油机的输出电压都为V′时，依然有P I<P t<P u；
g-2、计算得到V′后，主控制器7向各路子控制器411发出电压调节指令；
g-3、子控制器411收到来自主控制器7的电压调节指令后，对A/D采样模块412发送控制信号，A/D采样模块412接收信号后向整流功率模块403发送PWM波,PWM波改变整流功率模块中IGBT晶体管的占空比以调节整流的直流电压值；
g-4、各发电电路上的A/D转换模块8将不断将柴油机的输出电压反馈给各路子控制器411，子控制器411再通过总线将电压数据发送给主控制器7；
g-5、主控制器7得到各发电电路子控制器411发送的电压数据后，将V′与各路输出电压分别作差，主控制器7将根据电压差值对各路子控制器411发出电压补偿信号；
g-6、子控制器411收到来自主控制器7的电压补偿信号后，对A/D采样模块412发送控制信号，A/D采样模块412接收信号后向整流功率模块403发送PWM波,PWM波改变整流功率模块中IGBT晶体管的占空比以调节整流的直流电压值；
g-7、回到步骤g-4循环执行；
步骤h、建立优化模型，优化求解柴油机组最优工作序列：
h-1、设现有工作发电机序列为W＝{W 1，W 2，…，W L}，非工作发电机序列为S＝{S 1，S 2，…，S N-L}，其中W∪S＝{1，2，3，…，N}；
h-2、如果P t>P u，则计算
Figure PCTCN2021078301-appb-000016
即在非工作状态的柴油机中找到平均最优工作负载功率最大的一台，然后执行步骤h-3；若P t<P I，则执行步骤h-4；
h-3、计算
Figure PCTCN2021078301-appb-000017
若P′<P t，则W＝W∪{S J}，S＝S\{S J}，L＝L+1，即将步骤h-2中找到的平均最优工作负载功率最大的一台柴油机启动，然后回到步骤h-2，直至P′>P t时，继续执行步骤h-6；
h-4、计算
Figure PCTCN2021078301-appb-000018
即在工作状态的柴油机中找到平均最优工作负载功率最大的一台；
h-5、计算
Figure PCTCN2021078301-appb-000019
若P″>P t,则则W＝W\{W I}，S＝S∪{W I}，L＝L-1，即将步骤h-4中找到的平均最优工作负载功率最大的一台柴油机启动，然后回到步h-4，直至P″<P t时，继续执行步骤h-6；
h-6、首先计算
Figure PCTCN2021078301-appb-000020
即分别计算工作序列中任一柴油机与非工作序列中任一柴油机的平均最优工作负载功率的差值，其中
Figure PCTCN2021078301-appb-000021
然后计算
Figure PCTCN2021078301-appb-000022
若I＝0，则
W＝W∪{S J}，S＝S\{S J}，L＝L+1
若J＝0，则
W＝W\{W I}，S＝S∪{W I}，L＝L-1
若I、J≠0，则
W＝W∪{S J}\{W I}，S＝S∪{W I}\{S J}，L＝L
上述过为即求解柴油机最优工作序列的过程，即找到满足P I<P t<P u的最大P I值P Imax，以及最小P u值P umax，使得柴油机组总最优工作负载功率下限P I和柴油机组总最优工作负载功率上限P u与直流母线101总功率P t最为接近；
I＝0，W＝W∪{S J}，S＝S\{S J}，L＝L+1表示从非工作序列中开启一台柴油机后即可满足P I＝P Imax，P u＝P umax，无需从工作序列中关闭柴油机；
J＝0，W＝W\{W I}，S＝S∪{W I}，L＝L-1表示从工作序列中关闭一台柴油机后即可满足P I＝P Imax，P u＝P umax，无需从非工作序列中开启柴油机；
J≠0，W＝W∪{S J}\{W I}，S＝S∪{W I}\{S J}，L＝L表示从非工作序列中开启一台柴油机，并且从工作序列中关闭一台柴油机后即可满足P I＝P Imax，P u＝P umax；
