Ship battery power system and control method thereof

Abstract

The invention discloses a ship battery power system and a control method thereof. The ship battery power system comprises a first battery pack, a first battery circuit breaker and a first direct current busbar which are connected in sequence, a second battery pack, a second battery circuit breaker and a second direct current busbar which are connected in sequence, and a third battery pack, a third battery circuit breaker and a third direct current busbar which are connected in sequence, the fourth battery pack, the fourth battery circuit breaker and the fourth direct-current busbar are connected in sequence; and the control module is used for acquiring electric quantity information of the first battery pack, the second battery pack, the third battery pack and the fourth battery pack, controlling a communication state between the first battery pack and the first IGBT module and a communication state between the second battery pack and the second IGBT module according to the electric quantity information, and controlling a communication state between the third battery pack and the fourth battery pack and the third IGBT module and a communication state between the fourth battery pack and the fourth IGBT module. The power supply switching stability can be improved, the propulsion efficiency of the motor is improved, and therefore normal operation of the ship is guaranteed.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of ship power technology, and in particular to a ship battery power system and a control method thereof. Background Art

[0002] With the requirements of green and intelligent ships, the number of ships powered by pure battery power is growing rapidly. The application of batteries on ships has changed the original direct drive of the propeller by the engine to the propeller driven by the electric motor.

[0003] The electric motor has a great influence on the design of the entire ship power system. Currently, AC propulsion motors are the main ones in the market. If batteries are used as the main propulsion power, the power system needs to be changed from DC to AC, which will involve a large number of power electronic conversion devices, increase power costs and reduce efficiency. At the same time, the starting torque of the AC motor is small and the overload capacity is weak. If a fully loaded ship encounters undercurrents or whirlpools while traveling on the water, it will be difficult to quickly correct the direction of the ship. In addition, there are usually multiple battery packs in the current ship power system. When multiple battery packs are used to power the ship's power system and daily systems, the power system and daily systems of the ship will be temporarily powered off during the switching of the battery packs, which will affect the normal operation of the ship. Summary of the invention

[0004] The present invention provides a ship battery power system and a control method thereof, which avoids temporary power outage of the ship's power system and daily use system during the process of switching battery packs, affecting the normal operation of the ship, improves the stability of power supply switching, and improves the propulsion efficiency of the motor, thereby ensuring the normal operation of the ship.

[0005] According to one aspect of the present invention, a ship battery power system is provided, the ship battery power system comprising: a first battery group, a first battery circuit breaker, and a first DC busbar connected in sequence, a second battery group, a second battery circuit breaker, and a second DC busbar connected in sequence, a third battery group, a third battery circuit breaker, and a third DC busbar connected in sequence, a fourth battery group, a fourth battery circuit breaker, and a fourth DC busbar connected in sequence, the first DC busbar circuit breaker being connected between the first DC busbar and the second DC busbar, the second DC busbar circuit breaker being connected between the second DC busbar and the third DC busbar, and the third DC busbar circuit breaker being connected between the third DC busbar and the fourth DC busbar;

[0006] The first DC busbar is connected to the first DC circuit breaker, the second DC busbar is connected to the second DC circuit breaker, the third DC busbar is connected to the fifth DC circuit breaker, and the fourth DC busbar is connected to the sixth DC circuit breaker;

[0007] The first DC circuit breaker is connected to the first IGBT module, the first propulsion DC circuit breaker and the first propulsion DC busbar in sequence, the second DC circuit breaker is connected to the second IGBT module, the second propulsion DC circuit breaker and the first propulsion DC busbar in sequence, the fifth DC circuit breaker is connected to the third IGBT module, the fifth propulsion DC circuit breaker and the second propulsion DC busbar in sequence, the sixth DC circuit breaker is connected to the fourth IGBT module, the sixth propulsion DC circuit breaker and the second propulsion DC busbar in sequence, the first propulsion DC busbar is connected to the first motor, the second propulsion DC busbar is connected to the second motor, the second DC busbar is connected to the first daily inverter, and the third DC busbar is connected to the second daily inverter;

[0008] a control module, respectively connected to the first battery pack, the second battery pack, the third battery pack, the fourth battery pack, the first DC bus breaker, the second DC bus breaker, the third DC bus breaker, the first IGBT module, the second IGBT module, the third IGBT module, the fourth IGBT module, the first motor, and the second motor;

[0009] The control module is used to obtain the power information of the first battery group, the second battery group, the third battery group, and the fourth battery group, and control the connectivity between the first battery group, the second battery group and the first IGBT module, the second IGBT module according to the power information, and control the connectivity between the third battery group, the fourth battery group and the third IGBT module, the fourth IGBT module.

[0010] Optionally, the ship battery power system further includes: a first daily DC circuit breaker, a second daily DC circuit breaker, a first daily AC contactor, a second daily AC contactor, a first isolation transformer and a second isolation transformer;

[0011] The second DC busbar is connected to the first daily-use DC circuit breaker, the third DC busbar is connected to the second daily-use DC circuit breaker, the first daily-use DC circuit breaker is connected to the first daily-use inverter, the first daily-use AC contactor and the first isolation transformer in sequence, and the second daily-use DC circuit breaker is connected to the first daily-use inverter, the second daily-use AC contactor and the second isolation transformer in sequence.

[0012] Optionally, the first battery pack and the first IGBT module are located in a main drive branch of the first motor, the second battery pack and the second IGBT module are located in a backup drive branch of the first motor, the third battery pack and the third IGBT module are located in a backup drive branch of the second motor, and the fourth battery pack and the fourth IGBT module are located in a main drive branch of the second motor;

[0013] The first battery group supplies power to the main drive branch of the first motor, the second battery group supplies power to the backup drive branch of the first motor and the first daily inverter, the third battery group supplies power to the backup drive branch of the second motor and the second daily inverter, and the fourth battery group supplies power to the main drive branch of the second motor.

[0014] Optionally, the control module is specifically used for:

[0015] Acquire power information of the first battery pack, the second battery pack, the third battery pack, and the fourth battery pack;

[0016] When it is detected that the remaining power of the first battery pack is less than the preset power, the connection between the first battery pack and the first IGBT module is disconnected, the first DC busbar circuit breaker is disconnected, the second IGBT module is connected to the second battery pack, and the second battery pack only supplies power to the second IGBT module;

[0017] When it is detected that the remaining power of the fourth battery pack is less than the preset power, the connection between the fourth battery pack and the fourth IGBT module is disconnected, the third DC bus circuit breaker is disconnected, the third IGBT module and the third battery pack are connected, and the third battery pack only supplies power to the third IGBT module.

