New energy ship automatic charging system and control method

Abstract

This invention relates to the field of new energy ship charging technology, specifically to an automatic charging system and control method for new energy ships. The system includes a charging box, a winch for outputting charging voltage and charging control signals, a connection to the charging box for receiving charging voltage and sending charging information to the charging box, a connecting cable on the winch, and a connector of the connecting cable that is controllably connected to a charging interface box located on the ship for transmitting charging voltage and collecting charging information; and an energy management subsystem connected to the charging interface box for issuing charging commands and receiving charging voltage for charging. The energy management subsystem controls the required charging amount and charging time based on the ship's information. This invention combines wired and wireless communication technologies, enabling a highly efficient, safe, and compatible automatic charging process, improving charging rate and efficiency, and offering a simple and highly secure system.

Description

Technical Field

[0001] This invention relates to the field of new energy ship charging technology, specifically to an automatic charging system and control method for new energy ships. Background Technology

[0002] Currently, most ship charging systems on the market rely on manual charging. Modern charging systems can be integrated into ship berthing facilities, automatically charging when the ship arrives at the dock, thus enhancing the convenience and efficiency of energy management. Despite significant advancements in technology, several challenges remain. For example, establishing ship-shore communication after the ship is in position is a challenge. Furthermore, due to the varying types and sizes of ships, automatic charging systems need to be adaptable and flexible to meet the needs of different vessels. These issues limit the efficiency and safety of ship charging.

[0003] The main problems with existing ship automatic charging technology include:

[0004] 1. Low charging rate and efficiency: The charging speed and energy conversion efficiency of automatic charging technology have not yet reached their optimal levels, which limits its application in long-distance voyages.

[0005] 2. High system cost and complexity: Existing systems are costly and complex to operate, increasing the economic burden of automating ship electrical systems.

[0006] 3. Safety issues: The automatic charging process poses safety risks, such as electrical faults and electromagnetic interference, requiring additional strict safety monitoring and management measures.

[0007] 4. Poor environmental adaptability: Ships operate in complex dock environments, and existing charging systems are difficult to adapt well to the environment, including resistance to temperature, humidity, salt spray, etc. Summary of the Invention

[0008] The purpose of this invention is to provide an automatic charging system for new energy ships, thereby solving the above-mentioned technical problems;

[0009] The present invention also aims to provide an automatic charging control method for new energy ships, thereby solving the above-mentioned technical problems.

[0010] The technical problem solved by this invention can be achieved by the following technical solutions:

[0011] An automatic charging system for new energy ships includes,

[0012] The charging box is used to output charging voltage and charging control signals.

[0013] A winch, connected to the charging box, is used to receive the charging voltage and send charging information to the charging box. The winch is equipped with a connecting cable, and the connector of the connecting cable is controllably connected to a charging interface box located on the ship based on the winch, for transmitting the charging voltage and collecting the charging information.

[0014] An energy management subsystem, connected to the charging interface box, is used to issue charging commands and receive the charging voltage for charging. The energy management subsystem controls the charging amount and charging time based on the ship's information.

[0015] Preferably, the winch is located on the shore side and includes,

[0016] A base turntable, located at the bottom of the winch, is used to control the rotation angle of the winch;

[0017] A winch, located on the winch body above the base turntable, is used to wind up and unwind the connecting cable to control the release length of the connecting cable;

[0018] A robotic arm, the first end of which is connected to the winch, and a connecting cable passing through the robotic arm and hanging down from the second end of the robotic arm, wherein the landing position of the interface of the connecting cable is controlled based on the lifting or lowering of the robotic arm;

[0019] The control cabinet, located inside the winch body, is connected to the base turntable, the winch, and the robotic arm, and is used to output winch control signals to control the movement of the base turntable, the winch, and the robotic arm.

[0020] Preferably, the charging box contains,

[0021] The integrated control cabinet is connected to the winch to receive the charging information and is used to generate the charging control signal;

[0022] A bidirectional energy storage inverter, connected to the integrated control cabinet, can controllably output a constant charging voltage;

[0023] Both the integrated control cabinet and the ship are equipped with wireless communication modules. The integrated control cabinet and the ship are wirelessly connected through the wireless communication modules for the identification and pairing of the charging box and the ship, as well as for verifying the charging information.

[0024] Preferably, the charging box and the winch are connected by physical wiring. The charging box is wired to the charging interface box via the physical wiring and the connecting cable. Both the physical wiring and the connecting cable include electrical cables and signal cables. The integrated control cabinet and the charging interface box are connected via RS485 serial communication.

[0025] The integrated control cabinet is equipped with a switch for receiving the charging information, which is converted from an RS485 serial signal into a TCP protocol signal by a gateway. The integrated control cabinet is connected to an external programmable logic controller, a dock back-end system, and a router through the switch.

[0026] Preferably, the charging interface box is provided with multiple infrared sensors around the interface for sensing the position of the connecting cable, and magnetic attraction devices are provided on both sides of the interface for magnetically attracting the connector of the connecting cable to the interface of the charging interface box.

[0027] The charging interface box is also provided with at least one marker around the interface, which is used to identify the position of the interface of the charging interface box based on the marker.

[0028] A method for automatic charging control of new energy ships, characterized in that it is applied to the automatic charging system of the new energy ships, comprising,

[0029] Step S1: When the vessel enters the dock area, the vessel is identified through the wireless communication module, and a wireless communication connection is established between the charging box and the vessel.

[0030] Step S2: After receiving the signal transmitted by the wireless communication module, the integrated control cabinet of the charging box controls the winch to connect the connecting cable to the charging interface box on the ship, thus establishing a wired connection between the charging box and the charging interface box.

[0031] Step S3: The integrated control cabinet connects to the energy management subsystem, the charging box performs charging preparation work, and the energy management subsystem starts charging after the preparation work is completed.

