New energy ship state monitoring management method and system

Abstract

The invention discloses a new energy ship state monitoring management method and system, and particularly relates to the technical field of ship energy management. The state of a target battery pack is divided into a normal state and an abnormal state by calculating the battery state coefficient of the battery pack of a target ship; a power supply system of the target ship is immediately switched into a traditional energy power supply system, so that the influence on the navigation speed of the ship is reduced; when the state of the target battery pack is in a normal state, obtaining a current weather influence coefficient of the target ship and an output efficiency decrease coefficient of the target battery pack to obtain an adjustment coefficient; and the final electric quantity threshold is obtained by combining the initial electric quantity threshold, and the power system of the target ship is switched according to the final electric quantity threshold, so that further damage to the battery pack can be reduced according to actual conditions, and the safety of the ship is ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of ship energy management, and in particular to a new energy ship status monitoring management method and system. Background Art

[0002] New energy ships refer to a new type of ship design that combines electric energy with traditional energy. By combining electric energy with other energy sources such as fuel, these ships ensure the ship's endurance and operating efficiency when sailing by using a combination of electric energy systems and other energy systems. This hybrid power mode not only improves energy utilization efficiency, but also reduces environmental pollution while maintaining the ship's high performance and reliability.

[0003] Generally, when new energy ships are sailing, in order to reduce pollution to the environment, they will give priority to using electricity to power the ships. The discharge of the ship's battery pack will provide electricity for the ship to drive the ship to sail. When the remaining battery power of the battery pack reaches the preset threshold, the power supply system of the target ship will be switched from the electric energy system to other energy systems. In this way, the battery pack can be protected while ensuring the continuous navigation of the ship.

[0004] However, in actual ship navigation, if the ship's power supply system is switched from the electric energy system to other energy systems only when the remaining battery power of the battery pack reaches a preset threshold, it may cause further damage to the battery pack, affect the navigation speed of the ship, and may even pose a threat to the safety of the ship. Summary of the invention

[0005] The purpose of the present invention is to solve the problem and propose a new energy ship status monitoring management method and system.

[0006] In a first aspect of the implementation of the present invention, a new energy ship status monitoring and management method is first proposed, the method is used to switch and manage the power supply system of the ship, the power supply system of the ship is an electric energy system and other energy systems, the electric energy system of the ship is realized by the target battery group of the ship, and is characterized in that it includes the following steps:

[0007] Acquire battery status data of a target battery pack, and obtain a battery status coefficient according to the battery status data; the battery status data includes a voltage instability coefficient, a current mutation coefficient, and a temperature difference coefficient;

[0008] According to the battery state coefficient, the state of the target battery group is divided into a normal state and an abnormal state, and when the state of the target battery group is in an abnormal state, the power supply system of the target ship is immediately switched from the electric energy system to other energy systems;

[0009] When the state of the target battery pack is in a normal state, the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack are obtained, and the adjustment coefficient is obtained according to the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack;

[0010] The preliminary power threshold of the target ship is obtained, and the final power threshold is obtained according to the preliminary power threshold and the adjustment coefficient, and the power system of the target ship is switched according to the final power threshold; the preliminary power threshold is the remaining power of the target battery pack corresponding to the initial setting when the power supply system of the target ship is switched from the electric energy system to other energy systems.

[0011] Optionally, the voltage instability coefficient includes a voltage unevenness coefficient and a voltage unqualified coefficient;

[0012] The method for obtaining the voltage non-uniformity coefficient is:

[0013] Get the voltage value of each single cell in the target battery pack at each moment within a fixed time period, recorded as V i (t), i∈[1,n], t∈[1,p], where n is the total number of single cells in the target battery pack; t represents the sequence number of the moment in a fixed time period, and p is the total number of moments in a fixed time period;

[0014] The average value μ(t) and standard deviation σ(t) of the voltages of all single cells are calculated, and the standard deviation σ(t) is divided by the corresponding average value μ(t) to obtain the voltage non-uniformity coefficient of the target battery pack.

[0015] The method for obtaining the voltage unqualified coefficient is:

[0016] Get the voltage value V of each single cell in the target battery pack at each moment within a fixed time period i (t) and the normal operating voltage of each single cell V h , and combined with the preset voltage qualified range [V min , V max ] to obtain the voltage unqualified coefficient, the calculation expression is: Where, KH(t) is the voltage failure coefficient;

[0017] The voltage instability coefficient at the corresponding moment is obtained according to the voltage unevenness coefficient and the voltage unqualified coefficient at each moment, and the average value of the voltage instability coefficient at all moments is calculated as the voltage instability coefficient of the target battery group.