h-7完成上述步骤后即完成了柴油机组最优工作序列优化求解的过程，主控制器7将周期性的检测直流母线101总功率P t，若P t发生变化，则重新回到步骤4，若P t不发生变化则优化结束，柴油机组将保持现有序列进行工作；
所述步骤4还包括故障诊断及修复的操作，具体如下：
当连接左右舷的两段直流母线101发生接触而出现短路，或变频器、或日用负载发生直流短路时，与两段直流母线101连接的电力电子开关102会在15～25μs内跳开，从而将故障半舷从非故障半舷的直流母线之中切出；
当变频器发生直流短路故障时，故障舷所有变频器的电容会向短路点放电并输送电流Ic，电流会流过熔断器并可能导致熔断器发生熔断，由于故障舷所有非故障模块的电容较大、回路较长，且包含了熔断器的阻抗，因此整个回路的放电时间常数较长，因此，短路点的熔断器由于电流Ic的I 2T累积而熔断，从而被切除出回路；故障舷中非短路点的熔断器并未达到其弧前I 2T，不会受到任 何损伤，从而实现变频器直流短路时的故障选择性切除；
当日用负载电路中发生短路故障(以分短路器511对应支路故障的情况来详述)，分断路器511处电流瞬间上升到危险值，变频器502进行短路故障判断，立刻将电压降至为0，分断路器511处电流大小降低到0；变频器501开始进行短路故障电流支撑，将电压逐渐提升，分断路器511处电流会在0.5s内上升到设定峰值，维持约2s，大电流使得分断路器511跳闸后，电流降低为0，切断短路来源以解除故障；然后，变频器502进行短路故障判断，如果电流值较小，则故障消除，电网电压在1s内建立，恢复其他设备的正常使用；如果故障点并没有消除，超过3s，自动停机保护；
当柴油发电机401发生故障后，先切断推进电机608的转动，同时立刻启动储电电容601，对直流母线101进行功率补给，保证日用负载正常运行；在储电电容601对电源供电的时间(一般不超过20s)内，启动备用发电机组，对船舶进行功率能源供应，备用发电机组启动完毕后，如一切正常，启动推进电机608，船舶恢复运行，同时直流母线101给储电电容601进行充电，以备下次使用，以此保证故障期间日用电源的使用不会受到影响；
所述步骤4还包括发电机功率补充与存储操作，对发电机功率进行削峰填谷式补充，具体如下：
当船舶所需要的运行功率增大，超过柴油发电机401额定功率，直流母线101电压值会降低，此时直流电压传感器103检测到直流母线101电压下降，主控制器7根据运行功率和发电机组额定功率差值△P和预期过载时长T判断用哪种方式来弥补△P，当△P<锂电池额定输出功率时，起动锂电池301对直流母线101进行供电来弥补△P，保证船舶运行正常，若△P超过锂电池额定输出功率，且预期过载时长T<30s，则起动储电电容601对直流母线101充电来 弥补△P；
当船舶所需要的运行功率降低到低于柴油发电机401额定功率，直流电压传感器103监测到直流母线101电压恢复正常，主控制器7控制关闭储电电容601或锂电池301，直流母线101开始对储电电容601或锂电池301充电，以备下次使用。
所述步骤4还包括存储刹车能量操作，具体如下：
首先对负载电路中各个参数进行预设，并将各个参数输入进控制模块中；参数设置如下：主电压传感器405的连接点记为A点，A点采集发电机供电机构直流电压V DC1，储电电压传感器206的连接点记为B点，B点采集能量存储机构直流母线101电压V DC2，直流电压传感器603的连接点记为C点，C点采集船舶推进机构直流电压V DC3，交流电压传感器604的连接点记为D点，D点采集推进电机供电电压V AC2，交流电流传感器605的连接点记为E点，E点采集推进电机608供电电流I AC1；
当船舶正常行驶中、各个模块正常运行时，直流侧电压V DC1＝V DC2＝V DC3＝V DC额；在某一时刻，船舶突然刹车，当船舶推进机构中的电动机控制模块606接收到刹车指令后，船舶推进机构处的电动机控制模块606控制逆变模块602停止逆变，此时推进电机608失去供电且V AC2＝0；螺旋桨旋转的惯性带动推进电机608旋转产生的多余电能通过船舶推进机构整流回到直流组网，此时C点采集到的直流电压V DC3>V DC额＝V DC1＝V DC2；在多余电能的输入下，整个直流母线101电压V DC额上升；当A、B、C点处的电压传感器检测到的直流电压V DC1＝V DC2＝V DC3＝V DC额'>V DC额时，能量存储机构中的储电断路器202闭合，直流母线101的高电压通过储能斩波模块204进行降压并对能量存 储机构的储电电容201进行充电，开始对多余能进行储存；当直流母线101电压开始下降，A、B、C点处的电压传感器检测到的V DC1＝V DC2＝V DC3＝V DC额时，能量存储机构中的储能控制模块207控制储电断路器202断开，系统完成对多余能量利用。