[0032] Step S4: During the charging process, the energy management subsystem controls the charging amount and the charging time based on the ship's information;

[0033] Step S5: After charging is complete, the integrated control cabinet controls the connection cable to disconnect, and the wireless communication module disconnects the wireless connection between the charging box and the ship.

[0034] Preferably, step S2 includes,

[0035] Step S21: After the energy management subsystem is ready, it sends a first charging command to the charging box through the wireless communication module.

[0036] Step S22: After receiving the charging command, the charging box detects the status of the winch and determines whether the winch is in a ready state. If so, proceed to step S23; otherwise, feed back the signal that the winch is not ready to the energy management subsystem, reset the winch to make it in a ready state, and proceed to step S23.

[0037] Step S23: The charging box sends the charging control signal to the winch, controls the mechanical arm of the winch to move to a designated position, the winch releases the connecting cable, and the connector of the connecting cable connects to the interface of the charging interface box;

[0038] In step S24, the integrated control cabinet determines whether it can detect the charging information sent by the energy management subsystem. If so, the wired connection is successfully established; otherwise, the wireless communication module sends a wired communication anomaly message back to the energy management subsystem, and the energy management subsystem issues an alarm.

[0039] Preferably, step S3 includes,

[0040] Step S31: The energy management subsystem accesses the information of the winch and the charging box to determine whether there is a fault. If not, proceed to step S32; otherwise, reset the winch and / or the charging box that caused the fault, and determine whether the fault reset is completed. If completed, proceed to step S32; otherwise, issue an alarm and stop charging.

[0041] In step S32, the energy management subsystem issues a second charging command. After receiving the second charging command, the integrated control cabinet starts the bidirectional energy storage inverter and controls the bidirectional energy storage inverter to maintain a constant voltage. The charging box outputs the charging voltage to the charging interface box.

[0042] Step S33: Determine whether the energy management subsystem can detect that the charging voltage is in place. If yes, the energy management subsystem starts charging; otherwise, issue an alarm and stop charging.

[0043] Preferably, step S4 includes,

[0044] Step S41: The energy management subsystem detects the battery power and calculates the charging amount and the charging time.

[0045] Step S42: During the charging time, charge at the set charging power, and detect whether the current power level has reached the first set ratio of the charging amount. If yes, reduce the charging power and execute step S43; otherwise, return to execute step S42.

[0046] Step S43: Charge with the reduced charging power, check if the current power level has reached the second set ratio of the charging amount. If yes, reduce the charging power again and execute step S44; otherwise, return to execute step S43.

[0047] Step S44: Charge with the reduced charging power again, and check if the charge is full. If yes, the energy management subsystem issues a stop charging signal; otherwise, return to step S44.

[0048] In step S41, the method for calculating the charging amount and the charging time includes,

[0049] Step S411: Collect information about the ship, including at least ship power consumption data, voyage plan and prediction results, status of the charging box and environmental data;

[0050] Step S412: A predictive model is established using a machine learning framework to predict the energy demand and energy supply of the ship.

[0051] Step S413: Calculate the charging amount and the charging time using linear programming and optimization algorithms; the objective function is:

[0052] min∑i∈Ships∑t∈TimSlots(COSTi,t×Chargei,t)-PENALTYlate(i,t)

[0053] Where COSTi,t represents the cost of charging ship i at time t;

[0054] Chargei,t represents the decision variable for the amount of charge given to ship i at time t;

[0055] PENALTYlate(i, t) represents the time penalty cost if the ship's charging is insufficient to support the expected voyage.

[0056] Step S414: The calculated charging amount and charging time are implemented in the actual scheduling of the charging box, and the energy consumption and environmental conditions of the ship during actual navigation are continuously monitored, and the charging amount and charging time are adjusted and optimized in real time.

[0057] Step S415: After implementation, an effect evaluation is performed, and new information about the ship is collected and fed back into the prediction model to optimize the prediction model. The optimal charging amount and charging time are calculated using the optimized prediction model.

[0058] Preferably, step S5 includes,

[0059] Step S51: After the energy management subsystem issues a stop charging signal, it disconnects the ship's power switch.

[0060] In step S52, the integrated control cabinet receives the stop charging signal, controls the bidirectional energy storage inverter to stop, and disconnects the output switch;

[0061] Step S53: After receiving the shutdown feedback, the energy management subsystem detects whether the power supply is disconnected. If so, it disconnects the connection cable and executes step S54; otherwise, it issues an alarm.

[0062] Step S54: Reset the winch and determine whether the winch reset successfully. If yes, charging is complete; otherwise, repeat step S54.

[0063] The beneficial effects of this invention are as follows: By adopting the above technical solutions, this invention combines wired and wireless communication technologies, which can realize a highly efficient, safe, and compatible automatic charging process, improve charging speed and efficiency, and make the system simple and highly safe. Attached Figure Description

[0064] Figure 1 This is a schematic diagram of the automatic charging system for new energy ships in an embodiment of the present invention;

[0065] Figure 2 This is a schematic diagram of the interface structure of the charging interface box in an embodiment of the present invention;

[0066] Figure 3 This is an architectural diagram of the automatic charging system for new energy ships in an embodiment of the present invention;

[0067] Figure 4 This is a schematic diagram of the communication connection of the automatic charging system for new energy ships in an embodiment of the present invention;

[0068] Figure 5 This is a schematic diagram of the communication connection of the automatic charging system for new energy ships in an embodiment of the present invention;

[0069] Figure 6 This is a schematic diagram of the communication connection of the integrated control cabinet in an embodiment of the present invention;

[0070] Figure 7 This is a schematic diagram of the steps of the automatic charging control method for new energy ships in an embodiment of the present invention;