[0018] Optionally, the method for obtaining the current mutation coefficient is:

[0019] Obtain the discharge current value of each battery cell in the target battery pack at each moment within a fixed time period to obtain the time series data I i (t), where i represents the i-th battery, t represents the sequence number of the moment in a fixed time period, t∈[1,p];

[0020] Calculate the current change rate of each battery, the calculation formula is: In the formula, ΔI i (t) represents the rate of change of the ith battery at time t, I i (t) is the discharge current value of the ith battery at time t, I i (t-1) is the discharge current value of the i-th battery at time t-1, and Δt represents the time difference between t and t-1;

[0021] Calculate the average current change rate of the target battery pack at time t and standard deviation σΔI(t), and according to all moments The average current change rate of the target battery pack within a fixed time period is calculated by using σΔI(t) and the standard deviation of the average current change rate of the target battery pack within a fixed time period σΔI avg , and obtain the current mutation coefficient KY of the target battery pack, the calculation formula is:

[0022] Optionally, the method for obtaining the temperature difference coefficient is:

[0023] Obtain the temperature of each battery cell in the target battery pack at each moment within a fixed time period, time series data T i (t), where i represents the i-th battery, t represents the sequence number of the moment in a fixed time period, t∈[1,p];

[0024] Calculate the time series data T i (t) and the standard deviation σΔT(t) of the time series data T i The battery temperature in (t) is compared with the preset battery temperature threshold TG. When the battery temperature is not less than the preset battery temperature threshold TG, the temperature abnormality value PU is calculated. x (t), the calculation expression is: PU x (t) = T i (t) x -TG, T i (t) x Indicates T i (t) The xth battery temperature in which the battery temperature is not less than the preset battery temperature threshold, x∈[0,m];

[0025] Calculate the average of the temperature anomalies According to the average and average The temperature difference coefficient is obtained and the calculation expression is:

[0026]

[0027] Where RK is the temperature difference coefficient.

[0028] Optionally, obtaining a battery state coefficient according to the battery state data, and dividing the state of the target battery pack into a normal state and an abnormal state according to the battery state coefficient includes:

[0029] The battery state data includes a voltage instability coefficient, a current mutation coefficient, and a temperature difference coefficient, the voltage instability coefficient, the current mutation coefficient, and the temperature difference coefficient are normalized, and the battery state coefficient of the target battery pack is calculated by the normalized voltage instability coefficient, the current mutation coefficient, and the temperature difference coefficient;

[0030] Comparing the battery state coefficient of the target battery group with a preset state coefficient threshold, and if the battery state coefficient of the target battery group is less than the preset state coefficient threshold, classifying the state of the target battery group as a normal state;

[0031] If the battery state coefficient of the target battery pack is not less than a preset state coefficient threshold, when the state of the target battery pack is classified as an abnormal state, the power supply system of the target ship is immediately switched from the electric energy system to other energy systems.

[0032] Optionally, the method for obtaining the weather influence coefficient is:

[0033] Obtain the wave height around the target ship at each moment within a fixed time period, calculate the wave height difference between the wave height around the target ship at each moment and the preset maximum wave height safety value, and add the wave height differences at all moments to obtain the wave height coefficient;

[0034] Obtain the wind speed around the target ship at each moment within a fixed time period, calculate the wind speed difference between the wind speed around the target ship at each moment and the preset maximum wind speed safety value, and add the wind speed differences at all moments to obtain the wind speed coefficient;

[0035] The wave height coefficient and wind speed coefficient are normalized, and the weather influence coefficient is calculated based on the normalized wave height coefficient and wind speed coefficient.

[0036] Optionally, the method for obtaining the output efficiency reduction coefficient is:

[0037] The target battery pack average output power within a fixed time period is obtained, and the output efficiency reduction coefficient is obtained by combining the preset power efficiency reference value and the maximum output power. The calculation formula is:

[0038]

[0039] Where, ECC is the output efficiency reduction coefficient, es is the preset power efficiency reference value, Pavg is the target battery pack average output power, and Pmax is the maximum output power;

[0040] The adjustment coefficients obtained based on the current weather impact coefficient and output efficiency reduction coefficient of the target ship include:

[0041] The weather influence coefficient and the output efficiency reduction coefficient are normalized, and the adjustment coefficient is calculated based on the normalized weather influence coefficient and the output efficiency reduction coefficient.

[0042] Optionally, obtaining the final power threshold according to the preliminary power threshold and the adjustment coefficient includes:

[0043] KHR=DW×(1+RGH)

[0044] Where KHR is the final power threshold, DW is the preliminary power threshold, and RGH is the adjustment coefficient.

[0045] In a second aspect of the present invention, a new energy ship status monitoring management method system is proposed, the system comprising:

[0046] Battery status module: obtains battery status data of the target battery pack, and obtains battery status coefficients according to the battery status data; the battery status data includes voltage instability coefficient, current mutation coefficient and temperature difference coefficient;

[0047] A division module: divides the state of the target battery pack into a normal state and an abnormal state according to the battery state coefficient, and when the state of the target battery pack is in an abnormal state, immediately switches the power supply system of the target ship from the electric energy system to other energy systems;

[0048] Adjustment module: when the state of the target battery pack is in a normal state, the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack are obtained, and the adjustment coefficient is obtained according to the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack;

[0049] Switching module: obtains the preliminary power threshold of the target ship, and obtains the final power threshold according to the preliminary power threshold and the adjustment coefficient, and switches the power system of the target ship according to the final power threshold; the preliminary power threshold is the remaining power of the target battery pack corresponding to the initial setting when the power supply system of the target ship is switched from the electric energy system to other energy systems.