上述的实施例仅例示性说明本发明创造的原理及其功效，以及部分运用的实施例，而非用于限制本发明；应当指出，对于本领域的普通技术人员来说，在不脱离本发明创造构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。

Claims (10)

  1. 船舶直流组网电力系统，包括左舷以及右舷两个推进单元，推进单元包含直流母线，直流母线上连接有至少两个发电机供电机构、船舶推进机构，左舷或者右舷的直流母线上设有负载机构，左舷与右舷的直流母线间设有电力电子开关，发电机供电机构包括柴油发电机，柴油发电机通过供电线路依次与主断路器、整流模块、熔断器连接，该供电线路最后与直流母线相连接；整流模块与熔断器之间的导线上设有主电压传感器，主电压传感器与发电机控制模块电联接；
    负载机构包括与直流母线通过接入导线相连接的负载逆变模块，正负极接入导线上都设有熔断器，接入导线上在熔断器与负载逆变模块输入端之间有一个接入用于检测负载电路上直流段的电压值的直流电压传感器的采集点A＇，负载逆变模块的输出端与负载电路的负载断路器输入端相连接，负载逆变模块的输出端与负载断路器输入端间设有一个用于接入采集逆变后的输出交流电压值的交流电压传感器的采集点B＇，负载断路器的输出端有一个用于接入采集输出的交流电流值的交流电流传感器采集点C＇，直流电压传感器、交流电压传感器、以及交流电流传感器与控制模块电联接；负载断路器与交流母线相连接，交流母线通过分流导线与船舶电力系统中的各个用电负载模块相连接，分流导线上在用电负载模块与交流母线间设有分断路器。
  2. 如权利要求1所述的船舶直流组网电力系统，其特征在于：所述船舶推进机构包括推进电机，推进电机通过用电线路与直流母线相连接，用电线路上由推进电机开始依次设有用电断路器、逆变模块、熔断器。
  3. 如权利要求2所述的船舶直流组网电力系统，其特征在于：所述推进单元还包括连接在直流母线上的能量存储机构，能量存储机构包括与直流母线通过两根储电电线连接的储能斩波模块，储能斩波模块与电感滤波模块相连接，电感滤波模块与其中一根储电电线之间设有通过连接电线设有储电电容，连接电线上设有储电断路器，储电电线上设有熔断器；储电电线上设有连接有储电电 压传感器，储电电压传感器与储能控制模块相连接；用电线路上在逆变模块与直流母线之间设有直流电压传感器，直流电压传感器与电动机控制模块相连接。
  4. 如权利要求3所述的船舶直流组网电力系统，其特征在于：所述用电线路上在逆变模块和用电断路器之间设有交流电压传感器，交流电压传感器与电动机控制模块相连接。
  5. 如权利要求4所述的船舶直流组网电力系统，其特征在于：所述用电线路上在推进电机和用电断路器之间设有交流电流传感器，交流电流传感器与电动机控制模块相连接。
  6. 如权利要求5所述的船舶直流组网电力系统，其特征在于：所述推进单元还包括连接在直流母线上的电池供电机构，电池供电机构包括锂电池，锂电池通过电缆依次与断路器、电池斩波模块、熔断器连接，该电缆最后与直流母线相连接。
  7. 如权利要求6所述的船舶直流组网电力系统的运行和功率优化控制方法，包括以下步骤：
    步骤1、发电机组起动
    柴油发电机起动运转，转速传感器检测柴油发电机的转速，如果10～15s后，柴油柴油发电机转速没有达到1150～1550rpm之间，那么电力推进系统各个柴油发电机无法实现并车，系统报错并将错误信息发送给监控终端，维护人员通过遥控系统控制所有柴油发电机停机，对柴油发电机进行维修；如果柴油发电机转速达到预定值，柴油发电机完成起动，开始工作；
