CN115214865A - Ship hybrid power system and energy management method thereof - Google Patents
Ship hybrid power system and energy management method thereof Download PDFInfo
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- 238000007726 management method Methods 0.000 title claims abstract description 44
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 claims abstract description 36
- 229910001416 lithium ion Inorganic materials 0.000 claims abstract description 36
- 238000007599 discharging Methods 0.000 claims abstract description 23
- 230000008030 elimination Effects 0.000 claims description 6
- 238000003379 elimination reaction Methods 0.000 claims description 6
- 238000004891 communication Methods 0.000 claims description 5
- 230000003993 interaction Effects 0.000 claims description 3
- 230000004044 response Effects 0.000 abstract description 5
- 238000000034 method Methods 0.000 abstract description 4
- 230000001743 silencing effect Effects 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 7
- 238000009413 insulation Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
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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
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Ocean & Marine Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention relates to a ship hybrid power system and an energy management method thereof, wherein the ship hybrid power system comprises 1 set of lithium ion battery pack, 1 set of diesel generator set, 1 set of direct current distribution board, 1 set of alternating current distribution board, 2 sets of propulsion motors, 1 set of direct current charging interface and 1 set of energy management system; the direct current distribution board comprises 1 set of direct current converter, 1 set of AFE controllable rectifier, 2 sets of daily inverter and 2 sets of propulsion frequency converter, and the energy management system is provided with three energy supply modes of a pure battery mode, a pure diesel-electric mode and a hybrid power mode. The charging and discharging curves of the AFE controllable rectifier and the direct current converter are controlled in real time through the energy management system, a multi-strategy mode switching function and a real-time energy management strategy are configured, and the problems that the system response is slow, the robustness is poor, the mode switching is inflexible, the risk of power loss of the whole ship exists and the like are effectively solved. The method has the characteristics of long endurance mileage time, high running efficiency of the diesel generator set, good silencing effect and the like. The safety and the reliability of the hybrid power system are improved.
Description
Technical Field
The invention relates to a ship power system, in particular to a ship hybrid power system and an energy management method thereof.
Background
Along with the great control of the ship pollutant emission in China, the improvement of battery technology and the reduction of price, the battery power is widely proposed as a representative of a clean power system, the zero emission and the low noise are met, the operation cost is further reduced, and the battery power is the first choice of the power of small and medium-sized inland river ships in the future.
However, the cruising mileage of the current pure battery power ship is short, the cruising requirement of more than twelve hours a day of a traffic ship and a law enforcement ship is difficult to meet, the hybrid power system has the advantages of long cruising time, high running efficiency of a diesel generator set, flexible whole-ship running mode and the like, and the cost of the hybrid power system is lower than that of the pure battery power system, so that the hybrid power system is approved and favored by shipowners.
At present, the ship application of a ship hybrid power system is less, an energy management system is mostly adopted to directly control the output power of a battery pack in a hybrid power mode, the hybrid power system has the advantages of slow response, poor robustness, inflexible mode switching and risk of power loss of the whole ship.
Disclosure of Invention
The ship hybrid power system and the energy management method thereof are provided for solving the problems that the existing pure battery power ship is few in application, the hybrid power system is slow in response, poor in robustness and inflexible in mode switching, and the risk of power loss of the whole ship exists. The charging and discharging curves of an AFE (active front end) controllable rectifier and a direct current converter are controlled in real time through an energy management system, a multi-strategy mode switching function and a real-time energy management strategy are configured, and the problems of slow system response, poor robustness, inflexible mode switching, risk of power loss of the whole ship and the like are effectively solved.