[0050] Beneficial effects of the present invention:

[0051] 1. The present invention proposes a new energy ship status monitoring management method and system, which calculates the battery status coefficient of the battery pack of the target ship and divides the status of the target battery pack into a normal state and an abnormal state. When the status of the target battery pack is in an abnormal state, the power supply system of the target ship is immediately switched to a traditional energy power supply system. In this way, the status of the battery pack of the ship can be monitored in time, and the power system of the ship can be switched in time, reducing the impact on the navigation speed of the ship;

[0052] 2. When the state of the target battery pack is in a normal state, the current weather impact coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack are obtained, and the adjustment coefficient is obtained according to the current weather impact coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack; and the final power threshold is obtained in combination with the preliminary power threshold, and the power system of the target ship is switched according to the final power threshold. In this way, further damage to the battery pack can be reduced according to the actual situation to ensure the safety of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] The present invention will be further described below in conjunction with the accompanying drawings.

[0054] Figure 1 This is a flow chart of a new energy ship status monitoring and management method of the present invention;

[0055] Figure 2 The present invention is a framework diagram of a new energy ship status monitoring and management system. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0057] Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative work shall fall within the scope of protection of the present invention.

[0058] The embodiment of the present invention provides a method for monitoring and managing the state of a new energy ship. Figure 1 , Figure 1 A flowchart of a new energy ship status monitoring management method provided by an embodiment of the present invention. The method is used to switch and manage the power supply system of the ship. The power supply system of the ship is an electric energy system and other energy systems. The electric energy system of the ship is realized by the target battery pack of the ship, and is characterized in that it includes the following steps:

[0059] Obtaining battery status data of the target battery pack, and obtaining a battery status coefficient according to the battery status data; the battery status data includes a voltage instability coefficient, a current mutation coefficient, and a temperature difference coefficient;

[0060] The state of the target battery pack is divided into a normal state and an abnormal state according to the battery state coefficient. When the state of the target battery pack is in an abnormal state, the power supply system of the target ship is immediately switched from the electric energy system to other energy systems;

[0061] When the state of the target battery pack is in a normal state, the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack are obtained, and the adjustment coefficient is obtained according to the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack;

[0062] The preliminary power threshold of the target ship is obtained, and the final power threshold is obtained according to the preliminary power threshold and the adjustment coefficient, and the power system of the target ship is switched according to the final power threshold; the preliminary power threshold is the remaining power of the target battery pack corresponding to the initial setting when the power supply system of the target ship is switched from the electric energy system to other energy systems.

[0063] It should be noted that other energy systems may be natural gas, oil, hydrogen energy and other energy systems, without specific limitation.

[0064] Based on a new energy ship status monitoring and management method provided by an embodiment of the present invention, through the above-mentioned method, the status of the battery pack of the ship can be monitored in time. When the status of the battery pack is abnormal, the power system of the target ship can be switched in time, and when the status of the battery pack is normal, the preset remaining power threshold of the target battery pack corresponding to the target ship power supply system when switching from the electric energy system to other energy systems can be adjusted according to the actual situation. Further damage to the battery pack can be reduced according to the actual situation, the impact on the navigation speed of the ship can be reduced, and the safety of the ship can be ensured.

[0065] In one embodiment, the voltage instability coefficient includes a voltage unevenness coefficient and a voltage unqualified coefficient;

[0066] The method for obtaining the voltage non-uniformity coefficient is:

[0067] Get the voltage value of each single cell in the target battery pack at each moment within a fixed time period, recorded as V i (t), i∈[1,n], t∈[1,p], where n is the total number of single cells in the target battery pack; t represents the sequence number of the moment in a fixed time period, and p is the total number of moments in a fixed time period;

[0068] Calculate the average value μ(t) of the voltage of all single cells. The calculation expression is:

[0069] Calculate the deviation of all single battery voltages relative to the average value and find the standard deviation σ(t). The calculation expression is:

[0070] Divide the standard deviation σ(t) by the corresponding average value μ(t) to obtain the voltage unevenness coefficient of the target battery pack. The calculation expression is ER(t)=σ(t) / μ(t), where ER(t) is the voltage unevenness coefficient.