    步骤2、直流母线预充
    柴油发电机正常运转后，经预充回路为直流母线线充电，直流电压传感器监测直流母线电压，当直流母线电压达到1050～1075V之间时，主断路器闭合，柴油发电机产生的交流电经由整流模模块将交流电转换为直流电，为直流母线 正常供电；
    步骤3、负载运转
    直流母线预充完成后，开始为各个负载供电；分别通过负载逆变模块和逆变模块将直流母线提供的直流电转换成推进电机和日用负载时所需的交流电；两个交流电压传感器分别监测两个负载逆变模块的交流侧电压，判断是否满足各个负载的所需电压，如果满足使用条件，则负载断路器和用电断路器闭合分别为日用负载和推进电机供电；
    步骤4、对电力系统运行状态进行监测及调整
    包括直流组网系统发电机组的功率分配操作，具体如下：
    步骤a、首先对每台柴油机进行参数设置通过所述主控制模块进行各个柴油发电机组的功率参数设置，即分别设置第i(i＝1、2…N)台柴油机的最优工作负载功率下限P iI以及最优工作负载功率上限P iu，同时选择第一个柴油发电机组作为默认开启项；
    步骤b、主控制器将不断检测直流组网电力系统的总功率P t，当直流母线中有负载工作时，发电系统也同时开始工作，第一个柴油发电机组开始工作；交流电流传感器读取第一个柴油发电机组产生的交流电I 1，所述电压传感器检测整流后的直流电压值V 1，A/D采样模块读取I 1与V 1数据后将其通过总线发送至子控制器，所述子控制器根据I 1与V 1计算出交流电压V AC1,所述子控制器再通过下式计算第一个柴油发电机组的使用功率P 1：
    Figure PCTCN2021078301-appb-100001
    其中φ为功率因素；
    产生的交流电通过所述整流功率模块，设置整流功率模块的整流参数使整流后的电压值保持在V 1min～V 1max内，以保证P 1I<P 1<P 1u；
    步骤c、主控制器将计算柴油机组总最优工作负载功率的范围，此时由于只有第一个柴油机组处于工作状态，所以柴油机组总最优工作负载功率下限 P I＝P 1I，柴油机组总最优工作负载功率上限P u＝P 1u；
    步骤d、主控制器将依次判定所有柴油机组的工作状态，若第i个柴油机组处于工作状态，则该发电电路的交流电流传感器将读取该柴油发电机组产生的交流电I i，电压传感器检测整流后的直流电压值V i，A/D采样模块读取I i与V i数据后将其通过总线发送至子控制器，所述子控制器根据I 1与V 1计算出交流电压V ACi,所述子控制器再通过下式计算第i个柴油发电机组的使用功率P i：
    Figure PCTCN2021078301-appb-100002
    其中φ为功率因素；
    产生的交流电通过所述整流功率模块，设置整流功率模块的整流参数使整流后的电压值保持在V imin～V imax内，以保证P 1I<P 1<P 1u；
    步骤e、主控制器将通过下式计算柴油机组总最优工作负载功率的范围：
    柴油机组总最优工作负载功率下限
    Figure PCTCN2021078301-appb-100003
    柴油机组总最优工作负载功率上限
    Figure PCTCN2021078301-appb-100004
    步骤f、主控制器将直流母线的总功率P t与柴油机组总最优负载功率下限P I与柴油机组总最优工作负载功率下限P u进行比较，若P I<P t<P u，则说明柴油机组的总发电功率达到P t时，每台柴油机的发电功率都在最优工作负载功率范围之内；此时进行步骤(g)，根据交叉耦合控制策略进行柴油机电压的同步控制；若P t不满足P I<P t<P u，即P t>P u或P t<P I时，则进行步骤(h),建立优化模型，优化求解柴油机组最优工作序列；
    步骤g、根据交叉耦合控制策略进行柴油机电压的同步控制
    g-1、当P I<P t<P u时，主控制器根据当前直流组网系统的总功率Pt计算得到一平均电压V′，该V′满足：当所有工作中的柴油机的输出电压都为V′时，依然 有P I<P t<P u；
