Communication module, communication system and ship

Abstract

The present application relates to a communication module, a communication system and a vessel, in particular a shipborne communication module (1) configured to be able to charge a propulsion electrical energy storage system (10) of a vessel (3) using an ashore combined charging system (CCS) (12), and wherein the vessel (3) comprises an anti-corrosion device (14), the communication module (1) is configured to galvanically isolate a charge control unit (20) of the vessel (3) from a DC electrical energy storage system (16) of the vessel (3), the communication module (1) being further configured to galvanically isolate the charge control unit (20) from low-voltage electrical equipment (18, 22) of the vessel (3).

Description

Technical Field

[0001] The present disclosure generally relates to charging of vessels having electric or hybrid-electric powertrains. In particular aspects, the present disclosure relates to charging such vessels using a Combined Charging System (CCS), and the vessels are also provided with conventional anti-corrosion means. Although the present disclosure may be described with respect to particular vessels, the present disclosure is not limited to any particular vessel. Background Art

[0002] The Combined Charging System (CCS) is a standard for charging electric vehicles, particularly land vehicles. Communication signals are used to control the charging performed using the CCS. The charging interface between the charger and the vehicle to be charged includes multiple communication lines for monitoring and controlling the charging process.

[0003] The communication lines at least include a Control Pilot (CP) line, a Proximity Pilot (PP) line, and a Protective Earth (PE) line. The CP line provides two-way communication between the electric vehicle and the charging system. The PP line is used to prevent movement when the electric vehicle is connected to the Electric Vehicle Supply Equipment (EVSE). The CP line can also check the maximum current that the electric vehicle can draw at any one time. The PE line is grounded on the EVSE side, which also means that the electric land vehicle is grounded. It also serves as a reference line for the CP and PP.

[0004] A basic requirement for starting charging using the CCS is that the PE signal of the EVSE matches the ground signal received from the electronic control unit of the electric vehicle.

[0005] In marine applications, problems arise when the vessel is connected to an onshore charging station. The hull of the vessel is typically metallic and electrically grounded to the water surrounding the vessel. When the vessel is electrically connected to the onshore charging station, a potential difference is generated between the different metals of the hull and the wires of the charging station. The water acts as an electrolyte, generating stray currents, which in turn cause corrosion of the vessel. Therefore, vessels are typically equipped with different types of anti-corrosion means to prevent the stray currents that cause corrosion. The connection between the ground of the charging station and the grounded hull of the vessel can be provided with a current isolator or an isolation transformer. Alternatively, the ground connection of a low-voltage DC energy storage system (such as a 24 V battery) used to power low-voltage electrical equipment (such as the vessel's Electronic Control Unit (ECU)) is separated from the grounded hull.

[0006] Efforts are being made to introduce the CCS standard into marine applications. However, when connecting a vessel to the CCS, the above-mentioned conventional anti-corrosion means will prevent the charging process from starting because the PE signal of the onshore charging station will be different from the ground signal received from the vessel. Summary of the Invention

[0007] According to a first aspect of the present disclosure, an on-board communication module is configured to be able to charge a propulsion electrical energy storage system of a ship using a shore-based Combined Charging System (CCS). The ship includes an anti-corrosion device, and the communication module is configured to electrically isolate the charging control unit of the ship from the DC electrical energy storage system of the ship. The communication module is further configured to electrically isolate the charging control unit from low-voltage electrical equipment of the ship. The first aspect of the present disclosure may seek to provide a ground signal for the charging control unit of the ship that matches the Protective Earth (PE) signal of the shore-based Combined Charging System while blocking leakage current that could cause corrosion. In this way, electric or hybrid electric ships equipped with an anti-corrosion device will be allowed to charge their propulsion electrical energy storage systems using the Combined Charging System (CCS).

[0008] Electrical isolation is the process of preventing the flow of current to block the direct conduction path between components or circuits. "Current" refers to the metallic and electrochemical process in which one metal corrodes another when two metals are in electrical contact and there is an electrolyte present, but electrical isolation means there is no metallic or conduction path between components or circuits.