[0071] The method for obtaining the voltage unqualified coefficient is:

[0072] Get the voltage value V of each single cell in the target battery pack at each moment within a fixed time period i (t) and the normal operating voltage of each single cell V h , and combined with the preset voltage qualified range [V min , V max ] to obtain the voltage unqualified coefficient, the calculation expression is: Where, KH(t) is the voltage failure coefficient;

[0073] The voltage instability coefficient GT(t) at the corresponding moment is obtained according to the voltage unevenness coefficient and the voltage unqualified coefficient at each moment, and the mean value of the voltage instability coefficient at all moments is calculated as the voltage instability coefficient WD of the target battery group. The calculation expression is:

[0074] It should be noted that the fixed time period is determined by professionals based on actual circumstances, such as 1 hour, half an hour or other values, which are determined based on actual circumstances and are not limited. In addition, the voltage value of each single cell in the target battery pack can be obtained directly through the battery management system (BMS) or in other ways, which are not specifically limited.

[0075] It should be noted that the general calculation formula of the voltage instability coefficient GT(t) at the corresponding moment can be: GT(t)=a1×ER(t)+a2×KH(t), where GT(t) is the voltage instability coefficient at moment t, a1 and a2 are respectively the preset proportional coefficients of the voltage unevenness coefficient and the voltage unqualified coefficient, and a1 and a2 are both greater than 0;

[0076] It should be noted that the values ​​of a1 and a2 are determined by professionals according to actual conditions and are not specifically limited. Generally, the sum of a1 and a2 is 1. For example, in this embodiment, a1 and a2 can be 0.5 and 0.5, respectively, or other values, depending on the actual conditions.

[0077] It should be noted that the voltage instability coefficient refers to the degree of voltage unevenness of the target battery pack and the degree to which the voltage is not within the preset qualified range. The greater the voltage unevenness of the target battery pack and the greater the degree to which the voltage is not within the preset qualified range, the worse the battery pack condition of the new energy ship is, because these phenomena usually reflect the aging of the battery pack, performance degradation, capacity mismatch or internal failure, which affects the stability and reliability of the battery and causes the battery pack to be in poor condition.

[0078] In one implementation, the voltage instability coefficient of the target battery pack can be calculated more accurately through the above method, which can better represent the battery pack status of the new energy ship.

[0079] In one embodiment, the current mutation coefficient is obtained by:

[0080] Obtain the discharge current value of each battery cell in the target battery pack at each moment within a fixed time period to obtain the time series data I i (t), where i represents the i-th battery, t represents the sequence number of the moment in a fixed time period, t∈[1,p];

[0081] Calculate the current change rate of each battery, the calculation formula is: In the formula, ΔI i (t) represents the rate of change of the ith battery at time t, I i (t) is the discharge current value of the ith battery at time t, I i (t-1) is the discharge current value of the i-th battery at time t-1, and Δt represents the time difference between t and t-1;

[0082] Calculate the average current change rate of the target battery pack at time t The calculation formula is: In the formula, is the average current change rate of the target battery group at time t, and n is the total number of single cells in the target battery group;

[0083] Calculate the standard deviation of the average current change rate of the target battery pack at time t, σΔI(t), and the calculation formula is:

[0084]

[0085] According to all the time The average current change rate of the target battery pack within a fixed time period is calculated by using σΔI(t) and the standard deviation of the average current change rate of the target battery pack within a fixed time period σΔI avg , the calculation formula is:

[0086] Calculate the current mutation coefficient KY of the target battery pack. The calculation formula is:

[0087] It should be noted that the discharge current value of each battery cell in the target battery pack at each moment within a fixed time period can be directly obtained through a battery management system (BMS) or in other ways, which are not specifically limited.

[0088] It should be noted that the current mutation coefficient refers to the degree of current mutation of the target battery pack during discharge. The greater the degree of current mutation during discharge of the target battery pack, the worse the battery pack condition of the new energy ship. Because when the target battery pack is discharged, the greater the degree of current mutation, the more likely it is that the battery is aged, faulty or degraded inside, indicating that the battery pack cannot provide power stably, increasing the risk of battery overheating, over-discharge or system failure, and therefore the overall condition of the battery pack is worse.

[0089] In one implementation, the above method can more accurately calculate the current mutation coefficient of the target battery pack, which can better represent the battery pack status of the new energy ship.

[0090] In one embodiment, the temperature difference coefficient is obtained by:

[0091] Obtain the temperature of each battery cell in the target battery pack at each moment within a fixed time period, time series data T i (t), where i represents the i-th battery, t represents the sequence number of the moment in a fixed time period, t∈[1,p];

[0092] Calculate the time series data T i The standard deviation σΔT(t) of (t) is calculated as follows: is the target battery pack average temperature, and the calculation formula is:

[0093] The time series data T i The battery temperature in (t) is compared with the preset battery temperature threshold TG. When the battery temperature is not less than the preset battery temperature threshold TG, the temperature abnormality value PU is calculated. x (t), the calculation expression is: PU x (t) = T i (t) x -TG, T i (t) x Indicates T i (t) The first x battery temperatures whose battery temperature is not less than the preset battery temperature threshold, x∈[0,m];

[0094] Calculate the average of the temperature anomalies The calculation formula is

[0095] Calculate the temperature difference coefficient, the calculation expression is:

[0096]

[0097] Where RK is the temperature difference coefficient.