    g-2、计算得到V′后，主控制器向各路子控制器发出电压调节指令；
    g-3、子控制器收到来自主控制器的电压调节指令后，对A/D采样模块发送控制信号，A/D采样模块接收信号后向整流功率模块发送PWM波,PWM波改变整流功率模块中IGBT晶体管的占空比以调节整流的直流电压值；
    g-4、各发电电路上的A/D转换模块将不断将柴油机的输出电压反馈给各路子控制器，子控制器再通过总线将电压数据发送给主控制器；
    g-5、主控制器得到各发电电路子控制器发送的电压数据后，将V′与各路输出电压分别作差，主控制器将根据电压差值对各路子控制器发出电压补偿信号；
    g-6、子控制器收到来自主控制器的电压补偿信号后，对A/D采样模块发送控制信号，A/D采样模块接收信号后向整流功率模块发送PWM波,PWM波改变整流功率模块中IGBT晶体管的占空比以调节整流的直流电压值；
    g-7、回到步骤g-4循环执行；
    步骤h、建立优化模型，优化求解柴油机组最优工作序列：
    h-1、设现有工作发电机序列为W＝{W 1，W 2，…，W L}，非工作发电机序列为S＝{S 1，S 2，…，S N-L}，其中W∪S＝{1，2，3，…，N}；
    h-2、如果P t>P u，则计算
    Figure PCTCN2021078301-appb-100005
    即在非工作状态的柴油机中找到平均最优工作负载功率最大的一台，然后执行步骤h-3；若P t<P I，则执行步骤h-4；
    h-3、计算
    Figure PCTCN2021078301-appb-100006
    若P′<P t，则W＝W∪{S I}，S＝S\{S I}，L＝L+1，即将步骤h-2中找到的平均最优工作负载功率最大的一台柴油机启动，然后回到步骤h-2，直至P′>P t时，继续执行步骤h-6；
    h-4、计算
    Figure PCTCN2021078301-appb-100007
    即在工作状态的柴油机中找到平均最优工作负载功率最大的一台；
    h-5、计算
    Figure PCTCN2021078301-appb-100008
    若P″>P t,则则W＝W\{W I}，S＝S∪{W I}，L＝L-1，即将步骤h-4中找到的平均最优工作负载功率最大的一台柴油机启动，然后回到步h-4，直至P″<P t时，继续执行步骤h-6；
    h-6、首先计算
    Figure PCTCN2021078301-appb-100009
    即分别计算工作序列中任一柴油机与非工作序列中任一柴油机的平均最优工作负载功率的差值，其中
    Figure PCTCN2021078301-appb-100010
    然后计算
    Figure PCTCN2021078301-appb-100011
    若I＝0，则
    W＝W∪{S J}，S＝S\{S J}，L＝L+1
    若J＝0，则
    W＝W\{W I}，S＝S∪{W I}，L＝L-1
    若I、J≠0，则
    W＝W∪{S J}\{W I}，S＝S∪{W I}\{S J}，L＝L
    上述过为即求解柴油机最优工作序列的过程，即找到满足P I<P t<P u的最大P I值P Imax，以及最小P u值P umax，使得柴油机组总最优工作负载功率下限P I和柴油机组总最优工作负载功率上限P u与直流母线总功率P t最为接近；
    I＝0，W＝W∪{S J}，S＝S\{S J}，L＝L+1表示从非工作序列中开启一台柴油机后即可满足P I＝P Imax，P u＝P umax，无需从工作序列中关闭柴油机；
    J＝0，W＝W\{W I}，S＝S∪{W I}，L＝L-1表示从工作序列中关闭一台柴油机后即可满足P I＝P Imax，P u＝P umax，无需从非工作序列中开启柴油机；
    J≠0，W＝W∪{S J}\{W I}，S＝S∪{W I}\{S J}，L＝L表示从非工作序列中开启一台 柴油机，并且从工作序列中关闭一台柴油机后即可满足P I＝P Imax，P u＝P umax；
