CN111478307A - Ship direct-current networking power system and operation and power optimization control method thereof - Google Patents
Ship direct-current networking power system and operation and power optimization control method thereof Download PDFInfo
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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
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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
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/10—Parallel operation of dc sources
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- 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
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- 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
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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
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/14—Balancing the load in a network
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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
- H02J3/381—Dispersed generators
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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
- 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
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- 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
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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
- 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
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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
- 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
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Abstract
The invention discloses a ship direct-current networking power system which comprises a port propulsion unit and a starboard propulsion unit, wherein the propulsion units comprise direct-current buses, at least two generator power supply mechanisms and ship propulsion mechanisms are connected to the direct-current buses, a load mechanism is arranged on the direct-current buses of the port or starboard, and a power electronic switch is arranged between the direct-current buses of the port and starboard. The ship power system is provided with a facility for isolating a part of load when the part of load is short-circuited, and when a short circuit occurs at a certain position, the power system can immediately isolate a short circuit source through the short circuit support, so that the breakdown of the whole ship power system caused by the short circuit at the certain position is avoided, and the safety and the redundancy of the system are improved. The invention also discloses an operation and power optimization control method of the ship direct current networking power system, which improves the accuracy of distributing the power of the generator set and ensures that the generator set operates in the most economical fuel state.
Description
Technical Field
The invention relates to a ship direct-current networking power system, in particular to a ship direct-current networking power system and an operation and power optimization control method thereof.
Background
The ship propulsion system generally comprises a diesel engine, a speed reducer and a propulsion motor, wherein the diesel engine drives the propulsion motor to propel a ship to operate through the speed reducer. The equipment cost of the scheme is low, but the problems of large shafting occupied space and strong vibration noise exist. And when the ship load changes greatly, the output power of the diesel engine cannot change rapidly, so that the defects of poor operation condition and high oil consumption of the diesel engine are caused.
In order to save the arrangement space of ship shafting and improve the electric drive response speed and controllability of ships, an alternating-current networking electric propulsion system for ships is developed, namely, a diesel engine drives a synchronous generator to generate electricity, the generated constant-frequency constant-voltage alternating current is subjected to alternating-current networking through an alternating-current distribution board, and the alternating-current voltage after the alternating-current networking drives a ship propulsion motor to work after passing through an alternating-current-direct-alternating-current frequency converter. However, the synchronous generator has the characteristic of outputting the same-frequency and same-voltage constant alternating-current voltage, when the ship load changes, the change of the load power can be adapted only by cutting off or increasing the synchronous generator, and the nonlinear switching mode can cause that the running diesel engine cannot run at the optimal power efficiency point, so that the problem of extremely low fuel utilization rate exists. And the control systems on the two sides of the alternating current distribution board are designed and controlled independently, the integration of the whole system is poor, the occupied space of the equipment is large, and the price of the equipment is high.
In addition, with the improvement of the requirement on the offshore construction operation level of the ship, various deck machines are also transited from the requirement of common constant-speed operation to the requirement of speed regulation. The starting, braking and speed regulation of the ship deck machinery all need separate power supplies for power supply and modulation, and the problems of complex control equipment, large occupied space and difficult power supply modulation exist.
With the development of the technology, a direct-current networking electric propulsion system appears, each diesel engine on a ship drives an asynchronous generator, each asynchronous generator is connected with a respective rectifier, rectified direct current is connected to a common direct-current bus, a plurality of inverters are connected to the common direct-current bus in parallel, and each inverter is connected with a respective propulsion motor or load, so that the problems can be effectively solved. However, the dc networking electric propulsion system still has the following problems.
When a short-circuit fault occurs to some equipment of the system, an obvious overcurrent occurs at a direct current bus, a frequency converter or an alternating current output end, and if the fault equipment is not selectively cut off, the power loss of the whole ship of the ship and the loss of the controllability of the ship, namely the loss of the propulsion capability of the ship can be finally caused, and the ship collision or the ship fire can be seriously caused. According to the selective overcurrent protection guidelines for marine power systems, the CCS code provides for the selective implementation of faults, which provides for the automatic switching of the electrical system, and all short-circuit protection, including critical equipment circuits, should be selective, except in the case of double sets of critical equipment powered by different distribution panels. Meanwhile, on the premise of satisfying selective protection, a fault circuit should be cut off as soon as possible, thereby reducing the influence on the power system and the risk of fire. The research of the existing literature after retrieval discovers that a patent with Chinese patent application number CN201310215544.5 discloses a network source steady state voltage regulation optimization method for improving the transient voltage supporting capability of a power grid, and the method achieves the effect of system voltage stabilization through the regulation of a generator and a capacitor; for a highly redundant ship power system, when a load is short-circuited, the required support current is too large to exceed the adjustable range of a generator and a capacitor, so that a series of safety problems of the power system are caused, and therefore a more stable and safer method is required for short-circuit support of the ship power system.
In addition, the existing ship power system operation and power optimization control method has the following problems: 1. the existing Power Management System (PMS) does not consider the influence of marine environment change on ship load power in the running process of a ship and the power consumed by the whole power system, so that the PMS cannot accurately obtain the current total load power of the system and cannot accurately distribute the power of a generator set;
2. when a ship direct-current networking power system has faults, such as short-circuit faults, generator set faults and the like, a control system cannot effectively and accurately judge a fault source, quickly remove the fault source or recover the operation of fault equipment, and cannot ensure the safety and reliability of ship operation;
3. the traditional direct-current networking power system cannot effectively cope with the sudden change of load power, when the load power is increased suddenly, the output power of a direct-current bus needs to be enhanced, and the traditional mode increases the manufacturing cost of ships by selecting a generator set with higher power or adding a standby generator set; when the load power is reduced, even when the brake energy flows back, the redundant electric energy may cause reverse work, further causing serious consequences such as diesel engine failure, ship electric system paralysis and the like, and the traditional ship electric system generally processes the energy by additionally installing consumption equipment, so that the energy waste problem exists.
The patent 'a method for distributing active power with minimum fuel consumption of a plurality of conventional generator sets' (Z L201410077794.1) calculates the minimum operating power of the diesel generator set, and then selects the most suitable diesel generator set to achieve the effect of saving fuel, and the patent 'a novel scientific ship power generation system control strategy research' published on ship engineering (2 years 2018) introduces a power distribution method which mainly distributes power under the condition of electric energy transmission of an alternating current network, and distributes power by changing the frequency of the diesel generator set to change the rotating speed, so that the power distribution is performed, and the power distribution method is relatively high in power consumption and power distribution efficiency, and the method can effectively reduce the power consumption of the diesel generator set (201910259541.9) and reduce the power consumption of the diesel generator set based on the condition that the power distribution of the direct current power generation system is relatively high, and the power distribution efficiency of the diesel generator set is relatively low, so that the power distribution efficiency is high.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the ship direct-current networking power system is high in safety and energy utilization rate.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: the ship direct-current networking power system comprises a port propulsion unit and a starboard propulsion unit, wherein the propulsion unit comprises a direct-current bus, the direct-current bus is connected with at least two generator power supply mechanisms and a ship propulsion mechanism, the direct-current bus on the port or the starboard is provided with a load mechanism, a power electronic switch is arranged between the direct-current buses on the port and the starboard, each generator power supply mechanism comprises a diesel generator, the diesel generators are sequentially connected with a main circuit breaker, a rectifying module and a fuse through power supply lines, and the power supply lines are finally connected with the direct-current buses; a main voltage sensor is arranged on a lead between the rectifying module and the fuse, and the main voltage sensor is electrically connected with the generator control module;
the load mechanism comprises a load inversion module connected with a direct current bus through an access wire, fuses are arranged on positive and negative access wires, a collection point A ' connected with a direct current voltage sensor for detecting the voltage value of a direct current section on a load circuit is arranged between the fuses and the input end of the load inversion module on the access wire, the output end of the load inversion module is connected with the input end of a load circuit breaker of the load circuit, a collection point B ' connected with an alternating current voltage sensor for collecting the output alternating current voltage value after inversion is arranged between the output end of the load inversion module and the input end of the load circuit breaker, the output end of the load circuit breaker is provided with an alternating current sensor collection point C ' connected with the alternating current value for collecting the output, the direct current voltage sensor and the alternating current voltage sensor, the alternating current sensor is electrically connected with the control module; the load circuit breaker is connected with an alternating current bus, the alternating current bus is connected with each electric load module in the ship power system through a shunt wire, and a breaking circuit device is arranged between the electric load module and the alternating current bus on the shunt wire.
As a preferred scheme, the ship propulsion mechanism comprises a propulsion motor, the propulsion motor is connected with a direct current bus through an electric line, and an electric breaker, an inversion module and a fuse are sequentially arranged on the electric line from the propulsion motor.
