Intelligent monitoring system for charging state of inland ship

Abstract

The invention relates to the technical field of new energy equipment charging, and particularly discloses an intelligent monitoring system for the charging state of an inland ship, and the system comprises a charging track system which employs a parallel overhead contact network mode; the top of the ship powered device is provided with a liftable pantograph with an intelligent adjusting device; the ship end control system and the central control system are in two-way communication; the ship power supply system comprises a power supply access and power supply conversion system, an intelligent tension adjusting system and a power supply monitoring system and is used for supplementing power to the ship; meanwhile, the intelligent battery management system distributes and dispatches electric energy according to the charging requirement of the ship and the real-time load condition of the overhead contact system; when the high-voltage mains supply is powered off or unstable, the standby power supply system can switch a high-capacity energy storage battery pack mode or a small emergency generator mode; the safety of the ship in the charging process is guaranteed through the safety protection system; the urgent demand that the ship cannot be quickly charged during sailing is solved, and reliable charging service is provided.

Description

Technical Field

[0001] The present invention belongs to the technical field of new energy equipment charging, and relates to an intelligent monitoring system for the charging status of inland waterway vessels. Background Art

[0002] With the deepening implementation of global ecological and environmental protection concepts, the inland waterway shipping sector is paying increasing attention to environmental protection standards and continuously improving its requirements. Against this backdrop, the application scale of electric freight ships is steadily and gradually expanding due to their significant advantages of cleanliness and environmental protection.

[0003] However, the current charging model for inland electric freight vessels presents a series of serious and pressing challenges. The lengthy charging process significantly reduces vessel operating efficiency and extends shipping cycles. The spatial layout of charging infrastructure is severely imbalanced, with charging facilities overcrowded in some waters and severely lacking in many remote or critical sections, making charging extremely inconvenient. Poor charging performance and low energy conversion efficiency not only waste energy but also increase operating costs. These intertwined issues, like a series of sturdy barriers, significantly hinder the widespread adoption of electric freight vessels in inland waterway shipping and represent a significant constraint on achieving the ambitious goal of green and sustainable development in inland waterway shipping.

[0004] Traditional charging methods have inherent deficiencies in their technical principles and adaptability to application scenarios. On the one hand, they are difficult to meet the urgent need for fast charging during navigation, and cannot ensure that ships can replenish energy in a timely manner during efficient transportation operations; on the other hand, faced with the complex and changeable hydrological conditions of inland waterways, such as large fluctuations in water levels, turbulent and changeable water flows, and diverse geographical environments, such as narrow rivers and areas with many bends, traditional charging methods face huge challenges in facility installation and power transmission stability, making it difficult to achieve reliable, stable and convenient charging services. Summary of the Invention

[0005] In view of the above problems in the prior art, the present invention provides an intelligent monitoring system for the charging status of inland vessels to solve the above technical problems.

[0006] In order to achieve the above-mentioned and other purposes, the technical solutions adopted by the present invention are as follows:

[0007] The present invention provides an intelligent monitoring system for the charging status of inland waterway vessels, comprising:

[0008] Connection module, control center module, ship-side control module, power supply module, power management module and safety protection module; the above modules are connected by wired and / or wireless connection to achieve data transmission between modules;

[0009] Connection module: including a charging track system and a ship power receiving device. The charging track system adopts a parallel overhead contact network mode; a pantograph with a liftable and intelligent adjustment device is installed on the top of the ship power receiving device;

[0010] The control center module consists of the central control system of the shore control center;

[0011] The ship-side control module includes the ship-side control system, which is mainly responsible for two-way communication with the central control system;

[0012] The power supply module is composed of a ship power supply system, which includes: power access and power conversion, intelligent tension adjustment system and power supply monitoring system; to supplement the power of the ship;

[0013] The power management module includes: an intelligent battery management system and a backup power system, wherein the backup power system includes a large-capacity energy storage battery pack mode and a small emergency generator mode;

[0014] The safety protection module includes: a safety protection system to ensure the safety of the ship during the charging process;

[0015] Furthermore, the overhead contact network is installed on both sides of the riverbank charging track area, with an initial spacing of Z meters and an adjustable mechanism including tension adjustment, conductor sag control, temperature compensation, suspension structure adjustment, intelligent monitoring and automatic control. The adjustment accuracy can reach Z±m meters, where m is the adjustable accuracy.

