Marine secondary architecture battery management system and control method

Abstract

The invention discloses a marine secondary architecture battery management system and a control method, and the system comprises a shipborne battery management unit EMS, and a left branch circuit and a right branch circuit which are connected in parallel with the shipborne battery management unit EMS and have consistent functional structures, the left branch circuit comprises a left low-voltage control box connected with a left far-end control panel, a left battery cluster connected with a left propulsion motor and a left fast charging loop which are connected in sequence, and the left battery cluster is further connected with a left daily electric appliance; the right branch circuit comprises a right low-voltage control box connected with a right far-end control panel, a right battery cluster connected with a right propulsion motor and a right fast charging loop which are connected in sequence, the right battery cluster is further connected with a right daily electric appliance, and the ship-borne battery management unit EMS communicates with the left low-voltage control box and the right low-voltage control box through a CAN bus or a 485 communication protocol. The system can manage a large number of battery packs, the operation of the system is stable and efficient, the management efficiency of the method is high, and the stable and efficient operation of the battery system on the large ship can be ensured.

Description

Technical Field

[0001] The present invention relates to a ship battery management system technology, in particular to a ship two-level architecture battery management system and a control method. Background Art

[0002] With the improvement of global awareness of environmental protection and the emphasis on sustainable development, the shipping industry, as an important part of the global economy, is facing major challenges in reducing carbon emissions and improving energy efficiency. Traditional ship power systems usually rely on fuel engines, which not only consume a large amount of fossil fuels, but also produce a large amount of greenhouse gases and other pollutants. In response to this problem, the development of electric ships and hybrid ships has received widespread attention in recent years. Against this background, the advancement of marine battery technology has enabled more and more large ships to adopt battery packs as the main power source. Batteries can not only provide clean energy, but also improve the overall energy efficiency of ships through mechanisms such as energy recovery. However, with the increase in the number and capacity of battery packs on board, how to efficiently and safely manage and utilize these battery resources has become an urgent problem to be solved.

[0003] Traditional single host management systems are difficult to meet the needs of multiple battery packs working together. Single host management architectures often lack flexibility, cannot effectively monitor the status of each battery unit, and cannot implement complex charging and discharging strategies to optimize overall performance. Therefore, in order to ensure the stable operation of the ship's power system and extend the battery life, while taking into account factors such as safety and reliability, it is necessary to study and design a two-level architecture electrical solution suitable for large ships. Summary of the invention

[0004] The purpose of the present invention is to provide a ship-based two-stage battery management system and control method to address the deficiencies of the prior art. The system can manage a large number of increased battery packs, and the system operates stably and efficiently. This method has high management efficiency and can ensure that the battery system on large ships can operate stably and efficiently.

[0005] The technical solution for achieving the purpose of the present invention is: A ship-borne secondary architecture battery management system comprises a ship-borne battery management unit EMS and two left and right branches with the same functional structure connected in parallel with the ship-borne battery management unit EMS, wherein the left branch comprises a left low-voltage control box connected to a left remote control panel, a left battery cluster connected to a left propulsion motor and a left fast-charging circuit connected in sequence, and the left battery cluster is also connected to a left household electrical appliance; the right branch comprises a right low-voltage control box connected to a right remote control panel, a right battery cluster connected to a right propulsion motor and a right fast-charging circuit connected in sequence, and the right battery cluster is also connected to a right household electrical appliance, and the ship-borne battery management unit EMS communicates with the left and right low-voltage control boxes using a CAN bus or a 485 communication protocol to achieve status monitoring, energy consumption analysis, fault diagnosis and remote control of various electrical equipment on board.

[0006] The CAN is a controller area network and adopts the USBCAN series.

[0007] The 485 communication protocol uses a USB to 232 / 485 / 422 converter.

[0008] The left low-voltage control box and the right low-voltage control box are both CAN to 485 I / O expansion modules, and use the 485485 communication protocol to connect to the left remote control panel and the right remote control panel respectively.