As a preferable scheme, the propulsion unit further comprises an energy storage mechanism connected to the direct current bus, the energy storage mechanism comprises an energy storage chopping module connected to the direct current bus through two power storage wires, the energy storage chopping module is connected to the inductance filtering module, a power storage capacitor is arranged between the inductance filtering module and one of the power storage wires through a connecting wire, a power storage breaker is arranged on the connecting wire, and a fuse is arranged on the power storage wire; the electricity storage wire is connected with an electricity storage voltage sensor which is connected with the energy storage control module; a direct current voltage sensor is arranged between the inversion module and the direct current bus on the power circuit and is connected with the motor control module.
As a preferable scheme, an alternating current voltage sensor is arranged between the inversion module and the power utilization circuit breaker on the power utilization circuit, and the alternating current voltage sensor is connected with the motor control module;
as a preferable scheme, an alternating current sensor is arranged on the power circuit between the propulsion motor and the power circuit breaker, and the alternating current sensor is connected with the motor control module;
as a preferred scheme, the propulsion unit further comprises a battery power supply mechanism connected to the dc bus, the battery power supply mechanism comprises a lithium battery, the lithium battery is sequentially connected to the circuit breaker, the battery chopper module and the fuse through a cable, and the cable is finally connected to the dc bus.
The beneficial effect of this system is: because the system comprises the port propulsion unit and the starboard propulsion unit, the propulsion unit comprises the direct current bus, the direct current bus is connected with at least two generator power supply mechanisms and the ship propulsion mechanism, and the power electronic switch is arranged between the direct current buses of the port propulsion unit and the starboard propulsion unit, when the propulsion unit on one side breaks down, the propulsion unit on one side can be switched out of the system through the power electronic switch, so that the rest parts can work normally, and the safety of equipment is improved.
When a short circuit occurs at a certain position in the ship electric power system, the electric power system can immediately isolate a short circuit source through the short circuit support, so that the breakdown of the whole ship electric power system caused by the short circuit at the certain position is avoided, and the safety and the redundancy of the system are improved. Because the ship power system is huge and complex, the system greatly facilitates fixed-point fault removal when the short circuit part is repaired afterwards, thereby saving a large amount of time.
The direct-current networking power system has high stability, reliability and safety, and when short-circuit faults occur, the system can automatically remove fault sources, so that the stable operation of the whole power system is ensured.
Due to the arrangement of the energy storage mechanism, when the motor brakes, the electric energy is stored through the energy storage mechanism, so that the problem of energy waste can be solved while reverse work is avoided, and the economy and the environmental protection of the ship power propulsion system are improved; and the use of the energy storage mechanism can select a diesel engine with lower power when the propulsion system is designed, so that the cost is reduced, and meanwhile, the diesel engine can be matched with the diesel engine to supply power to the direct current bus in the running process of the ship, so that the diesel engine runs at the optimal oil consumption point, the fuel efficiency is improved, and the running cost is reduced. In addition, the energy storage mechanism can provide transient power supply for the direct current bus when the ship power system fails, so that the fault ride-through of the ship is realized.
Because the propulsion unit also comprises a battery power supply mechanism connected to the direct current bus, multiple power sources are provided for the ship, and the normal operation of the ship can be ensured when the generator fails.
The other technical problem to be solved by the invention is as follows: the operation and power optimization control method of the ship direct-current networking power system is provided.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: the operation and power optimization control method of the ship direct-current networking power system comprises the following steps of:
Starting the diesel generators to operate, detecting the rotating speed of the diesel generators by a rotating speed sensor, if the rotating speed of the diesel generators does not reach 1150-1550 rpm after 10-15 s, enabling the diesel generators of the electric propulsion system to be incapable of achieving parallel operation, reporting errors by the system and sending error information to a monitoring terminal, and controlling all the diesel generators to stop by a maintenance worker through a remote control system to maintain the diesel generators; if the rotating speed of the diesel generator reaches a preset value, the diesel generator finishes starting and starts to work;
step 2, pre-charging the DC bus
After the diesel generator normally operates, the direct-current bus is charged through the pre-charging loop, the direct-current bus voltage is monitored by the direct-current voltage sensor, when the direct-current bus voltage reaches 1050-1075V, the main circuit breaker is closed, and alternating current generated by the diesel generator is converted into direct current through the rectifying module to normally supply power to the direct-current bus;
step 3, load operation
After the pre-charging of the direct current bus is finished, power supply is started for each load; the direct current provided by the direct current bus is converted into alternating current required by a propulsion motor and a daily load through a load inversion module and an inversion module respectively; the two alternating voltage sensors respectively monitor the alternating side voltages of the two load inversion modules, whether the voltages meet the required voltages of the loads is judged, and if the voltages meet the use conditions, the load circuit breaker and the power utilization circuit breaker are closed to respectively supply power to the daily load and the propulsion motor;
step 4, monitoring and adjusting the running state of the power system
The method comprises the following steps of power distribution operation of a generator set of a direct-current networking system:
step a, firstly, parameter setting is carried out on each diesel engine, and power parameter setting of each diesel generator set is carried out through the main control module, namely, the optimal working load power lower limit P of the ith (i is 1 and 2 … N) diesel engine is respectively setiIAnd an optimal workload power cap PiuSimultaneously selecting a first diesel generator set as a default opening item;
step b, the main controller continuously detects the total power P of the direct current networking power systemtWhen a load works in the direct current bus, the power generation system also starts to work at the same time, and the first diesel generator set starts to work; the alternating current sensor reads alternating current I generated by the first diesel generator set1SaidThe voltage sensor detects the rectified DC voltage value V1The A/D sampling module reads I1And V1Sending the data to a sub-controller through a bus, wherein the sub-controller is according to I1And V1Calculating the AC voltage VAC1The sub-controller calculates the use power P of the first diesel generating set through the following formula1：
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 at V1min～V1maxIn order to ensure P1I<P1<P1u；
Step c, the main controller calculates the range of the total optimal working load power of the diesel units, and at the moment, only the first diesel unit is in a working state, so the lower limit P of the total optimal working load power of the diesel unitsI＝P1IUpper limit of total optimal working load power P of diesel engine setu＝P1u；
D, the main controller sequentially judges the working states of all the diesel engine sets, and if the ith diesel engine set is in the working state, the alternating current sensor of the power generation circuit reads alternating current I generated by the diesel engine setiThe voltage sensor detects the rectified DC voltage value ViThe A/D sampling module reads IiAnd ViSending the data to a sub-controller through a bus, wherein the sub-controller is according to I1And V1Calculating the AC voltage VACiThe sub-controller calculates the use power P of the ith diesel generating set by the following formulai：
The generated alternating current passes through the rectification power module, and the rectification parameters of the rectification power module are setMaintaining the rectified voltage at Vimin～VimaxIn order to ensure P1I<P1<P1u；
Step e, the main controller calculates the range of the total optimal working load power of the diesel engine set according to the following formula:
lower limit of total optimal working load power of diesel engine set
Upper limit of total optimal working load power of diesel engine set
Step f, the main controller enables the total power P of the direct current bustAnd the lower limit P of the total optimal load power of the diesel engine setIAnd the lower limit P of the total optimal working load power of the diesel engine setuMaking a comparison if PI<Pt<PuIf the total generated power of the diesel engine set reaches P, the total generated power of the diesel engine set reaches PtIn time, the power generation power of each diesel engine is within the optimal working load power range; at the moment, step (g) is carried out, and synchronous control of the voltage of the diesel engine is carried out according to a cross coupling control strategy; if PtDoes not satisfy PI<Pt<PuI.e. Pt>PuOr Pt<PIIf so, performing the step (h), establishing an optimization model, and optimally solving the optimal working sequence of the diesel engine set;
step g, synchronous control of the voltage of the diesel engine is carried out according to a cross coupling control strategy
g-1, when PI<Pt<PuAnd then, calculating by the main controller according to the total power Pt of the current direct current networking system to obtain an average voltage V ', wherein the V' satisfies the following conditions: when the output voltage of all the diesel engines in operation is V', P still existsI<Pt<Pu；
