Marine double-bus redundant direct-current power distribution system

Abstract

The invention belongs to the technical field of ship power distribution, and particularly discloses a double-bus redundant direct-current power distribution system for a ship. Comprising a first direct-current busbar left, a first direct-current busbar right, a second direct-current busbar left, a second direct-current busbar right, a first circuit breaker, a second circuit breaker, a lithium battery pack, a first propulsion inverter cabinet, a first daily inverter cabinet, a second propulsion inverter cabinet, a second daily inverter cabinet, a direct-current voltage stabilizer and a system charging socket box. According to the invention, through setting the first direct-current busbar left, the first direct-current busbar right, the second direct-current busbar left, the second direct-current busbar right and the switching relation thereof, and adopting an operation mode that one group of busbars works and the other group of busbars is standby, flexible and balanced distribution of a power supply and a load is realized, and all loops can work without power failure; once any busbar or branch has a fault, the standby busbar is immediately started so as to start the standby loop, so that no power loss and no power reduction of the whole ship are ensured, and all equipment and components of the whole system are subjected to redundancy design so as to ensure that the power distribution system always supplies power normally.

Description

Technical Field

[0001] The present invention relates to the technical field of ship power distribution, and particularly to a marine dual-bus redundant DC power distribution system. Background Art

[0002] Current marine DC power distribution systems have problems such as inflexible operation modes and poor reliability. Specifically, it is difficult to achieve the balanced distribution of power sources and loads on two sets of busbars, and it is impossible to flexibly use various operation modes of opening or closing the bus-tie disconnector, and it cannot ensure that all circuits work without power interruption. When a fault occurs in the busbar or branch circuit, it is impossible to ensure that the entire ship does not lose power and does not reduce power, and there are deficiencies in the redundant design of equipment and components. Summary of the Invention

[0003] The purpose of the present invention is to solve the technical problems existing in the background art. For this reason, a marine dual-bus redundant DC power distribution system is provided.

[0004] In order to achieve the above purpose, the technical solutions adopted by the present invention are as follows:

[0005] A marine dual-bus redundant DC power distribution system includes a left DC busbar one, a right DC busbar one, a left DC busbar two, and a right DC busbar two;

[0006] The left DC busbar one and the right DC busbar one are electrically connected through a circuit breaker one;

[0007] The left DC busbar two and the right DC busbar two are electrically connected through a circuit breaker two;

[0008] The left DC busbar one and the left DC busbar two are commonly connected to N lithium battery packs through a changeover switch, where N≥4;

[0009] The right DC busbar one and the right DC busbar two are commonly connected to M lithium battery packs through a changeover switch, where M≥4;

[0010] The left DC busbar one and the left DC busbar two are commonly connected to a propulsion inverter cabinet one and a daily-use inverter cabinet one through a changeover switch;

[0011] The right DC busbar one and the right DC busbar two are commonly connected to a propulsion inverter cabinet two and a daily-use inverter cabinet two through a changeover switch.

[0012] The following is a further limited technical solution of the present invention. The propulsion inverter cabinet one is electrically connected to a propulsion motor one.

[0013] The following is a further limited technical solution of the present invention. The propulsion inverter cabinet two is electrically connected to a propulsion motor two.

[0014] The following are the further defined technical solutions of the present invention. The daily use inverter cabinet is electrically connected to the isolation transformer I, and the isolation transformer I is electrically connected to the AC busbar I through a switch.

[0015] The following are the further defined technical solutions of the present invention. The daily use inverter cabinet II is electrically connected to the isolation transformer II, and the isolation transformer II is electrically connected to the AC busbar II through a switch.

[0016] The following are the further defined technical solutions of the present invention. The AC busbar II and the AC busbar I are electrically connected through a switch.

[0017] The following are the further defined technical solutions of the present invention. The DC busbar left I and the DC busbar left II are electrically connected through the switch QS1, and the DC busbar right I and the DC busbar right II are electrically connected through the switch QS2.