[0009] "Low voltage" is a relative term and should be interpreted as a voltage of around 24 V, such as 12 V, 24 V, 36 V, 48 V, etc. Such voltages are relatively low compared to the voltage of the propulsion electrical energy storage system of the ship.

[0010] The communication module should be understood as a connector assembly that can be conveniently installed in a conventional electric or hybrid electric ship to electrically isolate the charging control unit of the ship from the DC electrical energy storage system that powers the charging control unit and other low-voltage electrical equipment of the ship. The communication module further electrically isolates the communication signals between the charging control and other low-voltage electrical equipment (such as other control units, monitoring units, etc.).

[0011] The charging control unit can be an electronic control unit (ECU) of the ship and can be arranged to communicate with a shore-based charging station.

[0012] Optionally, in some examples, including in at least one preferred example, the communication module further includes a DC / DC buffer configured to be powered by the DC electrical energy storage system. The DC / DC buffer may further be configured to provide galvanically isolated power to the charge control unit. The communication module further includes at least one transceiver configured to galvanically isolate communication signals between the charge control unit and the low-voltage electrical device. The ground connection of the DC / DC buffer may be connected to the charge control unit and the protective ground connection of the combined charging system connector of the ship. Technical benefits may include allowing the use of a combined charging system (CCS) to charge the propulsion electrical energy storage system of a ship while preventing the generation of corrosive currents.

[0013] The DC / DC buffer may include a transformer device for providing galvanically isolated (electromagnetic induction) power to the charge control unit from a DC electrical energy storage system in the form of one or more 24V batteries.

[0014] Optionally, in some examples, including in at least one preferred example, the at least one transceiver includes at least one of the following: - a relay, - an opto-relay, and - 2x opto-couplers.

[0015] Thus, galvanic isolation of communication signals can be achieved using conventional off-the-shelf components. Signal isolation is achieved through a combination of measures, physical separation and insulating materials, combined with isolation signal transmission methods (magnetic, optical or capacitive). Regardless of the isolation method employed, galvanic isolation prevents the unwanted electrical conduction of current between circuits while still allowing the required signals to pass through the isolation barrier without providing a conductive metal path.

[0016] According to a second aspect of the present disclosure, there is provided an on-board communication system for a combined charging system (CCS) of a ship. The communication system includes: - an on-board combined charging system (CCS) connector including a protective ground (PE) connection for electrically connecting the on-board communication system to the protective ground (PE) connection of a shore combined charging system (CCS) connector; - a charge control unit; - a low-voltage electrical device; - a DC electrical energy storage system for powering the charge control unit; - an anti-corrosion device; and - a communication module as in any of the examples of the first aspect of the present disclosure.

[0017] The charging control unit is communicatively connected to the low-voltage electrical device via at least one transceiver of the communication module, and the DC electrical energy storage system is electrically connected to the DC / DC buffer of the communication module. The DC / DC buffer is further configured to provide galvanically isolated power to the charging control unit.

[0018] The communication system of the Combined Charging System (CCS) is part of a Combined Charging System (CCS) configured to charge the propulsion electrical energy storage system of a ship. The communication system is configured to collect and transmit data regarding the status of the charging process and is configured to enable or disable the charging process based on the collected and transmitted data.

[0019] The on-board Combined Charging System (CCS) connector is configured to physically receive and electrically connect to the connector of the shore charging system.

[0020] The charging control unit is configured to transmit signals and data to the shore charging system and to on-board low-voltage electrical devices (such as control units, monitoring units, etc.).

[0021] The DC electrical energy storage device is configured to supply power to the low-voltage electrical devices of the ship. The DC electrical energy storage device may include one or more batteries, such as one or more 24 V batteries.

[0022] The anti-corrosion device is a conventional anti-corrosion device as illustrated elsewhere in the present disclosure.

[0023] Optionally, in some examples, including in at least one preferred example, the anti-corrosion device includes a current isolator that is electrically connected to the protective earth (PE) connection of the on-board Combined Charging System (CCS) connector. The current isolator is further configured to be electrically connected to a ground connection at the hull of the ship.