[0009] The left battery cluster includes a left conventional battery cluster and a left high-temperature battery cluster, and the right battery cluster includes a right conventional battery cluster and a right high-temperature battery cluster. The left conventional battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a conventional BMU-V or a conventional BMU-T, and estimating the SOX, i.e., the state of charge SOC, and the state of health SOH of the battery cluster. The left high-temperature battery cluster is responsible for aggregating the high-temperature BMU-T of the battery cluster, communicating with the left conventional battery cluster, uploading relevant data, and participating in the high-voltage dual protection mechanism of the left battery cluster; the right conventional battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a conventional BMU-V or a conventional BMU-T, and estimating the SOX, i.e., the state of charge SOC, and the state of health SOH of the battery cluster. The right high-temperature battery cluster is responsible for aggregating the high-temperature BMU-T of the battery cluster, communicating with the right conventional battery cluster, uploading relevant data, and participating in the high-voltage dual protection mechanism of the right battery cluster.

[0010] The conventional BMU-V main control chip adopts the STM32F1 series, which is mainly used to collect voltage data and transmit the data to the battery cluster.

[0011] The conventional BMU-T main control chip adopts the STM32F1 series, which is mainly used to collect temperature data and transmit the data to the battery cluster.

[0012] The high-temperature BMU-T main control chip adopts the STM32F1 series, which is mainly used to collect over-temperature temperature data and transmit the data to the battery cluster.

[0013] A control method for a marine two-stage architecture battery management system, using the above-mentioned marine two-stage architecture battery management system, the control method comprises the following steps: 1) System power-on: Use a 24V regulated power supply to power the marine secondary architecture battery management system, so that the marine secondary architecture battery management system enters the working state; 2) Slave coding: When used for the first time, all slaves are coded, including conventional BMU-V, conventional BMU-T, and high-temperature BMU-T. The coding process is as follows: 2-1) Determine the position of the slave: First, the left remote control panel or the right remote control panel sends a broadcast message (0-255) to batch query all slaves mounted on the CAN bus. The slave is compared with the serial number (0-255) in the bus message. If it matches the specific bit of the slave's own SN, the SN is sent to the left remote control panel or the right remote control panel as a unique identification code, and the type of the slave is sent, i.e., conventional BMU-V, conventional BMU-T, or high-temperature BMU-T. 2-2) Batch encoding process: The left remote control panel or the right remote control panel broadcasts the message SN and code to the bus in turn. The slave compares the SN in the bus message. If the SN in the message matches the slave itself, the code value in the message is stored in the Flash, and the response message of the completed encoding is sent to the left remote control panel or the right remote control panel. That is, the slave completes the encoding, and the remaining slaves are encoded in turn; 3) Establish transmission: First, divide all slaves into three categories according to the slave type, and establish connections in sequence according to the slave type. Secondly, create PGN responses for all conventional BMU-Vs according to their coded addresses. The conventional BMU-Vs online on the CAN bus wait for the BCU to request PGN data. If the conventional BMU-V receives a request from the conventional BCU, a TP.CM transmission connection is established, and the conventional BCU will obtain the data of the conventional BMU-V. Finally, the conventional BMU-T and high-temperature BMU-T are connected to the conventional BCU and high-temperature BCU in sequence in the same way. 4) Upload data: The shipboard battery management unit EMS uses CAN / 485 to communicate with the conventional BCU and high-temperature BCU of the left battery cluster or the right battery cluster to collect the voltage, current and temperature information of the battery pack and understand the battery status in real time.

[0014] In the technical solution, the shipboard battery management unit EMS adopts CAN or 485 to communicate with the left low-voltage control box or the right low-voltage control box. The left low-voltage control box or the right low-voltage control box is connected to the left remote control panel or the right remote control panel to realize the indicator light, buzzer, button control, and local / remote mode selection; the left remote control panel or the right remote control panel is connected to the left low-voltage control box or the right low-voltage control box for remote control; one end of the left battery cluster or the right battery cluster is connected to the left low-voltage control box or the right low-voltage control box, and the other end is connected to daily electrical appliances, fast charging circuit, and propulsion motor for load and charging.