g-2, after V' is obtained through calculation, the main controller sends a voltage regulation instruction to each path of sub-controllers;
g-3, after receiving a voltage regulation instruction from the main controller, the sub-controller sends a control signal to the A/D sampling module, the A/D sampling module receives the signal and then sends a PWM wave to the rectification power module, and the PWM wave changes the duty ratio of an IGBT transistor in the rectification power module so as to regulate the rectified direct-current voltage value;
g-4, feeding the output voltage of the diesel engine back to each path controller continuously by an A/D conversion module on each power generation circuit, and sending voltage data to the main controller by the sub-controllers through a bus;
g-5, after the main controller obtains voltage data sent by each power generation circuit sub-controller, respectively subtracting the V' from each output voltage, and sending a voltage compensation signal to each sub-controller by the main controller according to the voltage difference value;
g-6, after receiving a voltage compensation signal from the main controller, the sub-controller sends a control signal to the A/D sampling module, the A/D sampling module receives the signal and then sends a PWM wave to the rectification power module, and the PWM wave changes the duty ratio of an IGBT transistor in the rectification power module to adjust the rectified direct-current voltage value;
g-7, returning to the step g-4 for cyclic execution;
step h, establishing an optimization model, and optimally solving the optimal working sequence of the diesel engine set:
h-1, and W as the sequence of the existing working generator1，W2，…，WLThe sequence of the non-working generator is S ═ S1，S2，…，SN-LW ∪ S ═ 1, 2, 3, …, N };
h-2 if Pt>PuThen calculate
Namely, finding one with the maximum average optimal working load power in the diesel engine in the non-working state, and then executing the step h-3; if Pt<PIThen executing step h-4;
h-3, calculating
If P'<PtThen W is W ∪ { S ═ WI}，S＝S\{SIL +1, i.e. starting the diesel engine with the maximum average optimum workload power found in step h-2, and then returning to step h-2 until P'>PtIf yes, continuing to execute the step h-6;
h-4, calculating
Namely, finding one with the maximum average optimal working load power in the diesel engines in the working state;
h-5, calculating
If P ″)>PtIf W is W \ W ═ W \ W { CI}，S＝S∪{WIH, L-L-1, starting the diesel engine with the maximum average optimal workload power found in step h-4, and returning to step h-4 until P ″<PtIf yes, continuing to execute the step h-6;
h-6, first calculate
2, …, N-L, i.e. calculating the difference between the average optimum working load power of any diesel engine in the working sequence and any diesel engine in the non-working sequence respectively, wherein
Then calculate
If I is equal to 0, then
W＝W∪{SJ}，S＝S\{SJ}，L＝L+1
If J is 0, then
W＝W\{WI}，S＝S∪{WI}，L＝L-1
If I, J ≠ 0, then
W＝W∪{SJ}\{WI}，S＝S∪{WI}\{SJ}，L＝L
The process of solving the optimal working sequence of the diesel engine is carried out, namely, the process of finding the condition PI<Pt<PuMaximum P ofIValue PImaxAnd minimum PuValue PumaxSo that the lower limit P of the total optimal working load power of the diesel engine setIAnd the upper limit P of the total optimal working load power of the diesel engine setuTotal power P of DC bustThe closest;
I＝0，W＝W∪{SJ}，S＝S\{SJL-L +1 shows that after one diesel engine is started from a non-working sequence, P can be metI＝PImax，Pu＝PumaxThe diesel engine does not need to be shut down from a working sequence;
J＝0，W＝W\{WI}，S＝S∪{WIL-L-1 shows that P can be satisfied after one diesel engine is closed in the working sequenceI＝PImax，Pu＝PumaxThe diesel engine does not need to be started from a non-working sequence;
J≠0，W＝W∪{SJ}\{WI}，S＝S∪{WI}\{SJL-L shows that P can be satisfied when one diesel engine is turned on in a non-working sequence and one diesel engine is turned off in a working sequenceI＝PImax，Pu＝Pumax；
h-7, completing the optimal working sequence optimization solving process of the diesel engine set after the steps are completed, and periodically detecting the total power P of the direct current bus by the main controllertIf P istIf the change occurs, the step returns to the step 4 again, if P istIf no change occurs, the optimization is finished, and the diesel engine set keeps the existing sequence to work.
As a preferable scheme, the step 4 further includes the operations of fault diagnosis and repair, which are as follows:
when a short-circuit fault occurs in a daily load circuit, the current at the corresponding breaker instantly rises to a dangerous value, the frequency converter judges that the short-circuit fault occurs and immediately drops the voltage to 0, and the current at the breaker is reduced to 0; the frequency converter starts to support short-circuit fault current, the voltage is gradually increased, the current at the breaker rises to a set peak value within 0.5s and is maintained for about 2s, the current is reduced to 0 after the breaker trips due to the large current, and a short-circuit source is cut off to remove the fault; then, the frequency converter judges the short-circuit fault, if the current value is smaller, the fault is eliminated, the voltage of the power grid is established within 1s, and the normal use of other equipment is recovered; if the fault point is not eliminated and exceeds 3s, automatic shutdown protection is carried out;
when the diesel generator breaks down, the rotation of the propulsion motor is stopped, and meanwhile, the power storage capacitor is started immediately to supplement power to the direct current bus, so that the normal operation of daily loads is ensured; starting a standby generator set within the time that the power storage capacitor supplies power to the power supply, supplying power energy to the ship, starting a propulsion motor after the standby generator set is started, recovering the ship to run, and simultaneously charging the power storage capacitor by a direct-current bus for the next use so as to ensure that the use of the daily power supply during the fault period is not influenced;
as a preferred scheme, the step 4 further includes a generator power supplement and storage operation, which is as follows:
when the running power required by the ship is increased and exceeds the rated power of the diesel generator, the voltage value of the direct-current bus is reduced, the direct-current voltage sensor detects the voltage reduction of the direct-current bus, the main controller judges which mode is used for compensating the delta P according to the running power, the rated power difference delta P of the generator set and the expected overload duration T, and when the delta P is smaller than the rated output power of the lithium battery, the lithium battery is started to supply power to the direct-current bus to compensate the delta P, so that the normal running of the ship is ensured; if the delta P exceeds the rated output power of the lithium battery and the expected overload time T is less than 30s, starting a storage capacitor to charge a direct-current bus to make up the delta P;
when the running power required by the ship is reduced to be lower than the rated power of the diesel generator, the direct-current voltage sensor monitors that the voltage of the direct-current bus is recovered to be normal, the main controller controls the electricity storage capacitor or the lithium battery to be closed, and the direct-current bus starts to charge the electricity storage capacitor or the lithium battery for the next use.
As a preferable scheme, the step 4 further includes a brake energy storing operation, specifically as follows:
firstly, presetting parameters in a load circuit, and inputting the parameters into a control module; the parameters are set as follows: the connection point of the main voltage sensor is marked as point A, and the point A acquires the direct-current voltage V of the power supply mechanism of the generatorDC1The connection point of the electricity storage voltage sensor is marked as a point B, and the point B acquires the direct-current bus voltage V of the energy storage mechanismDC2The connecting point of the direct current voltage sensor is marked as a point C, and the point C acquires direct current voltage V of the ship propulsion mechanismDC3The connecting point of the AC voltage sensor is marked as a point D, and the point D acquires the power supply voltage V of the propulsion motorAC2The connecting point of the alternating current sensor is marked as point E, and the point E acquires the power supply current I of the propulsion motorAC1；
When the ship normally runs and each module normally operates, the voltage V at the direct current sideDC1＝VDC2＝VDC3＝VDC power(ii) a At a certain moment, the ship brakes suddenly, after a motor control module in the ship propelling mechanism receives a braking instruction, the motor control module at the ship propelling mechanism controls the inversion module to stop inverting, and at the moment, the power supply of the propelling motor is lost and V is setAC20; the surplus electric energy generated by the rotation of the propeller driving the propulsion motor to rotate is rectified back to the direct current networking through the ship propulsion mechanism, and the direct current voltage V acquired at the point C at the momentDC3>VDC power＝VDC1＝VDC2(ii) a Under the input of redundant electric energy, the whole direct current bus voltage VDC powerRising; DC voltage V detected by voltage sensor at point A, B, CDC1＝VDC2＝VDC3＝VDC power'>VDC powerWhen the energy storage mechanism is started, the energy storage breaker in the energy storage mechanism is closed, the high voltage of the direct current bus is reduced through the energy storage chopping module, the energy storage capacitor of the energy storage mechanism is charged, and the redundant energy is stored; when the DC bus voltage begins to drop, the voltage sensor at point A, B, C detectsV ofDC1＝VDC2＝VDC3＝VDC powerAnd when the system is used, the energy storage control module in the energy storage mechanism controls the electricity storage breaker to be disconnected, and the system finishes the utilization of redundant energy.
The method has the beneficial effects that:
the method considers the influence of marine environment change on ship load power and the power consumed by the whole power system, can accurately acquire the total load power in the system running state in real time, and accurately judges the relation between the output power proportion of the diesel generator and the fuel consumption by establishing a power distribution optimization model, thereby improving the accuracy of distributing the power of the generator set, ensuring that the generator set runs in the most economic fuel state, improving the energy utilization rate and reducing energy waste and pollution.