    h-7完成上述步骤后即完成了柴油机组最优工作序列优化求解的过程，主控制器将周期性的检测直流母线总功率P t，若P t发生变化，则重新回到步骤4，若P t不发生变化则优化结束，柴油机组将保持现有序列进行工作。
  8. 如权利要求7所述的船舶直流组网电力系统的运行和功率优化控制方法，其特征在于：所述步骤4还包括故障诊断及修复的操作，具体如下：
    当日用负载电路中发生短路故障，相应的分断路器处电流瞬间上升到危险值，变频器判断出现短路故障并立刻将电压降至为0，该分断路器处电流大小降低到0；变频器开始进行短路故障电流支撑，将电压逐渐提升，分断路器处电流会在0.5s内上升到设定峰值，维持约2s，大电流使得该分断路器跳闸后，电流降低为0，切断短路来源以解除故障；然后，变频器进行短路故障判断，如果电流值较小，则故障消除，电网电压在1s内建立，恢复其他设备的正常使用；如果故障点并没有消除，超过3s，自动停机保护；
    当柴油发电机发生故障后，先停止推进电机的转动，同时立刻启动储电电容，对直流母线进行功率补给，保证日用负载正常运行；在储电电容对电源供电的时间内，启动备用发电机组，对船舶进行功率能源供应，备用发电机组启动完毕后，如一切正常，启动推进电机，船舶恢复运行，同时直流母线给储电电容进行充电，以备下次使用，以此保证故障期间日用电源的使用不会受到影响；
  9. 如权利要求8所述的船舶直流组网电力系统的运行和功率优化控制方法，其特征在于：所述步骤4还包括发电机功率补充与存储操作，具体如下：
    当船舶所需要的运行功率增大，超过柴油发电机额定功率，直流母线电压值降低，此时直流电压传感器检测到直流母线电压下降，主控制器根据运行功 率和发电机组额定功率差值△P和预期过载时长T判断用哪种方式来弥补△P，当△P<锂电池额定输出功率时，起动锂电池对直流母线进行供电来弥补△P，保证船舶运行正常；若△P超过锂电池额定输出功率，且预期过载时长T<30s，则起动储电电容对直流母线充电来弥补△P；
    当船舶所需要的运行功率降低到低于柴油发电机额定功率，直流电压传感器监测到直流母线电压恢复正常，主控制器控制关闭储电电容或锂电池，直流母线开始对储电电容或锂电池充电，以备下次使用。
  10. 如权利要求9所述的船舶直流组网电力系统的运行和功率优化控制方法，其特征在于：所述步骤4还包括存储刹车能量操作，具体如下：
    首先对负载电路中各个参数进行预设，并将各个参数输入进控制模块中；参数设置如下：主电压传感器的连接点记为A点，A点采集发电机供电机构直流电压V DC1，储电电压传感器的连接点记为B点，B点采集能量存储机构直流母线电压V DC2，直流电压传感器的连接点记为C点，C点采集船舶推进机构直流电压V DC3，交流电压传感器的连接点记为D点，D点采集推进电机供电电压V AC2，交流电流传感器的连接点记为E点，E点采集推进电机供电电流I AC1；
    当船舶正常行驶中、各个模块正常运行时，直流侧电压V DC1＝V DC2＝V DC3＝V DC额；在某一时刻，船舶突然刹车，当船舶推进机构中的电动机控制模块接收到刹车指令后，船舶推进机构处的电动机控制模块控制逆变模块停止逆变，此时推进电机失去供电且V AC2＝0；螺旋桨旋转的惯性带动推进电机旋转产生的多余电能通过船舶推进机构整流回到直流组网，此时C点采集到的直流电压V DC3>V DC额＝V DC1＝V DC2；在多余电能的输入下，整个直流母线电压V DC额上升；当A、B、C点处的电压传感器检测到的直流电压 V DC1＝V DC2＝V DC3＝V DC额'>V DC额时，能量存储机构中的储电断路器闭合，直流母线的高电压通过储能斩波模块进行降压并对能量存储机构的储电电容进行充电，开始对多余能进行储存；当直流母线电压开始下降，A、B、C点处的电压传感器检测到的V DC1＝V DC2＝V DC3＝V DC额时，能量存储机构中的储能控制模块控制储电断路器断开，系统完成对多余能量利用。
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