The technical scheme of the invention is as follows: a ship hybrid power system comprises 1 set of lithium ion battery pack, 1 set of diesel generator set, 1 set of direct current distribution board, 1 set of alternating current distribution board, 2 sets of propulsion motors, 1 set of direct current charging interface and 1 set of energy management system; the direct current distribution board comprises 1 set of direct current converter, 1 set of AFE controllable rectifier, 2 sets of daily inverter and 2 sets of propulsion frequency converter, and the energy management system is provided with three energy supply modes of a pure battery mode, a pure diesel-electric mode and a hybrid power mode;
when the hybrid power ship normally sails in a pure battery mode, the lithium ion battery pack is boosted to a direct current distribution board bus through the direct current converter;
when the hybrid power ship normally sails in a pure diesel-electric mode, the diesel generator set outputs alternating current, and the alternating current is transmitted to the direct current distribution board bus through the AFE controllable rectifier in a boosting mode;
when the hybrid power ship normally sails in a hybrid power mode, the diesel generator set transmits electric energy to a direct current distribution board bus through the AFE controllable rectifier, and the lithium ion battery pack is connected with the direct current distribution board bus through the direct current converter;
the direct current distribution board bus electric energy transmits energy to a propulsion motor and a propeller through a propulsion inverter, the direct current electric energy provides three-phase electric energy for an alternating current load through a daily inverter, and the daily inverter is used for standby;
when the hybrid power ship is berthed ashore, a shore power charging mode is selected to enter, the shore direct current charging pile is connected with the direct current charging interface to supply power for the direct current distribution board bus, and the electric energy of the direct current distribution board bus charges the lithium ion battery pack through the direct current converter.
Preferably, the energy management system is communicated with the direct current converter, the propulsion inverter and the daily inverter through a Profibus communication module to perform data interaction; the energy management system performs data interaction with the lithium ion battery pack and the shore power direct current charging pile through the CAN module;
the energy management system controls and manages control algorithms and mode switching of a pure battery mode, a pure diesel power mode, a hybrid power mode and a shore power charging mode.
A ship hybrid power system energy management method, the energy management system automatic mode switching control management: setting a low electric quantity set value of the lithium ion battery pack as A% rated electric quantity, setting a high electric quantity set value of the lithium ion battery pack as C% rated electric quantity, and setting an electric quantity set value in the lithium ion battery pack as B% rated electric quantity;
hybrid peak clipping mode: if the total load of the whole ship is less than the current output limit value I of the AFE limit Corresponding to the electric energy, only the AFE controllable rectifier provides the electric energy for the whole ship load; if the total load of the whole ship is larger than the AFE controllable rectifier current output limit value I limit Corresponding to the electric energy, the DC converter is under overvoltage control, and the AFE controlled rectifier provides an output limit value I limit Corresponding electric energy, the rest electric energy is provided by the lithium ion battery pack through the direct current converter; hybrid valley fill mode: if the total load of the whole ship is less than the current output limit value I of the AFE controllable rectifier limit Corresponding to the electric energy, the direct current converter is under-voltage controlled, and redundant electric energy charges the lithium ion battery pack through the direct current converter; if the total load of the whole ship is larger than the AFE controllable rectifier current output limit value I limit Corresponding to the electric energy, the propulsion power is limited, and the total load of the whole ship is not more than the current output limit value I of the AFE controllable rectifier limit Corresponding electric energy;
hybrid peak clipping and valley filling mode: if the total load of the whole ship is less than the current output limit value I of the AFE limit Corresponding to the electric energy, the direct current converter is under-voltage controlled, and redundant electric energy charges the lithium ion battery pack through the direct current converter; if the total load of the whole ship is larger than the AFE controllable rectifier current output limit value I limit Corresponding to the electric energy, the DC converter is under-voltage controlled, and the AFE controllable rectifier provides an output limit value I limit Corresponding to the electric energy, the rest electric energy is converted from the lithium ion battery pack through a direct current converterProviding;
when the ship runs in a pure battery mode and the SOC is lower than A%, automatically switching to a valley filling mode of a hybrid power mode;
when the ship runs in a peak load elimination valley filling mode of a hybrid power mode and the SOC is lower than A%, automatically switching to a valley filling mode of the hybrid power mode;
when the ship runs in a peak load elimination valley filling mode of a hybrid power mode and the SOC is higher than C%, automatically switching to a valley filling mode of the hybrid power mode;
when the ship runs in a peak eliminating mode of a hybrid power mode and the SOC is lower than B%, automatically switching to a peak eliminating and valley filling mode of the hybrid power mode;
when the ship runs in a valley filling mode of the hybrid power mode and the SOC is higher than B%, the ship is automatically switched to a peak eliminating and valley filling mode of the hybrid power mode.