The direct-current networking power system is stable and reliable, high in safety and capable of automatically cutting off a fault source when a short-circuit fault occurs (direct-current short circuit of a frequency converter or daily load short circuit), and other parts except a fault point of the power system are guaranteed to stably operate. When a short circuit occurs at a certain position in the ship electric power system, the electric power system can immediately isolate a short circuit source through the short circuit support, so that the breakdown of the whole ship electric power system caused by the short circuit at the certain position is avoided, and the safety and the redundancy of the system are improved. Because the ship power system is huge and complex, the system greatly facilitates fixed-point fault removal when the short circuit part is repaired afterwards, thereby saving a large amount of time.
Due to the arrangement of the energy storage mechanism, when the motor brakes, the electric energy is stored through the energy storage mechanism, so that the problem of energy waste can be solved while reverse work is avoided, and the economy and the environmental protection of the ship power propulsion system are improved; and the use of the energy storage mechanism can select a diesel engine with lower power when the propulsion system is designed, so that the cost is reduced, and meanwhile, the diesel engine can be matched with the diesel engine to supply power to the direct current bus in the running process of the ship, so that the diesel engine runs at the optimal oil consumption point, the fuel efficiency is improved, and the running cost is reduced. In addition, the energy storage mechanism can provide transient power supply for the direct current bus when the ship power system fails, so that fault ride-through of the ship is realized, and normal operation of the ship is guaranteed.
Drawings
Fig. 1 is a schematic structural view of embodiment 1 of the present invention.
Fig. 2 is a schematic structural diagram of embodiment 2 of the present invention.
Fig. 3 is a flowchart of a load short circuit supporting method.
In the figure: 101 direct current bus, 102 power electronic switch, 103 direct current voltage sensor;
201 electric storage capacitor, 202 electric storage breaker, 203 inductance filtering module, 204 energy storage chopping module, 205 fuse, 206 electric storage voltage sensor, 207 energy storage 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;
401 diesel generator, 402 main breaker, 403 rectifying module, 404 fuse connection, 405 main voltage sensor, 406 generator control module, 407 generator set monitoring device; 408 AC voltage sensor, 409 AC current sensor, 410 rotation speed sensor, 411. sub-controller 411, 412.A/D sampling module;
the circuit breaker comprises a 501 fuse, a 502 load inverter module, a 503 direct-current voltage sensor, a 504 alternating-current voltage sensor, a 505 alternating-current sensor, a 506 control module, a 507 load circuit breaker, a 508 alternating-current bus, a 509 breaker, a 510 breaker and a 511 breaker;
a fuse 601, an inverter module 602, a direct current voltage sensor 603, an alternating current voltage sensor 604, an alternating current sensor 605, a motor control module 606, an electric breaker 607 and a propulsion motor 608; 7 main controller, 8A/D conversion module.
Detailed Description
Specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
the generator power supply mechanism comprises a diesel generator 401, the diesel generator 401 is sequentially connected with a main circuit breaker 402, a rectifying module 403 and a fuse 404 through a power supply line, and the cable is finally connected with the direct current bus 101; a main voltage sensor 405 is arranged on a lead between the rectifying module 403 and the fuse 404, the main voltage sensor 405 is electrically connected with the generator control module 406, the diesel generator 401 is provided with a rotating speed sensor 410, a generator set monitoring device 407 is arranged between the diesel generator 401 and the main circuit breaker 402, and the generator set monitoring device 407 comprises an alternating current voltage sensor 408 and an alternating current sensor 409;
the load mechanism comprises a load inversion module 502 connected with a direct current bus 101 through an access lead, fuses 501 are arranged on positive and negative access leads, a collection point A 'connected with a direct current voltage sensor 503 for detecting the voltage value of a direct current section on a load circuit is arranged between the fuses 501 and the input end of the load inversion module 502 on the access lead, the output end of the load inversion module 502 is connected with the input end of a load circuit breaker 507 of the load circuit, a collection point B' connected with an alternating current voltage sensor 504 for collecting the output alternating current voltage value after inversion is arranged between the output end of the load inversion module 502 and the input end of the load circuit breaker 507, the output end of the load circuit breaker 507 is provided with an alternating current sensor 505 for collecting the output alternating current value, the direct current voltage sensor 503 and the alternating current voltage sensor 504, and alternating current sensor 505 is electrically coupled with control module 506; the load circuit breaker 507 is connected with an alternating current bus 508, the alternating current bus 508 is connected with each electric load module in the ship power system through a shunt conductor, and a breaking circuit 509, 510 and 511 are arranged between the electric load module and the alternating current bus 508 on the shunt conductor;
the ship propulsion mechanism comprises a propulsion motor 608, the propulsion motor 608 is connected with the direct current bus 101 through an electric circuit, and an electric circuit breaker 607, an inverter module 602 and a fuse 601 are sequentially arranged on the electric circuit from the propulsion motor 608.
Embodiment 2 is as shown in fig. 2, a ship direct-current networking power system, which includes two propulsion units, namely a port and a starboard, where the propulsion units include direct-current buses 101, the direct-current buses 101 are connected with N/2 sets of generator power supply mechanisms, ship propulsion mechanisms, energy storage mechanisms and load mechanisms, the direct-current buses 101 on the port and the starboard are respectively provided with a direct-current voltage sensor 103, the two segments of direct-current buses 101 are connected through a power electronic switch 102, and when a fault occurs in a device connected to a certain segment of direct-current bus or a direct-current bus, the power electronic switch 102 is automatically disconnected, the faulty direct-current bus is cut off, and normal operation of other devices is ensured;
the generator power supply mechanism comprises a diesel generator 401, the diesel generator 401 is sequentially connected with a main circuit breaker 402, a rectifying module 403 and a fuse 404 through a power supply line, and the cable is finally connected with the direct current bus 101; a main voltage sensor 405 is arranged on a lead between the rectifying module 403 and the fuse 404, the main voltage sensor 405 is electrically connected with the generator control module 406, the diesel generator 401 is provided with a rotating speed sensor 410, a generator set monitoring device 407 is arranged between the diesel generator 401 and the main circuit breaker 402, and the generator set monitoring device 407 comprises an alternating current voltage sensor 408 and an alternating current sensor 409;
the load mechanism comprises a load inversion module 502 connected with a direct current bus 101 through an access lead, fuses 501 are arranged on positive and negative access leads, a collection point A 'connected with a direct current voltage sensor 503 for detecting the voltage value of a direct current section on a load circuit is arranged between the fuses 501 and the input end of the load inversion module 502 on the access lead, the output end of the load inversion module 502 is connected with the input end of a load circuit breaker 507 of the load circuit, a collection point B' connected with an alternating current voltage sensor 504 for collecting the output alternating current voltage value after inversion is arranged between the output end of the load inversion module 502 and the input end of the load circuit breaker 507, the output end of the load circuit breaker 507 is provided with an alternating current sensor 505 for collecting the output alternating current value, the direct current voltage sensor 503 and the alternating current voltage sensor 504, and alternating current sensor 505 is electrically coupled with control module 506; the load circuit breaker 507 is connected with an alternating current bus 508, the alternating current bus 508 is connected with each electric load module in the ship power system through a shunt conductor, and a breaking circuit 509, 510 and 511 are arranged between the electric load module and the alternating current bus 508 on the shunt conductor;
the ship propulsion mechanism comprises a propulsion motor 608, the propulsion motor 608 is connected with the direct current bus 101 through an electric circuit, and an electric circuit breaker 607, an inverter module 602 and a fuse 601 are sequentially arranged on the electric circuit from the propulsion motor 608.
A direct-current voltage sensor 603 is arranged between the inverter module 602 and the direct-current bus 101 on a power circuit in the ship propulsion mechanism, and the direct-current voltage sensor 603 is connected with a motor control module 606.