[0098] It should be noted that the temperature of each battery cell in the target battery pack can be obtained directly through the battery management system (BMS) or in other ways, which are not specifically limited; in addition, the preset battery temperature threshold is set by professionals based on actual conditions and is not specifically limited.

[0099] It should be noted that the temperature difference coefficient refers to the degree of difference in the temperature of the target battery pack being not less than the preset battery temperature threshold. When the temperature of the target battery pack is not less than the preset battery temperature threshold, the greater the difference, the worse the battery pack state of the new energy ship. Because the larger the temperature difference coefficient, it means that the temperature of the battery pack deviates from the ideal operating temperature, affecting the chemical reaction efficiency of the battery, resulting in performance degradation, accelerated aging, and may even cause safety hazards such as thermal runaway caused by overheating. Therefore, the greater the temperature difference, the more unstable and unreliable the state of the battery pack, which directly affects the safety and operation efficiency of the new energy ship.

[0100] In one implementation, the temperature difference coefficient of the target battery pack can be calculated more accurately through the above method, which can better represent the battery pack status of the new energy ship.

[0101] In one embodiment, obtaining a battery state coefficient according to the battery state data, and dividing the state of the target battery pack into a normal state and an abnormal state according to the battery state coefficient includes:

[0102] The battery status data includes a voltage instability coefficient, a current mutation coefficient, and a temperature difference coefficient. The voltage instability coefficient, the current mutation coefficient, and the temperature difference coefficient are normalized, and the battery status coefficient of the target battery pack is calculated through the normalized voltage instability coefficient, the current mutation coefficient, and the temperature difference coefficient.

[0103] Comparing the battery state coefficient of the target battery group with a preset state coefficient threshold, and if the battery state coefficient of the target battery group is less than the preset state coefficient threshold, classifying the state of the target battery group as a normal state;

[0104] If the battery state coefficient of the target battery pack is not less than a preset state coefficient threshold, when the state of the target battery pack is classified as an abnormal state, the power supply system of the target ship is immediately switched to a traditional energy power supply system.

[0105] It should be noted that the preset state coefficient threshold is set by professionals according to actual conditions and is not specifically limited.

[0106] It should be noted that the present invention can use the following formula to calculate the battery state coefficient, and the calculation expression is: Wherein, YHT is the battery state coefficient, WD', KY', RK' are respectively the voltage instability coefficient, current mutation coefficient and temperature difference coefficient after normalization, c1, c2, c3 are the preset proportional coefficients of the voltage instability coefficient, current mutation coefficient and temperature difference coefficient after normalization, and c1, c2, c3 are all greater than 0;

[0107] It should be noted that the values ​​of c1, c2, and c3 are determined by professionals according to actual conditions and are not specifically limited. In general, the sum of c1, c2, and c3 is 1. For example, in this embodiment, c1, c2, and c3 can be It may also be other values, depending on the actual situation.

[0108] In one implementation, the voltage instability coefficient, current mutation coefficient and temperature difference coefficient represent the health of the battery pack in terms of voltage stability, discharge current change and temperature control. By normalizing and comprehensively calculating these coefficients, the overall state of the battery pack can be evaluated more accurately, reducing the possibility of misjudgment; in addition, since the calculation of the battery state coefficient includes proportional coefficients set according to actual conditions, the system can flexibly adjust these proportional coefficients according to different application scenarios and actual needs, thereby adapting to the battery pack status monitoring needs under different environments and working conditions, and improving the applicability and reliability of the system.

[0109] It should be noted that when the state of the target battery pack is classified as an abnormal state, the power supply system of the target ship is immediately switched to the traditional energy power supply system, which can ensure the continuity and stability of the ship's power and avoid power interruption or other potential safety accidents caused by battery failure. This instant switching mechanism not only improves the safety of ship operation, but also reduces the losses and risks that may be caused by abnormal battery status, while extending the service life of the battery pack and optimizing overall energy management.

[0110] In one embodiment, the method for obtaining the weather influence coefficient is:

[0111] Obtain the wave height around the target ship at each moment within a fixed time period, calculate the wave height difference between the wave height around the target ship at each moment and the preset maximum wave height safety value, and add the wave height differences at all moments to obtain the wave height coefficient;

[0112] Obtain the wind speed around the target ship at each moment within a fixed time period, calculate the wind speed difference between the wind speed around the target ship at each moment and the preset maximum wind speed safety value, and add the wind speed differences at all moments to obtain the wind speed coefficient;

[0113] The wave height coefficient and wind speed coefficient are normalized, and the weather influence coefficient is calculated based on the normalized wave height coefficient and wind speed coefficient.