[0016] Furthermore, the pantograph of the intelligent adjustment device can realize adaptive adjustment when the ship sway angle is θ, θ is [0-360] degrees, and the overhead contact network height is H meters, H is a positive number;

[0017] Furthermore, the central control system includes: monitoring the power supply parameters of the overhead contact network, monitoring the real-time charging status, monitoring equipment failures, and control instructions; the power supply parameters of the overhead contact network include: voltage, current, resistance, and power factor; the control instructions include: charging start, charging stop, and adjusting charging power;

[0018] Furthermore, the two-way communication includes: on the one hand, receiving control instructions from the central control system and controlling the raising and lowering of the ship's power receiving device according to the control instructions; on the other hand, feeding back the ship's real-time status data to the central control system; based on the safety factor threshold preset by the ship-side control system, if the real-time status data of the ship is abnormal, taking corresponding measures, including stopping charging, attempting automatic repair, or issuing an alarm to the crew;

[0019] Furthermore, the real-time status data of the ship includes ship position data, navigation attitude data, battery remaining power data, and ship power receiving device working status data; the navigation attitude data includes: ship roll angle, pitch angle, bow angle, speed and heading; the ship power receiving device working status data includes: voltage, current, power factor, temperature and humidity;

[0020] Furthermore, the power supply access uses the high-voltage mains electricity from the onshore substation as the power source. The voltage conversion equipment and current regulation equipment of the power supply convert the high-voltage mains electricity into direct current transmitted by the overhead contact network to supplement the power of the new energy ship. The intelligent tension adjustment system monitors the tension changes of the overhead contact network in real time and adjusts the tension of the overhead contact network in time through the automatic adjustment device, with an adjustment accuracy of ±0.5% to ±1%. The power supply monitoring system monitors the power supply parameter data in real time, including voltage and current.

[0021] Furthermore, the intelligent battery management system distributes and dispatches electric energy according to the ship's charging needs and the real-time load of the overhead contact network; when the high-voltage mains power is outage or unstable, the backup power system can switch to large-capacity energy storage battery pack mode or small emergency generator mode;

[0022] Furthermore, the safety protection system includes multiple safety protection devices, including: an electrical protection switch, an overcurrent protection device, a lightning protection device, and a grounding wire;

[0023] Furthermore, the charging process is as follows:

[0024] S1, the ship sails to the charging track area: the ship receives the real-time signal sent by the central control system and sails at a uniform speed of V1 to the preset charging track area near the shore overhead contact network for charging. During this process, the ship-side control system continuously communicates with the central control system to ensure stable speed and accurate heading. V1 is a positive number;

[0025] S2. Precise docking of the ship's power receiving device: When the ship is heading towards the charging track area, the ship's control system integrates the distance and angle between the ship and the shore charging equipment measured by the lidar and the reflective signs or graphics identified and tracked by the visual recognition composite positioning system, and controls the pantograph to make adaptive adjustments to ensure that the high-precision conductive contacts on the pantograph are precisely docked with the overhead contact network, with the docking error in both the horizontal and vertical directions not exceeding [ΔX, ΔY] mm; ΔX is the preset horizontal docking error threshold, and ΔY is the preset vertical docking error threshold; both ΔX and ΔY are positive numbers;

[0026] S3, connection detection and confirmation: After the ship's power receiving device is connected to the overhead contact network, the ship's control system immediately starts the electrical connection detection program to detect the contact resistance and insulation performance between the conductive contacts and the overhead contact network, and communicates and confirms the real-time status data of the ship verified by the central control system. After confirming that the connection is normal, it enters S4;

[0027] S4. Start charging: The central control system accurately adjusts the power supply parameter data output by the onshore substation based on the battery remaining power data fed back by the ship's real-time status data, combined with the ship's preset charging strategy and the real-time load of the overhead catenary. After the adjustment is completed, the charging control command is sent to the ship's control system to officially start charging;

[0028] S5. Full charging monitoring: During the charging process, the central control system monitors the ship's power supply system. If any abnormality is detected, the central control system immediately sends control instructions to the ship's control system and shore charging equipment. If there is no abnormality, charging continues;

[0029] S6. Charging completion determination: When the intelligent battery management system detects that the ship's battery voltage has reached the full charge threshold, the charging capacity has reached the preset charging capacity, or the ship has departed from the preset charging track area, it sends a charging completion signal to the ship's control system. The ship's control system forwards the charging completion signal to the central control system, which re-verifies the battery's charging status and, upon confirmation that charging is complete, sends a control command to the ship's control system.

