Marine pure electric power control system

Abstract

The invention belongs to the technical field of ship power, and particularly discloses a marine pure electric power control system which comprises a pure battery power direct-current electric propulsion system, a battery management system, an energy management system, a propulsion control system and a marine monitoring alarm system. The overall control system is arranged, the output of the power source can be flexibly adjusted according to the network load, the operation economy of the system is improved, and pollutant emission is reduced.

Description

Technical Field

[0001] The present invention relates to the field of ship power technology, and in particular to a ship-based pure electric power control system. Background Art

[0002] In recent years, energy conservation and emission reduction of ships have become an important focus of the shipping industry. With the development of economic globalization and technological innovation, environmental protection regulations are becoming increasingly stringent, and the research on energy conservation and emission reduction technologies in the shipping industry is urgent. Among them, new energy such as fuel cells, battery energy storage, wind energy, solar energy, etc., which are different from traditional fossil energy, have been widely used on land, and also provide a reference for the application of new energy in the shipping industry. Summary of the invention

[0003] The purpose of the present invention is to solve the technical problems existing in the background technology, and to this end, a marine pure electric power control system is provided.

[0004] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0005] A marine pure electric power control system, comprising: a pure battery-powered DC electric propulsion system, a battery management system, an energy management system, a propulsion control system and a marine monitoring and alarm system;

[0006] The battery management system is electrically connected to the battery pack in the pure battery-powered DC electric propulsion system;

[0007] The energy management system is electrically connected to the pure battery-powered DC electric propulsion system, the battery management system, and the propulsion control system;

[0008] The propulsion control system is electrically connected to a pure battery powered DC electric propulsion system.

[0009] The following is a technical solution further defined in the present invention, the pure battery-powered DC electric propulsion system comprises: at least one set of DC busbars, the DC busbars are electrically connected to at least one set of high-voltage charging systems, at least one set of low-voltage charging systems, N sets of battery systems and multiple sets of load systems, wherein N≥4;

[0010] The battery system includes a battery pack, a DC converter, a first protection resistor and a battery switch, the battery pack is electrically connected to the DC converter, the DC converter is electrically connected to the first protection resistor, the first protection resistor is electrically connected to the battery switch, and the battery switch is electrically connected to the DC busbar.

[0011] The following is a technical solution further defined by the present invention, wherein the DC busbars have two groups, and the two groups of DC busbars are electrically connected via a bus-tie solid-state switch.

[0012] The following is a technical solution further defined in the present invention, wherein the high-voltage charging system comprises a high-voltage cable winch, a high-voltage connection distribution board, a high-voltage transformer, two primary high-voltage charging switches, two filters, two shore power rectifiers, and two secondary high-voltage charging switches;

[0013] The high-voltage cable winch is electrically connected to a high-voltage connection distribution board, and the high-voltage connection distribution board is electrically connected to the input end of a high-voltage transformer. The high-voltage transformer has two output ends, and the two output ends are electrically connected to a group of DC busbars through a primary high-voltage charging switch, a filter, a shore power rectifier, and a secondary high-voltage charging switch.

[0014] The following is a technical solution further defined in the present invention, in which the output end of the high-voltage transformer is electrically connected to the primary high-voltage charging switch, the primary high-voltage charging switch is electrically connected to the filter, the filter is electrically connected to the shore power rectifier, the shore power rectifier is electrically connected to the secondary high-voltage charging switch, and the secondary high-voltage charging switch is electrically connected to the DC busbar.

[0015] The following is a technical solution further defined by the present invention, wherein the low-voltage charging system includes a low-voltage shore power box, a 400V distribution board, two daily transformers, two daily inverters and two low-voltage protection resistors;

[0016] The two halves of the 400V distribution board are electrically connected via a switch;

[0017] The low-voltage shore power box is electrically connected to a 400V distribution board, and the two halves of the 400V distribution board are electrically connected to a set of DC busbars through a daily transformer, a daily inverter and a low-voltage protection resistor.

[0018] The following is a technical solution further defined by the present invention: one half of the 400V distribution board is electrically connected to a daily transformer, the daily transformer is electrically connected to a daily inverter, the daily inverter is electrically connected to a low-voltage protection resistor, and the low-voltage protection resistor is electrically connected to a DC busbar.

[0019] The following is a technical solution further defined in the present invention, wherein the load system includes a main propulsion motor and a main propulsion inverter;

[0020] The main propulsion motor is electrically connected to the main propulsion inverter, and the main propulsion inverter is electrically connected to the DC busbar;

[0021] The output end of the main propulsion motor is equipped with an azimuth-rotating propeller.