An alternating-current voltage sensor 604 is arranged between the inverter module 602 and the power utilization circuit breaker 607 on the power utilization circuit, and the alternating-current voltage sensor 604 is connected with the motor control module 606;
an alternating current sensor 605 is arranged between a propulsion motor 608 and an electricity utilization breaker 607 on the electricity utilization circuit, and the alternating current sensor 605 is connected with a motor control module 606;
the power system further comprises an energy storage mechanism connected to the direct-current bus 101, the energy storage mechanism comprises an energy storage chopping module 204 connected with the direct-current bus 101 through two power storage wires, the energy storage chopping module 204 is connected with an inductance filtering module 203, a power storage capacitor 201 is arranged between the inductance filtering module 203 and one of the power storage wires through a connecting wire, a power storage breaker 202 is arranged on the connecting wire, and a fuse 205 is arranged on the power storage wire; the electricity storage wire is connected with an electricity storage voltage sensor 206, and the electricity storage voltage sensor 206 is connected with an energy storage control module 207;
the power system further comprises a battery power supply mechanism connected to the direct-current bus 101, the battery power supply mechanism comprises a lithium battery chopping module 304 connected with the direct-current bus 101 through two power storage wires, the lithium battery chopping module 304 is connected with an inductance filtering module 303, a lithium battery 301 is arranged between the inductance filtering module 303 and one of the power storage wires through a connecting wire, a lithium battery breaker 302 is arranged on the connecting wire, and a fuse 305 is arranged on the power storage wire; the electricity storage wire is connected with a lithium battery voltage sensor 306, and the lithium battery voltage sensor 306 is connected with a lithium battery control module 307;
the operation and power optimization control method of the ship direct-current networking power system based on the embodiment 2 comprises the following steps:
Starting the diesel generators 401, detecting the rotating speed of the diesel generators 401 by a rotating speed sensor 410, if the rotating speed of the diesel generators 401 does not reach 1150-1550 rpm after 10-15 s, enabling all the diesel generators 401 of the electric propulsion system to be incapable of achieving parallel operation, reporting errors by the system and sending error information to a monitoring terminal, and controlling all the diesel generators 401 to stop by a maintenance worker through a remote control system to maintain the diesel generators 401; if the rotating speed of the diesel generator 401 reaches a preset value, the diesel generator 401 finishes starting and starts to work;
step 2, pre-charging the DC bus
After the diesel generator 401 normally operates, the direct current bus 101 is charged through the pre-charging loop, the direct current voltage sensor 103 monitors the voltage of the direct current bus 101, when the voltage of the direct current bus 101 reaches 1050-1075V, the main circuit breaker 402 is closed, and alternating current generated by the diesel generator 401 is converted into direct current through the rectification module 403 to normally supply power to the direct current bus 101;
step 3, load operation
After the pre-charging of the direct current bus 101 is completed, power supply is started for each load; the direct current provided by the direct current bus 101 is converted into alternating current required by the propulsion motor 608 and the daily load through the load inversion module 502 and the inversion module 602 respectively; the alternating voltage sensor 504 and the alternating voltage sensor 604 respectively monitor the alternating-current side voltage of the load inversion module 502 and the inversion module 602, whether the required voltage of each load is met is judged, and if the required voltage of each load is met, the load circuit breaker 507 and the power utilization circuit breaker 607 are closed to respectively supply power to the daily load and the propulsion motor 608;
step 4, monitoring and adjusting the running state of the power system
The power distribution operation of the generator set of the direct-current networking system is included, as shown in fig. 3, specifically as follows:
step a, firstly, setting parameters of each diesel engine, and setting power parameters of each diesel generator set through the main control module 10, namely setting the optimal working load power lower limit P of the ith (i is 1 and 2 … N) diesel engine respectivelyiIAnd an optimal workload power cap PiuSimultaneously selecting a first diesel generator set as a default opening item;
step b, the main controller 7 will continuously detect the total power P of the DC networking 9 electric power systemtWhen a load works in the direct current bus 101, the power generation system also starts to work at the same time, and the first diesel generator set starts to work; the alternating current sensor 409 reads alternating current I generated by the first diesel generator set1The voltage sensor 405 detects a rectified dc voltage value V1The A/D sampling module 412 reads I1And V1After the data is sent to the sub-controller 411 through the bus, the sub-controller 411 is according to I1And V1Calculating the AC voltage VAC1The sub-controller 411 calculates the power P of the first diesel-electric generator set by the following formula1：
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 at V1min～V1maxIn order to ensure P1I<P1<P1uIn this embodiment, Vmin＝1050V，Vmax＝1100V；
Step c, the main controller 7 calculates the total optimal work of the diesel engine setThe range of the load power is taken, and at the moment, only the first diesel set is in a working state, so the lower limit P of the total optimal working load power of the diesel setsI＝P1IUpper limit of total optimal working load power P of diesel engine setu＝P1u；
Step d, the main controller sequentially judges the working states of all the diesel engine sets, and if the ith diesel engine set is in the working state, the alternating current sensor 409 of the power generation circuit reads the alternating current I generated by the diesel engine setiThe voltage sensor 405 detects the rectified dc voltage value ViThe A/D sampling module 412 reads IiAnd ViAfter the data is sent to the sub-controller 411 through the bus, the sub-controller 411 is according to I1And V1Calculating the AC voltage VACiThe sub-controller 411 calculates the power P of the ith diesel generator set by the following formulai：
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 at Vimin～VimaxIn order to ensure P1I<P1<P1u；
Step e, the main controller 7 calculates the range of the total optimal working load power of the diesel engine set according to the following formula:
lower limit of total optimal working load power of diesel engine set
Upper limit of total optimal working load power of diesel engine set
Step f, the main controller 7 enables the total power P of the direct current bus 101tWith diesel oilLower limit P of total optimal load power of unitIAnd the lower limit P of the total optimal working load power of the diesel engine setuMaking a comparison if PI<Pt<PuIf the total generated power of the diesel engine set reaches P, the total generated power of the diesel engine set reaches PtIn time, the power generation power of each diesel engine is within the optimal working load power range; at the moment, step (g) is carried out, and synchronous control of the voltage of the diesel engine is carried out according to a cross coupling control strategy; if PtDoes not satisfy PI<Pt<PuI.e. Pt>PuOr Pt<PIIf so, performing the step (h), establishing an optimization model, and optimally solving the optimal working sequence of the diesel engine set;
step g, synchronous control of the voltage of the diesel engine is carried out according to a cross coupling control strategy
g-1, when PI<Pt<PuIn the meantime, the main controller 7 calculates an average voltage V 'according to the total power Pt of the current dc networking system, where V' satisfies: when the output voltage of all the diesel engines in operation is V', P still existsI<Pt<Pu；
g-2, after calculating to obtain V', the main controller 7 sends a voltage regulation instruction to each path of sub-controllers 411;
g-3, after receiving a voltage regulation instruction from the main controller 7, the sub-controller 411 sends a control signal to the a/D sampling module 412, the a/D sampling module 412 sends a PWM wave to the rectification power module 403 after receiving the signal, and the PWM wave changes the duty ratio of the IGBT transistor in the rectification power module to regulate the rectified dc voltage value;
g-4, the A/D conversion module 8 on each power generation circuit continuously feeds the output voltage of the diesel engine back to each sub-controller 411, and the sub-controllers 411 send voltage data to the main controller 7 through the bus;
g-5, after the main controller 7 obtains the voltage data sent by each power generation circuit sub-controller 411, respectively subtracting V' from each output voltage, and the main controller 7 sends a voltage compensation signal to each sub-controller 411 according to the voltage difference value;
g-6, 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, the a/D sampling module 412 sends a PWM wave to the rectification power module 403 after receiving the signal, and the PWM wave changes the duty ratio of the IGBT transistor in the rectification power module to adjust the rectified dc voltage value;
g-7, returning to the step g-4 for cyclic execution;
step h, establishing an optimization model, and optimally solving the optimal working sequence of the diesel engine set:
h-1, and W as the sequence of the existing working generator1，W2，…，WLThe sequence of the non-working generator is S ═ S1，S2，…，SN-LW ∪ S ═ 1, 2, 3, …, N };
h-2 if Pt>PuThen calculate
Namely, finding one with the maximum average optimal working load power in the diesel engine in the non-working state, and then executing the step h-3; if Pt<PIThen executing step h-4;
h-3, calculating
If P'<PtThen W is W ∪ { S ═ WI}，S＝S\{SIL +1, i.e. starting the diesel engine with the maximum average optimum workload power found in step h-2, and then returning to step h-2 until P'>PtIf yes, continuing to execute the step h-6;
h-4, calculating
Namely, finding one with the maximum average optimal working load power in the diesel engines in the working state;
h-5, calculating
If P ″)>PtIf W is W \ W ═ W \ W { CI}，S＝S∪{WIH, L-L-1, starting the diesel engine with the maximum average optimal workload power found in step h-4, and returning to step h-4 until P ″<PtIf yes, continuing to execute the step h-6;
h-6, first calculate
2, …, N-L, i.e. calculating the difference between the average optimum working load power of any diesel engine in the working sequence and any diesel engine in the non-working sequence respectively, wherein
Then calculate
If I is equal to 0, then
W＝W∪{SJ}，S＝S\{SJ}，L＝L+1
If J is 0, then
W＝W\{WI}，S＝S∪{WI}，L＝L-1
If I, J ≠ 0, then
W＝W∪{SJ}\{WI}，S＝S∪{WI}\{SJ}，L＝L
The process of solving the optimal working sequence of the diesel engine is carried out, namely, the process of finding the condition PI<Pt<PuMaximum P ofIValue PImaxAnd minimum PuValue PumaxSo that the lower limit P of the total optimal working load power of the diesel engine setIAnd the upper limit P of the total optimal working load power of the diesel engine setuTotal power P of DC bus 101tThe closest;