[0030] S7. Disconnection operation: After receiving the control command from the central control system, the ship-side control system controls the ship's power receiving device to gradually reduce the current between the pantograph and the overhead contact network, and separates the pantograph from the overhead contact network through a dedicated docking device. During the separation process, the electrical connection detection program re-checks whether the electrical connection is completely disconnected;

[0031] S8. Leaving the charging track area: After S7 is completed, the ship-side control system adjusts the ship's heading according to the control instructions sent by the central control system, and gradually accelerates to leave the charging track area.

[0032] As described above, the intelligent monitoring system for the charging status of inland waterway vessels provided by the present invention has at least the following beneficial effects:

[0033] 1. Compared with the traditional charging mode, the rail charging mode of the new energy cargo ship on the inland waterway has significant advantages in terms of energy consumption. The ship can complete the charging while it is moving, avoiding the large amount of electricity consumed to enable the ship to reach normal operating speed when it restarts after a long period of docking for charging in the traditional mode. For the complex geographical environment of narrow rivers and many bends commonly seen in inland waterways, the mode of charging the ship while moving does not require a large area of ​​fixed charging sites, is not restricted by the terrain, and can flexibly adapt to the actual geographical conditions of various inland waterways, ensuring that ships can be easily charged in different sections of the channel. This means that the supplementary electricity can be more efficiently converted into actual sailing mileage, greatly meeting the high-frequency and high-intensity transportation operation needs of inland cargo ships, and effectively improving energy utilization efficiency.

[0034] 2. The overhead contact network of the charging track system is installed on both sides of the river bank. The height design fully takes into account the large fluctuations in the water level of the inland waterway. The pantograph with an intelligent adjustment device can automatically adjust its height according to the real-time changes in the water level to ensure normal charging under different water level conditions and is not affected by seasonal or sudden changes in the water level. Electric freight ships themselves have zero tailpipe emissions. Compared with traditional fuel ships, they can significantly reduce the emission of pollutants such as carbon dioxide, nitrogen oxides, and particulate matter, improve the ecological environment quality of inland rivers, and promote the green development of inland shipping. Replacing traditional fossil energy with electricity will help the inland shipping industry optimize the energy consumption structure, reduce dependence on non-renewable energy, and promote the sustainable use of energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0036] Figure 1 The figure is a flow chart of an intelligent monitoring system for charging status of inland waterway vessels according to the present invention.

[0037] Figure 2 The figure is a schematic diagram showing the connection of various modules of an intelligent monitoring system for charging status of inland waterway vessels according to the present invention. DETAILED DESCRIPTION

[0038] The above contents described below in conjunction with the implementation of the present invention are merely examples and explanations of the concept of the present invention. Those skilled in the art may make various modifications or additions to the described specific embodiments or replace them in a similar manner. As long as they do not deviate from the concept of the invention or exceed the scope defined by the claims, they shall fall within the scope of protection of the present invention.

[0039] Example 1

[0040] See also Figure 1-2 As shown, an intelligent monitoring system for the charging status of inland vessels includes: a connection module, a control center module, a ship-end control module, a power supply module, a power management module and a safety protection module; each module is connected through a wired or wireless network.

[0041] The connection module includes: a charging track system and a ship power receiving device; the charging track system adopts the overhead contact network mode of a tram, and the overhead contact network is installed on both sides of the river bank charging track area. It is made of a special alloy material with high strength and corrosion resistance to ensure long-term stable performance in complex inland river environments. The surface of the contact network is polished with high precision and treated with a special coating to greatly reduce resistance and improve power transmission efficiency. The design of the contact network fully considers the environmental characteristics of inland waterways, such as strong winds, humidity and other factors, and has good wind resistance and waterproof performance. It should be noted that the advantages of using the overhead contact network power supply mode of a tram are compared with the traditional charging pile / shore power box solution. The specific advantages are shown in Table 1 below:

[0042] Table 1

[0043]

[0044] The initial spacing of the two parallel overhead contact lines is designed to be Z meters, based on the common width of inland cargo vessels. The overhead contact lines feature a flexible, adjustable mechanism that allows for convenient adjustment based on the actual size of different vessel types. The adjustable width is precisely Z ± m meters, where m represents the adjustable accuracy, and both Z and m are positive numbers, to accommodate diverse vessel needs. For example, if the initial spacing of the overhead contact lines is designed to be 12.50 meters, when encountering a vessel with a width of 12.30 meters, the overhead contact lines can be precisely adjusted to 12.35 meters, ensuring good contact between the pantograph and the overhead contact lines, avoiding poor contact due to excessive spacing or collision risks due to insufficient spacing. The adjustable mechanism incorporates multi-dimensional coordination, including tension adjustment, conductor sag control, temperature compensation, suspension structure adjustment, and intelligent monitoring and automated control. A corresponding grounding wire is also installed on the shore, working in conjunction with the overhead contact lines to ensure the safety and stability of the power circuit.

