Rail charging system for freight ship in inland waterway

Abstract

The invention discloses an inland waterway freight ship rail charging system, which comprises a charging rail and connecting module, a power supply module, a control module and a safety protection module, and is characterized in that overhead contact lines are mounted on two sides of a river bank, and ground wires arranged on the bank cooperatively work with the overhead contact lines; by means of a composite positioning system based on laser radar and visual identification, shore charging equipment is monitored in real time, the laser radar rapidly measures distance and angle information between a ship and the charging equipment, and when the ship sails close to a specific area in an inland waterway, the ship is in butt joint with the shore charging equipment to be charged in a slow sailing state; the key problem existing in an existing charging mode is solved, so that popularization and application of inland river new energy freight ships are greatly promoted, and a foundation is built for green development and transformation and upgrading in the field of inland river shipping.

Description

Technical Field

[0001] The present invention relates to the field of new energy equipment for inland waterway transportation, and more particularly to a rail-mounted charging system for inland waterway freight ships. Background Art

[0002] Over the past few decades, with the in-depth implementation of the global ecological and environmental protection concept, the inland waterway shipping sector has attached increasing importance to environmental protection standards and the requirements have continued to improve. Against this background, electric cargo ships are steadily and gradually expanding in scale due to their significant advantages of cleanliness and environmental protection.

[0003] However, the current charging model for inland electric freight vessels presents a series of serious and pressing challenges: the lengthy charging process significantly reduces vessel operational efficiency and extends shipping cycles; the spatial layout of charging infrastructure is severely imbalanced, with charging facilities overly densely distributed in some waters, while severely lacking in many remote or critical sections, making charging extremely inconvenient; and poor charging performance and low energy conversion efficiency not only result in unnecessary energy waste but also further increase operating costs. These intertwined issues have significantly hindered the widespread adoption of electric freight vessels in inland waterway shipping, becoming a significant constraint on achieving the ambitious goal of green and sustainable development in inland waterway shipping.

[0004] Traditional charging methods have inherent deficiencies in their technical principles and adaptability to application scenarios: on the one hand, they are difficult to meet the urgent need for fast charging during navigation, and cannot ensure that ships can replenish energy in a timely manner during efficient transportation operations; on the other hand, faced with the complex and changeable hydrological conditions of inland waterways, such as large fluctuations in water levels, turbulent and changeable water flows, and diverse geographical environments, such as narrow rivers and areas with many bends, traditional charging methods face huge challenges in facility installation and power transmission stability, making it difficult to achieve reliable, stable and convenient charging services. Summary of the Invention

[0005] In order to overcome the above-mentioned defects of the prior art, the present invention provides a rail-mounted charging system for inland waterway cargo ships to solve the problems existing in the above-mentioned background technology.

[0006] The present invention provides the following technical solutions: a rail-mounted charging system for inland waterway cargo ships, comprising: a charging track and connection module, a power supply module, a control module, and a safety protection module;

[0007] The charging track and connection module adopt an overhead contact network design. The overhead contact network is installed on both sides of the river bank. The grounding wires on the bank work in conjunction with the overhead contact network. A pantograph with a liftable and intelligent adjustment function is installed on the top of the ship, which adjusts adaptively according to the ship's swaying, navigation posture and changes in the overhead contact network.

[0008] The power supply module starts from the onshore substation, which is equipped with voltage conversion and current regulation equipment. It converts high voltage electricity according to the needs of the ship's battery system and the real-time power supply status of the overhead contact network. A backup power supply system is set up to quickly switch power supply in the event of power supply anomalies. The overhead contact network is equipped with an intelligent tension adjustment system to monitor and fine-tune the contact network tension in real time.

[0009] The control module includes a central control unit and a ship-side control unit. The central control unit communicates with the ship and each charging device in real time through wireless communication technology, comprehensively monitors the overhead contact network power supply parameters, ship charging progress and equipment fault information, and adjusts power output parameters, switches faulty lines or starts backup equipment based on the monitoring results; the ship-side control unit receives instructions from the central control system, controls the raising and lowering of the ship's power receiving device, and feedbacks real-time status information of the ship;

[0010] Safety protection module: used to set up multiple protection devices on power supply equipment and lines. The tracks and power supply devices adopt waterproof and dustproof design, and obvious warning signs are set up in the charging area.