[0071] Figure 8 This is a schematic diagram of step S2 in an embodiment of the present invention;

[0072] Figure 9 This is a flowchart of step S2 in an embodiment of the present invention;

[0073] Figure 10This is a schematic diagram of step S3 in an embodiment of the present invention;

[0074] Figure 11 This is a flowchart of step S3 in an embodiment of the present invention;

[0075] Figure 12 This is a schematic diagram of step S4 in an embodiment of the present invention;

[0076] Figure 13 This is a flowchart of step S4 in an embodiment of the present invention;

[0077] Figure 14 This is a schematic diagram of the steps of the charging optimization method in an embodiment of the present invention;

[0078] Figure 15 This is a schematic diagram of step S5 in an embodiment of the present invention;

[0079] Figure 16 This is a flowchart of step S6 in an embodiment of the present invention. Detailed Implementation

[0080] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0081] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0082] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0083] An automatic charging system for new energy ships, such as Figures 1 to 6 As shown, including,

[0084] Charging box 1 is used to output charging voltage and charging control signals;

[0085] The winch 2 is connected to the charging box 1 and is used to receive charging voltage and send charging information to the charging box 1. The winch 2 is equipped with a connecting cable 3. The connector of the connecting cable 3 is controllably connected to the charging interface box 4 located on the ship based on the winch 2, and is used to transmit charging voltage and collect charging information.

[0086] Energy management subsystem 5 is connected to charging interface box 4 and is used to issue charging commands and receive charging voltage for charging. Energy management subsystem 5 controls the charging amount and charging time based on the ship's information.

[0087] Specifically, the purpose of this invention is to solve a series of problems existing in current ship automatic charging technology, improve charging efficiency and rate, reduce system cost and complexity, and ensure the safety and environmental adaptability of the charging process. The beneficial effects of this invention are as follows:

[0088] 1. Improved charging rate and efficiency: This invention aims to significantly improve the charging rate and energy conversion efficiency through innovative charging technology and optimized power transmission routes, so as to meet the needs of ships for rapid and efficient energy replenishment in a short period of time.

[0089] 2. Reduced system cost and complexity: This invention aims to reduce the overall cost of the system and reduce operational complexity without sacrificing performance by simplifying the design of the charging system and using more cost-effective materials and manufacturing processes.

[0090] 3. Solution to safety issues: This invention aims to develop a comprehensive safety monitoring mechanism, including overvoltage and overcurrent protection as well as emergency power-off functions, to ensure the safety of personnel and equipment during automatic charging.

[0091] 4. Enhanced Environmental Adaptability: This invention will also develop the environmental adaptability of the charging system, including material selection and protective measures, to ensure stable operation of the charging system even in complex dock environments. This invention will make ship automatic charging technology more efficient, applicable, and safe, contributing to energy conservation and emission reduction in ships and marine environmental protection.

[0092] Specifically, the structure of the present invention mainly consists of three parts: a charging box 1, a winch 2, and a ship's energy management subsystem 5 (EMS).

[0093] The bottom of the charging box 1 is connected to the winch 2. The charging box 1 outputs a stable charging voltage to the winch 2 and simultaneously collects signals from the winch 2 to establish a communication connection.

[0094] The charging box 1 is equipped with an integrated control cabinet 11 and a bidirectional energy storage inverter 12 (PCS). The integrated control cabinet 11 communicates with the outside world and performs control operations. The bidirectional energy storage inverter 12 is controlled by the integrated control cabinet 11 to perform constant voltage operation.

[0095] The winch 2 consists of a robotic arm 24, a base turntable 21, a winch 23, and a control cabinet (not shown in the figure).

[0096] In a preferred embodiment, the winch 2 is located on the shore side and includes,

[0097] The base turntable 21 is located at the bottom of the winch 2 and is used to control the rotation angle of the winch 2;

[0098] The winch 23 is located on the winch 2 body above the base turntable 21 and is used to wind up and unwind the connecting cable 3 to control the release length of the connecting cable 3.

[0099] The robotic arm 24 has a winch 23 connected to its first end, and a connecting cable 3 passes through the robotic arm 24 and hangs down from its second end. The landing position of the interface of the connecting cable 3 is controlled by the lifting or lowering of the robotic arm 24.

[0100] The control cabinet, located inside the winch 2 body, connects the base turntable 21, the winch 23 and the robotic arm 24, and is used to output winch control signals to control the movement of the base turntable 21, the winch 23 and the robotic arm 24.

[0101] Specifically, in this invention, the wired connection of the charging interface box 4 can be replaced by a magnetic connection instead of the connection of the robotic arm 24, which may provide a faster and safer physical connection process.

[0102] In a preferred embodiment, the charging box 1 is provided with,

[0103] The integrated control cabinet 11 is connected to the winch 2 to receive charging information and is used to generate charging control signals.

[0104] The bidirectional energy storage inverter 12 is connected to the integrated control cabinet 11 and can controllably output a constant charging voltage.

[0105] The integrated control cabinet 11 and the ship are respectively equipped with wireless communication modules. The integrated control cabinet 11 and the ship are wirelessly connected through the wireless communication modules for the identification and pairing of the charging box 1 and the ship, as well as for verifying charging information.

[0106] Specifically, the wireless communication module uses common wireless communication protocols such as WiFi or Bluetooth for initial identification and pairing between the ship and the charging box 1. In addition to WiFi and Bluetooth, 5G or other emerging wireless technologies can also be considered in the wireless communication module to further improve data transmission speed and connection stability.

[0107] In a preferred embodiment, the charging box 1 and the winch 2 are connected by physical wiring. The charging box 1 is wired to the charging interface box 4 via physical wiring and connecting cables 3. Both the physical wiring and the connecting cables 3 include electrical cables and signal cables. The integrated control cabinet 11 and the charging interface box 4 are connected via RS485 serial communication.