[0018] The following are the further defined technical solutions of the present invention. The DC busbar left I and the DC busbar left II are jointly connected to N lithium battery packs through a changeover switch and a DC voltage stabilizer; the DC busbar right I and the DC busbar right II are jointly connected to M lithium battery packs through a changeover switch and a DC voltage stabilizer.

[0019] The following are the further defined technical solutions of the present invention. The charging input port of the lithium battery pack is electrically connected to the system charging socket box. The system charging socket box is electrically connected to the barge charging socket box through a cable. The barge charging socket box is electrically connected to the charging pile, and the charging pile is connected to the 10kV mains.

[0020] The following are the further defined technical solutions of the present invention. The cable between the system charging socket box and the barge charging socket box is collected through a cable winch.

[0021] Compared with the prior art, the present invention has the following technical effects:

[0022] By setting the DC busbar left I, DC busbar right I, DC busbar left II, DC busbar right II and their switching relationships, the present invention adopts an operation mode in which one set of busbars (i.e., bus lines) works and the other set of busbars is in standby, realizing flexible and balanced distribution of power supply and load, and all circuits can work without power interruption; once any busbar or branch fails, the standby busbar is immediately enabled to enable the standby circuit, ensuring that the entire ship does not lose power and does not reduce power, and redundant design is carried out for all equipment and components of the entire system to ensure that the power distribution system always supplies power normally.

[0023] The present invention will be further described below in conjunction with the drawings and embodiments. Description of the Drawings

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required in the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0025] Figure 1 It is the connection diagram of the first operating condition mode when the system of the present invention operates normally;

[0026] Figure 2 It is the connection diagram of the second operating condition mode when the system of the present invention operates normally;

[0027] Figure 3 It is the connection diagram of the first operating condition mode when a busbar fault occurs in the system of the present invention;

[0028] Figure 4 It is the connection diagram of the second operating condition mode when a busbar fault occurs in the system of the present invention.

[0029] Reference numerals: 1, the first left DC busbar; 2, the first right DC busbar; 3, the second left DC busbar; 4, the second right DC busbar; 5, the first circuit breaker; 6, the second circuit breaker; 7, the lithium battery pack; 8, the first propulsion inverter cabinet; 9, the first daily use inverter cabinet; 10, the second propulsion inverter cabinet; 11, the second daily use inverter cabinet; 12, the first propulsion motor; 13, the second propulsion motor; 14, the first isolation transformer; 15, the first AC busbar; 16, the second isolation transformer; 17, the second AC busbar; 18, the DC voltage regulator; 19, the system charging socket box; 20, the cable; 21, the barge charging socket box; 22, the charging pile; 23, the cable winch. Detailed implementation manners

[0030] To make the above objects, features, and advantages of the present invention more obvious and understandable, the following will make a detailed description of the specific implementation manners of the present invention with reference to the drawings. Many specific details are set forth in the following description to fully understand the present invention. However, the present invention can be implemented in many other ways different from those described herein. Those skilled in the art can make similar improvements without departing from the connotation of the present invention. Therefore, the present invention is not limited by the specific embodiments disclosed below.

[0031] In the description of the present invention, it should be understood that the terms "one" and "two" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "one" and "two" may explicitly or implicitly include at least one of such features. In the description of the present invention, "a plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0032] This embodiment provides a control system for a marine dual-bus redundant DC power distribution system, including a dual-bus redundant DC power distribution system, a redundant PLC controller, an analog input module, an analog output module, a digital input module, a digital output module, an Ethernet communication interface module, a CAN communication interface module, etc. The redundant PLC controller performs comprehensive control. This system adopts a redundant architecture, and its main feature is that it has two seamless switching buses (i.e., busbars), communicates with each device through Ethernet, and respectively collects the operation information and status information of the lithium battery pack 7, the propulsion inverter device, the daily-use inverter device, the DC busbar, etc., including analog quantities such as the voltage and current of each device and digital quantities such as the switch status. Using advanced calculation and analysis methods, the analysis data results are interacted to each device through Ethernet to complete data communication and control.