[0024] Optionally, in some examples, including in at least one preferred example, the current isolator is an opto-isolator or a signal transformer. Technical benefits may include preventing the generation of stray currents that cause corrosion.

[0025] Optionally, in some examples, including in at least one preferred example, the anti-corrosion device includes a connection between the ground of the DC electrical energy storage system and the DC / DC buffer of the communication module. Technical benefits may include galvanically isolating the ground of the DC electrical energy storage system from the hull current while enabling the connection of the protective earth (PE) connection of the on-board connector to the ground of the charging control unit and the DC / DC buffer.

[0026] According to a third aspect of the present disclosure, a ship is provided, which includes an on-board communication system as in any of the examples of the second aspect of the present disclosure. The third aspect of the present disclosure may seek to provide a ship that can use a Combined Charging System (CCS) to charge its propulsion electrical energy storage system. The ship may be equipped with a conventional anti-corrosion device.

[0027] The disclosed aspects, examples (including any preferred examples) and / or the appended claims may be appropriately combined with each other, which is obvious to any ordinary person skilled in the art. Additional features and advantages are disclosed in the detailed description, claims and drawings, and will be partly obvious to those skilled in the art or recognized by practicing the present disclosure as described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The examples will be described in more detail below with reference to the drawings.

[0029] Figure 1 is an exemplary ship including an on-board communication system for a Combined Charging System (CCS).

[0030] Figure 2 is an exemplary prior art ship including a conventional anti-corrosion device, which is connected to a Combined Charging System (CCS).

[0031] Figure 3 is another exemplary prior art ship including a conventional anti-corrosion device, which is connected to a Combined Charging System (CCS).

[0032] Figure 4 is an exemplary on-board communication system for a Combined Charging System (CCS), which includes a communication module according to the example. DETAILED DESCRIPTION

[0033] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the present disclosure.

[0034] The object of the present disclosure is to provide a communication module and a communication system including the communication module, such that a ship including a conventional anti-corrosion arrangement can use a Combined Charging System (CCS) to charge the propulsion or hybrid electrical energy storage system of the ship without modifying the existing anti-corrosion device of the ship.

[0035] Figure 1 Illustrates an exemplary ship 3 according to the third aspect of the present disclosure. The ship 3 includes an on-board communication system 2 according to the second aspect of the present disclosure. The communication system 2 includes a communication module 1 according to the first aspect of the present disclosure. The ship 3 further includes an anti-corrosion device 14 to prevent the generation of stray current when the ship is electrically connected to shore power.Figure 1 Shows the shore power as the shore Combined Charging System (CCS) 12. The electrical connection is achieved through the physical and electrical connection between the on-board Combined Charging System connector 30 and the shore Combined Charging System connector 32.

[0036] The connectors 30, 32 of the Combined Charging System (CCS) include communication lines, such as the Control Pilot (CP) line, Proximity Pilot (PP) line, and Protective Earth (PE) line, for communication between the charging control unit 20 of the ship 3 and the shore Combined Charging System. The connectors 30, 32 also include pins for charging the propulsion electrical energy storage system 10 of the propulsion system 200 of the ship 3.

[0037] Figure 2 Shows the appearance of the imaginary communication system 2' for the Combined Charging System (CCS) in the prior art ship 3' equipped with the current isolator 14a as an anti-corrosion device. This figure is "imaginary" because such a prior art ship 3' will not be equipped with the on-board connector 30 connected thereto, because charging cannot start due to the installed anti-corrosion protection device 14.

[0038] The on-board connector 30 is shown electrically connected to the propulsion system 200 and arranged to charge the propulsion electrical energy storage system 10. The Control Pilot (CP) line, Proximity Pilot (PP) line, and Protective Earth (PE) line of the on-board connector 30 are connected to the charging control unit 20. The charging control unit 20 is powered by a DC electrical energy storage system (such as a 24 V battery) and is further communicatively connected to the low-voltage electrical equipment 18, 22, which can be exemplified by the propulsion control unit 22 and / or the traction voltage monitoring unit 18.