Further, an overvoltage control curve and an undervoltage control curve are set in the direct current converter, and the AFE controllable rectifier sets output constant voltage and current output limit;
overvoltage control curve U of direct current converter 1 Control of the zero-crossing voltage value U by setting an overvoltage ov And rate of sag K of the overpressure control curve ov To determine U 1 ＝K ov *I+U ov Wherein I is the charging and discharging set value of the DC converter, when the DC voltage U output by the DC converter reaches the overvoltage control curve U 1 According to U at the moment 1 Calculating a given value of charging and discharging current I, and carrying out current control on the direct current converter according to the value I; when the current I is larger than zero, discharging is carried out, and when the current I is smaller than zero, charging is carried out; k ov Less than zero;
undervoltage control curve U of DC converter 2 Controlling zero-crossing voltage value U by setting undervoltage uv Droop rate K of sum-voltage control curve uv To determine U 2 ＝K uv *I+U uv When the DC voltage U output by the DC converter reaches the undervoltage control curve U 2 According to U at the moment 2 Calculating a given value of charging and discharging current I, and carrying out current control on the direct current converter according to the value I; when the current I is larger than zero, discharging is carried out, and when the current I is smaller than zero, charging is carried out; k uv Less than zero; output constant voltage value U of AFE (automatic edge protection) controllable rectifier DC Is provided with a current output limit value I limit (ii) a When the output current of AFE controllable rectifier reaches I limit The output voltage will not maintain the constant voltage value U DC And entering the corresponding voltage of the overvoltage or undervoltage control curve.
Furthermore, the energy management system sets the charging and discharging current given value I and the overvoltage control zero-crossing voltage value U of the direct current converter in real time through Profibus ov Sag rate K of overvoltage control curve ov Undervoltage control zero-crossing voltage value U uv Droop rate K of sum-voltage control curve uv Setting the output constant voltage value U of the AFE controllable rectifier in real time DC And a current output limit value I limit (ii) a The total load of the whole ship is the sum of the power of the two propulsion motors and the power of the daily load.
Further, the output constant voltage value U of the AFE controllable rectifier DC =750V, setting AFE controlled rectifier current output limit I limit ＝0.9I N2 AFE controlled rectifier rated current is I N2 ；
Setting over-voltage control curve zero-crossing voltage value U ov =750V, sag K ov ＝-2％*U ov /I N1 Rated current of DC converter is I N1 The overvoltage control function being U 1 ＝K ov *I+U ov The I is a charging and discharging current set value of the direct current converter, discharging is carried out when the current I is larger than zero, and charging is carried out when the current I is smaller than zero;
setting of zero-crossing voltage value U of under-voltage control curve uv =715V, droop rate K uv ＝-2％*U ov /I N1 Undervoltage control function U 2 ＝K uv *I+U uv 。
The invention has the beneficial effects that: the ship hybrid power system and the energy management method thereof have the characteristics of long endurance mileage time, high running efficiency of the diesel generator set, good silencing effect and the like; the charging and discharging curves of the AFE controllable rectifier and the direct current converter are controlled in real time through the energy management system, a multi-strategy mode switching function and a real-time energy management strategy are configured, the whole system is fast in response, strong in robustness and flexible in mode switching, and the safety and reliability of the hybrid power system are improved.
Drawings
FIG. 1 is a schematic illustration of a hybrid power system for a marine vessel according to the present invention;
FIG. 2 is a schematic diagram of the energy control method of the hybrid power system of the ship;
FIG. 3 is a diagram of the DC converter control logic of the present invention;
FIG. 4 is a diagram of AFE controlled rectifier control logic according to the present invention;
fig. 5 is a schematic diagram of a peak clipping and valley filling mode of the hybrid power system of the ship.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
As shown in fig. 1, which is an example of a practical ship application of the present invention, the hybrid power system of a ship includes 1 set of 200kWh lithium ion battery packs, 1 set of 100kWh diesel generator sets, 1 set of 750VDC direct current distribution board, 1 set of 400VAC alternating current distribution board, 2 sets of 50kW propulsion motors, 1 set of direct current charging interfaces, and 1 set of energy management system; the direct current distribution board comprises 1 set of 100kW direct current converter, 1 set of 100kW AFE controllable rectifier, 2 sets of 50kW daily inverter and 2 sets of 50kW propulsion frequency converter, wherein the daily inverter is used for standby; the rated voltage of the battery pack is 644 volts; the main propulsion motor is rated at 380VAC,1500RPM.