[0033] As Figures 1-4 shown, a marine dual-bus redundant DC power distribution system specifically includes the following parts: DC busbar left one 1 (1000V, 1A), DC busbar right one 2 (1000V, 1A), DC busbar left two 3 (1000V, 2A, as a backup), DC busbar right two 4 (1000V, 2A, as a backup), circuit breaker one 5, circuit breaker two 6, 8 lithium battery packs 7 (677.376 kWh), propulsion inverter cabinet one 8 (600 kW), daily-use inverter cabinet one 9 (250 kW), propulsion inverter cabinet two 10 (600 kW), daily-use inverter cabinet two 11 (250 kW, as a backup), DC voltage stabilizer 18 (380 kW), and system charging socket box 19.

[0034] Lithium battery pack 7 system: As Figure 1 shown, 8 lithium battery packs 7 are arranged from left to right. During normal operation, the 1st to 6th lithium battery packs 7 from left to right are responsible for power supply, and the 7th and 8th lithium battery packs 7 are used as backups.

[0035] Propulsion inverter system: Equipped with 2 propulsion inverter cabinets. Under normal circumstances, the 2 propulsion inverters work normally and can be switched to backup according to requirements.

[0036] Daily-use inverter system: Equipped with 2 daily-use inverter cabinets. As Figure 1 shown, in the direction from left to right, the 1st daily-use inverter cabinet operates normally, and the 2nd daily-use inverter cabinet is in a standby state.

[0037] DC busbar system: Divided into two groups of busbars (DC busbar one and DC busbar two), and can achieve multiple operating modes.

[0038] There is an electrical connection between the leftmost one 1 of the DC busbar and the rightmost one 2 of the DC busbar through the first circuit breaker 5; there is an electrical connection between the second left 3 of the DC busbar and the second right 4 of the DC busbar through the second circuit breaker 6. There is an electrical connection between the leftmost one 1 of the DC busbar and the second left 3 of the DC busbar through the switch QS1, and there is an electrical connection between the rightmost one 2 of the DC busbar and the second right 4 of the DC busbar through the switch QS2.

[0039] The leftmost one 1 of the DC busbar and the second left 3 of the DC busbar are commonly connected to the propulsion inverter cabinet 1 8 and the daily use inverter cabinet 1 9 through a changeover switch; the rightmost one 2 of the DC busbar and the second right 4 of the DC busbar are commonly connected to the propulsion inverter cabinet 2 10 and the daily use inverter cabinet 2 11 through a changeover switch. The propulsion inverter cabinet 1 8 is electrically connected to the propulsion motor 1 12 (500 kW); the propulsion inverter cabinet 2 10 is electrically connected to the propulsion motor 2 13 (500 kW). The daily use inverter cabinet 1 9 is electrically connected to the isolation transformer 1 14 (300 kVA 400V / 400V), the isolation transformer 1 14 is electrically connected to the AC busbar 1 15 (400V) through a switch, and the AC busbar 1 15 is electrically connected to the daily use load through the daily use transformer 1 (25 kVA 400V / 230V); the daily use inverter cabinet 2 11 is electrically connected to the isolation transformer 2 16 (300 kVA 400V / 400V), the isolation transformer 2 16 is electrically connected to the AC busbar 2 17 (400V) through a switch, and the AC busbar 2 17 is electrically connected to the daily use load through the daily use transformer 2 (25 kVA 400V / 230V); there is an electrical connection between the AC busbar 2 17 and the AC busbar 1 15 through a switch.

[0040] The leftmost one 1 of the DC busbar and the second left 3 of the DC busbar are commonly connected to 4 lithium battery packs 7 through a changeover switch and a DC voltage stabilizer 18; the rightmost one 2 of the DC busbar and the second right 4 of the DC busbar are commonly connected to 4 lithium battery packs 7 through a changeover switch and a DC voltage stabilizer 18. The charging input ports of the 8 lithium battery packs 7 are electrically connected to the system charging socket box 19, the system charging socket box 19 is electrically connected to the barge charging socket box 21 through a cable 20, the barge charging socket box 21 is electrically connected to the charging pile 22, and the charging pile 22 is connected to the 10 kV mains; the cable 20 between the system charging socket box 19 and the barge charging socket box 21 is collected through a cable winch 23.