[0039] It can be seen that the Protective Earth (PE) line is further connected to the ground connection 34 of the hull of the ship 3' via the anti-corrosion device 14 (exemplified by the current isolator 14a). The ground connection of the DC electrical energy storage system 16 for powering the low-voltage power-consuming equipment 18, 20, 22 (such as the charging control unit 20) is directly connected to the ground connection 34 of the hull. Therefore, the potential obtained by the Protective Earth (PE) line from the Combined Charging System (CCS) will not be zero, while the potential of the ground of the DC electrical energy storage system 16 will be zero. Therefore, charging cannot start because the potential of the Protective Earth (PE) is different from the ground connection of the DC electrical energy storage system 16.

[0040] Figure 3 Shows another prior art ship 3'' equipped with the anti-corrosion device 14, where the ground of the DC electrical energy storage system 16 is separated from the ground connection 34 of the hull of the ship 3''.

[0041] In the same way as Figure 2In a similar manner to the example, the protective earth (PE) wire connected to the earth connection 34 of the hull will have zero potential, while the earth connection of the DC electrical energy storage system 16 is connected to the charging control unit 20 and will have a different potential. Therefore, charging will not start.

[0042] Figure 4 An exemplary on-board communication system 2 according to an example of the present disclosure is shown. The on-board communication system 2 is configured for a combined charging system (CCS). The on-board communication system 2 includes a communication module 1 according to an example of the present disclosure.

[0043] The communication module 1 is included in the on-board communication system 2 of the combined charging system (CCS) of the ship 3. The communication system 2 includes: - An on-board combined charging system (CCS) connector 30, which includes a protective earth (PE) connection for electrically connecting the on-board communication system 2 to the protective earth (PE) connection of the shore combined charging system (CCS) connector 32; - A charging control unit 20; - Low-voltage electrical equipment 18, 22; - A DC electrical energy storage system 16, which is used to (indirectly) supply power to the charging control unit 20; - An anti-corrosion protection device 14; - The communication module 1 as described below.

[0044] The charging control unit 20 is communicatively connected to the low-voltage electrical equipment 18, 22 via at least one transceiver 26 of the communication module 1, and the DC electrical energy storage system 16 is electrically connected to the DC / DC buffer 24 of the communication module 1. The DC / DC buffer 24 is further configured to provide galvanically isolated power to the charging control unit 20.

[0045] The on-board communication module 1 is configured to be able to charge the propulsion electrical energy storage system 10 of the ship 3 using a shore combined charging system (CCS). The ship 3 includes an anti-corrosion device 14, and the communication module 1 is configured to galvanically isolate the charging control unit 20 of the ship 3 from the DC electrical energy storage system 16 of the ship. The communication module 1 is further configured to galvanically isolate the charging control unit 20 from the low-voltage electrical equipment (18, 22) of the ship 3.

[0046] The anti-corrosion device 14 can be a conventional anti-corrosion device as illustrated elsewhere in this disclosure. The anti-corrosion device 14 can include a current isolator 14a that is electrically connected to the protective earth (PE) connection of the on-board combined charging system (CCS) connector 30. The current isolator 14a is further configured to be electrically connected to a ground connection 34 at the hull of the ship 3. The current isolator 14a can be an opto-isolator or a signal transformer, etc.

[0047] The anti-corrosion device 14 can include a connection between the ground of the DC electrical energy storage system 16 and the DC / DC buffer 24 of the communication module 1, thereby isolating the ground of the DC electrical energy storage system 16 from the hull current while enabling the protective earth (PE) connection of the on-board connector 30 to be connected to the grounds of the charging control unit 20 and the DC / DC buffer 24.

[0048] The ground signal of the charging control unit 20 of the ship 3 is configured to match the protective earth (PE) signal obtained from the on-board connector 30 of the combined charging system (CCS), while blocking stray currents that may cause corrosion. In this way, an electric or hybrid electric ship 3 equipped with the conventional anti-corrosion device 14 will be able to use the combined charging system (CCS) to charge the propulsion electrical energy storage system 10 of the ship 3.