[0018] Optionally, the control module is also specifically used to control the first battery group to only supply power to the first IGBT module, the second battery group to only supply power to the first daily-use inverter, the third battery group to only supply power to the second daily-use inverter, and the fourth battery group to only supply power to the fourth IGBT module when the remaining power of the first battery group, the second battery group, the third battery group and the fourth battery group is greater than the preset power.

[0019] Optionally, the first motor and the second motor are switched reluctance motors.

[0020] Optionally, the switched reluctance motor is provided with a current sensor and a rotor position sensor;

[0021] The control module is also in communication with the current sensor and the rotor position sensor, the current sensor is used to detect the actual current of the switched reluctance motor and send it to the control module; the rotor position sensor is used to detect the rotor position of the switched reluctance motor and send it to the control module;

[0022] The control module is used to control the excitation current of the IGBT module currently connected to the switched reluctance motor according to an input instruction, the rotor position of the switched reluctance motor and the actual current of the switched reluctance motor.

[0023] Optionally, the control mode of the switched reluctance motor includes a torque control mode and a speed control mode;

[0024] In the torque control mode, a position signal of a ship propulsion handle is obtained, and a target excitation current value of the switched reluctance motor is calculated according to the position signal of the ship propulsion handle; the target excitation current value of the switched reluctance motor is compared with the actual current value of the switched reluctance motor at present, and the state of the IGBT module is determined to control the excitation current of the IGBT module;

[0025] In the speed control mode, a target speed input signal and a current speed of the switched reluctance motor are obtained, and a target speed of the switched reluctance motor is calculated according to the target speed; the target speed of the switched reluctance motor is compared with the current speed of the switched reluctance motor to obtain a system deviation of the switched reluctance motor, and a target excitation current value of the switched reluctance motor is calculated according to the system deviation of the switched reluctance motor and the target speed of the switched reluctance motor; the target excitation current value of the switched reluctance motor is compared with an actual current value of the current switched reluctance motor to determine a state of the IGBT module so as to control the excitation current of the IGBT module;

[0026] During the control process of the torque control mode and the speed control mode, when the target excitation current value of the switched reluctance motor exceeds twice the current actual current value of the switched reluctance motor, the actual current of the switched reluctance motor is increased with current gradient limiting until the current actual current of the switched reluctance motor is equal to the target excitation current value of the switched reluctance motor.

[0027] Optionally, in the torque control mode, the target excitation current value of the switched reluctance motor satisfies:

[0028]

[0029] Among them, I e is the target excitation current value of the switched reluctance motor, I maxis the maximum current allowed to pass through the switched reluctance motor, N e is the position signal of the ship propulsion handle, N max The maximum value of the position signal of the ship propulsion handle;

[0030] In the torque control mode and the speed control mode, the state of the IGBT module satisfies:

[0031]

[0032] Among them, S k represents the state of the IGBT module during the kth control, S on Indicates that the IGBT module is turned on, S off Indicates that the IGBT module is turned off, S k-1 represents the state of the IGBT module during the (k-1)th control, I k represents the actual current value of the switched reluctance motor during the kth control;

[0033] During the control process of the torque control mode and the speed control mode, the current gradient limiting satisfies:

[0034]

[0035] Among them, Δi e is the current gradient limit, I c is the actual current value of the switched reluctance motor, n is the actual speed of the switched reluctance motor, n e is the rated speed of the switched reluctance motor.

[0036] According to another aspect of the present invention, a control method for a ship battery power system is further provided. The control method is applied to a control module of a ship battery power system according to any embodiment of the present invention. The control method comprises:

[0037] Acquire power information of the first battery pack, the second battery pack, the third battery pack, and the fourth battery pack;

[0038] When it is detected that the remaining power of the first battery pack is less than the preset power, the connection between the first battery pack and the first IGBT module is disconnected, the first DC busbar circuit breaker is disconnected, the second IGBT module is connected to the second battery pack, and the second battery pack only supplies power to the second IGBT module;

[0039] When it is detected that the remaining power of the fourth battery pack is less than the preset power, the connection between the fourth battery pack and the fourth IGBT module is disconnected, the third DC bus circuit breaker is disconnected, and the connection between the third IGBT module and the third battery pack is disconnected, and the third battery pack only supplies power to the third IGBT module.

[0040] The technical solution of the embodiment of the present invention provides a ship battery power system and a control method thereof, wherein the power information of the first battery group, the second battery group, the third battery group and the fourth battery group is obtained through a control module, and the connection state between the first battery group, the second battery group and the first IGBT module and the second IGBT module is controlled according to the power information, and the connection state between the third battery group, the fourth battery group and the third IGBT module and the fourth IGBT module is controlled; in the process of switching the battery group, it is avoided that the power system and the daily system of the ship are temporarily powered off, which affects the normal operation of the ship, and the battery group that supplies power to the motor is sufficient, and at the same time meets the power supply requirements of the motor and the daily inverter of the ship, improves the stability of power supply switching, and improves the propulsion efficiency of the motor, thereby ensuring the normal operation of the ship. In summary, the present invention solves the problem that when there are multiple battery groups in the prior art that supply power to the power system and the daily system of the ship, the power system and the daily system of the ship are temporarily powered off during the switching of the battery groups, which affects the normal operation of the ship.

[0041] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0043] Figure 1 is a structural schematic diagram of a ship battery power system provided by an embodiment of the present invention;

[0044] Figure 2 is a communication logic diagram of a control module provided by an embodiment of the present invention;

[0045] Figure 3 A communication logic diagram of a control module of a ship battery power system provided by an embodiment of the present invention;

[0046] Figure 4is a control logic diagram of an SRM motor propulsion system provided by an embodiment of the present invention;

[0047] Figure 5 This is a flow chart of a control method for a ship battery power system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0048] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings 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 should fall within the scope of protection of the present invention.