The direct current bus of the direct current distribution board is designed in a redundant mode, one is used, the other is standby, and the direct current bus is connected with the other through a controllable switch; the 200kWh lithium ion battery pack is connected to a second direct current bus of the direct current distribution board through the direct current contactor; the 100kWh diesel generating set is connected to a first direct current bus of a direct current distribution board after being rectified by a 100kW AFE controllable rectifier; the direct current charging interface is connected to two direct current buses of the direct current distribution board through respective direct current contactors; 2 sets of 50kW propulsion motors are respectively connected to two direct current buses of a direct current distribution board through respective propulsion inverters; the two direct current buses of the 400VAC alternating current distribution board and the two direct current buses of the direct current distribution board are respectively connected through a daily inverter, the two direct current buses of the direct current distribution board are connected with the 400VAC alternating current distribution board through the daily inverter, and a daily load is connected to the 400VAC alternating current distribution board.
When the hybrid power ship normally sails, three modes can be selected, namely a pure battery mode, a pure diesel-electric mode and a hybrid power mode. In the pure battery mode, the lithium ion battery pack (644V) raises the electric energy to 750V through the direct current converter and transmits the electric energy to a direct current distribution board bus. When the pure diesel-electric mode is adopted, the diesel generator set generates 400VAC alternating current, and the electric energy is lifted to 750V through the AFE controllable rectifier and is transmitted to the direct current distribution board bus. In the hybrid power mode, the diesel generator set transmits electric energy to a direct current distribution board bus through the AFE controllable rectifier, and the lithium ion battery pack is connected with the direct current distribution board bus through the direct current converter. The direct current distribution board bus electric energy is transmitted to the propulsion motor and the propeller through the propulsion inverter, the direct current electric energy provides three-phase 400VAC electric energy for an alternating current load through the daily inverter, and the daily inverter is used for standby.
When the hybrid power ship is berthed ashore, the shore power charging mode can be selected, the shore direct current charging pile can be used for connecting the direct current charging interface to supply power for the direct current distribution board bus, and the electric energy of the direct current distribution board bus charges the lithium ion battery pack through the direct current converter.
1. The energy management system is implemented as follows:
the energy management system adopts a redundant programmable controller as a main controller, is provided with a Profibus communication module for communicating with a direct current converter, an AFE controllable rectifier, a propulsion inverter and a daily inverter, is provided with a CAN module for communicating with a battery pack BMS and a direct current charging pile, has a communication protocol J1939, is provided with a network port module for communicating with a whole ship comprehensive control system, and is provided with an Ethernet module for communicating with a touch screen.
The main contents of the energy management system and the communication of the direct current converter, the AFE controllable rectifier, the propulsion inverter and the daily inverter are as follows: 1) The control data includes: module starting, module stopping, bus control mode and charge-discharge mode; 2) The status data includes: module direct current voltage, module output voltage, module frequency, module power, module current, module voltage, module temperature, module fault word, module readiness, module operation, module alarm, and module fault.
The energy management system and the battery pack BMS mainly communicate contents including: the system comprises a battery pack total voltage, a battery pack electric current, an SOC value, an SOH value, a single battery voltage, a battery temperature, a three-level alarm code, a comprehensive state, a contactor state, an insulation value, a cabin temperature, a maximum allowable charging and discharging power value and the like.
Energy management system and bank electricity direct current fill electric pile connection process: completing physical connection, assisting low-voltage electrification, performing charging handshake, configuring charging parameters, charging, finishing charging and finishing charging; in the charging stage, the comprehensive control system and the shore power direct current charging system interact data in real time, and the interactive data comprise a voltage output value, a current output value, a battery temperature, a battery voltage, a charging state, an SOC value, an insulation state and the like.
The touch screen can display the states and alarm information of all the direct current converters, the AFE controllable rectifier, the propulsion inverter, the daily inverter, the battery pack and the shore power direct current charging pile.
2. Overvoltage control curve and undervoltage control curve of DC converter
Referring to fig. 2, the overvoltage control curve of the dc converter in the embodiment is set to have a zero-crossing voltage U ov =750V, sag K ov ＝-2％*U ov /I N1 Rated current I of DC converter N1 =133A, and the overvoltage control function of the formula (1) is U 1 ＝K ov *I+U ov ＝-0.02I*U ov /I N1 +750, I is the charging and discharging set value of the DC converter; at point B as shown in FIG. 2, U 1 ＝744V＝-0.02I*750/I N +750，I＝0.4*I N1 =53.2A, when the current I is greater than zero, discharging is performed, and when the current I is less than zero, charging is performed;
as shown in FIG. 2, the undervoltage control curve of the DC converter in this embodiment is set to have a zero-crossing voltage value U uv =715V, droop rate K uv ＝-2％*U ov /I N1 ，I N1 =133A, equation (1) brown-out control function U 2 ＝K uv *I+U uv ＝-0.02I*U ov /I N1 +715, as shown at point D in FIG. 2, U 2 ＝721V＝-0.02I*750/I N1 +715，I＝-0.4*I N1 ＝-53.2A；
As shown in FIG. 2, the output constant voltage value U of the AFE controlled rectifier is the voltage control curve of the AFE controlled rectifier in the present embodiment DC =750V, provided with a current output limit value I limit ＝0.9I N2 Rated current I of AFE controlled rectifier N2 =133A, when the output current reaches I limit While the output voltage can not maintain U DC And entering the corresponding voltage of the overvoltage or undervoltage control curve.