[0022] The following is a technical solution further defined by the present invention, wherein the load system further comprises a 230V distribution board and two low-voltage transformers;

[0023] The two halves of the 230V distribution board are electrically connected via a switch;

[0024] A low voltage transformer is electrically connected between one half of the 400V distribution board and one half of the 230V distribution board;

[0025] Another low voltage transformer is electrically connected between the other half of the 400V distribution board and the other half of the 230V distribution board.

[0026] The following is a technical solution further defined by the present invention, wherein the battery management system is used to control and monitor the operation of the battery pack;

[0027] The energy management system is installed in the DC switchboard and is used to achieve energy management of the entire ship, including a workstation, a PLC, a communication module, and a touch screen;

[0028] The energy management system monitors the battery pack and the daily inverter of the propulsion system according to the real-time power demand and coordinates the work of each battery pack, and can alarm and handle faults of the power supply system to provide power energy for the propulsion system and other electrical equipment;

[0029] When a pure battery-powered DC electric propulsion system fails, the energy management system ensures continuous power supply to the load, avoids power outages in the power station, and ensures the safety of the ship.

[0030] Compared with the prior art, the present invention has the following technical effects:

[0031] The present invention provides an overall control system, which can flexibly adjust the output of the power source according to the load on the grid, thereby improving the economic efficiency of system operation and reducing pollutant emissions.

[0032] The present invention is further described below in conjunction with the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the prior art will be briefly introduced below. 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 paying creative work.

[0034] Figure 1 is a system connection relationship diagram of the present invention;

[0035] Figure 2 It is a connection relationship diagram of the pure battery-powered DC electric propulsion system of the present invention;

[0036] Figure 3It is a schematic diagram of the three power station management modes provided by the energy management control cabinet of the present invention: manual, semi-automatic and automatic;

[0037] Figure 4 is a connection relationship diagram of a pure battery-powered DC electric propulsion system of the present invention in a sailing mode;

[0038] Figure 5 is a connection relationship diagram of a pure battery-powered DC electric propulsion system of the present invention in an operating mode;

[0039] Figure 6 is a connection relationship diagram of a pure battery-powered DC electric propulsion system of the present invention in a parking mode;

[0040] Figure 7 It is a connection relationship diagram of the pure battery powered DC electric propulsion system of the present invention in charging mode. DETAILED DESCRIPTION

[0041] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

[0042] In the description of the present invention, “plurality” means at least two, for example, two, three, etc., unless otherwise clearly and specifically defined.

[0043] like Figure 1-7 As shown, a marine pure electric power control system is provided, which is mainly composed of a pure battery power DC electric propulsion system, a battery management system, an energy management system, a propulsion control system, and a marine monitoring and alarm system, etc. Figure 1 shown.

[0044] like Figure 2 As shown, the pure battery-powered DC electric propulsion system is mainly composed of two sets of DC busbars, one set of high-voltage charging system, one set of low-voltage charging system, eight sets of battery systems and two sets of load systems, etc.

[0045] The two sets of DC busbars are electrically connected through a bus-tie solid-state switch. The DC busbar has a 1000V DC power supply.

[0046] The battery system includes a battery pack (preferably a lithium battery pack 838.656 kWh), a DC converter (also known as a DC / DC converter 600 kW), a first protection resistor and a battery switch. The battery pack is electrically connected to the DC converter, the DC converter is electrically connected to the first protection resistor, the first protection resistor is electrically connected to the battery switch, and the battery switch is electrically connected to the DC busbar. In this embodiment, eight lithium battery packs are used for power supply.

[0047] The high-voltage charging system includes a high-voltage cable winch, a high-voltage connection distribution board, a high-voltage transformer (also known as a shore power transformer AC6000V / 690V 1000kVA), two primary high-voltage charging switches, two filters, two shore power rectifiers (also known as AC / DC rectifiers 900kW), and two secondary high-voltage charging switches. The high-voltage cable winch is electrically connected to the high-voltage connection distribution board, and the high-voltage connection distribution board is electrically connected to the input end of the high-voltage transformer. The high-voltage transformer has two output ends, and the two output ends are electrically connected to a set of DC busbars through the primary high-voltage charging switch, the filter, the shore power rectifier, and the secondary high-voltage charging switch.