[0108] The integrated control cabinet 11 is equipped with a switch 62, which is used to access the charging information of RS485 serial signal and the TCP protocol signal formed after conversion by the gateway. The integrated control cabinet 11 is connected to the external programmable logic controller 64 (PLC), the dock back-end 61 and the router 63 through the switch 62.

[0109] Specifically, the new energy ship automatic charging system of the present invention combines wired and wireless communication technologies, aiming to achieve a highly efficient, safe, and compatible automatic charging process. System components and working principles include...

[0110] 1. Wired Communication Interface: The charging interface box 4 adopts an internationally standardized physical connection interface, such as RS485, for physical connection via the robotic arm 24 when the ship approaches the dock. The charging interface box 4 has both data transmission and power transmission functions.

[0111] 2. Wireless communication module: Uses common wireless communication protocols such as WiFi or Bluetooth for initial identification and pairing between the vessel and charging box 1.

[0112] 3. Control Components: An integrated control cabinet 11, incorporating wired and wireless communication capabilities, is responsible for regulating and monitoring the entire charging process. This integrated control cabinet 11 can receive data from ship and dock sensors via wired and wireless means.

[0113] In addition, the present invention also has an automatic identification module: using radio frequency identification (RFID) or near field communication (NFC) technology to automatically identify the ship and charging box 1 to ensure correct matching in order to start the charging process.

[0114] By communicating with the ship's energy management subsystem 5, the ship's current and expected energy needs are obtained. Optimization algorithms are used to calculate the optimal charging time and amount under specific time and route conditions.

[0115] The workflow of this system is as follows.

[0116] Step 1: When a ship enters the dock area, the automatic identification subsystem of the wireless communication module first identifies the ship and establishes a communication connection with the charging box 1 at the dock.

[0117] Step 2: After receiving the signal transmitted through the wireless communication module, the integrated control cabinet 11 guides the robotic arm 24 to connect to the ship's charging interface box 4 for physical connection.

[0118] Step 3: After the wired connection is established, the integrated control cabinet 11 connects to the ship's energy management subsystem 5 through the wired interface to monitor the charging status and data such as current and voltage in real time, while using wired communication to provide more stable and high-speed data transmission.

[0119] Step 4: During the charging process, the energy management subsystem 5 provides an optimization algorithm for ship charging to calculate the optimal charging time and charging amount under specific time and route conditions. The algorithm comprehensively considers factors such as the ship's energy consumption pattern, specific route conditions, the location of charging box 1, and grid conditions to optimize operating costs, energy utilization rate, and maintenance travel schedule.

[0120] Step 5: After charging is complete, the integrated control cabinet 11 sends a command to disconnect the wired communication interface, confirm the separation of the wireless communication module, and end the charging process.

[0121] Preferably, the advantages of the present invention are that,

[0122] 1. Combination of wired and wireless communication: Improves the system's communication stability and flexibility. Wireless communication is used for initial identification and connection establishment, while wired communication is used for charging and data transmission.

[0123] 2. Automatic identification of wireless communication modules: Improves the accuracy and efficiency of matching ships with charging stations and reduces human error.

[0124] 3. Integrated Control Cabinet 11: The highly integrated integrated control cabinet 11 simplifies the system architecture, reducing system complexity while ensuring smooth communication and charging processes.

[0125] 4. Dynamic Energy Management: Through communication with the ship energy management subsystem 5, the ship's current and expected energy requirements are obtained, and optimization algorithms are used to calculate the optimal charging time and charging amount under specific time and route conditions.

[0126] In a preferred embodiment, such as Figure 2 As shown, multiple infrared sensors are provided around the interface 41 of the charging interface box 4 for sensing the position of the connecting cable 3. Magnetic suction devices 42 are provided on both sides of the interface 41 of the charging interface box 4 for magnetically attracting the connector of the connecting cable 3 to the interface 41 of the charging interface box 4.

[0127] At least one mark 42 is provided around the interface 41 of the charging interface box 4 to identify the position of the interface 41 of the charging interface box 4.

[0128] Specifically, the present invention can use image recognition technology to identify the 42 marks and adjust the hovering position of the robotic arm 24. After the robotic arm 24 is adjusted into position, the connecting cable 3 is lowered. Multiple infrared sensors are set on the charging interface box 4. Only when the connecting cable 3 is detected to be in position will the magnetic attraction devices 42 on both sides of the interface be activated, and the connector of the connecting cable 3 will be magnetically attracted to the interface 41 of the charging interface box 4 to complete the docking.

[0129] The automatic charging system for new energy ships provided by this invention can achieve the following specific effects:

[0130] Social impact

[0131] 1. Environmental protection: By improving charging efficiency and reducing charging time, this system helps increase the feasibility of ships using electricity as a power source, thereby reducing dependence on fuel oil and corresponding carbon emissions. Specifically, it can reduce carbon emissions by 20%-30%, depending on the charging rate and the efficiency of the ship's power system.

[0132] 2. Enhanced safety: The automated charging process reduces the possibility of human error. Through direct wired connection and accurate wireless communication, it reduces safety accidents caused by poor contact, and is expected to reduce the charging accident rate by 75%.

[0133] 3. Promote automation: Facilitate the standardization and popularization of automated ship charging technology throughout the shipping industry, which is expected to improve the modernization level of the entire industry.

[0134] Economic effects

[0135] 1. Cost savings: Standardized charging interfaces and improved charging efficiency may reduce energy costs for ship operators, and ship operation and maintenance costs are estimated to be reduced by 10%-15%.

[0136] 2. Operational efficiency: Reducing charging time means that ships can be put back into service more quickly, improving operational efficiency. It is estimated that the actual operating time of ships can be increased by 5%-10%.