[0015] The left remote control panel or the right remote control panel integrates multiple functions, including remote control signal (DI), high-side output (DO), and display interface information display (HMI). The remote control signal realizes remote reset, power on, power off, reset and mute operations; the high-side output is responsible for the display of alarm, fault, low battery, over-temperature prompt, buzzer control, power status and operating status; the display interface information display provides information display through the display screen.

[0016] The left propulsion motor, the left fast charging circuit and the left daily electrical appliance are divided into different charging and discharging circuits. The discharge circuit includes the propulsion circuit and the daily circuit. The charging circuit specifically refers to the shore power charging system that meets the national fast charging standard. The charging and discharging circuit must correspond to the power distribution unit PDU port, and a suitable relay circuit must be equipped inside the PDU to ensure the safe and efficient operation of each circuit.

[0017] This technical solution achieves the purpose of improving the efficiency of the entire system by establishing a master-slave structure, in which the master controller is responsible for global scheduling and decision-making, while each slave control unit focuses on the refined management of a single or a group of battery modules. In addition, such a solution can also better support fault diagnosis and processing, enhance system redundancy, and ultimately promote the development of green smart ships.

[0018] This technical solution closely fits the trend of ships developing towards intelligence and large-scale development. With the significant increase in the number of battery packs on large ships, this system has demonstrated strong management capabilities. It can not only effectively cope with this challenge, but also greatly improve management efficiency and ensure the stability and efficient operation of the battery system. It is particularly worth mentioning that the solution adopts a modular design and flexible expansion mechanism, which enables it to easily adapt to the needs of expanding ship scale and improving intelligence level, providing broad space for future development. As an innovative architectural solution, this technical solution can achieve efficient management and real-time status monitoring in large-scale battery packs, injecting new impetus into the electric ship industry. This technical solution not only solves the key problems currently encountered by large ships in battery management, but also points out the direction for the future development of the industry, which is of great milestone significance.

[0019] This system can efficiently manage a large number of increased battery packs, and the system operates stably and efficiently. This method has high management efficiency and can ensure that the battery system on large ships can operate stably and efficiently. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of the embodiment system; Figure 2 Schematic diagram of the structure of the battery cluster in the embodiment. DETAILED DESCRIPTION

[0021] The content of the present invention is further described below in conjunction with the drawings and embodiments, but the present invention is not limited thereto.

[0022] Example: Reference Figure 1 A ship-based two-level architecture battery management system comprises a ship-borne battery management unit EMS and two left and right branches with the same functional structure connected in parallel with the ship-borne battery management unit EMS, wherein the left branch comprises a left low-voltage control box connected to a left remote control panel, a left battery cluster connected to a left propulsion motor, and a left fast-charging circuit, which are connected in sequence, and the left battery cluster is also connected to a left household electrical appliance; the right branch comprises a right low-voltage control box connected to a right remote control panel, a right battery cluster connected to a right propulsion motor, and a right fast-charging circuit, which are connected in sequence, and the right battery cluster is also connected to a right household electrical appliance. The ship-borne battery management unit EMS communicates with the left and right low-voltage control boxes using a CAN bus or a 485 communication protocol to achieve status monitoring, energy consumption analysis, fault diagnosis, and remote control of various electrical equipment on board.

[0023] The CAN is a controller area network and adopts the USBCAN series.

[0024] The 485 communication protocol uses a USB to 232 / 485 / 422 converter.

[0025] The left low-voltage control box and the right low-voltage control box are both CAN to 485 I / O expansion modules, and use the 485485 communication protocol to connect to the left remote control panel and the right remote control panel respectively.