FIG. 3 is a logic block diagram of DC converter control ref Namely the given value of the charging and discharging current value transmitted to the direct current converter by the energy management system through Profibus. When the current setpoint is greater than the actual current and the voltage U reaches the U1 curve, the dc converter operates in overvoltage control, as shown in fig. 3, with the current setpoint determined by the U1 curve. When the current set value is smaller than the actual current and the voltage U reaches the U2 curve, the direct current converter works in undervoltage control, and the current set value is determined by the U2 curve as shown in FIG. 3.
FIG. 4 is a logic diagram of a controllable rectifier control circuit, V dc * Is the output constant voltage value U of the AFE controlled rectifier DC ＝750V。
3. Peak clipping mode implementation
As shown in FIG. 2, the energy management system sets U ov ＝U DC =750V, setting AFE controlled rectifier output limit to I limit ＝90％I N2 ，I N2 =133A, setting and controlling overvoltage control curve droop rate K of dc converter ov ＝-2％*U ov /I N1 Setting the DC converter to work on the over-voltage control curve U 1 (ii) a The total load of the whole ship is the sum of the power of the two propulsion motors and the power of the daily load;
when the total load of the whole ship is less than I limit I.e. as in fig. 2U ov When the voltage is between the point A and the point B, the diesel generating set provides all electric energy through the AFE controllable rectifier;
when the total load of the whole ship is greater than I limit I.e. as U in the figure ov And when the point F is between, the diesel generating set provides I through the AFE controllable rectifier limit Corresponding to the electric energy, the rest of the electric energy is provided by the lithium ion battery pack via the DC converter, as shown at point B in FIG. 2, the diesel generator set is provided with 90% by the AFE controlled rectifier N2 Corresponding to the electric energy, the lithium-ion battery pack is provided with 40% I via a DC converter N1 Corresponding to the electric energy.
4. Peak clipping and valley filling mode implementation
As shown in FIG. 2, the energy management system sets U ov ＝U DC ＝750V，U uv =720V, setting AFE controlled rectifier output limit to I limit ＝90％I N2 Setting and controlling the overvoltage control curve droop rate K of the DC converter uv ＝-2％*U ov /I N2 Setting the DC converter to operate at the undervoltage control curve U 2 (ii) a FIG. 5 is a schematic diagram of a peak clipping and valley filling mode;
when the total load of the whole ship is less than I limit The diesel generating set provides I through AFE controllable rectifier limit ＝90％I N2 Corresponding to the electric energy, the redundant electric energy is used for charging the lithium ion battery pack by the direct current converter; i.e. as U in fig. 2 uv And between point G, e.g. point C in FIG. 2, the diesel genset provides I via AFE controlled rectifier limit ＝90％I N2 Corresponding to electric energy, 40% N1 Charging the lithium ion battery pack by the corresponding electric energy through the direct current converter, wherein the total load of the whole ship is two parts of corresponding electric energy;
when the total load of the whole ship is more than I limit The diesel generating set provides I through AFE controllable rectifier limit Corresponding electric energy, the rest electric energy is provided by the lithium ion battery pack through the direct current converter; i.e. as U in fig. 2 uv And between point H, as shown in FIG. 2 at point D, the diesel genset provides I via AFE controlled rectifier limit ＝90％I N2 Corresponding to electric energy, 40% N1 The corresponding electric energy is provided by the lithium ion battery pack through the direct current converter, and the total load of the whole ship is corresponding to two partsElectrical energy.