[0045] The ship's power receiving system features a top-mounted, liftable pantograph equipped with an intelligent adjustment mechanism. The pantograph is made of carbon fiber-reinforced composite material, which not only ensures close contact with the overhead contact network but also exhibits excellent weather and wear resistance, adapting to the changing inland waterway environment. The pantograph's intelligent adjustment mechanism adaptively adjusts the pantograph's bow angle based on the ship's sway angle, navigational attitude, and changes in the overhead contact network's height and tension. The intelligent adjustment mechanism achieves adaptive adjustment when the ship's sway angle is θ, where θ is between 0 and 360 degrees, and the overhead contact network height is H meters, where H is a positive number. The pantograph is also equipped with a high-precision sensor that detects contact with the overhead contact network in real time and responds quickly, ensuring stable and reliable contact between the pantograph and the overhead contact network. This ensures that the ship can stably and efficiently obtain power and achieve normal charging operations under varying water levels.

[0046] The control center module consists of a central control system from the onshore control center. This central control system monitors the overhead catenary's power supply parameters, real-time charging status, equipment fault monitoring, and control commands. Overhead catenary power supply parameters include voltage, current, resistance, and power factor, ensuring safe and stable power supply. Real-time charging status monitoring accurately tracks the ship's charging progress, providing real-time information on the battery's charging status and estimated full charge time. Equipment fault monitoring uses intelligent algorithms and big data analysis to quickly locate fault points and issue alarms. Leveraging advanced wireless communication technology, the central control system maintains real-time, high-speed information exchange with ships and charging equipment. It can adapt to the complex electromagnetic environment of inland waterways and ensure accurate and reliable data transmission. Through wireless communication, the central control system sends control commands to the ship's control system, including starting and stopping charging, adjusting charging power, and moving the ship away. Located in the onshore control center, the central control system's core responsibility is to comprehensively monitor the operating status of the entire charging system.

[0047] The ship-side control module includes a ship-side control system installed on the ship and primarily responsible for bidirectional communication with the central control system. It promptly receives control commands from the central control system and controls the raising and lowering of the ship's power receiving device according to these commands, ensuring accurate docking and undocking of the pantograph with the overhead contact network. It also feeds real-time ship status data back to the central control system. This data includes ship position data, navigation attitude data, remaining battery charge data, and the operating status of the ship's power receiving device. Sailing attitude data includes roll angle, pitch angle, bow angle, speed, and heading. The operating status data includes voltage, current, power factor, temperature, and humidity. Based on safety thresholds preset by the ship-side control system, emergency control is implemented during abnormal conditions such as communication interruption to ensure basic safety of the ship's charging. Furthermore, the module is capable of real-time monitoring and fault diagnosis of the ship's power receiving device. If an abnormality is detected, appropriate measures are immediately taken, such as stopping charging, attempting automatic repairs, or issuing an alert to the crew, to ensure smooth charging and safe ship operation.

[0048] The power supply module includes: a ship power supply system, which includes: power access and power conversion, an intelligent tension adjustment system and a power supply monitoring system;

[0049] The power supply access uses the high-voltage mains electricity from the onshore substation as the power source, and is connected to the high-voltage mains electricity through high-voltage transmission lines. To meet the strict requirements of inland waterway ship charging on voltage and current stability, the onshore substation is equipped with voltage conversion equipment and current regulation equipment capable of power conversion. The voltage conversion equipment and current regulation equipment can accurately adjust the output voltage and current parameters according to the battery system requirements of different ships and the real-time power supply status of the overhead contact network, converting the high-voltage mains electricity into stable direct current transmitted by the overhead contact network to supplement the power of new energy ships;

[0050] The intelligent tension adjustment system monitors changes in overhead catenary tension in real time and, through an automatic adjustment mechanism, fine-tunes the tension in real time, achieving an accuracy of ±0.5% to ±1%. This ensures that overhead catenary tension is precisely controlled within a reasonable range under various circumstances. For example, if the design tension of the catenary is 15kN, the intelligent tension adjustment system can maintain the tension between 14.85kN and 15.15kN with an adjustment accuracy of ±1%. The intelligent tension adjustment system has a response time of less than 100ms. For example, when a ship rapidly draws power, causing a sudden change in catenary tension, the intelligent tension adjustment system activates the adjustment mechanism within a fraction of a second. This ensures stable contact between the pantograph and the overhead catenary, preventing poor contact or arcing caused by uneven tension. This improves power supply reliability and safety, ensuring stable overhead catenary power supply performance under varying weather conditions and with frequent ship power draws.