[0041] Under normal operation conditions, select the leftmost one 1 of the DC busbar and the rightmost one 2 of the DC busbar for operation according to the load conditions, such as Figure 1 and 2 shown:

[0042] Mode 1, as Figure 1 shown: The solid-state circuit breaker 1 5 between the leftmost one 1 of the DC busbar and the rightmost one 2 of the DC busbar is disconnected, and the loads on both sides obtain power from these two sections of busbars, namely the leftmost one 1 of the DC busbar and the rightmost one 2 of the DC busbar respectively.

[0043] Mode 2, asFigure 2 As shown: The solid-state circuit breaker 5 between the leftmost DC busbar 1 and the rightmost DC busbar 2 is switched on to form a DC network, and the left and right side loads draw power from the DC network.

[0044] In the case of a busbar fault, taking the leftmost DC busbar 1 as an example, the leftmost DC busbar 1 is switched to the second left DC busbar 3 through a changeover switch for operation, as Figure 3 and 4 shown:

[0045] Mode 1, as Figure 3 shown: The solid-state circuit breaker 6 between the second left DC busbar 3 and the second right DC busbar 4 is switched off, and the left and right side loads respectively obtain power from the two busbars of the second left DC busbar 3 and the rightmost DC busbar 2.

[0046] Mode 2, as Figure 4 shown: The rightmost DC busbar 2 is switched to the second right DC busbar 4 through a changeover switch for operation, the solid-state circuit breaker 6 between the second left DC busbar 3 and the second right DC busbar 4 is switched on to form a DC network, and the left and right side loads draw power from the DC network.

[0047] In summary, the functions and characteristics of the dual-busbar redundant DC power distribution system:

[0048] Flexible operation mode: It can achieve the balanced distribution of power sources and loads on two groups of busbars, and can adopt the operation mode of one group of busbars working and the other group of busbars in standby. The bus coupler disconnector can be flexibly operated for opening or closing, and all circuits can work without power interruption.

[0049] High reliability: Once any busbar or branch fails, the standby busbar is immediately activated to ensure that the entire ship does not lose power and does not reduce power. Redundant design is carried out for all equipment and components, covering lithium batteries, inverters, busbars, fuses, disconnectors, branch copper bars, etc.

[0050] Dual seamless switching: It has a unique design for dual seamless switching of busbars, and will not cause any interruption or interference to the system during the busbar switching process, ensuring the continuous and stable operation of the system.

[0051] Communication protocol: Fiber optic connection (using internal private protocol) is adopted between two PLC main controllers to achieve redundant configuration of the main controllers; Modbus-TCP (RJ45) communication protocol is adopted between the main controller and the DC busbar controller; CAN communication protocol is adopted between the main controller and the lithium battery pack 7 controller; specific communication protocols are adopted between the main controller and the propulsion inverter equipment controller; specific communication protocols are adopted between the main controller and the daily use inverter equipment controller; the private protocol of B&R is adopted between the main controller and the HMI human-machine interface panel, and the OPC UA protocol for third-party equipment.

[0052] System control function:

[0053] (1) Self-check function;

[0054] (2) Starting and power failure recovery function;

[0055] (3) Operating mode selection;

[0056] (4) Busbar switching control;

[0057] (5) Operating switching of lithium battery pack 7;

[0058] (6) Fault monitoring and handling;

[0059] (7) Power limit function;

[0060] (8) Heavy load inquiry function;

[0061] (9) Step-by-step unloading function (priority tripping function);

[0062] (10) Monitoring alarm system interface function;

[0063] (11) Human-machine interface monitoring function, etc.

[0064] The system is equipped with three operation modes: "automatic mode", "semi-automatic mode" and "manual mode", and the operation mode of the system can be switched and controlled according to the load conditions to achieve a relatively economical and reasonable operation mode. Among them, "semi-automatic mode" and "manual mode" require professional operators to operate.

[0065] The system is equipped with a human-machine operation interface, which uses a touch screen for display and operation, and can display the operation status of the power system. The system reserves a certain number of spare signal input and output interfaces for future expansion and upgrading or replacing the control program.