[0049] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0050] Figure 1 is a structural schematic diagram of a ship battery power system provided by an embodiment of the present invention, Figure 2 is a communication logic diagram of a control module provided by an embodiment of the present invention, with reference to Figure 1 and Figure 2 An embodiment of the present invention provides a ship battery power system, the ship battery power system comprising: a first battery group, a first battery circuit breaker B1, and a first DC busbar 11 connected in sequence, a second battery group, a second battery circuit breaker B2, and a second DC busbar 12 connected in sequence, a third battery group, a third battery circuit breaker B3, and a third DC busbar 13 connected in sequence, a fourth battery group, a fourth battery circuit breaker B4, and a fourth DC busbar 14 connected in sequence, a first DC busbar circuit breaker K1 connected between the first DC busbar 11 and the second DC busbar 12, a second DC busbar circuit breaker K2 connected between the second DC busbar 12 and the third DC busbar 13, and a third DC busbar circuit breaker K3 connected between the third DC busbar 13 and the fourth DC busbar 14;

[0051] The first DC busbar 11 is connected to the first DC circuit breaker C1, the second DC busbar 12 is connected to the second DC circuit breaker C2, the third DC busbar 13 is connected to the fifth DC circuit breaker C5, and the fourth DC busbar 14 is connected to the sixth DC circuit breaker C6;

[0052] The first DC circuit breaker C1 is connected to the first IGBT module 21, the first propulsion DC circuit breaker D1 and the first propulsion DC busbar 31 in sequence, the second DC circuit breaker C2 is connected to the second IGBT module 22, the second propulsion DC circuit breaker D2 and the first propulsion DC busbar 31 in sequence, the fifth DC circuit breaker C5 is connected to the third IGBT module 23, the fifth propulsion DC circuit breaker D5 and the second propulsion DC busbar 32 in sequence, the sixth DC circuit breaker C6 is connected to the fourth IGBT module 24, the sixth propulsion DC circuit breaker D6 and the second propulsion DC busbar 32 in sequence, the first propulsion DC busbar 21 is connected to the first motor M1, the second propulsion DC busbar 32 is connected to the second motor M1, the second DC busbar 12 is connected to the first daily inverter, and the third DC busbar 13 is connected to the second daily inverter;

[0053] The control module 10 is respectively connected to the first battery pack, the second battery pack, the third battery pack, the fourth battery pack, the first DC bus breaker K1, the second DC bus breaker K2, the third DC bus breaker K3, the first IGBT module 21, the second IGBT module 22, the third IGBT module 23, the fourth IGBT module 24, the first motor M1 and the second motor M2;

[0054] The control module 10 is used to obtain the power information of the first battery group, the second battery group, the third battery group, and the fourth battery group, and control the connectivity between the first battery group, the second battery group and the first IGBT module 21, the second IGBT module 22 according to the power information, and control the connectivity between the third battery group, the fourth battery group and the third IGBT module 23, the fourth IGBT module 24.

[0055] Specifically, the first battery pack, the second battery pack, the third battery pack, and the fourth battery pack can be lithium batteries, and the capacity and charge and discharge power of the battery pack can be configured according to the operating power and range of the ship. The power converter of the first motor M1 is the first IGBT module 21 and the second IGBT module 22, and the two are redundant. The power converter of the second motor M2 is the third IGBT module 23 and the fourth IGBT module 24, and the two are redundant. By controlling the current flowing to the first motor M1 and the second motor M2, the driving of the first motor M1 and the second motor M2 is achieved.

[0056] The entire DC system adopts a distributed design, and each battery pack can directly drive a group of loads. For example, the first battery pack drives the first IGBT module 21, and the first IGBT module 21 and the corresponding devices on its branches jointly drive the first motor M1. When the second battery pack is powered, the power supply of the first battery pack is first cut off, and the second battery pack is powered, and the setting parameters of the second IGBT module 22 are consistent with the first IGBT module 21, and switching is performed. Similarly, when the third battery pack and the fourth battery pack power the second motor M2, the same switching method is adopted.

[0057] The first battery group and the fourth battery group respectively drive the first motor M1 and the second motor M2 through the first IGBT module 21 and the fourth IGBT module 24 to jointly propel the ship's propeller and provide power source for the ship's travel; the second battery group and the third battery group supply power to the daily load of the entire ship through the first daily inverter and the second daily inverter, and the load power supply adopts a balancing strategy to always keep the power of the second battery group and the third battery group consistent.

[0058] During the operation of the ship's battery power system, the control module 10 is connected to the battery pack, DC bus circuit breaker, IGBT module, motor and daily inverter in communication. The control module 10 can obtain the power information of multiple battery packs, and monitor the equipment status of each battery pack, DC bus circuit breaker, IGBT module, motor and daily inverter. It distributes the energy of the battery pack according to the operation of the entire ship's battery power system, and controls the connectivity between each battery pack and each IGBT module according to the power information.

[0059] Exemplarily, during operation, when one of the first battery pack or the fourth battery pack is low on power or fails, in the first step, the control module 10 controls the first daily inverter or the second daily inverter to start daily load transfer, so that the power of the daily inverter close to the faulty battery pack side or the low-power battery pack side gradually drops to zero, and is disconnected, and the daily load is powered by a single battery pack. In the second step, the second battery pack or the third battery pack whose load drops to zero is connected to the adjacent second IGBT module 22 or third IGBT module 23, and the controller parameter setting of the second IGBT module 22 or the third IGBT module 23 is consistent with the control parameter setting of the first IGBT module 21 or the fourth IGBT module 24 corresponding to the faulty or low-power first battery pack or the fourth battery pack, and then the faulty or low-power first battery pack or the fourth battery pack is disconnected to complete the switching of the propulsion power source.

[0060] In addition, during the switching process of the battery pack, in order to prevent the battery pack from outputting electrical energy to a non-powered object, a first DC busbar circuit breaker K1, a second DC busbar circuit breaker K2 and a third DC busbar circuit breaker K3 are arranged between the battery pack and the IGBT module. For example, when the second battery pack supplies power to the second IGBT module 22 and the third battery pack supplies power to the second daily inverter, if the second DC busbar circuit breaker K2 is turned on, the second battery pack will supply power to the second daily inverter and the third battery pack will supply power to the second IGBT module 22 at the same time, which may easily cause power supply disorder. By controlling the second DC busbar circuit breaker K2, the second IGBT module 22 will be powered by the third battery pack. The busbar circuit breaker K2 is disconnected to avoid power supply disorder and enable each battery group to supply power to a separate load; at the same time, the first DC busbar circuit breaker K1 and the third DC busbar circuit breaker K3 can be used to realize that when different battery groups or IGBT modules fail, the second battery group supplies power to the first IGBT module 21 or the first battery group supplies power to the second IGBT module 22, the third battery group supplies power to the fourth IGBT module 24 or the fourth battery group supplies power to the third IGBT module 23, thereby effectively balancing the remaining power between the battery groups, flexibly scheduling the power supply of the motor, and promoting high system redundancy.