[0137] 3. Reduced maintenance costs: The system's automation and simplified design reduce the possibility of human error, thus maintenance costs are expected to decrease by approximately 20%.

[0138] Technical effect

[0139] 1. Improved charging efficiency: This system combines wired and wireless communication technologies, and the charging efficiency is expected to be improved by 20%-30%. Combined with fast identification and connection technologies, the charging time is significantly shortened.

[0140] 2. Improved system reliability: The integration of automatic identification and integrated control cabinet 11 reduces the system failure rate and improves the stability and reliability of the entire charging process.

[0141] 3. Compatibility and scalability: The standardized communication and charging interface design gives the system excellent compatibility and the ability to adapt to a wider range of ship types.

[0142] 4. Dynamic Energy Management: Through communication with the ship's energy management subsystem 5, the system obtains the ship's current and expected energy requirements. Optimization algorithms are used to calculate the optimal charging time and amount under specific time and route conditions, further optimizing the electric ship's operational efficiency.

[0143] In conclusion, this invention, through technological innovation, will bring significant social, economic, and technological benefits to the field of ship charging.

[0144] Specific Implementation Example 1

[0145] The invention will now be described in further detail with reference to the accompanying drawings. Please refer to the drawings for further details. Figures 1 to 6 As shown, the ship is connected to the charging box 1 via a winch 2. A connecting cable 3, including a power cable and a signal cable, is connected to the ship's charging interface box 4, establishing wired communication after the connection is complete.

[0146] Meanwhile, wireless communication is maintained between the ship and the shore via a wireless communication module, ensuring the security of the connection between the ship and the shore through both communication methods.

[0147] Figure 3 The diagram shows the composition of the charging system, which is divided into ship-side and shore-side components. The ship-side component is the Energy Management Subsystem 5 (EMS), while the shore-side component consists of two parts: the winch 2 and the charging box 1. The charging box 1 is further divided into two parts: a comprehensive control cabinet 11 and a bidirectional energy storage inverter 12 (PCS). During operation, the Energy Management Subsystem 5 communicates with the comprehensive control cabinet 11 between the ship and shore. The comprehensive control cabinet 11 controls the shore-based equipment, while the Energy Management Subsystem 5 controls the ship's equipment.

[0148] like Figures 3 to 6 The diagram shows the system communication. The energy management subsystem 5 and the integrated control cabinet 11 first establish a wireless communication link via WIFI, and then a wired communication link via RS485. After successful wired communication, wired communication is the primary method, supplemented by wireless communication for verification to ensure data accuracy between devices. Simultaneously, the dockside backend 61 can remotely monitor the system's operating status via network cable to ensure the safety of equipment operation. The wired communication between the energy management subsystem 5 and the control cabinet is via RS485 serial communication.

[0149] When an external RS485 serial signal enters the integrated control cabinet 11, it is converted into a TCP protocol signal by a gateway and accessed by the switch 62. This includes wired signals from the energy management subsystem 5 and the winch 2, which are converted by gateways a and b respectively.

[0150] Simultaneously, the access signals from the backend and the wireless signals from the energy management subsystem 5 are also connected to the switch 62. The programmable logic controller 64 (PLC) in the integrated control cabinet 11 receives and transmits signals via the TCP protocol. This method enhances signal stability and ensures that signal reception is not affected by electromagnetic interference during charging. Furthermore, during wired communication, wireless communication continuously monitors the system status and compares it with wired data to ensure timely detection of problems.

[0151] An automatic charging control method for new energy ships, applied to the automatic charging system of new energy ships in any of the embodiments, such as... Figure 7 As shown, including,

[0152] Step S1: When the ship enters the dock area, the ship is identified through the wireless communication module, and a wireless communication connection is established between the charging box 1 and the ship.

[0153] Step S2: After receiving the signal transmitted by the wireless communication module, the integrated control cabinet 11 of the charging box 1 controls the winch 2 to connect the connecting cable 3 to the charging interface box 4 on the ship, establishing a wired connection between the charging box 1 and the charging interface box 4.

[0154] Step S3: The integrated control cabinet 11 connects to the energy management subsystem 5, and the charging box 1 performs charging preparation work. After the preparation work is completed, the energy management subsystem 5 starts charging.

[0155] Step S4: During the charging process, the energy management subsystem 5 controls the charging amount and charging time based on the ship's information.

[0156] Step S5: After charging is complete, the control connection cable 3 of the integrated control cabinet 11 is disconnected, and the wireless communication module disconnects the wireless connection between the charging box 1 and the ship.

[0157] In a preferred embodiment, such as Figure 8 As shown, step S2 includes,

[0158] Step S21: After the energy management subsystem 5 is ready, it sends the first charging command to the charging box 1 through the wireless communication module.

[0159] Step S22: After receiving the charging command, the charging box 1 detects the status of the winch 2 and determines whether the winch 2 is in a ready state. If so, proceed to step S23; otherwise, feed back the signal that the winch 2 is not ready to the energy management subsystem 5, and reset the winch 2 to make it in a ready state, and proceed to step S23.

[0160] In step S23, the charging box 1 sends a charging control signal to the winch 2, controlling the mechanical arm 24 of the winch 2 to move to the designated position. The winch 2 releases the connecting cable 3, and the connector of the connecting cable 3 connects to the interface 41 of the charging interface box 4.

[0161] In step S24, the integrated control cabinet 11 determines whether it can detect the charging information sent by the energy management subsystem 5. If so, the wired connection is successfully established; otherwise, the energy management subsystem 5 sends a wired communication error message to the energy management subsystem 5 through the wireless communication module, and the energy management subsystem 5 issues an alarm.