[0011] Preferably, in the charging track and connection module, the overhead contact network is installed on both sides of the river bank, and the distance between the two parallel overhead contact networks is flexibly adjusted according to the actual ship type. When the new energy ship approaches a specific area, it can be accurately docked with the shore charging equipment through a special docking device for recharging while moving slowly.

[0012] Preferably, when the new energy ship approaches a specific area, while moving slowly, the specific contents of accurately docking with the shore charging equipment through a dedicated docking device for charging are as follows:

[0013] Step S1: The vessel sails towards the charging area: The vessel relies on a high-precision navigation system to receive real-time signals sent by a central control unit. The navigation system integrates satellite positioning, inland waterway electronic maps, and shore beacon-assisted positioning technology. Based on this comprehensive positioning information, the vessel sails towards the charging area of the shore overhead catenary at a preset speed range;

[0014] Step S2: Precise docking of the charging device: While slowly approaching the charging area, the ship uses a composite positioning system based on lidar and visual recognition to monitor the shore charging equipment in real time. The lidar quickly measures the distance and angle between the ship and the charging equipment, and the visual recognition system identifies and tracks specific reflective markings or graphics on the charging equipment. The ship's control unit integrates and processes the monitoring data to control the operation of the retractable pantograph and dedicated docking device installed on the top of the ship.

[0015] Step S3: Connection detection and confirmation: After the power receiving device is connected to the overhead contact network, the ship-side control unit starts the electrical connection detection program to detect the contact parameters between the conductive contacts and the overhead contact network, and communicates with the central control unit for confirmation. After the central control unit passes the verification, it enters the next step of the charging process;

[0016] Step S4: Starting charging preparation: The central control unit uses the battery information fed back by the central control unit, combined with the ship's preset charging strategy and the real-time load of the power grid, to accurately adjust the power supply parameters output by the onshore substation. After the adjustment is completed, a charging start instruction is sent to the ship-side control unit. The ship-side control unit controls the power receiving device to start transmitting power to the ship's battery system, officially starting charging preparation;

[0017] Step S5: Full charging monitoring: During the charging process, the central control unit monitors the charging current, voltage, and temperature parameters in real time through various sensors distributed in the power supply line, charging equipment, and ship battery system. It also continuously monitors the tension of the overhead contact network and the navigation posture of the ship. When abnormal parameters are detected, the central control unit sends instructions to the ship-side control unit and charging equipment to suspend the charging process, and alerts relevant operators through audible and visual alarms and SMS notifications. At the same time, the corresponding fault diagnosis and processing procedures are initiated to ensure a safe and stable charging process.

[0018] Step S6: Charging completion determination: When the ship battery management system detects that the battery voltage has reached the full charge threshold, the charging power has reached the preset charging power, and the ship has reached the preset separation area of the charging track, it sends a charging completion signal to the ship-side control unit. The ship-side control unit forwards the signal to the central control unit, which re-verifies the battery status and charging data. Once charging is confirmed to be complete, the process proceeds to the next step.

[0019] Step S7: Disconnection operation: After receiving the charging completion confirmation information from the central control unit, the ship-side control unit controls the power receiving device to gradually reduce the current between the power receiving device and the overhead contact network, and separates the pantograph from the overhead contact network;

[0020] Step S8: Leaving the charging area: After the ship confirms that the power receiving device is completely disconnected from the charging equipment and is in normal condition, the ship's power control system adjusts the ship's heading according to the navigation guidance information sent by the central control unit and leaves the charging track area. During this process, the central control unit continues to track the ship's position until the ship leaves the preset monitoring range.

[0021] Preferably, the power supply module includes a power supply access and conversion unit, an overhead contact network power supply equipment unit, and a power supply detection and management unit:

[0022] Power access and conversion unit: The substation is equipped with voltage conversion and current regulation equipment to accurately adjust the output voltage and current parameters according to the battery system requirements of different ships and the real-time power supply status of the overhead contact network;

[0023] Overhead contact network power supply equipment unit: The intelligent tension adjustment system monitors the tension changes of the contact network in real time, and the automatic adjustment device promptly adjusts the tension of the contact network;

[0024] Power supply detection and management unit: The power supply parameters are obtained through high-precision sensors and transmitted to the central control unit. An intelligent power management system is introduced to rationally distribute and dispatch power according to the ship's charging needs and the real-time load data of the power grid.