[0061] Therefore, the ship battery power system of the embodiment of the present invention can flexibly schedule the energy distribution of motors and daily loads, can effectively balance the remaining power between battery groups, flexibly schedule the power supply of motors, and the propulsion system has high redundancy, which effectively solves the problem of power balance between battery groups; and can ensure that the battery group that powers the motor has sufficient power and meets the power supply needs of the ship's motor and daily loads at the same time, thereby improving the propulsion efficiency of the motor, and improving the stability of the power supply to ensure the normal operation of the ship.

[0062] The technical solution of the embodiment of the present invention provides a ship battery power system and a control method thereof, wherein the power information of the first battery group, the second battery group, the third battery group and the fourth battery group is obtained through a control module, and the connection state between the first battery group, the second battery group and the first IGBT module and the second IGBT module is controlled according to the power information, and the connection state between the third battery group, the fourth battery group and the third IGBT module and the fourth IGBT module is controlled; in the process of switching the battery group, it is avoided that the power system and the daily system of the ship are temporarily powered off, which affects the normal operation of the ship, and the battery group that supplies power to the motor is sufficient, and at the same time meets the power supply requirements of the motor and the daily inverter of the ship, improves the stability of power supply switching, and improves the propulsion efficiency of the motor, thereby ensuring the normal operation of the ship. In summary, the present invention solves the problem that when there are multiple battery groups in the prior art that supply power to the power system and the daily system of the ship, the power system and the daily system of the ship are temporarily powered off during the switching of the battery groups, which affects the normal operation of the ship.

[0063] Continue to refer Figure 1 , Optionally, the ship battery power system further includes: a first daily DC circuit breaker C3, a second daily DC circuit breaker C4, a first daily AC contactor D3, a second daily AC contactor D4, a first isolation transformer and a second isolation transformer;

[0064] The second DC busbar 12 is connected to the first daily DC circuit breaker C3, the third DC busbar 13 is connected to the second daily DC circuit breaker C4, the first daily DC circuit breaker C3 is connected to the first daily inverter, the first daily AC contactor D3 and the first isolation transformer in sequence, and the second daily DC circuit breaker C4 is connected to the first daily inverter, the second daily AC contactor D4 and the second isolation transformer in sequence.

[0065] Specifically, the first daily inverter and the second daily inverter are used to convert the DC power output by the battery pack into AC power for use by the daily load on the ship. The first daily inverter and the second daily inverter serve as backup for each other to meet the power demand of the daily load on the ship.

[0066] Figure 3 is a communication logic diagram of a control module of a ship battery power system provided by an embodiment of the present invention, with reference to Figure 3 The control system of the battery pack is the Battery Management System (BMS), the first battery pack is controlled by BMS1, the second battery pack is controlled by BMS2, the third battery pack is controlled by BMS3, and the fourth battery pack is controlled by BMS4; the control system of the daily inverter is the inverter controller, the first daily inverter is controlled by inverter controller 1, and the second daily inverter is controlled by inverter controller 2; the control system of the IGBT module is the controller, the first IGBT module 21 is controlled by controller 1, the second IGBT module 22 is controlled by controller 2, the third IGBT module 23 is controlled by controller 3, and the fourth IGBT module 24 is controlled by controller 4. The control systems of each component in the ship battery power system interact with the control module 10, and all instructions are issued by the control module 10. The control module 10 can monitor the status of each power equipment and distribute energy according to the operation of the entire power system. The control module 10 can also send instructions to BMS1-4, controller 1-4 and inverter controller 1-2 to realize the control of the first battery group, the second battery group, the third battery group, the fourth battery group, the first IGBT module 21, the second IGBT module 22, the third IGBT module 23, the fourth IGBT module 24, the first daily inverter, and the second daily inverter.

[0067] Optionally, the control module 10 may be an energy management system (EMS), which may monitor the operating status of energy equipment, energy consumption and environmental conditions in real time based on data collection, analysis and decision support technology, thereby achieving efficient management and optimization of energy.

[0068] Continue to refer Figure 1 Optionally, the first battery pack and the first IGBT module 21 are located in the main drive branch of the first motor M1, the second battery pack and the second IGBT module 22 are located in the backup drive branch of the first motor M1, the third battery pack and the third IGBT module 23 are located in the backup drive branch of the second motor M2, and the fourth battery pack and the fourth IGBT module 24 are located in the main drive branch of the second motor M2;

[0069] The first battery group supplies power to the main drive branch of the first motor M1, the second battery group supplies power to the backup drive branch of the first motor M1 and the first daily inverter, the third battery group supplies power to the backup drive branch of the second motor M2 and the second daily inverter, and the fourth battery group supplies power to the main drive branch of the second motor M2.

[0070] Specifically, the control module is also used to control the corresponding battery group on the standby drive branch to only supply power to the corresponding daily inverter when the power of the corresponding battery group on the main drive branch is greater than a preset power, and control the IGBT module on the standby drive branch to disconnect from the battery group, and control the DC bus circuit breaker between two adjacent DC busbars to disconnect.

[0071] The control module is also used to control the corresponding battery pack on the main drive branch to stop supplying power when the power of the corresponding battery pack on the main drive branch is less than a preset power, and control the IGBT module on the main drive branch to disconnect from the corresponding battery pack, control the corresponding battery pack on the standby drive branch to stop supplying power to the corresponding daily inverter, and control the IGBT module on the standby drive branch to connect to the corresponding battery pack.

[0072] Continue to refer Figure 1 Optionally, the control module is specifically used for:

[0073] Obtaining power information of the first battery pack, the second battery pack, the third battery pack, and the fourth battery pack;

[0074] When it is detected that the remaining power of the first battery pack is less than the preset power, the connection between the first battery pack and the first IGBT module 21 is disconnected, the first DC busbar breaker K1 is disconnected, the second IGBT module 22 is connected to the second battery pack, and the second battery pack only supplies power to the second IGBT module 22;

[0075] When it is detected that the remaining power of the fourth battery pack is less than the preset power, the connection between the fourth battery pack and the fourth IGBT module 24 is disconnected, the third DC bus circuit breaker K3 is disconnected, the third IGBT module 23 and the third battery pack are connected, and the third battery pack only supplies power to the third IGBT module 23.

[0076] Specifically, by controlling the on and off of the first bus breaker K1, the second bus breaker K2 and the third bus breaker K3, the same battery pack in the ship battery power system can be connected to different power supply targets, thereby achieving switching of the power supply target of the battery pack.