[0051] The power supply monitoring system uses multiple high-precision sensors distributed along the power supply lines to monitor power supply parameter data in real time. The power supply parameter data includes voltage and current, etc. The high-precision sensors transmit the collected power supply parameter data in real time to the central control system, which conducts centralized analysis and processing. Once abnormal fluctuations in the power supply parameter data are detected, such as voltage drops or current overloads, the central control system can respond quickly by adjusting the power supply parameter data output by the power supply, such as cutting off the faulty line or starting backup equipment, to promptly resolve the power supply problem and ensure the safety and stability of the charging process.

[0052] The power management module includes an intelligent battery management system and a backup power system. The intelligent battery management system can rationally allocate and dispatch power based on the ship's charging needs and the real-time load of the overhead catenary. For example, when multiple ships are charging simultaneously, the intelligent battery management system can optimize the charging power distribution of each ship to avoid overloading the overhead catenary, while maximizing power utilization efficiency and reducing energy consumption. In addition, the intelligent battery management system can also record and analyze power usage in detail during the charging process, providing data support for subsequent cost accounting and equipment maintenance.

[0053] The backup power supply system includes a large-capacity energy storage battery pack mode and a small emergency generator mode. It can respond to emergencies such as unstable mains power or power outages that inland shipping may face. When the high-voltage mains power is abnormal, the backup power supply system can switch to a large-capacity energy storage battery pack mode within 5 to 20 milliseconds or to a small emergency generator mode within 5 to 15 seconds to ensure continuous and stable power supply to the overhead contact network and avoid interruptions in the ship's charging process.

[0054] The safety protection module includes a safety protection system that incorporates multiple safety devices, including leakage protection switches (RCSs), overcurrent protection devices (OCDs), lightning protection devices (SPs), and grounding wires, on power supply equipment and lines. The RCSs monitor leakage current in the lines in real time and, upon detecting a leakage, immediately cut off power to prevent electric shock. The overcurrent protection devices automatically activate when the current exceeds a set threshold, protecting equipment from overload damage. The lightning protection devices effectively resist lightning strikes on the power supply system, ensuring safe operation in adverse weather conditions. The grounding wire, a crucial component for ensuring power supply safety, is installed on shore and closely integrated with the overhead contact network. Made of low-resistance copper with a carefully calculated cross-sectional area, the grounding wire ensures that in the event of an abnormality such as leakage, it quickly diverts current to the ground, ensuring the safety of personnel and equipment. Clear warning signs are placed in the charging track area to remind passing ships to exercise caution and avoid accidents caused by misoperation or unexpected circumstances.

[0055] Example 2

[0056] For details not described in this embodiment, please refer to the description of Example 1. This embodiment provides an intelligent monitoring system for the charging status of inland vessels. When a new energy vessel approaches a charging track area, its charging process is as follows:

[0057] S1. The ship sails to the charging track area: The ship relies on a high-precision navigation system to receive real-time signals sent by the central control system. The high-precision navigation system integrates satellite positioning, inland waterway electronic maps, and shore beacon-assisted positioning technology. It sails at a uniform speed of V1 to the preset charging track area near the shore overhead contact network for charging. During this process, the ship-side control system continuously communicates with the central control system to ensure stable speed and accurate heading. V1 is a positive number and is not specifically limited here. It is set by the staff during the actual ship charging.