[0049] As described above, current isolation is the process of preventing current flow to block the direct conduction path between components or circuits. "Current" refers to the metal and electrochemical process in which when two metals are in electrical contact and there is an electrolyte, one metal will corrode the other metal, but current isolation means that there is no metal or conduction path between components or circuits.

[0050] The communication module 1 can be a connector assembly that can be mounted on a frame and encapsulated in a box, and can thus be conveniently installed in an electric or hybrid electric ship 3 to isolate the charging control unit 20 of the ship 3 from the DC electrical energy storage system 16, which supplies power to the charging control unit and other low-voltage electrical equipment 18, 22 of the ship 3. The communication module 1 further provides current isolation for the communication signals between the charging control unit 20 and other low-voltage electrical equipment 18, 22 (such as other control units 22, monitoring units 18, etc.).

[0051] The charging control unit 20 can be an electronic control unit (ECU) of the ship 3 and can be arranged to communicate with Figure 1 the on-shore combined charging system 12 as shown.

[0052] The communication module 1 may further include a DC / DC buffer 24, which is configured to be powered by a DC electrical energy storage system. The DC / DC buffer may be further configured to provide galvanically isolated power to the charging control unit. The communication module further includes at least one transceiver 26, which is configured to galvanically isolate communication signals between the charging control unit 20 and the low-voltage electrical devices 18, 22. The ground connection of the DC / DC buffer 24 may be connected to the protective earth (PE) connection of the charging control unit 20 and the combined charging system connector 30 of the ship 3. Thereby, it is possible to charge the propulsion electrical energy storage system 10 of the ship 3 using a combined charging system (CCS), while preventing the generation of corrosive currents. Since the protective earth (PE) signal is equal to the ground signal of the DC electrical energy storage system 16, the charging process is achieved, and the ground signal of the DC electrical energy storage system is presented to the combined charging system (CCS) as the ground signal of the DC / DC buffer 24.

[0053] The DC / DC buffer 24 may include, for example, a transformer device for providing galvanically isolated (such as electromagnetic induction) power to the charging control unit 20 from the DC electrical energy storage system 16, which may be exemplified by one or more 24 V batteries.

[0054] The at least one transceiver 26 may be exemplified by at least one of a relay, an opto-relay, and a 2x opto-coupler, etc. Thereby, galvanic isolation of communication signals can be achieved using conventional off-the-shelf components. Generally, signal isolation is achieved by a combination of measures, namely, physical separation and insulating materials, combined with an isolated signal transmission method (magnetic, optical, or capacitive). Regardless of the isolation method employed, galvanic isolation can prevent the unwanted electrical conduction of current between components or circuits, while still allowing the required signals to pass through the isolation barrier without providing a conductive metal path.

[0055] The communication system 2 of the combined charging system (CCS) is part of an on-board combined charging system (CCS) configured to charge the propulsion electrical energy storage system 10 of the ship 3. The communication system 2 is configured to collect and transmit data regarding the status of the charging process and / or regarding the status of the entire ship 3 (including the status of sub-components such as the low-voltage electrical devices 18, 22 and the propulsion electrical energy storage system 10) via the charging control unit 20. The communication system 2 is further configured to enable or disable the charging process based on the collected and transmitted data.

[0056] The on-board combined charging system connector 30 is configured to physically receive and electrically connect to the connector 32 of the shore combined charging system.

[0057] The charging control unit 20 is configured to transmit signals and data to and from the onshore combined charging system 12 and the onboard low-voltage electrical devices 18, 22 (such as control units, monitoring units, etc.).

[0058] The DC electrical energy storage system 16 is configured to supply power to the low-voltage electrical devices 18, 22 of the ship 3. The DC electrical energy storage system 3 may include one or more batteries, such as one or more 24 V batteries.

[0059] The terms used herein are for the purpose of describing particular aspects only and are not intended to limit the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms "a" and "the" are intended to include the plural forms as well. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It should also be understood that the terms comprises / comprising / includes and / or including when used herein specify the presence of stated features, integers, acts, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, acts, steps, operations, elements, components, and / or groups thereof.