[0026] like Figure 2As shown, the left battery cluster includes a left conventional battery cluster and a left high-temperature battery cluster, and the right battery cluster includes a right conventional battery cluster and a right high-temperature battery cluster. The left conventional battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a conventional BMU-V or a conventional BMU-T, and estimating the SOX, i.e., state of charge SOC, and state of health SOH of the battery cluster. The left high-temperature battery cluster is responsible for aggregating the high-temperature BMU-T of the battery cluster, communicating with the left conventional battery cluster, uploading relevant data, and participating in the high-voltage dual protection mechanism of the left battery cluster; the right conventional battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a conventional BMU-V or a conventional BMU-T, and estimating the SOX, i.e., state of charge SOC, and state of health SOH of the battery cluster. The right high-temperature battery cluster is responsible for aggregating the high-temperature BMU-T of the battery cluster, communicating with the right conventional battery cluster, uploading relevant data, and participating in the high-voltage dual protection mechanism of the right battery cluster.

[0027] The conventional BMU-V main control chip adopts the STM32F1 series, which is mainly used to collect voltage data and transmit the data to the battery cluster.

[0028] The conventional BMU-T main control chip adopts the STM32F1 series, which is mainly used to collect temperature data and transmit the data to the battery cluster.

[0029] The high-temperature BMU-T main control chip adopts the STM32F1 series, which is mainly used to collect over-temperature temperature data and transmit the data to the battery cluster.

[0030] A control method for a marine two-stage architecture battery management system, using the above-mentioned marine two-stage architecture battery management system, the control method comprises the following steps: 1) System power-on: Use a 24V regulated power supply to power the marine secondary architecture battery management system, so that the marine secondary architecture battery management system enters the working state; 2) Slave coding: When used for the first time, all slaves are coded, including conventional BMU-V, conventional BMU-T, and high-temperature BMU-T. The coding process is as follows: 2-1) Determine the position of the slave: First, the left remote control panel or the right remote control panel sends a broadcast message (0-255) to batch query all slaves mounted on the CAN bus. The slave is compared with the serial number (0-255) in the bus message. If it matches the specific bit of the slave's own SN, the SN is sent to the left remote control panel or the right remote control panel as a unique identification code, and the type of the slave is sent, i.e., conventional BMU-V, conventional BMU-T, or high-temperature BMU-T. 2-2) Batch encoding process: The left remote control panel or the right remote control panel broadcasts the message SN and code to the bus in turn. The slave compares the SN in the bus message. If the SN in the message matches the slave itself, the code value in the message is stored in the Flash, and the response message of the completed encoding is sent to the left remote control panel or the right remote control panel. That is, the slave completes the encoding, and the remaining slaves are encoded in turn; 3) Establish transmission: First, divide all slaves into three categories according to the slave type, and establish connections in sequence according to the slave type. Secondly, create PGN responses for all conventional BMU-Vs according to their coded addresses. The conventional BMU-Vs online on the CAN bus wait for the BCU to request PGN data. If the conventional BMU-V receives a request from the conventional BCU, a TP.CM transmission connection is established, and the conventional BCU will obtain the data of the conventional BMU-V. Finally, the conventional BMU-T and high-temperature BMU-T are connected to the conventional BCU and high-temperature BCU in sequence in the same way. 4) Upload data: The shipboard battery management unit EMS uses CAN / 485 to communicate with the conventional BCU and high-temperature BCU of the left battery cluster or the right battery cluster to collect the voltage, current and temperature information of the battery pack and understand the battery status in real time.

Claims

1. A marine two-stage battery management system, characterized in that: It includes a shipboard battery management unit EMS and two left and right branches with the same functional structure connected in parallel with the shipboard battery management unit EMS, wherein the left branch includes a left low-voltage control box connected to the left remote control panel, a left battery cluster connected to the left propulsion motor and a left fast charging circuit, and the left battery cluster is also connected to the left household electrical appliance; the right branch includes a right low-voltage control box connected to the right remote control panel, a right battery cluster connected to the right propulsion motor and a right fast charging circuit, and the right battery cluster is also connected to the right household electrical appliance. The shipboard battery management unit EMS communicates with the left and right low-voltage control boxes using a CAN bus or a 485 communication protocol.

2. The marine secondary architecture battery management system according to claim 1, characterized in that: The CAN is a controller area network and adopts the USBCAN series.