[0025] Preferably, the control module includes a central control unit and a ship-side control unit:

[0026] The central control unit, located in the onshore control center, monitors the operating status of the entire charging system, including voltage stability, current fluctuations, and real-time tension of the catenary. It also accurately tracks the ship's charging progress, providing real-time information on the battery's charging status and estimated time to full charge. For equipment fault monitoring, intelligent algorithms and big data analysis are used to quickly locate fault points and issue alarms.

[0027] The ship-side control unit is installed on the ship and is responsible for two-way communication with the central control unit, receiving charging instructions issued by the central control unit, and controlling the raising and lowering actions of the ship's power receiving device according to the instructions, and feeding back the real-time status information of the ship to the central control unit, including the ship's position, navigation attitude, remaining battery power and the working status of the power receiving device.

[0028] Preferably, the specific contents of the security protection module are as follows:

[0029] The grounding wire made of low-resistance copper material is installed on the shore and closely matched with the overhead contact network;

[0030] Install multiple safety protection devices on power supply equipment and lines to immediately cut off the power supply when an abnormality is detected to prevent electric shock accidents;

[0031] Set up obvious warning signs in the charging area.

[0032] Technical effects and advantages of the present invention:

[0033] Efficient charging: The ship can be charged while moving slowly, without having to dock for long periods of time, which greatly reduces charging time and improves ship operation efficiency. Compared with traditional charging modes, this invention has significant advantages in energy consumption. The ship can complete charging while moving, avoiding the large amount of electricity consumed to enable the ship to reach normal operating speed when restarting after a long docking and charging in the traditional mode. This means that the replenished electricity can be more efficiently converted into actual sailing mileage, greatly meeting the high-frequency and high-intensity transportation operation needs of inland cargo ships, and effectively improving energy utilization efficiency;

[0034] Adaptable to the complex environment of inland rivers: The overhead contact network is installed on both sides of the river bank. The height design fully takes into account the large fluctuations in the water level of inland waterways. Through the intelligent adjustment device, the pantograph can automatically adjust its height according to the real-time changes in the water level, ensuring normal charging under different water level conditions and unaffected by seasonal or sudden changes in the water level. For the complex geographical environment of narrow rivers and numerous bends commonly seen in inland waterways, the mode of charging ships while moving does not require large fixed charging sites and is not restricted by terrain. It can flexibly adapt to the actual geographical conditions of various inland waterways and ensure that ships can charge conveniently in different sections of the channel;

[0035] Environmental protection and energy saving: Electric cargo ships themselves have zero tail gas emissions. Compared with traditional fuel ships, they can significantly reduce the emission of pollutants such as carbon dioxide, nitrogen oxides, and particulate matter, improve the ecological environment quality of inland rivers, and promote the green development of inland shipping. Replacing traditional fossil energy with electricity will help the inland shipping industry optimize the energy consumption structure, reduce dependence on non-renewable energy, and promote the sustainable use of energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 This is a structural diagram of a rail-mounted charging system for inland waterway cargo ships. DETAILED DESCRIPTION

[0037] The technical solutions of the present invention will be described clearly and completely below in conjunction with the drawings in the present invention. In addition, the forms of the various structures described in the following embodiments are merely examples. The rail charging system for inland waterway cargo ships involved in the present invention is not limited to the various structures described in the following embodiments. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0038] like Figure 1 As shown, the present invention provides a rail-based charging system for inland waterway cargo ships, comprising: a charging track and connection module, a power supply module, a control module, and a safety protection module;

[0039] The charging track and connection module adopt an overhead contact network design. The overhead contact network is installed on both sides of the river bank. The grounding wires on the bank work in conjunction with the overhead contact network. A pantograph with a liftable and intelligent adjustment function is installed on the top of the ship, which adjusts adaptively according to the ship's swaying, navigation posture and changes in the overhead contact network.

[0040] The power supply module starts from the onshore substation, which is equipped with voltage conversion and current regulation equipment. It converts high voltage electricity according to the needs of the ship's battery system and the real-time power supply status of the overhead contact network. A backup power supply system is set up to quickly switch power supply in the event of power supply anomalies. The overhead contact network is equipped with an intelligent tension adjustment system to monitor and fine-tune the contact network tension in real time.