[0048] The low-voltage charging system includes a low-voltage shore power box, a 400V distribution board, two daily transformers (250kVA), two daily inverters (200kW) and two low-voltage protection resistors. The two halves of the 400V distribution board are electrically connected through a switch; the low-voltage shore power box is electrically connected to the 400V distribution board, and the two halves of the 400V distribution board are electrically connected to a set of DC busbars through daily transformers, daily inverters and low-voltage protection resistors.

[0049] The load system includes the main propulsion motor (2000kW 3AC690V 0-1000rpm) and the main propulsion inverter (2100kW). The load system has two groups, so the main propulsion motor has two groups and the main propulsion inverter has two groups. Furthermore, since the daily load needs electricity, it is necessary to provide a daily AC voltage of 220V-260V, so there is a 230V distribution board and two low-voltage transformers (AC400V / 230V 30kVA).

[0050] The main propulsion motor is electrically connected to the main propulsion inverter, and the main propulsion inverter is electrically connected to the DC busbar. The azimuth propeller is driven by two main propulsion motors, and the main propulsion motor and the azimuth propeller are mechanically connected through a coupling to form an L-shaped transmission mechanism. The main propulsion motor adopts a permanent magnet synchronous water-cooled motor, which has the characteristics of high efficiency, compact size and light weight. The propulsion motor is driven by the AC power output by the inverter.

[0051] The two halves of the 230V distribution board are electrically connected through a switch; a low-voltage transformer is electrically connected between one half of the 400V distribution board and one half of the 230V distribution board; another low-voltage transformer is electrically connected between the other half of the 400V distribution board and the other half of the 230V distribution board.

[0052] The battery system is connected to the DC busbar through a DCDC converter. The battery system is quickly charged through high-voltage shore power on the shore side, or can be slowly charged through a low-voltage shore power box (also known as a low-voltage AC shore power box). The DC / AC inverter provides AC power to the main propulsion motor and daily loads.

[0053] During berthing, the high-voltage cable winch of the high-voltage charging system can be used to lead the 6kV power supply to the ship for charging, or the high-voltage shore power box at other berths in the port can be used to lead the 6kV power supply to the ship for charging. After the high-voltage AC shore power supply is stepped down by the transformer, it is connected to the DC busbar by the AC / DC rectifier to provide DC1000V power for the DC busbar, and then the lithium battery pack of the battery system is charged through the DC / DC converter to ensure that the lithium battery SOC is charged from 10% to more than 95%. At the same time, a set of 200kW low-voltage shore power box is configured, which can provide AC400V power from the shore to slowly charge the battery system.

[0054] After the battery system is charged, the lithium battery pack of the battery system provides DC1000V power to the DC bus through the DC / DC converter, and then the inverter outputs AC power to drive the main propulsion motor and daily loads.

[0055] Energy Management System (PMS, POWER MANAGEMENT SYSTEM), Energy Management System PMS, is installed in the DC distribution board to achieve energy management of the entire ship, including workstations, PLCs, communication modules, touch screens, etc. PMS not only monitors, controls, and protects the ship's power station, but also coordinates the operation of the propulsion inverter and steering gear. PMS monitors the battery pack and propulsion control system according to the real-time power demand and coordinates the work of each battery pack, and can alarm and handle faults in the power supply system, providing reliable, stable and optimally configured power energy for the propulsion system and other electrical equipment. When a power supply system fails, PMS will take various measures to ensure continuous power supply to the load as much as possible, avoid power outages in the power station, and ensure the safety of the ship. PMS system functions include:

[0056] -Self-check function

[0057] -Working mode selection

[0058] -Battery charging and discharging control

[0059] -Battery charging and discharging control monitoring

[0060] - Overload query function

[0061] -Gradual uninstall function

[0062] -Power limitation and rapid load reduction

[0063] -Sequential start after power failure

[0064] -Human-machine interface monitoring function

[0065] The energy management system (specifically operated in the energy management control cabinet) provides three power station management modes: manual, semi-automatic and automatic. Figure 3 shown.

[0066] 1) When the local / remote switch on the distribution cabinet is in local mode, it is in manual mode.

[0067] 2) When the "manual / automatic" selection switch on the energy management control cabinet is manual and the local / remote switch on the distribution cabinet is remote, it is in semi-automatic mode.

[0068] 3) When the "manual / automatic" selection switch on the energy management control cabinet is automatic and the local / remote switch on the distribution cabinet is remote, it is in automatic mode.