[0162] Specifically, such as Figure 9 The diagram illustrates the pre-charging preparation process for the vessel. When the vessel is not wired to charging box 1, after mooring at the designated location and being ready for charging, the vessel transmits a message of being in position (the first charging command) to charging box 1 via wireless communication such as Wi-Fi. Upon receiving this message, charging box 1 performs pre-charging preparations and checks the status of winch 2. If winch 2 is in an abnormal state, it is reset to ensure it is in a ready state.

[0163] When charging box 1 and winch 2 are in the ready state, winch 2 actuates, and robotic arm 24 moves to the designated position to connect the charging plug. Once the charging plug is connected, integrated control cabinet 11 detects the wired signal from energy management subsystem 5 and establishes a wired connection. If no signal is detected after connection, a wired communication anomaly message is sent to energy management subsystem 5 via wireless signal. Energy management subsystem 5 then issues an alarm to notify personnel to investigate the problem.

[0164] In a preferred embodiment, such as Figure 10 As shown, step S3 includes,

[0165] Step S31: The energy management subsystem 5 accesses the information of the winch 2 and the charging box 1 to determine if there is a fault. If not, proceed to step S32; otherwise, reset the faulty winch 2 and / or charging box 1, and determine whether the fault reset is completed. If completed, proceed to step S32; otherwise, issue an alarm and stop charging.

[0166] In step S32, the energy management subsystem 5 issues a second charging command. After receiving the second charging command, the integrated control cabinet 11 starts the bidirectional energy storage inverter 12 and controls the bidirectional energy storage inverter 12 to maintain a constant voltage. The charging box 1 outputs the charging voltage to the charging interface box 4.

[0167] Step S33: Determine whether the energy management subsystem 5 can detect that the charging voltage is in place. If so, the energy management subsystem 5 starts charging; otherwise, issue an alarm and stop charging.

[0168] Specifically, such as Figure 11 The diagram shows the charging preparation steps performed after the pre-charging actions are completed. Once wired communication is established, the energy management subsystem 5 reads for fault information on the shore side. If a fault signal is found, it is reset. Only after the reset is successful can the next step be performed. If the reset fails, an alarm signal must be sent to the staff for investigation of the cause.

[0169] In the absence of fault signals, the energy management subsystem 5 issues a charging signal, i.e., a second charging command. Upon receiving the signal, the integrated control cabinet 11 controls the bidirectional energy storage inverter 12 to start and maintain constant voltage. After the bidirectional energy storage inverter 12 completes its operation, it outputs electrical energy to the charging interface box 4 on the ship's side. The energy management subsystem 5 detects that the electrical energy is available and begins charging. If the energy management subsystem 5 receives the output electrical energy signal but cannot detect electrical energy, it must also issue an alarm signal and a shutdown command to prevent accidents caused by problems in a certain section of the line.

[0170] This system uses a constant voltage charging method and outputs a stable voltage through a voltage droop control method. Typically, the output voltage of charging box 1 should be one or two volts higher than the ship's side voltage to prevent backflow of ship's power and damage to the equipment.

[0171] In a preferred embodiment, such as Figure 12 As shown, step S4 includes,

[0172] In step S41, the energy management subsystem 5 detects the battery power and calculates the charging amount and charging time.

[0173] Step S42: Charge at the set charging power during the charging time, and check whether the current power level has reached the first set percentage of the charging amount. If yes, reduce the charging power and execute step S43; otherwise, return to execute step S42.

[0174] Step S43: Charge with the reduced charging power, check if the current power level has reached the second set ratio of the charging amount. If yes, reduce the charging power again and execute step S44; otherwise, return to execute step S43.

[0175] Step S44: Charge with the reduced charging power again, and check if the charge is full. If yes, the energy management subsystem 5 issues a stop charging signal; otherwise, return to step S44.

[0176] In step S41, as Figure 14 As shown, the methods for calculating charging amount and charging time include,

[0177] Step S411: Collect information about the ship, including at least the ship's power consumption data, navigation plan and forecast results, and the status and environmental data of the charging box 1;

[0178] Step S412: A predictive model is established using a machine learning framework to predict the ship's energy demand and energy supply.

[0179] Step S413: Calculate the charging amount and charging time using linear programming and optimization algorithms;

[0180] The objective function is,

[0181] min∑i∈Ships∑t∈TimSlots(COSTi,t×Chargei,t)-PENALTYlate(i,t)

[0182] Where COSTi,t represents the cost of charging ship i at time t;

[0183] Chargei,t represents the decision variable for the amount of charge given to ship i at time t;

[0184] PENALTYlate(i, t) represents the time penalty cost if the ship's charging is insufficient to support the expected voyage.

[0185] Step S414: The calculated charging amount and charging time are implemented in the actual scheduling of charging box 1, and the energy consumption and environmental conditions of the ship in actual motion are continuously monitored, and the charging amount and charging time are adjusted and optimized in real time.

[0186] Step S415: After implementation, conduct an effect evaluation, collect information on new ships, feed it back into the prediction model, optimize the prediction model, and use the optimized prediction model to calculate the optimal charging amount and charging time.

[0187] Specifically, such as Figure 13 The diagram shows the charging process. The ship's EMS detects the battery level and calculates the required charging amount using an optimization algorithm. When the battery is detected to have reached a first set percentage of its charge, such as 90%, the charging power is reduced. When a second set percentage is reached, such as 95%, the charging power is further reduced until the battery is fully charged.

[0188] This invention provides an optimization method that considers calculating the optimal charging time and charging amount based on predictive models and linear programming. The following is a potential algorithm design, which primarily considers the ship's energy state, expected navigation needs, charging station capacity, and environmental factors. (Including...)

[0189] Step 1, Data Collection and Modeling

[0190] First, the following data needs to be collected.

[0191] Ship power consumption data: Collect historical power consumption data for each ship.

[0192] Navigation planning and forecasting: Using machine learning methods to predict future navigation needs based on factors such as wind speed and ocean currents.