[0041] The control module includes a central control unit and a ship-side control unit. The central control unit communicates with the ship and each charging device in real time through wireless communication technology, comprehensively monitors the overhead contact network power supply parameters, ship charging progress and equipment fault information, and adjusts power output parameters, switches faulty lines or starts backup equipment based on the monitoring results; the ship-side control unit receives instructions from the central control system, controls the raising and lowering of the ship's power receiving device, and feedbacks real-time status information of the ship;

[0042] Safety protection module: used to set up multiple protection devices on power supply equipment and lines. The tracks and power supply devices adopt waterproof and dustproof design, and obvious warning signs are set up in the charging area.

[0043] In this embodiment, it should be specifically noted that in the charging track and connection module, the overhead contact network is installed on both sides of the river bank and is made of a high-strength, corrosion-resistant special alloy material to ensure long-term stable performance in complex inland river environments. The surface of the contact network is high-precision polished and specially coated to greatly reduce resistance and improve power transmission efficiency. The spacing between the two parallel overhead contact networks can be flexibly adjusted according to the actual ship type. When the new energy ship approaches a specific area, it can accurately dock with the shore charging equipment through a special docking device while slowly moving for recharging.

[0044] The spacing between the two parallel overhead contact networks is based on the common design of inland cargo ships. When the ship width is 15 meters, the overhead contact network spacing should be 5 meters greater than the ship width, or 20 meters. It also has a flexible adjustment mechanism that can be easily adjusted according to the actual size of different ship types to adapt to the diverse needs of ships. The matching grounding wire is also installed on the shore and works in conjunction with the overhead contact network to ensure the safety and stability of the power circuit.

[0045] In terms of height setting, full consideration is given to the navigation status of inland cargo ships at normal draft depth, ensuring that the liftable pantograph installed on the top of the ship can smoothly and closely contact the overhead contact network. At the same time, in view of the frequent and large fluctuations in water levels in inland waterways, the design of the contact network and pantograph has been specially optimized. Through an intelligent adjustment device, the height of the pantograph can be automatically adjusted according to real-time changes in water levels, ensuring that ships can obtain electricity stably and efficiently under different water level conditions and achieve normal charging operations;

[0046] The pantograph installed on the top of the ship, which can be raised and lowered and has intelligent adjustment function, is made of special elastic material. This material not only ensures close contact with the overhead contact network, but also has good weather resistance and wear resistance to adapt to the changing environment of inland rivers. The automatic adjustment function of the pantograph has been further upgraded, and it can make adaptive adjustments based on the ship's swaying, navigation posture, and height changes and tension differences of the overhead contact network. It is equipped with high-precision sensors and advanced control systems, which can sense the contact status with the contact network in real time and respond quickly to ensure the stability and reliability of the contact.

[0047] In this embodiment, it should be specifically explained that when the new energy vessel approaches a specific area and is moving slowly, the specific contents of accurately docking with the shore charging equipment through a dedicated docking device for charging are as follows:

[0048] Step S1: The vessel sails towards the charging area: The vessel relies on a high-precision navigation system to receive real-time signals sent by a central control unit. The navigation system integrates satellite positioning, inland waterway electronic maps, and shore beacon-assisted positioning technology. Based on this comprehensive positioning information, the vessel sails towards the charging area of the shore overhead catenary at a preset speed range;

[0049] Step S2: Precise docking of the charging device: While slowly moving towards the charging area, the ship uses a composite positioning system based on lidar and visual recognition to monitor the shore charging equipment in real time: the lidar quickly measures the distance and angle between the ship and the charging equipment, and the visual recognition system identifies and tracks specific reflective signs or graphics on the charging equipment; the ship-side control unit integrates and processes the monitoring data to control the operation of the retractable pantograph and special docking device installed on the top of the ship. The pantograph uses an automatic adjustment function to adaptively adjust according to the ship's sway, navigation posture and the real-time status of the overhead contact network, ensuring that the high-precision conductive contacts on the pantograph are accurately docked with the overhead contact network, with docking errors in both the horizontal and vertical directions not exceeding ±2 mm;

[0050] Step S3: Connection detection and confirmation: After the power receiving device is connected to the overhead contact network, the ship-side control unit starts the electrical connection detection program to detect the contact parameters between the conductive contacts and the overhead contact network, and communicates with the central control unit for confirmation. After the central control unit passes the verification, it enters the next step of the charging process. The verification information includes: verification of the ship's identity, charging authority, and charging equipment status;