[0069] Automatic control mode and switchboard status comparison table

[0070]

[0071] 1. General functions

[0072] Short circuit protection: When a short circuit occurs at the end of the output cable of the lithium battery pack, the protection measures should be able to act quickly and reliably, and the lithium battery pack is intact. The short circuit includes single-phase, two-phase and three-phase short circuits;

[0073] Overvoltage: When the voltage of the lithium battery pack exceeds 120% of the rated voltage, the alarm will trip and the machine will be shut down;

[0074] Undervoltage: When the voltage of the lithium battery pack is lower than 80% of the rated voltage, the alarm will trip and the machine will shut down;

[0075] Overcurrent: When the lithium battery pack current exceeds 115% of the rated current, the alarm will trip and the machine will shut down;

[0076] Overload: When the power of the lithium battery pack exceeds 115% of the rated power, the alarm will trip and the machine will shut down;

[0077] Main bus voltage, frequency monitoring and alarm.

[0078] 2. Management mode - manual

[0079] Local manual load transfer and power distribution;

[0080] Manually complete the BMS high and low voltage locally;

[0081] Complete battery pack charging and discharging operations manually locally;

[0082] Local manual completion of daily inverter start and stop;

[0083] When there is an overload inquiry locally, human judgment is made and a permission signal is manually issued.

[0084] 3. Management mode - semi-automatic

[0085] Load transfer and power distribution are performed on the human-machine interface;

[0086] The battery pack charging and discharging operations can be completed with one click on the human-computer interaction interface;

[0087] When there is an overload inquiry, human judgment is made and a permission signal is issued on the human-computer interaction interface;

[0088] In semi-automatic mode, the power is evenly distributed by default and can be adjusted through the human-computer interface;

[0089] In semi-automatic mode, power is automatically limited when a BMS alarm is detected.

[0090] 4. Management mode - automatic

[0091] The lithium battery pack standby order selection is set on the touch screen. Each lithium battery pack can select numbers 1 to 8, and each lithium battery pack has a unique number, which is different from other lithium battery packs; the smaller the number, the higher the priority of the lithium battery pack.

[0092] A light load disconnection inhibition button is set on the touch screen. When the inhibition function is activated, even if the power station power reaches the set disconnection value, light load disconnection will not occur.

[0093] 1) Navigation mode, such as Figure 4 As shown:

[0094] The navigation mode can only be entered when the number of standby and running lithium battery packs is equal to 8. In the navigation mode, the 8 lithium battery packs start and run according to the set startup sequence. When the PMS detects that there are no 8 lithium battery packs available or other faults occur, the mode switching is stopped and an alarm is sounded.

[0095] Automatic functions in sailing mode

[0096] Busbar power failure processing:

[0097] When power failure is detected on the busbar, the remaining lithium battery will automatically discharge and start to restore power to the grid.

[0098] Lithium battery pack failure:

[0099] When a lithium battery pack fault is detected, the overload operation will continue and an alarm will be sounded. After 10 minutes (the time is adjustable), the power will be limited according to the maximum charge and discharge current of the BMS.

[0100] Overload Inquiry:

[0101] According to the actual load, set the heavy load inquiry, analyze the surplus power in the grid under different working conditions, and provide feedback on inquiry failure or permission to start.

[0102] Security system:

[0103] Equipped with a complete security system to process, query and store faults of the entire system.

[0104] Power sharing:

[0105] The system distributes the power of the lithium battery pack in real time, so that the SOC of the lithium battery pack is always balanced, and ensures that the lithium battery pack has maximum power, so that the life of the lithium battery pack remains consistent.

[0106] 2) Operation mode, such as Figure 5 As shown:

[0107] The operation mode can only be entered when the number of standby and running lithium battery groups equals 8 groups. In the operation mode, the 8 groups of lithium battery groups start and run according to the set start-up sequence. When the PMS detects that there are no 8 groups of lithium battery groups available or other faults occur, the mode switching is stopped and an alarm is issued.

[0108] Automatic functions in work mode

[0109] Busbar power failure processing:

[0110] When power failure is detected on the busbar, the remaining lithium battery will automatically discharge and start to restore power to the grid.

[0111] Lithium battery pack failure:

[0112] When a lithium battery pack fault is detected, the overload operation will continue and an alarm will be sounded. After 10 minutes (the time is adjustable), the power will be limited according to the maximum charge and discharge current of the BMS.

[0113] Overload Inquiry:

[0114] According to the actual load, set the heavy load inquiry, analyze the surplus power in the grid under different working conditions, and provide feedback on inquiry failure or permission to start.

[0115] Security system:

[0116] Equipped with a complete security system to process, query and store faults of the entire system.