[0066] The operation mode switching control strategy is as follows:

[0067] (1) During normal operation, different operation modes of DC busbar 1 (DC busbar left 1 and DC busbar right 2) are selected according to the load conditions.

[0068] (2) When DC busbar left 1 fails, switch to DC busbar left 2 3 or DC busbar right 2 4, and select different operation modes of DC busbar 2 (DC busbar left 2 3 and DC busbar right 2 4) according to the load conditions.

[0069] (3) When lithium battery pack 7 fails, automatically switch to the standby lithium battery pack 7 or adjust the operation mode.

[0070] (4) When manually switching to the standby power supply mode, other modes are invalid.

[0071] The above are only the preferred embodiments of the present invention, and do not impose any form of limitation on the present invention. Any person skilled in the art can, without departing from the scope of the technical solution of the present invention, make many possible changes and modifications to the technical solution of the present invention by using the methods and technical contents disclosed above, or modify it into equivalent embodiments with equivalent changes. Therefore, all equivalent changes made according to the shape, structure and principle of the present invention without departing from the content of the technical solution of the present invention shall be covered by the protection scope of the present invention.

Claims

1. A marine dual-bus redundant DC power distribution system, characterized in that: Including DC busbar left one, DC busbar right one, DC busbar left two and DC busbar right two; The left first DC busbar and the right first DC busbar are electrically connected via a circuit breaker 1; The second left DC busbar and the second right DC busbar are electrically connected via a second circuit breaker; The first left DC busbar and the second left DC busbar are connected to N lithium battery packs via a switch, where N≥4; The first right DC busbar and the second right DC busbar are connected to M lithium battery packs through a switch, where M≥4; The left first DC busbar and the left second DC busbar are connected to the propulsion inverter cabinet 1 and the daily inverter cabinet 1 through a switching switch; The first right DC busbar and the second right DC busbar are connected to the second propulsion inverter cabinet and the second daily inverter cabinet through a switching switch.

2. A marine dual-bus redundant DC power distribution system as claimed in claim 1, characterized in that: The propulsion inverter cabinet 1 is electrically connected to the propulsion motor 1.

3. A marine dual-bus redundant DC power distribution system as claimed in claim 1, characterized in that: The second propulsion inverter cabinet is electrically connected to the second propulsion motor.

4. A marine dual-bus redundant DC power distribution system as claimed in claim 1, characterized in that: The daily inverter cabinet 1 is electrically connected to the isolation transformer 1, and the isolation transformer 1 is electrically connected to the AC bus 1 through a switch.

5. A marine dual-bus redundant DC power distribution system as claimed in claim 4, characterized in that: The second daily inverter cabinet is electrically connected to the second isolation transformer, and the second isolation transformer is electrically connected to the second AC bus through a switch.

6. A marine dual-bus redundant DC power distribution system as claimed in claim 5, characterized in that: The AC bus bar 2 and the AC bus bar 1 are electrically connected via a switch.

7. A marine dual-bus redundant DC power distribution system as claimed in claim 1, characterized in that: The first left DC busbar and the second left DC busbar are electrically connected via a switch QS1 , and the first right DC busbar and the second right DC busbar are electrically connected via a switch QS2 .

8. A marine dual-bus redundant DC power distribution system as claimed in claim 1, characterized in that: The first left DC busbar and the second left DC busbar are connected to N lithium battery packs through a switching switch and a DC voltage regulator; the first right DC busbar and the second right DC busbar are connected to M lithium battery packs through a switching switch and a DC voltage regulator.

9. A marine dual-bus redundant DC power distribution system as claimed in claim 1, characterized in that: The charging input port of the lithium battery pack is electrically connected to the system charging socket box, the system charging socket box is electrically connected to the pontoon charging socket box through a cable, the pontoon charging socket box is electrically connected to the charging pile, and the charging pile is connected to 10kV mains electricity.

10. A marine dual-bus redundant DC power distribution system as claimed in claim 9, characterized in that: The cables between the system charging socket box and the pontoon charging socket box are collected by a cable winch.

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