[0077] Exemplarily, during operation, when the remaining power of the first battery pack is less than the preset power, the first battery pack is controlled to stop supplying power, and the first IGBT module 21 is controlled to be disconnected from the first battery pack, and the first DC bus breaker K1 is disconnected. The control module controls the first daily inverter to start load transfer, so that the power of the first daily inverter gradually drops to zero, and the second bus breaker K2 is disconnected, so that the second battery pack stops supplying power to the first daily inverter, and the second battery pack with load dropped to zero is connected to the second IGBT module 22, and the controller parameter setting of the second IGBT module 22 is consistent with the control parameter setting of the first IGBT module 21, and then the faulty or low-power first battery pack is disconnected to complete the switching of the propulsion power source, ensuring that the battery pack powering the motor has sufficient power and meets the power supply requirements of the ship's motor and daily inverter at the same time, thereby improving the propulsion efficiency of the motor, improving the stability of power supply, and ensuring the normal operation of the ship.

[0078] Similarly, when the third battery pack and the fourth battery pack supply power to the second motor M2, the same switching method is adopted, and the above control switching process is controlled by the control module.

[0079] Continue to refer Figure 1 Optionally, the control module is also specifically used to control the first battery group to only supply power to the first IGBT module 21, the second battery group to only supply power to the first daily inverter, the third battery group to only supply power to the second daily inverter, and the fourth battery group to only supply power to the fourth IGBT module 24 when the remaining power of the first battery group, the second battery group, the third battery group and the fourth battery group is greater than a preset power.

[0080] Specifically, the first battery group supplies power to the first IGBT module 21. When the power of the first battery group is greater than the preset power, the control module controls the second battery group to supply power only to the corresponding first daily inverter, controls the second IGBT module 22 to disconnect from the second battery group, and controls the first bus circuit breaker K1 to disconnect.

[0081] Continue to refer Figure 1Optionally, the first motor M1 and the second motor M2 are switched reluctance motors.

[0082] Switched reluctance motor (SRM) is a type of speed regulating motor developed after DC motor and brushless DC motor (BLDC). The research on switched reluctance motor started early in the United Kingdom, the United States and other countries, and has achieved remarkable results. The product power level ranges from several W to hundreds of kW, and is widely used in household appliances, aviation, aerospace, electronics, machinery and electric vehicles. Switched reluctance motor is a new type of speed regulating motor, which is the latest generation of speed regulating system after variable frequency speed regulating system and brushless DC motor speed regulating system. It has a simple and sturdy structure, a wide speed regulating range and high system reliability. The complete system mainly consists of motor entity, power converter, controller and position detector. The controller contains power converter and control circuit, and the rotor position sensor is installed at one end of the motor. Nowadays, the application and development of switched reluctance motor has made significant progress. It has been successfully applied to various fields such as electric vehicle drive, general industry, household appliances and textile machinery, with a power range from 10W to 5MW and a maximum speed of up to 100000r / min.

[0083] Specifically, the first motor M1 and the second motor M2 of the propulsion motor used in this system are switched reluctance motors, which can be directly driven by direct current and have a wide voltage range within plus or minus 15% of the rated voltage. They are not sensitive to battery voltage changes and can be directly driven by the battery pack.

[0084] Optionally, the switched reluctance motor is provided with a current sensor and a rotor position sensor;

[0085] The control module is also connected to the current sensor and the rotor position sensor for communication. The current sensor is used to detect the actual current of the switched reluctance motor and send it to the control module. The rotor position sensor is used to detect the rotor position of the switched reluctance motor and send it to the control module.

[0086] The control module is used to control the excitation current of the IGBT module currently connected to the switched reluctance motor according to the input instruction, the rotor position of the switched reluctance motor and the actual current of the switched reluctance motor.

[0087] Specifically, Figure 4 is a control logic diagram of an SRM motor propulsion system provided by an embodiment of the present invention. The propulsion system is composed of a battery pack, an IGBT module, a switched reluctance motor, a transmission shaft and a propeller. The logic control of the propulsion system is as follows: Figure 4As shown. The first motor and the second motor are connected to the propeller of the ship to drive the ship. In the process of controlling the propulsion of the ship, the battery pack provides excitation current to the motor through the IGBT module, and the motor transmits the speed and torque to the propeller through the transmission mechanism. The propeller overcomes the water flow resistance until the motor torque is balanced with the water flow resistance, and the navigation state of the ship remains stable. When the first motor and the second motor are switched reluctance motors, the adjustment of the switched reluctance motor is mainly based on the current sensor and rotor position sensor set in the motor. The current sensor detects the actual current of the motor, and the rotor position sensor detects the rotor position of the motor, and feeds back to the control module in real time. The control module controls the excitation current of the IGBT module currently connected to the corresponding motor according to the input instruction, the rotor position of the motor and the actual current of the motor to meet the propulsion requirements of the propeller.

[0088] The ship battery power system provided by the embodiment of the present invention can flexibly dispatch the energy distribution of the motor and the daily load, can effectively balance the remaining power between the battery packs, flexibly dispatch the power supply of the main drive branch and the backup drive branch of the motor, and the propulsion system has high redundancy, which effectively solves the problem of power balance between battery packs; the ship battery power system can also control the connectivity between each battery pack and each IGBT module according to the power information, to ensure that the battery pack powering the motor has sufficient power, and at the same time meet the power supply requirements of the ship's motor and daily inverter, thereby improving the propulsion efficiency of the motor, and improving the stability of the power supply to ensure the normal operation of the ship.

[0089] Optionally, the control mode of the switched reluctance motor includes a torque control mode and a speed control mode;

[0090] In the torque control mode, the position signal of the ship propulsion handle is obtained, and the target excitation current value of the switched reluctance motor is calculated according to the position signal of the ship propulsion handle; the target excitation current value of the switched reluctance motor is compared with the actual current value of the current switched reluctance motor to determine the state of the IGBT module so as to control the excitation current of the IGBT module;

[0091] In the speed control mode, the target speed input signal and the current speed of the switched reluctance motor are obtained, and the target speed of the switched reluctance motor is calculated according to the target speed; the target speed of the switched reluctance motor is compared with the current speed of the switched reluctance motor to obtain the system deviation of the switched reluctance motor, and the target excitation current value of the switched reluctance motor is calculated according to the system deviation of the switched reluctance motor and the target speed of the switched reluctance motor; the target excitation current value of the switched reluctance motor is compared with the actual current value of the current switched reluctance motor to determine the state of the IGBT module so as to control the excitation current of the IGBT module;

[0092] During the control process of the torque control mode and the speed control mode, when the target excitation current value of the switched reluctance motor exceeds twice the actual current value of the current switched reluctance motor, the actual current of the switched reluctance motor is increased with the current gradient limiting until the actual current of the current switched reluctance motor is equal to the target excitation current value of the switched reluctance motor.