5. Automatic mode switching function implementation
In this embodiment, SOC1 is a low-power setting value of 30% of rated SOC, SOC2 is a high-power setting value of 90% of rated SOC, and SOC3 is a medium-power setting value of 60% of rated SOC;
when the hybrid power ship runs in the pure battery mode and the SOC is lower than 30%, automatically switching to a valley filling mode of the hybrid power mode;
when the hybrid power ship runs in a peak load elimination mode of a hybrid power mode, and the SOC is lower than 30%, automatically switching to a load filling mode of the hybrid power mode;
when the hybrid power ship runs in a peak load elimination mode of a hybrid power mode and the SOC is higher than 90%, automatically switching to a load filling mode of the hybrid power mode;
when the hybrid power ship runs in a peak eliminating mode of the hybrid power mode and the SOC is lower than 60%, automatically switching to a peak eliminating and valley filling mode of the hybrid power mode;
when the hybrid power ship runs in a valley filling mode of the hybrid power mode, and the SOC is higher than 60%, automatically switching to a peak load eliminating mode of the hybrid power mode;
the set values of the low electric quantity, the high electric quantity and the medium electric quantity can be properly changed according to the working conditions of the real ship; or can be switched from automatic switching to manual switching.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent should be subject to the appended claims.
Claims (6)
1. A ship hybrid power system is characterized by comprising 1 set of lithium ion battery pack, 1 set of diesel generator set, 1 set of direct current distribution board, 1 set of alternating current distribution board, 2 sets of propulsion motors, 1 set of direct current charging interface and 1 set of energy management system; the direct current distribution board comprises 1 set of direct current converter, 1 set of AFE controllable rectifier, 2 sets of daily inverter and 2 sets of propulsion frequency converter, and the energy management system is provided with three energy supply modes of a pure battery mode, a pure diesel-electric mode and a hybrid power mode;
when the hybrid power ship normally sails in a pure battery mode, the lithium ion battery pack is boosted to a direct current distribution board bus through the direct current converter;
when the hybrid power ship normally sails in a pure diesel-electric mode, the diesel generator set outputs alternating current, and the alternating current is transmitted to the direct current distribution board bus through the AFE controllable rectifier in a boosting mode;
when the hybrid power ship normally sails in a hybrid power mode, the diesel generator set transmits electric energy to a direct current distribution board bus through the AFE controllable rectifier, and the lithium ion battery pack is connected with the direct current distribution board bus through the direct current converter;
the direct current power distribution board bus electric energy transmits energy to a propulsion motor and a propeller through a propulsion inverter, the direct current electric energy provides three-phase electric energy for an alternating current load through a daily inverter, and the daily inverter is used for standby;
when the hybrid power ship is berthed in the shore, the shore power charging mode is selected, the shore direct current charging pile is connected with the direct current charging interface to supply power for the direct current distribution board bus, and the direct current distribution board bus charges the lithium ion battery pack through the direct current converter.
2. The marine hybrid system of claim 1, wherein the energy management system communicates data with the dc converter, the propulsion inverter, and the day inverter via a Profibus communication module; the energy management system performs data interaction with the lithium ion battery pack and the shore power direct current charging pile through the CAN module;
the energy management system controls and manages control algorithms and mode switching of a pure battery mode, a pure diesel-electric mode, a hybrid power mode and a shore power charging mode.