[0114] It should be noted that the preset maximum wave height safety value and the preset maximum wind speed safety value are determined by professionals based on actual conditions and are not specifically limited. In addition, the wind speed around the ship can be measured in real time by an anemometer installed above the ship (such as an ultrasonic anemometer or a cup anemometer), and the wave height around the ship can be measured in real time by a ship-borne wave meter (such as a radar wave meter or an ultrasonic wave meter). Other methods may also be used, and are not specifically limited.

[0115] It should be noted that the present invention can use the following formula to calculate the weather influence coefficient, for example: UJ=d1×ty+d2×ul, where UJ is the weather influence coefficient, ty and ul are respectively the normalized wave height coefficient and wind speed coefficient, d1 and d2 are respectively the proportional coefficients of the normalized wave height coefficient and wind speed coefficient, and d1 and d2 are both greater than 0;

[0116] It should be noted that the values ​​of d1 and d2 are determined by professionals according to actual conditions and are not specifically limited. Generally, the sum of d1 and d2 is 1. For example, in this embodiment, d1 and d2 can be 0.5 and 0.5, respectively, or other values, depending on the actual conditions.

[0117] It should be noted that when the wave height coefficient and wind speed coefficient are larger, the target ship is more affected by the weather. At this time, it may be necessary to switch to other energy systems earlier to prevent the battery from being consumed quickly under high load. The larger the wave height coefficient and wind speed coefficient, the more severe the environment in which the target ship is located, and the more significant the impact of waves and wind speed. In this case, the ship needs additional power to stabilize navigation and cope with external interference, which will cause the load of the battery pack to increase significantly. If it is not switched to other energy systems in time, the battery may be over-consumed in a short period of time, resulting in a rapid decrease in power, and even the risk of battery overheating or damage. In order to protect the battery and ensure the continuous power supply of the ship, it is necessary to switch to other energy systems earlier. Therefore, when the wave height coefficient and wind speed coefficient are large, the system needs to switch to other energy systems in advance to reduce the high-load operation time of the battery, avoid rapid power consumption and potential safety hazards.

[0118] In one implementation, the weather impact coefficient of the target ship can be calculated more accurately through the above method.

[0119] In one embodiment, the method for obtaining the output efficiency reduction coefficient is:

[0120] The target battery pack average output power within a fixed time period is obtained, and the output efficiency reduction coefficient is obtained by combining the preset power efficiency reference value and the maximum output power. The calculation formula is:

[0121]

[0122] Where, EDD is the output efficiency drop coefficient, es is the preset power efficiency reference value, Pavg is the target battery pack average output power, and Pmax is the maximum output power;

[0123] The adjustment coefficients obtained based on the current weather impact coefficient and output efficiency reduction coefficient of the target ship include:

[0124] The weather influence coefficient and the output efficiency reduction coefficient are normalized, and the adjustment coefficient is calculated based on the normalized weather influence coefficient and the output efficiency reduction coefficient.

[0125] It should be noted that the target average output power of the battery pack within a fixed time period can be obtained directly through the battery management system (BMS) or in other ways, without specific limitation; in addition, the preset power efficiency reference value is a standard value used to measure battery performance, which indicates the power efficiency that the battery can achieve under ideal conditions. This reference value is usually provided by the battery manufacturer or defined according to the design and specifications of the battery; the maximum output power can be obtained directly from the battery manufacturer.

[0126] It should be noted that the present invention can use the following formula to calculate the adjustment coefficient, for example: RGH = f1 × UJ + f2 × ECC', where RGH is the adjustment coefficient, UJ and ECC' are respectively the normalized weather influence coefficient and the output efficiency reduction coefficient, f1 and f2 are respectively the proportional coefficients of the normalized weather influence coefficient and the output efficiency reduction coefficient, and both f1 and f2 are greater than 0;

[0127] It should be noted that the values ​​of f1 and f2 are determined by professionals according to actual conditions and are not specifically limited. Generally, the sum of f1 and f2 is 1. For example, in this embodiment, f1 and f2 can be 0.5 and 0.5, respectively, or other values, depending on the actual conditions.

[0128] In one embodiment, obtaining the final power threshold according to the preliminary power threshold and the adjustment coefficient includes:

[0129] KHR=DW×(1+RGH)

[0130] Where KHR is the final power threshold, DW is the preliminary power threshold, and RGH is the adjustment coefficient.

[0131] It should be noted that the preliminary power threshold can be obtained based on the ship's navigation history data, or can be set by professionals, and there is no specific limitation.

[0132] In one implementation, through the above method, the power system of the ship can be switched in time according to the actual navigation environment, ensuring the navigation speed of the ship while also reducing further damage to the target battery pack.