[0093] Specifically, there are three main control modes for switched reluctance motors, namely CCC (current chopping control), APC (angle position control), and PWM (pulse width modulation control). The ship battery power system in the embodiment of the present invention adopts the CCC method to control the IGBT module, thereby realizing the control of the SRM. Among them, when the input power supply voltage of the SRM remains unchanged, and mechanical loss and magnetic field leakage are not taken into account, the output torque of the SRM is closely related to the motor turn-on angle, turn-off angle, and winding current. Under the current chopping control mode, the motor turn-on angle and turn-off angle are fixed, and the motor output torque is uniquely related to the size of the SRM winding current. The torque output can be controlled by controlling the current, which makes it easier to realize the decoupling control of the whole system.

[0094] The motor in the ship's battery power system is a switched reluctance motor (hereinafter referred to as the motor), and the control module can be an EMS. The switched reluctance motor has two control modes, namely: torque control mode and speed control mode. The control mode can be switched by the crew according to navigation needs. The switching command is first transmitted to the EMS, and then the EMS sends the switching command to the motor controller according to the current propulsion and ship power consumption status, and finally realizes the switching of the motor control mode. On electric ships, SRM is set to torque control mode by default as a propulsion motor. This mode is more suitable for ship starting, acceleration, restricted channels, rapids channels, or frequent avoidance of other ships. If the ship is sailing in open waters and does not need to adjust the speed frequently, it can switch to the speed control mode. The switching method is as above, and the ship can sail at a constant speed or operate at an economic speed.

[0095] Specifically, in the torque control mode, the target current of the switched reluctance motor winding is provided by the ship propulsion handle in the ship's cab, and the position of the ship propulsion handle corresponds to the control target current of the SRM. However, in the actual process, the signal sent by the handle position is a weak signal, which is easily interfered during the transmission process. At the same time, when the handle position is low, the corresponding motor current is too small, which easily causes the motor to stall. In order to solve the above problems and better control the motor at the same time, after obtaining the position signal of the ship propulsion handle, the target excitation current value of the motor is calculated according to the position signal of the ship propulsion handle, and the target excitation current value of the motor is compared with the actual current value of the current motor to determine the state of the IGBT module, and the switch state of the IGBT module is controlled using the CCC method to control the excitation current of the IGBT module.

[0096] When the switched reluctance motor is switched to the speed control mode, the driver can input the target speed through the control panel in the cab. After the control module obtains the target speed input signal and the current speed of the motor, the target speed of the motor is calculated according to the target speed. The target speed is compared with the current speed measured by the motor position sensor to obtain the system deviation of the motor. The target excitation current value of the motor is calculated based on the system deviation of the motor and the target speed of the motor using the conventional PID formula. The target excitation current value of the motor is compared with the actual current value of the current motor to determine the state of the IGBT module. The switch state of the IGBT module is controlled using the CCC method to control the excitation current of the IGBT module.

[0097] In the control process of torque control mode and speed control mode, in order to avoid the mechanical shock caused by the motor providing large torque instantly, the current is gradient limited according to the target excitation current value of the motor and the actual current value of the motor, which can ensure the slow increase of torque at low speed and the torque response speed at high speed. When the target excitation current value of the motor exceeds 2 times the actual current value of the current motor, the actual current of the motor is increased by current gradient limiting until the actual current of the current motor is equal to the target excitation current value of the motor, thereby ensuring the slow increase of torque at low speed and avoiding the mechanical shock caused by the motor providing large torque instantly.

[0098] The switched reluctance motor in the embodiment of the present invention includes a torque control mode and a speed control mode. The two control modes can be switched according to navigation requirements to control the excitation current of the IGBT module. In the control process of the torque control mode and the speed control mode, the current is gradient limited according to the target excitation current value of the motor and the actual current value of the motor, which can ensure that the torque increases slowly at low speeds and the torque response speed at high speeds, avoiding the mechanical shock caused by the motor providing a large torque instantly. Compared with the prior art, the switched reluctance motor is used as the propulsion motor of the ship in the embodiment of the present invention. Through the control method of the ship battery power system, the power system design and control are simplified, the power cost is reduced, and the propulsion efficiency is improved.

[0099] Optionally, in the torque control mode, the target excitation current value of the switched reluctance motor satisfies:

[0100]

[0101] Among them, I e is the target excitation current value of the switched reluctance motor, I max is the maximum current allowed to pass through the switched reluctance motor, N e is the position signal of the ship propulsion handle, N maxThe maximum value of the position signal of the ship propulsion handle;

[0102] In the torque control mode and speed control mode, the status of the IGBT module satisfies:

[0103]

[0104] Among them, S k Indicates the state of the IGBT module during the kth control, S on Indicates that the IGBT module is turned on, S off Indicates that the IGBT module is turned off, S k-1 Indicates the state of the IGBT module during the (k-1)th control, I k Indicates the actual current value of the switched reluctance motor during the kth control.

[0105] Specifically, the premise of formula 1 is that the motor output torque is linearly related to the SRM winding current in the current chopping control mode of the switched reluctance motor, and the formula is limited according to the motor torque curve and the interference that may be encountered in the weak signal transmission on site. Formula 2 is to avoid frequent on-off switching of the switched reluctance motor winding, and a buffer zone of plus or minus 5% is set. If the difference between the target value and the actual value is within 5%, no switching is performed, and the previous on-off mode is maintained. The on-off switching is performed only when the difference exceeds 5%.

[0106] In the torque control mode, the target current of the switched reluctance motor winding is provided by the ship propulsion handle in the ship's cab. The position of the ship propulsion handle corresponds to the control target current of the SRM, but in the actual process, the signal sent by the handle position is a weak signal, which is easily interfered during the transmission process. At the same time, when the handle position is low, the corresponding motor current is too small, which easily causes the motor to stall. In order to solve the above problems and better control the motor at the same time, after obtaining the position signal of the ship propulsion handle, the target excitation current value of the motor is calculated according to the position signal of the ship propulsion handle, and the target excitation current value of the motor is compared with the actual current value of the current motor to determine the state of the IGBT module, and use the CCC method to control the switching state of the IGBT module to control the excitation current of the IGBT module.