[0117] Power sharing:

[0118] The system distributes the power of the lithium battery pack in real time, so that the SOC of the lithium battery pack is always balanced, and ensures that the lithium battery pack has maximum power, so that the life of the lithium battery pack remains consistent.

[0119] 3) Parking mode, such as Figure 6 As shown:

[0120] The DC busbar is divided into left and right sides. The parking mode can only be entered when at least two lithium battery packs on each side can start and run. In the parking mode, the lithium battery packs start and run according to the set start sequence. If only one lithium battery pack on any side can start and run, the parking mode cannot be entered. When the PMS detects that there is no lithium battery pack available or other faults, the mode switching stops and an alarm is issued.

[0121] Automatic function in parking mode

[0122] Busbar power failure processing:

[0123] When power failure is detected on the busbar, the remaining lithium battery will automatically discharge and start to restore power to the grid.

[0124] Lithium battery pack failure:

[0125] When a lithium battery pack fault is detected, the overload operation will continue and an alarm will be sounded. After 10 minutes (the time is adjustable), the power will be limited according to the maximum charge and discharge current of the BMS.

[0126] Heavy load standby machine:

[0127] When the power of the online lithium battery pack is ≥70% (can be set by yourself), it will delay for 30s (can be set by yourself) and automatically start a lithium battery pack to supply power.

[0128] Light load solution:

[0129] When P(on the grid) / P rated (number of on the grid units - 1) ≤ 20% (can be set by yourself), after a delay of 30s (can be set by yourself), the lithium battery group with a low priority level will automatically transfer the load.

[0130] Overload Inquiry:

[0131] According to the actual load, set the heavy load inquiry, analyze the surplus power in the grid under different working conditions, and provide feedback on inquiry failure or permission to start.

[0132] Lithium battery life extension:

[0133] Prioritize starting the lithium battery pack with a small cumulative charge amount, so that the cumulative charge amount of the lithium battery packs tends to be consistent, thereby extending the use time of the lithium battery pack.

[0134] Security system:

[0135] Equipped with a complete security system to process, query and store faults of the entire system.

[0136] Power sharing:

[0137] The system distributes the power of the lithium battery pack in real time, so that the SOC of the lithium battery pack is always balanced, and ensures that the lithium battery pack has maximum power, so that the life of the lithium battery pack remains consistent.

[0138] 4) Charging mode, such as Figure 7 As shown:

[0139] In charging mode, the 8 lithium battery packs automatically shut down. When the PMS detects that the shore power is not supplied to the lower port of the shore power switch, when the propulsion is running or other faults occur, the stop mode switch is activated and an alarm is sounded.

[0140] Automatic function in charging mode

[0141] Security system:

[0142] Equipped with a complete security system to process, query and store faults of the entire system.

[0143] Automatic charging and disconnection:

[0144] Automatically charge the lithium battery pack; when the lithium battery pack is detected to be full, the charging is automatically disconnected.

[0145] Overload Inquiry:

[0146] The propulsion motor system is queried and an inquiry failure alarm is issued.

[0147] The system is equipped with 8 lithium battery packs (1, 2, 3, 4, 5, 6, 7, 8) (838.656kWh) and AC6kV shore power supply. After the PMS is powered on, it will self-check the hardware and software, and can be operated after the self-check passes. There are three control modes: manual mode, semi-automatic mode and automatic mode, which can be switched through the mode selection switch installed on the DC distribution board. The three modes provide different degrees of system automation control. The corresponding battery packs are switched on and off according to the system requirements, and the battery system protection is realized by BMS. The system management unit controls the closing and opening of the busbar switch. When the battery system in a single battery compartment fails and shuts down, the battery system in the normal battery compartment will supply power to the entire ship, ensuring that when 50% of the batteries in the ship fail, the entire ship can still be powered normally. PMS monitors, controls and protects the battery system. The main protection functions include short circuit, overload, overcurrent, overvoltage, undervoltage protection, etc. When the ship is charging, PMS cooperates with BMS to manage the charging of the corresponding battery packs.

[0148] The above is only a preferred embodiment of the present invention, and does not limit the present invention in any form. Any technician familiar with the art can make many possible changes and modifications to the technical solution of the present invention by using the above disclosed methods and technical contents without departing from the scope of the technical solution of the present invention, or modify it into an equivalent embodiment of equivalent changes. Therefore, all equivalent changes made according to the shape, structure and principle of the present invention without departing from the content of the technical solution of the present invention should be included in the protection scope of the present invention.