[0133] Based on the same inventive concept, the present invention also provides a new energy ship status monitoring management method system. Figure 2 , Figure 2A schematic diagram of a new energy ship status monitoring management method system provided by an embodiment of the present invention includes:

[0134] Battery status module: obtains the battery status data of the target battery pack and obtains the battery status coefficient according to the battery status data; the battery status data includes the voltage instability coefficient, the current mutation coefficient and the temperature difference coefficient;

[0135] Division module: the state of the target battery pack is divided into normal state and abnormal state according to the battery state coefficient. When the state of the target battery pack is in an abnormal state, the power supply system of the target ship is immediately switched from the electric energy system to other energy systems;

[0136] Adjustment module: when the state of the target battery pack is in a normal state, the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack are obtained, and the adjustment coefficient is obtained according to the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack;

[0137] Switching module: obtain the preliminary power threshold of the target ship, and obtain the final power threshold based on the preliminary power threshold and the adjustment coefficient, and switch the power system of the target ship according to the final power threshold; the preliminary power threshold is the remaining power of the target battery pack corresponding to the initial setting when the power supply system of the target ship is switched from the electric energy system to other energy systems.

[0138] A new energy ship status monitoring and management system provided by an embodiment of the present invention can monitor the status of the ship's battery pack in a timely manner through the above-mentioned method. When the status of the battery pack is abnormal, the power system of the target ship can be switched in a timely manner. When the status of the battery pack is normal, the preset remaining power threshold of the target battery pack corresponding to the target ship's power supply system when it is switched from the electric energy system to other energy systems can be adjusted according to the actual situation, thereby reducing further damage to the battery pack, reducing the impact on the ship's navigation speed, and ensuring the safety of the ship.

[0139] The above is a detailed description of an embodiment of the present invention, but the content is only a preferred embodiment of the present invention and cannot be considered to limit the scope of implementation of the present invention. All equivalent changes and improvements made within the scope of the present invention should still fall within the scope of the patent coverage of the present invention.

Claims

1. A method for monitoring and managing the state of a new energy ship, the method is used to switch and manage the power supply system of the ship, the power supply system of the ship is an electric energy system and other energy systems, the electric energy system of the ship is realized by a target battery pack of the ship, characterized in that: The following steps are involved: Acquire battery status data of a target battery pack, and obtain a battery status coefficient according to the battery status data; the battery status data includes a voltage instability coefficient, a current mutation coefficient, and a temperature difference coefficient; According to the battery state coefficient, the state of the target battery group is divided into a normal state and an abnormal state, and when the state of the target battery group is in an abnormal state, the power supply system of the target ship is immediately switched from the electric energy system to other energy systems; When the state of the target battery pack is in a normal state, the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack are obtained, and the adjustment coefficient is obtained according to the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack; Obtaining a preliminary power threshold of the target ship, and obtaining a final power threshold according to the preliminary power threshold and the adjustment coefficient, and switching the power system of the target ship according to the final power threshold; The preliminary power threshold is the remaining power of the target battery pack corresponding to when the power supply system of the target ship is initially switched from the electric energy system to other energy systems.

2. A new energy ship status monitoring and management method according to claim 1, characterized in that: The voltage instability coefficient includes a voltage unevenness coefficient and a voltage unqualified coefficient; The method for obtaining the voltage non-uniformity coefficient is: Get the voltage value of each single cell in the target battery pack at each moment within a fixed time period, recorded as V i (t), i∈[1,n], t∈[1,p], where n is the total number of single cells in the target battery pack; t represents the sequence number of the moment in a fixed time period, and p is the total number of moments in a fixed time period; Calculate the average value μ(t) and standard deviation σ(t) of the voltage of all single cells, and divide the standard deviation σ(t) by the corresponding average value μ(t) to obtain the voltage non-uniformity coefficient of the target battery pack; The method for obtaining the voltage unqualified coefficient is: Get the voltage value V of each single cell in the target battery pack at each moment within a fixed time period i (t) and the normal working voltage of each single cell V h , and combined with the preset voltage qualified range [V min , V max ] to obtain the voltage unqualified coefficient, the calculation expression is: Where, KH(t) is the voltage failure coefficient; The voltage instability coefficient at the corresponding moment is obtained according to the voltage unevenness coefficient and the voltage unqualified coefficient at each moment, and the average value of the voltage instability coefficient at all moments is calculated as the voltage instability coefficient of the target battery group.

3. A new energy ship status monitoring and management method according to claim 1, characterized in that: The method for obtaining the current mutation coefficient is: Obtain the discharge current value of each battery cell in the target battery pack at each moment within a fixed time period to obtain the time series data I i (t), where i represents the i-th battery, t represents the sequence number of the moment in a fixed time period, t∈[1,p]; Calculate the current change rate of each battery, the calculation formula is: In the formula, ΔI i (t) represents the rate of change of the ith battery at time t, I i (t) is the discharge current value of the ith battery at time t, I i (t-1) is the discharge current value of the i-th battery at time t-1, and Δt represents the time difference between t and t-1; Calculate the average current change rate of the target battery pack at time t and standard deviation σΔI(t), and according to all moments The average current change rate of the target battery pack within a fixed time period is calculated by using σΔI(t) and the standard deviation of the average current change rate of the target battery pack within a fixed time period σΔI avg , and obtain the current mutation coefficient KY of the target battery pack, the calculation formula is:

4. A new energy ship status monitoring and management method according to claim 1, characterized in that: The method for obtaining the temperature difference coefficient is: Obtain the temperature of each battery cell in the target battery pack at each moment within a fixed time period, time series data T i (t), where i represents the i-th battery, t represents the sequence number of the moment in a fixed time period, t∈[1,p]; Calculate the time series data T i (t) and the standard deviation σΔT(t) of the time series data T i The battery temperature in (t) is compared with the preset battery temperature threshold TG. When the battery temperature is not less than the preset battery temperature threshold TG, the temperature abnormality value PU is calculated. x (t), the calculation expression is: PU x (t) = T i (t) x -TG, T i (t) x Indicates T i (t) The xth battery temperature in which the battery temperature is not less than the preset battery temperature threshold, x∈[0,m]; Calculate the average of the temperature anomalies According to the average and average The temperature difference coefficient is obtained and the calculation expression is: Where RK is the temperature difference coefficient.

5. A new energy ship status monitoring and management method according to claim 1, characterized in that: Obtaining a battery state coefficient according to the battery state data, and dividing the state of the target battery pack into a normal state and an abnormal state according to the battery state coefficient comprises: The battery state data includes a voltage instability coefficient, a current mutation coefficient, and a temperature difference coefficient, the voltage instability coefficient, the current mutation coefficient, and the temperature difference coefficient are normalized, and the battery state coefficient of the target battery pack is calculated by the normalized voltage instability coefficient, the current mutation coefficient, and the temperature difference coefficient; Comparing the battery state coefficient of the target battery group with a preset state coefficient threshold, and if the battery state coefficient of the target battery group is less than the preset state coefficient threshold, classifying the state of the target battery group as a normal state; If the battery state coefficient of the target battery pack is not less than a preset state coefficient threshold, when the state of the target battery pack is classified as an abnormal state, the power supply system of the target ship is immediately switched from the electric energy system to other energy systems.

6. A new energy ship status monitoring and management method according to claim 1, characterized in that: The method for obtaining the weather influence coefficient is: Obtain the wave height around the target ship at each moment within a fixed time period, calculate the wave height difference between the wave height around the target ship at each moment and the preset maximum wave height safety value, and add the wave height differences at all moments to obtain the wave height coefficient; Obtain the wind speed around the target ship at each moment within a fixed time period, calculate the wind speed difference between the wind speed around the target ship at each moment and the preset maximum wind speed safety value, and add the wind speed differences at all moments to obtain the wind speed coefficient; The wave height coefficient and wind speed coefficient are normalized, and the weather influence coefficient is calculated based on the normalized wave height coefficient and wind speed coefficient.

7. A new energy ship status monitoring and management method according to claim 1, characterized in that: The method for obtaining the output efficiency reduction coefficient is: The target battery pack average output power within a fixed time period is obtained, and the output efficiency reduction coefficient is obtained by combining the preset power efficiency reference value and the maximum output power. The calculation formula is: Where, ECC is the output efficiency reduction coefficient, es is the preset power efficiency reference value, Pavg is the target battery pack average output power, and Pmax is the maximum output power; The adjustment coefficients obtained based on the current weather impact coefficient and output efficiency reduction coefficient of the target ship include: The weather influence coefficient and the output efficiency reduction coefficient are normalized, and the adjustment coefficient is calculated based on the normalized weather influence coefficient and the output efficiency reduction coefficient.

8. A new energy ship status monitoring and management method according to claim 1, characterized in that: The final power threshold obtained based on the preliminary power threshold and adjustment coefficient includes: KHR=DW×(1+RGH) Where KHR is the final power threshold, DW is the preliminary power threshold, and RGH is the adjustment coefficient.

9. A new energy ship status monitoring and management system, characterized in that: The system comprises: Battery status module: obtains battery status data of the target battery pack, and obtains battery status coefficients according to the battery status data; the battery status data includes voltage instability coefficient, current mutation coefficient and temperature difference coefficient; A division module: divides the state of the target battery pack into a normal state and an abnormal state according to the battery state coefficient, and when the state of the target battery pack is in an abnormal state, immediately switches the power supply system of the target ship from the electric energy system to other energy systems; Adjustment module: when the state of the target battery pack is in a normal state, the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack are obtained, and the adjustment coefficient is obtained according to the current weather influence coefficient of the target ship and the output efficiency reduction coefficient of the target battery pack; Switching module: obtains the preliminary power threshold of the target ship, and obtains the final power threshold according to the preliminary power threshold and the adjustment coefficient, and switches the power system of the target ship according to the final power threshold; the preliminary power threshold is the remaining power of the target battery pack corresponding to the initial setting when the power supply system of the target ship is switched from the electric energy system to other energy systems.

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