[0058] S2. Precise docking of the ship's power receiving device: When the ship is heading towards the charging track area, the ship uses a composite positioning system based on laser radar and visual recognition to monitor the shore charging equipment (overhead contact network and related connection devices) in real time. The laser radar quickly measures the distance and angle between the ship and the shore charging equipment, and the visual recognition composite positioning system identifies and tracks the reflective signs or graphics installed on the shore charging equipment. The ship-side control system integrates the distance and angle between the ship and the shore charging equipment quickly measured by the laser radar and the reflective signs or graphics identified and tracked by the visual recognition composite positioning system to control the pantograph installed on the top of the ship, which is liftable and equipped with an intelligent adjustment device. The pantograph with the intelligent adjustment device makes adaptive adjustments based on the ship's navigation attitude data and the real-time status of the overhead contact network to ensure that the high-precision conductive contacts on the pantograph are accurately docked with the overhead contact network, and the docking errors in the horizontal and vertical directions do not exceed [ΔX, ΔY] mm; ΔX is the preset horizontal docking error threshold, and ΔY is the preset vertical docking error threshold; ΔX and ΔY are both positive numbers;

[0059] As an example, for the charging systems of some small inland vessels, since the vessel's sway is relatively small and the height and position of the overhead contact network are relatively stable, the design horizontal docking error is no more than ±5 mm, and the vertical docking error is no more than ±3 mm. For example, in calm waters, small vessels rely on high-precision navigation systems and positioning technology to navigate to the charging area. The pantograph is fine-tuned by an intelligent adjustment device based on the vessel's slight sway and the state of the overhead contact network, ensuring that the deviation between the pantograph's conductive contacts and the overhead contact network in the horizontal direction does not exceed 5 mm, and the vertical docking error does not exceed 3 mm, thereby achieving stable power transmission.

[0060] For large ocean-going vessels or ships operating in windy and wavey environments, the adaptive adjustment capability of the pantograph is required to be higher, considering the large swaying amplitude of the ship. The horizontal docking error will be set to no more than ±10 mm, and the vertical docking error will be set to no more than ±5 mm. For example, when a large ship encounters wind and waves at sea, the ship will sway and tilt significantly. The intelligent adjustment device will monitor the ship's roll angle, pitch angle, etc., as well as the swaying of the overhead contact network caused by wind and waves in real time, and quickly adjust the position and angle of the pantograph to control the horizontal docking error within ±10 mm and the vertical docking error within ±5 mm, so as to ensure the reliable connection between the pantograph and the overhead contact network and achieve safe charging. The actual allowable range of docking error needs to be comprehensively determined and optimized based on multiple factors such as the type of ship, the navigation environment, and the design requirements of the charging system. No specific numerical limit requirements are made here.

[0061] S3. Connection detection and confirmation: After the ship's power receiving device is connected to the overhead contact network, the ship's control system immediately starts the electrical connection detection program to detect parameters such as contact resistance and insulation performance between the conductive contacts and the overhead contact network. The system then communicates and confirms the real-time status data of the ship verified by the central control system. Once it is confirmed that the connection is normal and all parameters meet the charging requirements, it proceeds to the next step.

[0062] S4. Start charging: The central control system accurately adjusts the power supply parameter data output by the onshore substation based on the battery remaining power data fed back by the ship's real-time status data, combined with the ship's preset charging strategy and the real-time load of the overhead catenary. After the adjustment is completed, the charging control command is sent to the ship's control system to officially start charging;

[0063] S5. Full-process charging monitoring: During the charging process, the central control system monitors the ship's power supply system. If any abnormality is detected, such as a sudden change in charging current, excessive battery temperature, or overhead contact network tension exceeding a preset threshold, the central control system immediately sends control instructions to the ship's control system and shore-side charging equipment, such as suspending charging. It also alerts relevant operators through audible and visual alarms, SMS notifications, etc., and simultaneously initiates the corresponding fault diagnosis and handling procedures. If there are no abnormalities, charging continues, ensuring a safe and stable charging process.

[0064] S6. Charging completion determination: When the intelligent battery management system detects that the ship's battery voltage has reached the full charge threshold, the charging capacity has reached the preset charging capacity, or the ship has reached the preset separation area from the charging track, it sends a charging completion signal to the ship-side control system; the ship-side control system forwards the charging completion signal to the central control system, which re-verifies the battery charging status and, upon confirmation that charging is complete, sends a control command (charging stop) to the ship-side control system;

[0065] S7. Disconnection operation: After receiving the control command (charging stop) from the central control system, the ship-side control system controls the ship's power receiving device to gradually reduce the current between the pantograph and the overhead contact network. Then, through the mechanical structure of the dedicated docking device, the pantograph and the overhead contact network are smoothly separated. During the separation process, the electrical connection detection program re-checks whether the electrical connection is completely disconnected to ensure safe disconnection.