3. The marine secondary architecture battery management system according to claim 1, characterized in that: The 485 communication protocol uses a USB to 232 / 485 / 422 converter.

4. The marine secondary architecture battery management system according to claim 1, characterized in that: The left low-voltage control box and the right low-voltage control box are both CAN to 485 I / O expansion modules, and use the 485485 communication protocol to connect to the left remote control panel and the right remote control panel respectively.

5. The marine secondary architecture battery management system according to claim 1, characterized in that: The left battery cluster includes a left conventional battery cluster and a left high-temperature battery cluster, and the right battery cluster includes a right conventional battery cluster and a right high-temperature battery cluster. The left conventional battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a conventional BMU-V or a conventional BMU-T, and estimating the SOX, i.e., the state of charge SOC, and the state of health SOH of the battery cluster. The left high-temperature battery cluster is responsible for summarizing the high-temperature BMU-T of the battery cluster, communicating with the left conventional battery cluster, uploading relevant data, and participating in the high-voltage dual protection mechanism of the left battery cluster. The right conventional battery cluster is responsible for high-voltage management and safety management, including collecting battery data of conventional BMU-V or conventional BMU-T, and estimating the SOX, state of charge SOC, and state of health SOH of the battery cluster. The right high-temperature battery cluster is responsible for summarizing the high-temperature BMU-T of the battery cluster, communicating with the right conventional battery cluster, uploading relevant data, and participating in the high-voltage dual protection mechanism of the right battery cluster.

6. The marine secondary architecture battery management system according to claim 5, characterized in that: The conventional BMU-V main control chip adopts the STM32F1 series.

7. The marine secondary architecture battery management system according to claim 5, characterized in that: The conventional BMU-T main control chip adopts the STM32F1 series.

8. The marine secondary architecture battery management system according to claim 5, characterized in that: The high temperature BMU-T main control chip adopts the STM32F1 series.

9. A control method for a marine two-stage battery management system, characterized in that: Using the marine secondary architecture battery management system according to any one of claims 1 to 8, the control method comprises the following steps: 1) System power-on: Use a 24V regulated power supply to power the marine secondary architecture battery management system, so that the marine secondary architecture battery management system enters the working state; 2) Slave coding: When used for the first time, all slaves are coded, including conventional BMU-V, conventional BMU-T, and high-temperature BMU-T. The coding process is as follows: 2-1) Determine the position of the slave: First, the left remote control panel or the right remote control panel sends a broadcast message (0-255) to batch query all slaves mounted on the CAN bus. The slave is compared with the serial number (0-255) in the bus message. If it matches the specific bit of the slave's own SN, the SN is sent to the left remote control panel or the right remote control panel as a unique identification code, and the type of the slave is sent, i.e., conventional BMU-V, conventional BMU-T, or high-temperature BMU-T. 2-2) Batch encoding process: The left remote control panel or the right remote control panel broadcasts the message SN and code to the bus in turn. The slave compares the SN in the bus message. If the SN in the message matches the slave itself, the code value in the message is stored in the Flash, and the response message of the completed encoding is sent to the left remote control panel or the right remote control panel. That is, the slave completes the encoding, and the remaining slaves are encoded in turn; 3) Establish transmission: First, divide all slaves into three categories according to the slave type, and establish connections in sequence according to the slave type. Secondly, create PGN responses for all conventional BMU-Vs according to their coded addresses. The conventional BMU-Vs online on the CAN bus wait for the BCU to request PGN data. If the conventional BMU-V receives a request from the conventional BCU, a TP.CM transmission connection is established, and the conventional BCU will obtain the data of the conventional BMU-V. Finally, the conventional BMU-T and high-temperature BMU-T are connected to the conventional BCU and high-temperature BCU in sequence in the same way. 4) Upload data: The shipboard battery management unit EMS uses CAN / 485 to communicate with the conventional BCU and high-temperature BCU of the left battery cluster or the right battery cluster to collect the voltage, current and temperature information of the battery pack and understand the battery status in real time.

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