[0193] Charging box 1 status: Understand the capacity and charging speed of charging box 1 in the port.

[0194] Environmental data: Consider data such as weather and sea conditions to determine whether the charging time is suitable.

[0195] Step 2, Prediction Model

[0196] A predictive model is built using machine learning frameworks, such as time series analysis, random forests, or neural networks. This model is responsible for predicting the following:

[0197] Energy demand forecasting: Predicting energy demand for a future period based on historical ship data.

[0198] Energy supply forecasting: If photovoltaic panels are used, it is necessary to forecast the energy supply for a certain period of time in the future.

[0199] Step 3: Linear programming and optimization algorithms.

[0200] This invention uses linear programming or mixed-integer linear programming (MILP) optimization algorithms to calculate the optimal charging time and charging amount.

[0201] The objective function is,

[0202] min∑i∈Ships∑t∈TimSlots(COSTi,t×Chargei,t)-PENALTYlate(i,t)

[0203] Where COSTi,t represents the cost of charging ship i at time t;

[0204] Chargei,t represents the decision variable for the amount of charge given to ship i at time t;

[0205] PENALTYlate(i, t) represents the time penalty cost if the ship's charging is insufficient to support the expected voyage.

[0206] The constraints are as follows:

[0207] Charging is limited such that the charging amount for each of the vessels does not exceed the battery capacity of the vessel and the supply capacity of the charging box 1;

[0208] Supply and demand are balanced, and at any given time, the total charging amount of all the ships requesting charging does not exceed the energy supplied by the charging box 1;

[0209] Safety and environmental constraints prohibit charging under adverse weather and sea conditions;

[0210] A time window constraint is imposed, requiring the vessel to charge within a set time window when arriving at and departing from the port;

[0211] This invention can utilize specialized optimization software packages, such as CPLEX or Gurobi, to solve this linear programming problem.

[0212] Step 4, Implementation and Adjustment

[0213] The calculated optimal charging time and charging amount scheme will be implemented in the scheduling of charging box 1. Continuous monitoring of the ship's energy consumption and environmental conditions during actual navigation is necessary to achieve real-time adjustments and optimizations.

[0214] Step 5: Feedback loop,

[0215] After implementation, the effects are evaluated, and new data is collected and fed back into the predictive model to continuously improve the accuracy of prediction and optimization.

[0216] The above is an overview of the optimization algorithm. Practical applications require detailed data support and algorithm debugging to achieve the best results.

[0217] In a preferred embodiment, such as Figure 15 As shown, step S5 includes,

[0218] Step S51: After the energy management subsystem 5 issues a stop charging signal, it disconnects the ship's power switch.

[0219] In step S52, the integrated control cabinet 11 receives a stop charging signal, controls the bidirectional energy storage inverter 12 to stop, and disconnects the output switch;

[0220] Step S53: After receiving the shutdown feedback, the energy management subsystem 5 checks whether the power supply is disconnected. If so, it disconnects the connection of the connecting cable 3 and executes step S54; otherwise, it issues an alarm.

[0221] Step S54: Reset winch 2 and determine whether winch 2 has been successfully reset. If so, charging is complete; otherwise, repeat step S54.

[0222] like Figure 16 As shown, upon receiving a stop signal, the integrated control cabinet 11 will control the bidirectional energy storage inverter 12 to shut down and disconnect the output switch. Upon receiving the shutdown feedback, the energy management subsystem 5 will check if the power supply is disconnected. If not, an alarm will be issued, and personnel will investigate the problem. If the power supply is disconnected, the cable connection will be disconnected, and the winch 2 will be reset to complete the charging process.

[0223] The above description is merely a preferred embodiment of the present invention and does not limit the implementation and protection scope of the present invention. Those skilled in the art should realize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A new energy ship automatic charging system, characterized in that, include, The charging box is used to output charging voltage and charging control signals. A winch, connected to the charging box, is used to receive the charging voltage and send charging information to the charging box. The winch is equipped with a connecting cable, and the connector of the connecting cable is controllably connected to a charging interface box located on the ship based on the winch, for transmitting the charging voltage and collecting the charging information. The winch is located on the shore side. An energy management subsystem, connected to the charging interface box, is used to issue charging commands and receive the charging voltage for charging. The ship's energy management subsystem controls the charging amount and charging time based on the ship's information. The ship's information includes at least ship power consumption data, navigation plans and prediction results, the status of the charging box and environmental data. The charging amount and charging time are the optimal charging time and charging amount calculated by an optimization algorithm under specific time and route conditions. The charging box contains, The integrated control cabinet is connected to the winch to receive the charging information and is used to generate the charging control signal; A bidirectional energy storage inverter, connected to the integrated control cabinet, can controllably output a constant charging voltage; The integrated control cabinet and the ship are respectively equipped with wireless communication modules. The integrated control cabinet and the ship are wirelessly connected through the wireless communication modules for the identification and pairing of the charging box and the ship, as well as for verifying the charging information. The charging box and the winch are connected by physical wiring. The charging box is wired to the charging interface box through the physical wiring and the connecting cable. Both the physical wiring and the connecting cable include electrical cables and signal cables. The integrated control cabinet and the charging interface box are connected by RS485 serial communication.

2. The automatic charging system for new energy ships according to claim 1, characterized in that, include, A base turntable, located at the bottom of the winch, is used to control the rotation angle of the winch; A winch, located on the winch body above the base turntable, is used to wind up and unwind the connecting cable to control the release length of the connecting cable; A robotic arm, the first end of which is connected to the winch, and a connecting cable passing through the robotic arm and hanging down from the second end of the robotic arm, wherein the landing position of the interface of the connecting cable is controlled based on the lifting or lowering of the robotic arm; The control cabinet, located inside the winch body, is connected to the base turntable, the winch, and the robotic arm, and is used to output winch control signals to control the movement of the base turntable, the winch, and the robotic arm.