I＝0，W＝W∪{SJ}，S＝S\{SJL-L +1 shows that after one diesel engine is started from a non-working sequence, P can be metI＝PImax，Pu＝PumaxThe diesel engine does not need to be shut down from a working sequence;
J＝0，W＝W\{WI}，S＝S∪{WIL-L-1 shows that P can be satisfied after one diesel engine is closed in the working sequenceI＝PImax，Pu＝PumaxThe diesel engine does not need to be started from a non-working sequence;
J≠0，W＝W∪{SJ}\{WI}，S＝S∪{WI}\{SJL-L shows that P can be satisfied when one diesel engine is turned on in a non-working sequence and one diesel engine is turned off in a working sequenceI＝PImax，Pu＝Pumax；
h-7, the optimal working sequence optimization solving process of the diesel engine set is completed after the steps are completed, and the main controller 7 periodically detects the total power P of the direct current bus 101tIf P istIf the change occurs, the step returns to the step 4 again, if P istIf the change does not occur, the optimization is finished, and the diesel engine set keeps the existing sequence to work;
the step 4 further includes operations of fault diagnosis and repair, which are specifically as follows:
when two sections of direct current buses 101 connected with the port and starboard side are in contact and short circuit occurs, or a frequency converter or a daily load is in direct current short circuit, a power electronic switch 102 connected with the two sections of direct current buses 101 is tripped within 15-25 mu s, and therefore the fault half board is cut out of the direct current buses of the non-fault half board;
when the frequency converter has a direct-current short-circuit fault, the capacitors of all frequency converters on the fault side discharge to the short-circuit point and deliver current Ic, the current flows through the fuse and may cause the fuse to be fused, and the discharging time constant of the whole loop is longer due to the fact that the capacitors of all non-fault modules on the fault side are larger, the loop is longer and the impedance of the fuse is included, so that the fuse on the short-circuit point has a longer discharging time constant due to the I of the current Ic2T is accumulated and fused, so that a loop is cut off; the fuse of the non-short-circuit point in the fault board does not reach the pre-arc I2T, the direct current short circuit protection circuit is not damaged, so that fault selective removal during direct current short circuit of the frequency converter is achieved;
when a short-circuit fault occurs in a daily load circuit (the condition that the short-circuit breaker 511 corresponds to a branch fault is used for detail description), the current at the broken circuit breaker 511 instantly rises to a dangerous value, the frequency converter 502 judges the short-circuit fault, the voltage is reduced to 0 immediately, and the current at the broken circuit breaker 511 is reduced to 0; the frequency converter 501 starts to support short-circuit fault current, the voltage is gradually increased, the current at the breaker 511 rises to a set peak value within 0.5s, the voltage is maintained for about 2s, the current is reduced to 0 after the breaker 511 trips due to the large current, and a short-circuit source is cut off to remove the fault; then, the frequency converter 502 performs short-circuit fault judgment, if the current value is small, the fault is eliminated, the voltage of the power grid is established within 1s, and the normal use of other equipment is recovered; if the fault point is not eliminated and exceeds 3s, automatic shutdown protection is carried out;
when the diesel generator 401 breaks down, the rotation of the propulsion motor 608 is cut off, and the storage capacitor 601 is started immediately to supply power to the direct current bus 101, so that the normal operation of daily loads is guaranteed; starting a standby generator set within the time (generally not more than 20s) that the power storage capacitor 601 supplies power to the power supply, supplying power energy to the ship, starting the propulsion motor 608 if all the power energy is normal after the standby generator set is started, recovering the running of the ship, and simultaneously charging the power storage capacitor 601 by the direct-current bus 101 for the next use so as to ensure that the use of the daily power supply during the fault period is not influenced;
step 4 also comprises generator power supplement and storage operation, and the peak clipping and valley filling supplement is carried out on the generator power, which comprises the following steps:
when the running power required by the ship is increased and exceeds the rated power of the diesel generator 401, the voltage value of the direct current bus 101 is reduced, the direct current voltage sensor 103 detects that the voltage of the direct current bus 101 is reduced, the main controller 7 judges which mode is used for compensating the delta P according to the difference value delta P between the running power and the rated power of the generator set and the expected overload time T, when the delta P is smaller than the rated output power of the lithium battery, the lithium battery 301 is started to supply power to the direct current bus 101 to compensate the delta P, the normal running of the ship is ensured, and if the delta P exceeds the rated output power of the lithium battery and the expected overload time T is smaller than 30s, the power storage capacitor 601 is started to charge the direct current bus 101 to;
when the running power required by the ship is reduced to be lower than the rated power of the diesel generator 401, the direct current voltage sensor 103 monitors that the voltage of the direct current bus 101 is recovered to be normal, the main controller 7 controls to close the electricity storage capacitor 601 or the lithium battery 301, and the direct current bus 101 starts to charge the electricity storage capacitor 601 or the lithium battery 301 for the next use.
Step 4 further comprises the operation of storing brake energy, which is specifically as follows:
firstly, presetting parameters in a load circuit, and inputting the parameters into a control module; the parameters are set as follows: the connection point of the main voltage sensor 405 is marked as point A, and the point A acquires the direct-current voltage V of the power supply mechanism of the generatorDC1The connection point of the storage voltage sensor 206 is marked as point B, and the point B acquires the voltage V of the direct current bus 101 of the energy storage mechanismDC2The connection point of the DC voltage sensor 603 is marked as point C, and the point C acquires the DC voltage V of the ship propulsion mechanismDC3The connecting point of the AC voltage sensor 604 is marked as D point, and the D point collects the power supply voltage V of the propulsion motorAC2The connection point of the ac current sensor 605 is denoted as point E, which captures the propulsion motor 608 supply current IAC1；
When the ship normally runs and each module normally operates, the voltage V at the direct current sideDC1＝VDC2＝VDC3＝VDC power(ii) a At a certain moment, the ship is suddenly braked, after the motor control module 606 in the ship propulsion mechanism receives a braking instruction, the motor control module 606 in the ship propulsion mechanism controls the inversion module 602 to stop inversion, and at the moment, the propulsion motor 608 loses power supply and V is achievedAC20; the surplus electric energy generated by the rotation of the propeller driving the propulsion motor 608 to rotate is rectified back to the direct current networking through the ship propulsion mechanism, and the direct current voltage V acquired at the point C at the momentDC3>VDC power＝VDC1＝VDC2(ii) a Under the condition of inputting redundant electric energy, the voltage V of the whole direct current bus 101DC powerRising; DC voltage V detected by voltage sensor at point A, B, CDC1＝VDC2＝VDC3＝VDC power'>VDC powerWhen the energy storage mechanism is started, an electric storage breaker 202 in the energy storage mechanism is closed, the high voltage of the direct current bus 101 is reduced through an energy storage chopper module 204, an electric storage capacitor 201 of the energy storage mechanism is charged, and the redundant energy is stored; when the DC bus 101 voltage begins to drop, V is detected by the voltage sensor at point A, B, CDC1＝VDC2＝VDC3＝VDC powerWhen the system is in use, the energy storage control module 207 in the energy storage mechanism controls the electric storage breaker 202 to be switched off, and the system completes utilization of redundant energy.
The above-mentioned embodiments are merely illustrative of the principles and effects of the present invention, and some embodiments may be used, not restrictive; it should be noted that, for those skilled in the art, various changes and modifications can be made without departing from the inventive concept of the present invention, and these changes and modifications belong to the protection scope of the present invention.
Claims (10)
1. The ship direct-current networking power system comprises a port propulsion unit and a starboard propulsion unit, wherein the propulsion unit comprises a direct-current bus, the direct-current bus is connected with at least two generator power supply mechanisms and a ship propulsion mechanism, the direct-current bus on the port or the starboard is provided with a load mechanism, a power electronic switch is arranged between the direct-current buses on the port and the starboard, each generator power supply mechanism comprises a diesel generator, the diesel generators are sequentially connected with a main circuit breaker, a rectifying module and a fuse through power supply lines, and the power supply lines are finally connected with the direct-current buses; a main voltage sensor is arranged on a lead between the rectifying module and the fuse, and the main voltage sensor is electrically connected with the generator control module;
the load mechanism comprises a load inversion module connected with a direct current bus through an access wire, fuses are arranged on positive and negative access wires, a collection point A ' connected with a direct current voltage sensor for detecting the voltage value of a direct current section on a load circuit is arranged between the fuses and the input end of the load inversion module on the access wire, the output end of the load inversion module is connected with the input end of a load circuit breaker of the load circuit, a collection point B ' connected with an alternating current voltage sensor for collecting the output alternating current voltage value after inversion is arranged between the output end of the load inversion module and the input end of the load circuit breaker, the output end of the load circuit breaker is provided with an alternating current sensor collection point C ' connected with the alternating current value for collecting the output, the direct current voltage sensor and the alternating current voltage sensor, the alternating current sensor is electrically connected with the control module; the load circuit breaker is connected with an alternating current bus, the alternating current bus is connected with each electric load module in the ship power system through a shunt wire, and a breaking circuit device is arranged between the electric load module and the alternating current bus on the shunt wire.