[0107] In addition, when the switched reluctance motor is switched to the speed control mode, the driver can input the target speed through the control panel in the cab. After the control module obtains the target speed input signal and the current speed of the motor, the target speed of the motor is calculated according to the target speed. The target speed is compared with the current speed measured by the motor position sensor to obtain the system deviation of the motor. The target excitation current value I of the motor is calculated according to the system deviation of the motor and the target speed of the motor using the conventional PID formula.e , set the motor's target excitation current value I e The current value is compared with the actual current value of the current motor to determine the state of the IGBT module, and the switching state of the IGBT module is controlled using the CCC method, as shown in Formula 2, to control the excitation current of the IGBT module.

[0108] In the control process of torque control mode and speed control mode, the current gradient limit meets the following requirements:

[0109]

[0110] Among them, Δi e is the current gradient limit, I c is the actual current value of the switched reluctance motor, n is the actual speed of the switched reluctance motor, n e is the rated speed of the switched reluctance motor.

[0111] Specifically, in the above two control adjustments, when the load of the switched reluctance motor suddenly increases, that is, the target excitation current value I of the switched reluctance motor e When the actual current value of the current motor is twice, in order to ensure the smooth navigation of the ship, a temporary target current I is added e ′, temporary target current I e ′Using the actual motor current as the initial value, when the switched reluctance motor reaches the winding commutation moment, use the temporary target current I e 'Complete the control of the motor in this conduction cycle. At the subsequent commutation moment, the temporary target current I e ′According to the current gradient limit Δi e It gradually increases until the actual current of the current motor is equal to the target excitation current value of the motor, thereby ensuring a slow increase in torque at low speed, ensuring the torque response speed at high speed, and avoiding the mechanical shock caused by the motor providing a large torque instantly.

[0112] An embodiment of the present invention further provides a control method for a ship battery power system, and the control method is applied to a control module of a ship battery power system in any embodiment of the present invention. Figure 5 is a flow chart of a control method for a ship battery power system provided by an embodiment of the present invention, with reference to Figure 5 , control methods include:

[0113] S110, obtaining power information of the first battery pack, the second battery pack, the third battery pack, and the fourth battery pack.

[0114] S120. When it is detected that the remaining power of the first battery pack is less than the preset power, the connection between the first battery pack and the first IGBT module is disconnected, the first DC busbar circuit breaker is disconnected, and the second IGBT module is connected to the second battery pack. The second battery pack only supplies power to the second IGBT module.

[0115] S130. When it is detected that the remaining power of the fourth battery pack is less than the preset power, the fourth battery pack is disconnected from the fourth IGBT module, the third DC bus breaker, the third IGBT module and the third battery pack are disconnected, and the third battery pack only supplies power to the third IGBT module.

[0116] Specific, combined Figure 1 During operation, when the power of the first battery group is less than the preset power, the first battery group is controlled to stop supplying power, and the first IGBT module 21 is controlled to be disconnected from the first battery group, the first DC busbar circuit breaker K1 is disconnected, and the control module controls the first daily inverter to start load transfer, so that the power of the first daily inverter gradually drops to zero, and the second busbar circuit breaker K2 is disconnected, so that the second battery group stops supplying power to the first daily inverter, and the second battery group with load dropped to zero is connected to the second IGBT module 22, and the second battery group only supplies power to the second IGBT module 22, and the controller parameter setting of the second IGBT module 22 is consistent with the control parameter setting of the first IGBT module 21, and then the first battery group with fault or insufficient power is disconnected, and the switching of the propulsion power source is completed, ensuring that the battery group that supplies power to the first motor M1 is sufficient, and at the same time meets the power supply requirements of the motor and the daily inverter of the ship, thereby improving the propulsion efficiency of the motor, improving the stability of power supply, and ensuring the normal operation of the ship.

[0117] Similarly, when the third battery pack and the fourth battery pack supply power to the second motor M2, the same switching method is adopted, and the above control switching process is controlled by the control module.

[0118] The embodiment of the present invention provides a control method for a ship battery power system, which can flexibly schedule the energy distribution of motors and daily loads, effectively balance the remaining power between battery groups, flexibly schedule the power supply of motors, and have a high redundancy of the propulsion system, thereby effectively solving the problem of power balance between battery groups. The ship battery power system can also control the connectivity between each battery group and each IGBT module according to power information, ensuring that the battery group powering the motor has sufficient power and simultaneously meeting the power supply requirements of the ship's motor and daily inverter, thereby improving the propulsion efficiency of the motor, improving the stability of the power supply, and ensuring the normal operation of the ship.

[0119] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A ship battery power system, characterized in that: include: A first battery group, a first battery circuit breaker, and a first DC busbar connected in sequence; a second battery group, a second battery circuit breaker, and a second DC busbar connected in sequence; a third battery group, a third battery circuit breaker, and a third DC busbar connected in sequence; a fourth battery group, a fourth battery circuit breaker, and a fourth DC busbar connected in sequence; a first DC busbar circuit breaker connected between the first DC busbar and the second DC busbar, a second DC busbar circuit breaker connected between the second DC busbar and the third DC busbar, and a third DC busbar circuit breaker connected between the third DC busbar and the fourth DC busbar; The first DC busbar is connected to the first DC circuit breaker, the second DC busbar is connected to the second DC circuit breaker, the third DC busbar is connected to the fifth DC circuit breaker, and the fourth DC busbar is connected to the sixth DC circuit breaker; The first DC circuit breaker is connected to the first IGBT module, the first propulsion DC circuit breaker and the first propulsion DC busbar in sequence, the second DC circuit breaker is connected to the second IGBT module, the second propulsion DC circuit breaker and the first propulsion DC busbar in sequence, the fifth DC circuit breaker is connected to the third IGBT module, the fifth propulsion DC circuit breaker and the second propulsion DC busbar in sequence, the sixth DC circuit breaker is connected to the fourth IGBT module, the sixth propulsion DC circuit breaker and the second propulsion DC busbar in sequence, the first propulsion DC busbar is connected to the first motor, the second propulsion DC busbar is connected to the second motor, the second DC busbar is connected to the first daily inverter, and the third DC busbar is connected to the second daily inverter; a control module, respectively connected to the first battery pack, the second battery pack, the third battery pack, the fourth battery pack, the first DC bus breaker, the second DC bus breaker, the third DC bus breaker, the first IGBT module, the second IGBT module, the third IGBT module, the fourth IGBT module, the first motor, and the second motor; The control module is used to obtain the power information of the first battery group, the second battery group, the third battery group, and the fourth battery group, and control the connectivity between the first battery group, the second battery group and the first IGBT module, the second IGBT module according to the power information, and control the connectivity between the third battery group, the fourth battery group and the third IGBT module, the fourth IGBT module.