3. The automatic charging system for new energy ships according to claim 1, characterized in that, The integrated control cabinet is equipped with a switch for receiving the charging information, which is converted from an RS485 serial signal into a TCP protocol signal by a gateway. The integrated control cabinet is connected to an external programmable logic controller, a dock back-end system, and a router through the switch.

4. The automatic charging system for new energy ships according to claim 1, characterized in that, The charging interface box is equipped with multiple infrared sensors around the interface for sensing the position of the connecting cable. Magnetic suction devices are provided on both sides of the interface of the charging interface box for magnetically attracting the connector of the connecting cable to the interface of the charging interface box. The charging interface box is also provided with at least one marker around the interface, which is used to identify the position of the interface of the charging interface box based on the marker.

5. A new energy ship automatic charging control method, characterized in that, The automatic charging system for new energy ships as described in any one of claims 1-4 is characterized by comprising: Step S1: When the vessel enters the dock area, the vessel is identified through the wireless communication module, and a wireless communication connection is established between the charging box and the vessel. Step S2: After receiving the signal transmitted by the wireless communication module, the integrated control cabinet of the charging box controls the winch to connect the connecting cable to the charging interface box on the ship, thus establishing a wired connection between the charging box and the charging interface box. Step S3: The integrated control cabinet connects to the energy management subsystem, the charging box performs charging preparation work, and the energy management subsystem starts charging after the preparation work is completed. Step S4: During the charging process, the energy management subsystem controls the charging amount and the charging time based on the ship's information; Step S5: After charging is complete, the integrated control cabinet controls the connection cable to disconnect, and the wireless communication module disconnects the wireless connection between the charging box and the ship.

6. The automatic charging control method for new energy ship according to claim 5, characterized in that, Step S2 includes, Step S21: After the energy management subsystem is ready, it sends a first charging command to the charging box through the wireless communication module. Step S22: After receiving the first charging command, the charging box detects the status of the winch and determines whether the winch is in a ready state. If so, proceed to step S23; otherwise, feed back the signal that the winch is not ready to the energy management subsystem, reset the winch to make it in a ready state, and proceed to step S23. Step S23: The charging box sends the charging control signal to the winch, controls the mechanical arm of the winch to move to a designated position, the winch releases the connecting cable, and the connector of the connecting cable connects to the interface of the charging interface box; In step S24, the integrated control cabinet determines whether it can detect the charging information sent by the energy management subsystem. If so, the wired connection is successfully established; otherwise, the wireless communication module sends a wired communication anomaly message back to the energy management subsystem, and the energy management subsystem issues an alarm.

7. The automatic charging control method for new energy ship according to claim 5, characterized in that, Step S3 includes, Step S31: The energy management subsystem accesses the information of the winch and the charging box to determine whether there is a fault. If not, proceed to step S32; otherwise, reset the winch and / or the charging box that caused the fault, and determine whether the fault reset is completed. If completed, proceed to step S32; otherwise, issue an alarm and stop charging. In step S32, the energy management subsystem issues a second charging command. After receiving the second charging command, the integrated control cabinet starts the bidirectional energy storage inverter and controls the bidirectional energy storage inverter to maintain a constant voltage. The charging box outputs the charging voltage to the charging interface box. Step S33: Determine whether the energy management subsystem can detect that the charging voltage is in place. If yes, the energy management subsystem starts charging; otherwise, issue an alarm and stop charging.

8. The automatic charging control method for new energy ship according to claim 5, characterized in that, Step S4 includes, Step S41: The energy management subsystem detects the battery power and calculates the charging amount and the charging time. Step S42: During the charging time, charge at the set charging power, detect whether the current power level has reached the first set ratio of the charging amount. If so, reduce the charging power and execute step S43. Otherwise, return to step S42; Step S43: Charge with the reduced charging power, check if the current power level has reached the second set ratio of the charging amount, if so, reduce the charging power again and execute step S44. Otherwise, return to step S43; Step S44: Charge with the reduced charging power again, and check if the charge is full. If so, the energy management subsystem issues a stop charging signal. Otherwise, return to step S44; In step S41, the method for calculating the charging amount and the charging time includes, Step S411: Collect information about the ship, including at least ship power consumption data, voyage plan and prediction results, status of the charging box and environmental data; Step S412: A predictive model is established using a machine learning framework to predict the energy demand and energy supply of the ship. Step S413: Calculate the charging amount and the charging time using linear programming and optimization algorithms; The objective function is, ； in, This represents the cost of charging ship i at time t; This represents the decision variable for the charge amount of ship i at time t; This indicates the time penalty cost if the ship's charging capacity is insufficient to support the expected voyage. Step S414: The calculated charging amount and charging time are implemented in the actual scheduling of the charging box, and the energy consumption and environmental conditions of the ship during actual navigation are continuously monitored, and the charging amount and charging time are adjusted and optimized in real time. Step S415: After implementation, an effect evaluation is performed, and new information about the ship is collected and fed back into the prediction model to optimize the prediction model. The optimal charging amount and charging time are calculated using the optimized prediction model.

9. The new energy ship automatic charging control method according to claim 8, characterized in that, Step S5 includes, Step S51: After the energy management subsystem issues a stop charging signal, it disconnects the ship's power switch. In step S52, the integrated control cabinet receives the stop charging signal, controls the bidirectional energy storage inverter to stop, and disconnects the output switch; Step S53: After receiving the shutdown feedback, the energy management subsystem detects whether the power supply is disconnected. If so, it disconnects the connection cable and executes step S54; otherwise, it issues an alarm. Step S54: Reset the winch and determine whether the winch reset successfully. If yes, charging is complete; otherwise, repeat step S54.

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