[0051] Step S4: Starting charging preparation: The central control unit uses the battery information fed back by the central control unit, combined with the ship's preset charging strategy and the real-time load of the power grid, to accurately adjust the power supply parameters output by the onshore substation. After the adjustment is completed, a charging start instruction is sent to the ship-side control unit. The ship-side control unit controls the power receiving device to start transmitting power to the ship's battery system, officially starting charging preparation;

[0052] Step S5: Full charging monitoring: During the charging process, the central control unit monitors the charging current, voltage, and temperature parameters in real time through various sensors distributed in the power supply line, charging equipment, and ship battery system. It also continuously monitors the tension of the overhead contact network and the navigation posture of the ship. When abnormal parameters are detected, the central control unit sends instructions to the ship-side control unit and charging equipment to suspend the charging process, and alerts relevant operators through audible and visual alarms and SMS notifications. At the same time, the corresponding fault diagnosis and processing procedures are initiated to ensure a safe and stable charging process.

[0053] Step S6: Charging completion determination: When the ship battery management system detects that the battery voltage has reached the full charge threshold, the charging power has reached the preset charging power, and the ship has reached the preset separation area of the charging track, it sends a charging completion signal to the ship-side control unit. The ship-side control unit forwards the signal to the central control unit, which re-verifies the battery status and charging data. Once charging is confirmed to be complete, the process proceeds to the next step.

[0054] Step S7: Disconnection operation: After the ship-side control unit receives the charging completion confirmation information from the central control unit, it controls the power receiving device to gradually reduce the current between it and the overhead contact network, and separates the pantograph from the overhead contact network. During the separation process, it again checks whether the electrical connection is completely disconnected and the status of the power receiving device and the charging equipment to ensure safe disconnection.

[0055] Step S8: Leaving the charging area: After the ship confirms that the power receiving device is completely disconnected from the charging equipment and is in normal condition, the ship's power control system adjusts the ship's heading according to the navigation guidance information sent by the central control unit and leaves the charging track area. During this process, the central control unit continues to track the ship's position until the ship leaves the preset monitoring range.

[0056] In this embodiment, it should be specifically explained that the power supply module includes a power supply access and conversion unit, an overhead contact network power supply equipment unit, and a power supply detection and management unit:

[0057] Power supply access and conversion unit: The onshore substation serves as the power source for the entire charging system, connecting to the mains electricity through high-voltage transmission lines. To meet the stringent voltage and current stability requirements of inland waterway vessel charging, the substation is equipped with advanced voltage conversion and current regulation equipment. These devices can accurately adjust the output voltage and current parameters based on the battery system requirements of different ships and the real-time power supply status of the overhead contact network. To address emergencies such as unstable mains electricity or power outages that may occur in inland waterway shipping, a backup power system, such as a large-capacity energy storage battery pack or a small emergency generator, is also installed. In the event of a mains power anomaly, the backup power system can quickly and seamlessly switch to ensure continuous and stable power supply to the overhead contact network, avoiding interruptions in the ship's charging process.

[0058] Overhead contact network power supply equipment unit: The overhead contact network, as the core power supply component, is installed on both sides of the river bank and is made of a high-strength, corrosion-resistant special alloy material. Its surface is specially treated to greatly reduce resistance and effectively minimize power loss during transmission. The design of the contact network fully considers the environmental characteristics of inland waterways, such as strong winds and humidity, and has good wind resistance and waterproof properties. To ensure that the contact network always maintains stable power supply performance under different climatic conditions and when ships frequently draw power, it is equipped with an intelligent tension adjustment system. The system can monitor the tension changes of the contact network in real time and fine-tune the tension of the contact network in a timely manner through an automatic adjustment device to ensure that the pantograph and the contact network always maintain good contact, avoid poor contact or arcing due to uneven tension, and thus improve the reliability and safety of power supply.

[0059] Power supply detection and management unit: Multiple high-precision sensors are distributed throughout the power supply line to monitor key parameters such as voltage, current, and temperature in real time. These sensors transmit the collected data in real time to the central control unit for centralized analysis and processing. Once abnormal fluctuations in power supply parameters are detected, such as voltage sag or current overload, the central control unit can respond quickly by adjusting power output parameters, cutting off faulty lines, or starting backup equipment to promptly resolve power supply problems and ensure the safety and stability of the charging process. An intelligent power management system is introduced, which can reasonably allocate and dispatch electricity according to the charging needs of ships and the real-time load of the power grid. For example, when multiple ships are charging at the same time, the intelligent power management system can optimize the charging power distribution of each ship to avoid power grid overload, while maximizing power utilization efficiency and reducing energy consumption. In addition, the system can also record and analyze the power usage during the charging process in detail, providing data support for subsequent cost accounting and equipment maintenance.