2. The ship battery power system according to claim 1, characterized in that: Also includes: A first day-use DC circuit breaker, a second day-use DC circuit breaker, a first day-use AC contactor, a second day-use AC contactor, a first isolation transformer, and a second isolation transformer; The second DC busbar is connected to the first daily-use DC circuit breaker, the third DC busbar is connected to the second daily-use DC circuit breaker, the first daily-use DC circuit breaker is connected to the first daily-use inverter, the first daily-use AC contactor and the first isolation transformer in sequence, and the second daily-use DC circuit breaker is connected to the first daily-use inverter, the second daily-use AC contactor and the second isolation transformer in sequence.

3. The ship battery power system according to claim 1, characterized in that: The first battery pack and the first IGBT module are located in the main drive branch of the first motor, the second battery pack and the second IGBT module are located in the backup drive branch of the first motor, the third battery pack and the third IGBT module are located in the backup drive branch of the second motor, and the fourth battery pack and the fourth IGBT module are located in the main drive branch of the second motor; The first battery group supplies power to the main drive branch of the first motor, the second battery group supplies power to the backup drive branch of the first motor and the first daily inverter, the third battery group supplies power to the backup drive branch of the second motor and the second daily inverter, and the fourth battery group supplies power to the main drive branch of the second motor.

4. The ship battery power system according to claim 1, characterized in that: The control module is specifically used for: Acquire power information of the first battery pack, the second battery pack, the third battery pack, and the fourth battery pack; When it is detected that the remaining power of the first battery pack is less than the preset power, the connection between the first battery pack and the first IGBT module is disconnected, the first DC busbar circuit breaker is disconnected, the second IGBT module is connected to the second battery pack, and the second battery pack only supplies power to the second IGBT module; When it is detected that the remaining power of the fourth battery pack is less than the preset power, the connection between the fourth battery pack and the fourth IGBT module is disconnected, the third DC bus circuit breaker is disconnected, the third IGBT module and the third battery pack are connected, and the third battery pack only supplies power to the third IGBT module.

5. The ship battery power system according to claim 4, characterized in that: The control module is also specifically used to control the first battery group to only power the first IGBT module, the second battery group to only power the first daily-use inverter, the third battery group to only power the second daily-use inverter, and the fourth battery group to only power the fourth IGBT module when the remaining power of the first battery group, the second battery group, the third battery group and the fourth battery group is greater than the preset power.

6. The ship battery power system according to claim 1, characterized in that: The first motor and the second motor are switched reluctance motors.

7. The ship battery power system according to claim 6, characterized in that: The switched reluctance motor is provided with a current sensor and a rotor position sensor; The control module is also in communication with the current sensor and the rotor position sensor, the current sensor is used to detect the actual current of the switched reluctance motor and send it to the control module; the rotor position sensor is used to detect the rotor position of the switched reluctance motor and send it to the control module; The control module is used to control the excitation current of the IGBT module currently connected to the switched reluctance motor according to an input instruction, the rotor position of the switched reluctance motor and the actual current of the switched reluctance motor.

8. The ship battery power system according to claim 6, characterized in that: The control mode of the switched reluctance motor includes a torque control mode and a speed control mode; In the torque control mode, a position signal of a ship propulsion handle is obtained, and a target excitation current value of the switched reluctance motor is calculated according to the position signal of the ship propulsion handle; the target excitation current value of the switched reluctance motor is compared with the actual current value of the switched reluctance motor at present, and the state of the IGBT module is determined to control the excitation current of the IGBT module; In the speed control mode, a target speed input signal and a current speed of the switched reluctance motor are obtained, and a target speed of the switched reluctance motor is calculated according to the target speed; The target speed of the switched reluctance motor is compared with the current speed of the switched reluctance motor to obtain a system deviation of the switched reluctance motor, and a target excitation current value of the switched reluctance motor is calculated according to the system deviation of the switched reluctance motor and the target speed of the switched reluctance motor; Comparing the target excitation current value of the switched reluctance motor with the actual current value of the switched reluctance motor, determining the state of the IGBT module, so as to control the excitation current of the IGBT module; During the control process of the torque control mode and the speed control mode, when the target excitation current value of the switched reluctance motor exceeds twice the current actual current value of the switched reluctance motor, the actual current of the switched reluctance motor is increased with current gradient limiting until the current actual current of the switched reluctance motor is equal to the target excitation current value of the switched reluctance motor.

9. The ship battery power system according to claim 8, characterized in that: In the torque control mode, the target excitation current value of the switched reluctance motor satisfies: Among them, I e is the target excitation current value of the switched reluctance motor, I max is the maximum current allowed to pass through the switched reluctance motor, N e is the position signal of the ship propulsion handle, N max The maximum value of the position signal of the ship propulsion handle; In the torque control mode and the speed control mode, the state of the IGBT module satisfies: Among them, S k represents the state of the IGBT module during the kth control, S on Indicates that the IGBT module is turned on, S off Indicates that the IGBT module is turned off, S k-1 represents the state of the IGBT module during the (k-1)th control, I k represents the actual current value of the switched reluctance motor during the kth control; During the control process of the torque control mode and the speed control mode, the current gradient limiting satisfies: Among them, Δi e is the current gradient limit, I c is the actual current value of the switched reluctance motor, n is the actual speed of the switched reluctance motor, n e is the rated speed of the switched reluctance motor.

10. A control method for a ship battery power system, characterized in that: The control method is applied to the control module of the ship battery power system described in claims 1-9, and the control method includes: Acquire power information of the first battery pack, the second battery pack, the third battery pack, and the fourth battery pack; When it is detected that the remaining power of the first battery pack is less than the preset power, the connection between the first battery pack and the first IGBT module is disconnected, the first DC busbar circuit breaker is disconnected, the second IGBT module is connected to the second battery pack, and the second battery pack only supplies power to the second IGBT module; When it is detected that the remaining power of the fourth battery pack is less than the preset power, the connection between the fourth battery pack and the fourth IGBT module is disconnected, the third DC bus circuit breaker is disconnected, and the connection between the third IGBT module and the third battery pack is disconnected, and the third battery pack only supplies power to the third IGBT module.

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