Claims

1. A marine pure electric power control system, characterized in that: include: Pure battery-powered DC electric propulsion system, battery management system, energy management system, propulsion control system and marine monitoring and alarm system; The battery management system is electrically connected to the battery pack in the pure battery-powered DC electric propulsion system; The energy management system is electrically connected to the pure battery-powered DC electric propulsion system, the battery management system, and the propulsion control system; The propulsion control system is electrically connected to a pure battery powered DC electric propulsion system.

2. A marine pure electric power control system according to claim 1, characterized in that: The pure battery-powered DC electric propulsion system comprises: at least one set of DC busbars, wherein the DC busbars are electrically connected to at least one set of high-voltage charging systems, at least one set of low-voltage charging systems, N sets of battery systems, and multiple sets of load systems, wherein N ≥ 4; The battery system includes a battery pack, a DC converter, a first protection resistor and a battery switch, the battery pack is electrically connected to the DC converter, the DC converter is electrically connected to the first protection resistor, the first protection resistor is electrically connected to the battery switch, and the battery switch is electrically connected to the DC busbar.

3. A marine pure electric power control system as claimed in claim 2, characterized in that: The DC busbars have two groups, and the two groups of DC busbars are electrically connected via a bus-tie solid-state switch.

4. A marine pure electric power control system as claimed in claim 3, characterized in that: The high-voltage charging system includes a high-voltage cable winch, a high-voltage connection distribution board, a high-voltage transformer, two primary high-voltage charging switches, two filters, two shore power rectifiers, and two secondary high-voltage charging switches; The high-voltage cable winch is electrically connected to a high-voltage connection distribution board, and the high-voltage connection distribution board is electrically connected to the input end of a high-voltage transformer. The high-voltage transformer has two output ends, and the two output ends are electrically connected to a group of DC busbars through a primary high-voltage charging switch, a filter, a shore power rectifier, and a secondary high-voltage charging switch.

5. A marine pure electric power control system as claimed in claim 4, characterized in that: The output end of the high-voltage transformer is electrically connected to the primary high-voltage charging switch, the primary high-voltage charging switch is electrically connected to the filter, the filter is electrically connected to the shore power rectifier, the shore power rectifier is electrically connected to the secondary high-voltage charging switch, and the secondary high-voltage charging switch is electrically connected to the DC busbar.

6. A marine pure electric power control system as claimed in claim 3, characterized in that: The low-voltage charging system includes a low-voltage shore power box, a 400V distribution board, two daily transformers, two daily inverters and two low-voltage protection resistors; The two halves of the 400V distribution board are electrically connected via a switch; The low-voltage shore power box is electrically connected to a 400V distribution board, and the two halves of the 400V distribution board are electrically connected to a set of DC busbars through a daily transformer, a daily inverter and a low-voltage protection resistor.

7. A marine pure electric power control system as claimed in claim 6, characterized in that: One half of the 400V distribution board is electrically connected to a daily transformer, the daily transformer is electrically connected to a daily inverter, the daily inverter is electrically connected to a low-voltage protection resistor, and the low-voltage protection resistor is electrically connected to a DC busbar.

8. A marine pure electric power control system as claimed in claim 3, characterized in that: The load system includes a main propulsion motor and a main propulsion inverter; The main propulsion motor is electrically connected to the main propulsion inverter, and the main propulsion inverter is electrically connected to the DC busbar; The output end of the main propulsion motor is equipped with an azimuth-rotating propeller.

9. A marine pure electric power control system as claimed in claim 6, characterized in that: The load system also includes a 230V distribution board and two low-voltage transformers; The two halves of the 230V distribution board are electrically connected via a switch; A low voltage transformer is electrically connected between one half of the 400V distribution board and one half of the 230V distribution board; Another low voltage transformer is electrically connected between the other half of the 400V distribution board and the other half of the 230V distribution board.

10. A marine pure electric power control system according to claim 1, characterized in that: The battery management system is used to control and monitor the operation of the battery pack; The energy management system is installed in the DC switchboard and is used to achieve energy management of the entire ship, including a workstation, a PLC, a communication module, and a touch screen; The energy management system monitors the battery pack and the daily inverter of the propulsion system according to the real-time power demand and coordinates the work of each battery pack, and can alarm and handle faults of the power supply system to provide power energy for the propulsion system and other electrical equipment; When a pure battery-powered DC electric propulsion system fails, the energy management system ensures continuous power supply to the load, avoids power outages in the power station, and ensures the safety of the ship.

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