[0060] In this embodiment, it should be specifically explained that the control module includes a central control unit and a ship-side control unit:

[0061] The central control unit, located in the onshore control center, monitors the operating status of the entire charging system. Given the use of an overhead catenary for power supply, the system focuses on monitoring its power supply parameters, including voltage stability, current fluctuations, and real-time tension. It also accurately tracks the ship's charging progress, providing real-time insights into the battery's charge status and estimated time to full. Equipment fault monitoring encompasses all aspects of the catenary, including the ship's power receiving device, and communication links. Through intelligent algorithms and big data analysis, it rapidly locates fault points and issues alerts.

[0062] The central control unit uses advanced wireless communication technology to maintain real-time, high-speed information exchange with the ship and various charging devices. The communication protocol has been optimized to ensure the accuracy and reliability of data transmission. Through the communication network, the central control unit sends various control commands to the ship-side control unit, including charging start, stop, and charging power adjustment.

[0063] The ship-side control unit is installed on the ship and is responsible for two-way communication with the central control unit. It receives charging instructions from the central control unit and controls the raising and lowering of the ship's power receiving device according to the instructions, ensuring that the pantograph can accurately connect and disconnect with the overhead contact network. It also feeds back the ship's real-time status information to the central control unit, including the ship's position, navigation attitude, remaining battery power, and the working status of the power receiving device.

[0064] The ship-side control system also has a local control function. According to the preset logic and parameters, it can perform emergency control of the charging process in abnormal situations such as communication interruption to ensure the basic safety of ship charging. At the same time, it can monitor and diagnose faults of the ship's power receiving device in real time. Once an abnormality is found in the power receiving device, corresponding measures will be taken immediately, such as stopping charging, attempting automatic repair or issuing an alarm to the crew, to ensure the smooth progress of the charging process and the safe operation of the ship.

[0065] In this embodiment, it should be specifically explained that the specific contents of the security protection module are as follows:

[0066] The grounding wire made of low-resistance copper material is installed on the shore and closely matched with the overhead contact network;

[0067] Install multiple safety protection devices on power supply equipment and lines to immediately cut off the power supply when an abnormality is detected to prevent electric shock accidents;

[0068] Set up obvious warning signs in the charging area.

[0069] In this embodiment, it should be specifically noted that the difference between this embodiment and the prior art lies in that this embodiment includes a charging track and connection module, a power supply module, a control module, and a safety protection module, which solves the key problems existing in the existing charging method, as follows:

[0070] Efficient charging: The ship can be charged while moving slowly, without having to dock for long periods of time, which greatly reduces charging time and improves ship operation efficiency. Compared with traditional charging modes, this invention has significant advantages in energy consumption. The ship can complete charging while moving, avoiding the large amount of electricity consumed to enable the ship to reach normal operating speed when restarting after a long docking and charging in the traditional mode. This means that the replenished electricity can be more efficiently converted into actual sailing mileage, greatly meeting the high-frequency and high-intensity transportation operation needs of inland cargo ships, and effectively improving energy utilization efficiency;

[0071] Adaptable to the complex environment of inland rivers: The overhead contact network is installed on both sides of the river bank. The height design fully takes into account the large fluctuations in the water level of inland waterways. Through the intelligent adjustment device, the pantograph can automatically adjust its height according to the real-time changes in the water level, ensuring normal charging under different water level conditions and unaffected by seasonal or sudden changes in the water level. For the complex geographical environment of narrow rivers and numerous bends commonly seen in inland waterways, the mode of charging ships while moving does not require large fixed charging sites and is not restricted by terrain. It can flexibly adapt to the actual geographical conditions of various inland waterways and ensure that ships can charge conveniently in different sections of the channel;

[0072] Environmental protection and energy saving: Electric cargo ships themselves have zero tail gas emissions. Compared with traditional fuel ships, they can significantly reduce the emission of pollutants such as carbon dioxide, nitrogen oxides, and particulate matter, improve the ecological environment quality of inland rivers, and promote the green development of inland shipping. Replacing traditional fossil energy with electricity will help the inland shipping industry optimize the energy consumption structure, reduce dependence on non-renewable energy, and promote the sustainable use of energy.