3. Ship hybrid power systemThe energy management method is characterized in that the energy management system automatically switches modes, controls and manages: setting a low electric quantity set value of the lithium ion battery pack as A% rated electric quantity, setting a high electric quantity set value of the lithium ion battery pack as C% rated electric quantity, and setting an electric quantity set value in the lithium ion battery pack as B% rated electric quantity; hybrid peak clipping mode: if the total load of the whole ship is less than the current output limit value I of the AFE controllable rectifier limit Corresponding to the electric energy, only the AFE controllable rectifier provides the electric energy for the whole ship load; if the total load of the whole ship is larger than the AFE controllable rectifier current output limit value I limit Corresponding to the electric energy, the DC converter is under overvoltage control, and the AFE controllable rectifier provides a current output limit value I limit Corresponding electric energy, the rest electric energy is provided by the lithium ion battery pack through the direct current converter;
hybrid valley fill mode: if the total load of the whole ship is less than the current output limit value I of the AFE limit Corresponding to the electric energy, the direct current converter is under-voltage controlled, and redundant electric energy charges the lithium ion battery pack through the direct current converter; if the total load of the whole ship is larger than the AFE controllable rectifier current output limit value I limit Corresponding to the electric energy, the propulsion power is limited, and the total load of the whole ship is not more than the current output limit value I of the AFE controllable rectifier limit Corresponding electric energy;
hybrid peak clipping and valley filling mode: if the total load of the whole ship is less than the current output limit value I of the AFE limit Corresponding to the electric energy, the direct current converter is under-voltage controlled, and redundant electric energy charges the lithium ion battery pack through the direct current converter; if the total load of the whole ship is larger than the AFE controllable rectifier current output limit value I limit Corresponding to the electric energy, the DC converter is under-voltage control, and the AFE controlled rectifier provides an output limit value I limit Corresponding electric energy, the rest electric energy is provided by the lithium ion battery pack through the direct current converter;
when the ship runs in a pure battery mode and the SOC is lower than A%, automatically switching to a valley filling mode of a hybrid power mode;
when the ship runs in a peak load elimination valley filling mode of a hybrid power mode and the SOC is lower than A%, automatically switching to a valley filling mode of the hybrid power mode;
when the ship runs in a peak load elimination valley filling mode of a hybrid power mode and the SOC is higher than C%, automatically switching to a valley filling mode of the hybrid power mode;
when the ship runs in a peak eliminating mode of a hybrid power mode and the SOC is lower than B%, automatically switching to a peak eliminating and valley filling mode of the hybrid power mode;
when the ship runs in a valley filling mode of the hybrid power mode and the SOC is higher than B%, the ship is automatically switched to a peak eliminating and valley filling mode of the hybrid power mode.
4. The vessel hybrid power system energy management method according to claim 3, wherein an over-voltage control curve and an under-voltage control curve are set in the DC converter, and the AFE controllable rectifier sets an output constant voltage and a current output limit;
overvoltage control curve U of direct current converter 1 Control of the zero-crossing voltage value U by setting an overvoltage ov And the sag rate K of the overvoltage control curve ov To determine U 1 ＝K ov *I+U ov Wherein I is the charging and discharging set value of the DC converter, when the DC voltage U output by the DC converter reaches the overvoltage control curve U 1 According to U at the moment 1 Calculating a given value of charging and discharging current I, and carrying out current control on the direct current converter according to the value I; when the current I is larger than zero, discharging is carried out, and when the current I is smaller than zero, charging is carried out; k ov Less than zero;
undervoltage control curve U of DC converter 2 Controlling the zero-crossing voltage value U by setting an undervoltage uv Droop rate K of sum-voltage control curve uv To determine U 2 ＝K uv *I+U uv When the output DC voltage U of the DC converter reaches the undervoltage control curve U 2 According to U at the moment 2 Calculating a given value of charging and discharging current I, and carrying out current control on the direct current converter according to the value I; when the current I is larger than zero, discharging is carried out, and when the current I is smaller than zero, charging is carried out; k uv Less than zero;
output constant voltage value U of AFE (automatic edge protection) controllable rectifier DC Setting AFE controlled rectifier current output limit I limit (ii) a When the output current of AFE controllable rectifier reachesTo I limit The output voltage will not maintain the constant voltage value U DC The overvoltage or undervoltage control curve will be entered corresponding to the voltage.
5. The energy management method of the ship hybrid power system according to claim 4, wherein the energy management system sets the given value I of the charging and discharging current of the DC converter and the over-voltage control zero-crossing voltage value U in real time through Profibus ov Sag rate K of overvoltage control curve ov Undervoltage control zero-crossing voltage value U uv And undervoltage control curve droop rate K uv Setting the output constant voltage value U of the AFE controllable rectifier in real time DC And a current output limit value I limit (ii) a The total load of the whole ship is the sum of the power of the two propulsion motors and the power of the daily load.
6. The vessel hybrid power system energy management method of claim 5, wherein the AFE controllable rectifier outputs a constant voltage value U DC =750V, setting AFE controlled rectifier current output limit I limit ＝0.9I N2 AFE controlled rectifier rated current is I N2 ；
Setting over-voltage control curve zero-crossing voltage value U ov =750V, sag K ov ＝-2％*U ov /I N1 Rated current of DC converter is I N1 The overvoltage control function being U 1 ＝K ov *I+U ov The I is a charging and discharging current set value of the direct current converter, discharging is carried out when the current I is larger than zero, and charging is carried out when the current I is smaller than zero;
setting of zero-crossing voltage value U of under-voltage control curve uv =715V, droop rate K uv ＝-2％*U ov /I N1 Undervoltage control function U 2 ＝K uv *I+U uv 。
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