2. The ship direct-current networking power system of claim 1, wherein: the ship propulsion mechanism comprises a propulsion motor, the propulsion motor is connected with a direct current bus through a power utilization circuit, and a power utilization circuit breaker, an inversion module and a fuse are sequentially arranged on the power utilization circuit from the propulsion motor.
3. The ship dc networking power system of claim 2, wherein: the propulsion unit further comprises an energy storage mechanism connected to the direct-current bus, the energy storage mechanism comprises an energy storage chopping module connected with the direct-current bus through two power storage wires, the energy storage chopping module is connected with the inductance filtering module, a power storage capacitor is arranged between the inductance filtering module and one of the power storage wires through a connecting wire, a power storage circuit breaker is arranged on the connecting wire, and a fuse is arranged on the power storage wire; the electricity storage wire is connected with an electricity storage voltage sensor which is connected with the energy storage control module; a direct current voltage sensor is arranged between the inversion module and the direct current bus on the power circuit and is connected with the motor control module.
4. The ship direct-current networking power system of claim 3, wherein: and an alternating-current voltage sensor is arranged between the inversion module and the power utilization circuit breaker on the power utilization circuit and is connected with the motor control module.
5. The ship direct-current networking power system of claim 4, wherein: and an alternating current sensor is arranged between the propulsion motor and the power utilization circuit breaker on the power utilization circuit, and is connected with the motor control module.
6. The ship direct-current networking power system of claim 5, wherein: the propulsion unit further comprises a battery power supply mechanism connected to the direct-current bus, the battery power supply mechanism comprises a lithium battery, the lithium battery is sequentially connected with the circuit breaker, the battery chopping module and the fuse through cables, and the cables are finally connected with the direct-current bus.
7. The method for controlling the operation and power optimization of the ship direct-current networking power system according to claim 6, comprising the following steps:
step 1, starting a generator set
Starting the diesel generators to operate, detecting the rotating speed of the diesel generators by a rotating speed sensor, if the rotating speed of the diesel generators does not reach 1150-1550 rpm after 10-15 s, enabling the diesel generators of the electric propulsion system to be incapable of achieving parallel operation, reporting errors by the system and sending error information to a monitoring terminal, and controlling all the diesel generators to stop by a maintenance worker through a remote control system to maintain the diesel generators; if the rotating speed of the diesel generator reaches a preset value, the diesel generator finishes starting and starts to work;
step 2, pre-charging the DC bus
After the diesel generator normally operates, the direct-current bus is charged through the pre-charging loop, the direct-current bus voltage is monitored by the direct-current voltage sensor, when the direct-current bus voltage reaches 1050-1075V, the main circuit breaker is closed, and alternating current generated by the diesel generator is converted into direct current through the rectifying module to normally supply power to the direct-current bus;
step 3, load operation
After the pre-charging of the direct current bus is finished, power supply is started for each load; the direct current provided by the direct current bus is converted into alternating current required by a propulsion motor and a daily load through a load inversion module and an inversion module respectively; the two alternating voltage sensors respectively monitor the alternating side voltages of the two load inversion modules, whether the voltages meet the required voltages of the loads is judged, and if the voltages meet the use conditions, the load circuit breaker and the power utilization circuit breaker are closed to respectively supply power to the daily load and the propulsion motor;
step 4, monitoring and adjusting the running state of the power system
The method comprises the following steps of power distribution operation of a generator set of a direct-current networking system:
step a, firstly, parameter setting is carried out on each diesel engine, and power parameter setting of each diesel generator set is carried out through the main control module, namely, the optimal working load power lower limit P of the ith (i is 1 and 2 … N) diesel engine is respectively setiIAnd an optimal workload power cap PiuSimultaneously selecting a first diesel generator set as a default opening item;
step b, the main controller continuously detects the total power P of the direct current networking power systemtWhen a load works in the direct current bus, the power generation system also starts to work at the same time, and the first diesel generator set starts to work; the alternating current sensor reads alternating current I generated by the first diesel generator set1The voltage sensor detects a rectified DC voltage value V1The A/D sampling module reads I1And V1Sending the data to a sub-controller through a bus, wherein the sub-controller is according to I1And V1Calculating the AC voltage VAC1The sub-controller calculates the use power P of the first diesel generating set through the following formula1：
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 at V1min～V1maxIn order to ensure P1I<P1<P1u；
Step c, the main controller calculates the range of the total optimal working load power of the diesel units, and at the moment, only the first diesel unit is in a working state, so the lower limit P of the total optimal working load power of the diesel unitsI＝P1IUpper limit of total optimal working load power P of diesel engine setu＝P1u；
D, the main controller sequentially judges the working states of all the diesel engine sets, and if the ith diesel engine set is in the working state, the alternating current sensor of the power generation circuit reads alternating current I generated by the diesel engine setiThe voltage sensor detects the rectified DC voltage value ViThe A/D sampling module reads IiAnd ViSending the data to a sub-controller through a bus, wherein the sub-controller is according to I1And V1Calculating the AC voltage VACiThe sub-controller calculates the use power P of the ith diesel generating set by the following formulai：
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 at Vimin～VimaxIn order to ensure P1I<P1<P1u；
Step e, the main controller calculates the range of the total optimal working load power of the diesel engine set according to the following formula:
lower limit of total optimal working load power of diesel engine set
Upper limit of total optimal working load power of diesel engine set
Step f, the main controller enables the total power P of the direct current bustAnd the lower limit P of the total optimal load power of the diesel engine setIAnd the lower limit P of the total optimal working load power of the diesel engine setuMaking a comparison if PI<Pt<PuIf the total generated power of the diesel engine set reaches P, the total generated power of the diesel engine set reaches PtIn time, the power generation power of each diesel engine is within the optimal working load power range; at the moment, step (g) is carried out, and synchronous control of the voltage of the diesel engine is carried out according to a cross coupling control strategy; if PtDoes not satisfy PI<Pt<PuI.e. Pt>PuOr Pt<PIIf so, performing the step (h), establishing an optimization model, and optimally solving the optimal working sequence of the diesel engine set;
step g, synchronous control of the voltage of the diesel engine is carried out according to a cross coupling control strategy
g-1, when PI<Pt<PuAnd then, calculating by the main controller according to the total power Pt of the current direct current networking system to obtain an average voltage V ', wherein the V' satisfies the following conditions: when the output voltage of all the diesel engines in operation is V', P still existsI<Pt<Pu；
g-2, after V' is obtained through calculation, the main controller sends a voltage regulation instruction to each path of sub-controllers;
g-3, after receiving a voltage regulation instruction from the main controller, the sub-controller sends a control signal to the A/D sampling module, the A/D sampling module receives the signal and then sends a PWM wave to the rectification power module, and the PWM wave changes the duty ratio of an IGBT transistor in the rectification power module so as to regulate the rectified direct-current voltage value;
g-4, feeding the output voltage of the diesel engine back to each path controller continuously by an A/D conversion module on each power generation circuit, and sending voltage data to the main controller by the sub-controllers through a bus;
g-5, after the main controller obtains voltage data sent by each power generation circuit sub-controller, respectively subtracting the V' from each output voltage, and sending a voltage compensation signal to each sub-controller by the main controller according to the voltage difference value;
g-6, after receiving a voltage compensation signal from the main controller, the sub-controller sends a control signal to the A/D sampling module, the A/D sampling module receives the signal and then sends a PWM wave to the rectification power module, and the PWM wave changes the duty ratio of an IGBT transistor in the rectification power module to adjust the rectified direct-current voltage value;
g-7, returning to the step g-4 for cyclic execution;
step h, establishing an optimization model, and optimally solving the optimal working sequence of the diesel engine set:
h-1, and W as the sequence of the existing working generator1，W2，…，WLThe sequence of the non-working generator is S ═ S1，S2，…，SN-LW ∪ S ═ 1, 2, 3, …, N };
h-2 if Pt>PuThen calculate
Namely, finding one with the maximum average optimal working load power in the diesel engine in the non-working state, and then executing the step h-3; if Pt<PIThen executing step h-4;
h-3, calculating
If P'<PtThen W is W ∪ { S ═ WJ}，S＝S\{SJL +1, i.e. starting the diesel engine with the maximum average optimum workload power found in step h-2, and then returning to step h-2 until P'>PtIf yes, continuing to execute the step h-6;
h-4, calculating
Namely, finding one with the maximum average optimal working load power in the diesel engines in the working state;
h-5, calculating
If P ″)>PtIf W is W \ W ═ W \ W { CI}，S＝S∪{WIH, L-L-1, starting the diesel engine with the maximum average optimal workload power found in step h-4, and returning to step h-4 until P ″<PtIf yes, continuing to execute the step h-6;
h-6, first calculate
i-1, 2, …, N-L, i.e. calculating the difference between the average optimum workload power of any diesel engine in the working sequence and any diesel engine in the non-working sequence, respectively, wherein
Then calculate
If I is equal to 0, then
W＝W∪{SJ}，S＝S\{SJ}，L＝L+1
If J is 0, then
W＝W\{WI}，S＝S∪{WI}，L＝L-1
If I, J ≠ 0, then
W＝W∪{SJ}\{WI}，S＝S∪{WI}\{SJ}，L＝L
The process of solving the optimal working sequence of the diesel engine is carried out, namely, the process of finding the condition PI<Pt<PuMaximum P ofIValue PImaxAnd minimum PuValue PumaxSo that the lower limit P of the total optimal working load power of the diesel engine setIAnd the upper limit P of the total optimal working load power of the diesel engine setuTotal power P of DC bustThe closest;
I＝0，W＝W∪{SJ}，S＝S\{SJL-L +1 shows that after one diesel engine is started from a non-working sequence, P can be metI＝PImax，Pu＝PumaxThe diesel engine does not need to be shut down from a working sequence;
J＝0，W＝W\{WI}，S＝S∪{WIL-L-1 shows that P can be satisfied after one diesel engine is closed in the working sequenceI＝PImax，Pu＝PumaxThe diesel engine does not need to be started from a non-working sequence;
J≠0，W＝W∪{SJ}\{WI}，S＝S∪{WI}\{SJL-L shows that P can be satisfied when one diesel engine is turned on in a non-working sequence and one diesel engine is turned off in a working sequenceI＝PImax，Pu＝Pumax；
h-7, completing the optimal working sequence optimization solving process of the diesel engine set after the steps are completed, and periodically detecting the total power P of the direct current bus by the main controllertIf P istIf the change occurs, the step returns to the step 4 again, if P istIf no change occurs, the optimization is finished, and the diesel engine set keeps the existing sequence to work.