[0066] S8. Leaving the Charging Track Area: After the ship's power receiving device is completely disconnected from the shore charging equipment and is in normal operation, the ship's control system adjusts the ship's course according to the control instructions sent by the central control system, gradually accelerating away from the charging track area and continuing with the subsequent navigation mission. During this process, the central control system continuously tracks the ship's position until the ship leaves the preset monitoring range.

[0067] Example 3

[0068] In order to promote the application and development of rail-mounted charging equipment for new energy cargo ships on inland waterways, relevant pilot applications need to be implemented. The pilot application selects a typical charging track area to monitor and optimize the performance of the ship rail-mounted charging equipment. The specific operations are as follows:

[0069] Step 1: Select a charging track area with typical inland waterway characteristics for pilot construction. The charging track area must cover different hydrological conditions (such as large water level fluctuations and significant differences in water flow speeds) and a certain scale of inland waterway new energy freight ship operations;

[0070] Step 2: During the pilot program, high-precision monitoring equipment will be used to conduct in-depth monitoring and detailed analysis of the comprehensive performance indicators of the ship's rail-mounted charging equipment. For charging power, the real-time power changes from the shore substation through the overhead catenary to the ship's battery system will be accurately measured for different ship types and charging stages. For charging time, the entire process from the successful docking of the ship's power receiving device with the overhead catenary to the completion of charging will be recorded, and the impact of different battery initial power levels and charging strategies on charging time will be analyzed.

[0071] Step 3: In terms of the stability of the ship rail charging equipment, monitor the tension fluctuation of the overhead contact network, the contact stability between the pantograph and the overhead contact network, the voltage and current stability of the power supply system, and the reliability of the control system communication;

[0072] Step 4: Based on the monitoring data, make targeted optimization adjustments to the overhead contact network spacing, power supply voltage and current, intelligent tension adjustment system threshold, composite positioning system algorithm based on lidar and visual recognition, and control system communication protocol, to ensure the stable and reliable operation of the equipment in complex inland river environments.

[0073] It should be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0074] It should be understood that determining B based on A does not mean determining B based solely on A. B can also be determined based on A and / or other information.

[0075] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0076] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An intelligent monitoring system for charging status of inland waterway vessels, characterized in that: include: Connection module, control center module, ship-end control module, power supply module, power management module and safety protection module; The connection module includes a charging track system and a ship power receiving device. The charging track system adopts a parallel overhead contact network mode; a pantograph with a liftable and intelligent adjustment device is installed on the top of the ship power receiving device; The control center module consists of the central control system of the shore control center; The ship-side control module includes the ship-side control system, which is mainly responsible for two-way communication with the central control system; The power supply module is composed of a ship power supply system, which includes: power access and power conversion, intelligent tension adjustment system and power supply monitoring system; to supplement the power of the ship; The power management module includes: an intelligent battery management system and a backup power system, wherein the backup power system includes a large-capacity energy storage battery pack mode and a small emergency generator mode; The safety protection module includes: a safety protection system used to ensure the safety of the ship during the charging process.

2. The intelligent monitoring system for charging status of inland waterway vessels according to claim 1, characterized in that: The overhead contact network is installed on both sides of the riverbank charging track area. Its initial spacing is designed to be Z meters and it has an adjustable mechanism. The adjustable mechanism includes: tension adjustment, conductor sag control, temperature compensation, suspension structure adjustment, intelligent monitoring and automatic control. The adjustment accuracy can reach Z±m meters, where m is the adjustable accuracy.

3. The intelligent monitoring system for charging status of inland waterway vessels according to claim 1, characterized in that: The pantograph of the intelligent adjustment device can realize adaptive adjustment when the ship swaying angle is θ, θ is [0-360] degrees, and the overhead contact network height is H meters, H is a positive number.

4. The intelligent monitoring system for charging status of inland waterway vessels according to claim 1, characterized in that: The central control system includes: monitoring the power supply parameters of the overhead contact network, monitoring the real-time charging status, monitoring equipment failures, and control instructions; the power supply parameters of the overhead contact network include: voltage, current, resistance, and power factor; the control instructions include: starting charging, stopping charging, and adjusting charging power.

5. The intelligent monitoring system for charging status of inland waterway vessels according to claim 1, characterized in that: The two-way communication includes: on the one hand, receiving control instructions issued by the central control system and controlling the raising and lowering of the ship's power receiving device according to the control instructions; on the other hand, feeding back the ship's real-time status data to the central control system; according to the safety factor threshold preset by the ship-side control system, if the ship's real-time status data is abnormal, corresponding measures will be taken. Emergency measures include stopping charging, attempting automatic repair or issuing an alarm to the crew.