[0060] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0061] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that these terms, as well as those discussed above, are intended to cover different device orientations in addition to the orientation depicted in the figures. It will be understood that when an element is referred to as "connected" or "coupled" to another element, the element may be directly connected or directly coupled to the other element, or there may be intervening elements. In contrast, when an element is referred to as "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0062] Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It should also be understood that unless clearly defined herein, the terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0063] It should be understood that the present disclosure is not limited to the aspects described above and shown in the drawings; rather, those skilled in the art will recognize that many changes and modifications can be made within the scope of the present disclosure and the appended claims. In the drawings and the specification, the aspects have been disclosed for illustrative purposes only and not for purposes of limitation, and the scope of the disclosure is set forth in the appended claims.

Claims

1. A shipboard communication module (1) configured to be able to charge a propulsion power storage system (10) of a ship (3) using a shore combined charging system (CCS) (12), and wherein the ship (3) includes an anti-corrosion device (14), the communication module (1) being configured to galvanically isolate a charging control unit (20) of the ship (3) from a DC power storage system (16) of the ship (3), and the communication module (1) being further configured to galvanically isolate the charging control unit (20) from low-voltage electrical equipment (18, 22) of the ship (3).

2. The shipborne communication module (1) according to claim 1, further comprising: - a DC / DC buffer (24) configured to be powered by the DC power storage system (16), the DC / DC buffer (24) further configured to provide galvanically isolated power to the charging control unit (20), - at least one transceiver (26), the at least one transceiver being configured to galvanically isolate communication signals between the charging control unit (20) and the low-voltage electrical device (18, 22), and The ground connection of the DC / DC buffer (24) is connectable to the protective earth (PE) connection (28) of the charging control unit (20) and the combined charging system (CCS) connector (30) of the vessel (3).

3. The shipboard communication module (1) according to claim 2, wherein the at least one transceiver (26) is configured to relay communication signals comprising at least one of the following: - Controller Area Network (CAN) signals, - Hazardous voltage interlock circuit (HVIL OK) signal, - Key switch ignition ON signal, and - Any hardwired 8 V to 32 V communications signal.

4. The shipboard communication module (1) according to any one of claims 2 or 3, wherein the at least one transceiver (26) comprises at least one of the following: - Relays, - optoelectronic repeaters, and - 2x optocouplers (can replace opto-repeaters).

5. A shipboard communication system (2) for a combined charging system (CCS) of a ship, the communication system (2) comprising: - an onboard combined charging system (CCS) connector (30), the CCS connector comprising a protective earth (PE) connection for electrically connecting the onboard communication system (2) to a protective earth (PE) connection of a shore-based combined charging system (CCS) connector (32); - a charging control unit (20); - Low voltage electrical equipment (18, 22); - a DC power storage system (16), the DC power storage system being used to supply power to the charging control unit (20); - anti-corrosion device (14); and - A communication module (1) according to any one of claims 1 to 4; and The charging control unit (20) and the low-voltage electrical equipment (18, 22) are communicatively connected to each other via the at least one transceiver (26) of the communication module (1), and the DC power storage system (16) is electrically connected to the DC / DC buffer (24) of the communication module (1), and the DC / DC buffer (24) is further configured to provide galvanically isolated power to the charging control unit (20).

6. The shipboard communication system (2) according to claim 5, wherein the low-voltage electrical equipment (18, 22) comprises at least one of the following: - a control unit (22), and - Monitoring unit (18).

7. The shipboard communication system (2) according to any one of claims 5 to 6, wherein the corrosion protection device (14) includes a galvanic isolator (14a), which is electrically connected to the protective earth (PE) connection of the shipboard combined charging system (CCS) connector (30), and the galvanic isolator (14a) is further configured to be electrically connected to a ground connection (34) at the hull of the vessel (3).

8. The shipboard communication system (2) according to claim 7, wherein the galvanic isolator (14a) is a photoelectric isolator or a signal transformer.

9. The shipboard communication system (2) according to claim 5, wherein the anti-corrosion device (14) comprises a connection of the ground of the DC power storage system (16) and the DC / DC buffer (24) of the communication module (1).

10. A ship (3) comprising the shipboard communication system (2) according to any one of claims 5 to 9.

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