8. The method for the optimal control of the operation and power of the ship direct-current networking power system according to claim 7, wherein the method comprises the following steps: the step 4 further includes operations of fault diagnosis and repair, which are specifically as follows:
when a short-circuit fault occurs in a daily load circuit, the current at the corresponding breaker instantly rises to a dangerous value, the frequency converter judges that the short-circuit fault occurs and immediately drops the voltage to 0, and the current at the breaker is reduced to 0; the frequency converter starts to support short-circuit fault current, the voltage is gradually increased, the current at the breaker rises to a set peak value within 0.5s and is maintained for about 2s, the current is reduced to 0 after the breaker trips due to the large current, and a short-circuit source is cut off to remove the fault; then, the frequency converter judges the short-circuit fault, if the current value is smaller, the fault is eliminated, the voltage of the power grid is established within 1s, and the normal use of other equipment is recovered; if the fault point is not eliminated and exceeds 3s, automatic shutdown protection is carried out;
when the diesel generator breaks down, the rotation of the propulsion motor is stopped, and meanwhile, the power storage capacitor is started immediately to supplement power to the direct current bus, so that the normal operation of daily loads is ensured; in the time of storage capacitor to power supply, start reserve generating set, carry out power energy supply to boats and ships, reserve generating set finishes the back, and as all normal, start propulsion motor, boats and ships resume operation, direct current bus charges for storage capacitor simultaneously to use next time, use with this daily power during guaranteeing the trouble can not receive the influence.
9. The method for optimally controlling the operation and the power of the ship direct-current networking power system according to claim 8, wherein the method comprises the following steps: step 4 further comprises generator power supplement and storage operations, specifically as follows:
when the running power required by the ship is increased and exceeds the rated power of the diesel generator, the voltage value of the direct-current bus is reduced, the direct-current voltage sensor detects the voltage reduction of the direct-current bus, the main controller judges which mode is used for compensating the delta P according to the running power, the rated power difference delta P of the generator set and the expected overload duration T, and when the delta P is smaller than the rated output power of the lithium battery, the lithium battery is started to supply power to the direct-current bus to compensate the delta P, so that the normal running of the ship is ensured; if the delta P exceeds the rated output power of the lithium battery and the expected overload time T is less than 30s, starting a storage capacitor to charge a direct-current bus to make up the delta P;
when the running power required by the ship is reduced to be lower than the rated power of the diesel generator, the direct-current voltage sensor monitors that the voltage of the direct-current bus is recovered to be normal, the main controller controls the electricity storage capacitor or the lithium battery to be closed, and the direct-current bus starts to charge the electricity storage capacitor or the lithium battery for the next use.
10. The method for optimally controlling the operation and the power of the ship direct-current networking power system according to claim 9, wherein the method comprises the following steps: step 4 further comprises the operation of storing brake energy, which is specifically as follows:
firstly, presetting each parameter in a load circuit, and inputting each parameter into a control moduleIn blocks; the parameters are set as follows: the connection point of the main voltage sensor is marked as point A, and the point A acquires the direct-current voltage V of the power supply mechanism of the generatorDC1The connection point of the electricity storage voltage sensor is marked as a point B, and the point B acquires the direct-current bus voltage V of the energy storage mechanismDC2The connecting point of the direct current voltage sensor is marked as a point C, and the point C acquires direct current voltage V of the ship propulsion mechanismDC3The connecting point of the AC voltage sensor is marked as a point D, and the point D acquires the power supply voltage V of the propulsion motorAC2The connecting point of the alternating current sensor is marked as point E, and the point E acquires the power supply current I of the propulsion motorAC1；
When the ship normally runs and each module normally operates, the voltage V at the direct current sideDC1＝VDC2＝VDC3＝VDC power(ii) a At a certain moment, the ship brakes suddenly, after a motor control module in the ship propelling mechanism receives a braking instruction, the motor control module at the ship propelling mechanism controls the inversion module to stop inverting, and at the moment, the power supply of the propelling motor is lost and V is setAC20; the surplus electric energy generated by the rotation of the propeller driving the propulsion motor to rotate is rectified back to the direct current networking through the ship propulsion mechanism, and the direct current voltage V acquired at the point C at the momentDC3>VDC power＝VDC1＝VDC2(ii) a Under the input of redundant electric energy, the whole direct current bus voltage VDC powerRising; DC voltage V detected by voltage sensor at point A, B, CDC1＝VDC2＝VDC3＝VDC power'>VDC powerWhen the energy storage mechanism is started, the energy storage breaker in the energy storage mechanism is closed, the high voltage of the direct current bus is reduced through the energy storage chopping module, the energy storage capacitor of the energy storage mechanism is charged, and the redundant energy is stored; when the DC bus voltage begins to drop, V detected by the voltage sensor at point A, B, CDC1＝VDC2＝VDC3＝VDC powerAnd when the system is used, the energy storage control module in the energy storage mechanism controls the electricity storage breaker to be disconnected, and the system finishes the utilization of redundant energy.
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| CN202010190387.7A CN111478307B (en) | 2020-03-18 | 2020-03-18 | Ship direct-current networking power system and operation and power optimization control method thereof |
| GB2214606.2A GB2608552A (en) | 2020-03-18 | 2021-02-27 | Direct current networking power system for waterborne vessel, and operation-and power-optimized control method for same |
| PCT/CN2021/078301 WO2021185056A1 (en) | 2020-03-18 | 2021-02-27 | Direct current networking power system for waterborne vessel, and operation- and power-optimized control method for same |
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| Publication number | Publication date |
|---|---|
| CN111478307B (en) | 2020-12-11 |
| WO2021185056A1 (en) | 2021-09-23 |
| GB2608552A (en) | 2023-01-04 |
| GB202214606D0 (en) | 2022-11-16 |
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Address after: Plot 83-D, Development Zone, Xinwu District, Wuxi City, Jiangsu Province, 214000 Patentee after: China Shipbuilding Saisiyi (Wuxi) Electrical Technology Co.,Ltd. Country or region after: China Patentee after: China State Shipbuilding Corporation Fenxi Heavy Industry Co.,Ltd. Address before: 214000 saisiyi, plot 83-d, development zone, Xinwu District, Wuxi City, Jiangsu Province Patentee before: WUXI SILENT ELECTRIC SYSTEM (SES) TECHNOLOGY Co.,Ltd. Country or region before: China Patentee before: SHANXI FENXI HEAVY INDUSTRY Co.,Ltd. |