6. The intelligent monitoring system for charging status of inland waterway vessels according to claim 5, characterized in that: The real-time status data of the ship includes ship position data, navigation attitude data, battery remaining power data, and ship power receiving device working status data; the navigation attitude data includes: ship roll angle, pitch angle, bow angle, speed and heading, and the ship power receiving device working status data includes: voltage, current, power factor, temperature and humidity.

7. The intelligent monitoring system for charging status of inland waterway vessels according to claim 1, characterized in that: The power supply access uses the high-voltage mains electricity from the onshore substation as the power source. The voltage conversion equipment and current regulation equipment of the power supply convert the high-voltage mains electricity into direct current transmitted by the overhead contact network to supplement the power of new energy ships. The intelligent tension adjustment system monitors the tension changes of the overhead contact network in real time and adjusts the tension of the overhead contact network in time through the automatic adjustment device, with an adjustment accuracy of ±0.5% to ±1%. The power supply monitoring system monitors power supply parameter data in real time, including voltage and current.

8. The intelligent monitoring system for charging status of inland waterway vessels according to claim 1, characterized in that: The intelligent battery management system distributes and dispatches electric energy according to the ship's charging needs and the real-time load of the overhead contact network. When the high-voltage mains power is out of power or unstable, the backup power system can switch to a large-capacity energy storage battery pack mode or a small emergency generator mode.

9. The intelligent monitoring system for charging status of inland waterway vessels according to claim 1, characterized in that: The safety protection system includes multiple safety protection devices, which include: an electrical protection switch, an overcurrent protection device, a lightning protection device, and a grounding wire.

10. The intelligent monitoring system for charging status of inland waterway vessels according to claim 1, characterized in that: The charging process is as follows: S1, the ship sails to the charging track area: the ship receives the real-time signal sent by the central control system and sails at a uniform speed of V1 to the preset charging track area near the shore overhead contact network for charging. During this process, the ship-side control system continuously communicates with the central control system to ensure stable speed and accurate heading. V1 is a positive number; S2. Precise docking of the ship's power receiving device: When the ship is heading towards the charging track area, the ship's control system integrates the distance and angle between the ship and the shore charging equipment measured by the lidar and the reflective signs or graphics identified and tracked by the visual recognition composite positioning system, and controls the pantograph to make adaptive adjustments to ensure that the high-precision conductive contacts on the pantograph are precisely docked with the overhead contact network, with the docking error in both the horizontal and vertical directions not exceeding [ΔX, ΔY] mm; ΔX is the preset horizontal docking error threshold, and ΔY is the preset vertical docking error threshold; both ΔX and ΔY are positive numbers; S3, connection detection and confirmation: After the ship's power receiving device is connected to the overhead contact network, the ship's control system immediately starts the electrical connection detection program to detect the contact resistance and insulation performance between the conductive contacts and the overhead contact network, and communicates and confirms the real-time status data of the ship verified by the central control system. After confirming that the connection is normal, it enters S4; S4. Start charging: The central control system accurately adjusts the power supply parameter data output by the onshore substation based on the battery remaining power data fed back by the ship's real-time status data, combined with the ship's preset charging strategy and the real-time load of the overhead catenary. After the adjustment is completed, the charging control command is sent to the ship's control system to officially start charging; S5. Full charging monitoring: During the charging process, the central control system monitors the ship's power supply system. If any abnormality is detected, the central control system immediately sends control instructions to the ship's control system and shore charging equipment. If there is no abnormality, charging continues; S6. Charging completion determination: When the intelligent battery management system detects that the ship's battery voltage has reached the full charge threshold, the charging capacity has reached the preset charging capacity, or the ship has departed from the preset charging track area, it sends a charging completion signal to the ship's control system. The ship's control system forwards the charging completion signal to the central control system, which re-verifies the battery's charging status and, upon confirmation that charging is complete, sends a control command to the ship's control system. S7, disconnection operation: After receiving the control command from the central control system, the ship-side control system controls the ship's power receiving device to gradually reduce the current between the pantograph and the overhead contact network, and separates the pantograph from the overhead contact network through a dedicated docking device; During the separation process, the electrical connection detection program again checks whether the electrical connection is completely disconnected; S8. Leaving the charging track area: After S7 is completed, the ship-side control system adjusts the ship's heading according to the control instructions sent by the central control system, and gradually accelerates to leave the charging track area.

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