[0073] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

[0074] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A rail-mounted charging system for inland waterway cargo ships, characterized by: include: Charging track and connection module, power supply module, control module and safety protection module; The charging track and connection module adopt an overhead contact network design. The overhead contact network is installed on both sides of the river bank. The grounding wires on the bank work in conjunction with the overhead contact network. A pantograph with a liftable and intelligent adjustment function is installed on the top of the ship, which adjusts adaptively according to the ship's swaying, navigation posture and changes in the overhead contact network. The power supply module starts from the onshore substation, which is equipped with voltage conversion and current regulation equipment. It converts high voltage electricity according to the needs of the ship's battery system and the real-time power supply status of the overhead contact network. A backup power supply system is set up to quickly switch power supply in the event of power supply anomalies. The overhead contact network is equipped with an intelligent tension adjustment system to monitor and fine-tune the contact network tension in real time. The control module includes a central control unit and a ship-side control unit. The central control unit communicates with the ship and each charging device in real time through wireless communication technology, comprehensively monitors the overhead contact network power supply parameters, ship charging progress and equipment fault information, and adjusts the power output parameters, switches the fault line or starts the backup equipment according to the monitoring results; The ship-side control unit receives instructions from the central control system, controls the raising and lowering of the ship's power receiving device, and feeds back the ship's real-time status information; Safety protection module: used to set up multiple protection devices on power supply equipment and lines. The tracks and power supply devices adopt waterproof and dustproof design, and obvious warning signs are set up in the charging area.

2. The rail-mounted charging system for inland waterway cargo ships according to claim 1, characterized in that: In the charging track and connection module, overhead contact networks are installed on both sides of the river bank. The distance between the two parallel overhead contact networks is flexibly adjusted according to the actual type of ship. When the new energy ship approaches a specific area, it can be accurately docked with the shore charging equipment through a special docking device for recharging while moving slowly.

3. The rail-mounted charging system for inland waterway cargo ships according to claim 2, characterized in that: When the new energy vessel approaches a specific area and moves slowly, it uses a dedicated docking device to precisely dock with the shore charging equipment for charging. The specific details are as follows: Step S1: The vessel sails towards the charging area: The vessel relies on a high-precision navigation system to receive real-time signals sent by a central control unit. The navigation system integrates satellite positioning, inland waterway electronic maps, and shore beacon-assisted positioning technology. Based on this comprehensive positioning information, the vessel sails towards the charging area of the shore overhead catenary at a preset speed range; Step S2: Precise docking of the charging device: While slowly approaching the charging area, the vessel uses a composite positioning system based on LiDAR and visual recognition to monitor the shore charging equipment in real time. The LiDAR rapidly measures the distance and angle between the vessel and the charging device, while the visual recognition system identifies and tracks specific reflective markings or graphics on the charging device. The ship-side control unit integrates and processes the monitoring data to control the operation of the retractable pantograph and special docking device installed on the top of the ship; Step S3: Connection detection and confirmation: After the power receiving device is connected to the overhead contact network, the ship-side control unit starts the electrical connection detection program to detect the contact parameters between the conductive contacts and the overhead contact network, and communicates with the central control unit for confirmation. After the central control unit passes the verification, it enters the next step of the charging process; Step S4: Starting charging preparation: The central control unit uses the battery information fed back by the central control unit, combined with the ship's preset charging strategy and the real-time load of the power grid, to accurately adjust the power supply parameters output by the onshore substation. After the adjustment is completed, a charging start instruction is sent to the ship-side control unit. The ship-side control unit controls the power receiving device to start transmitting power to the ship's battery system, officially starting charging preparation; Step S5: Full charging monitoring: During the charging process, the central control unit monitors the charging current, voltage, and temperature parameters in real time through various sensors distributed in the power supply line, charging equipment, and ship battery system. It also continuously monitors the tension of the overhead contact network and the navigation posture of the ship. When abnormal parameters are detected, the central control unit sends instructions to the ship-side control unit and charging equipment to suspend the charging process, and alerts relevant operators through audible and visual alarms and SMS notifications. At the same time, the corresponding fault diagnosis and processing procedures are initiated to ensure a safe and stable charging process. Step S6: Charging completion determination: When the ship battery management system detects that the battery voltage has reached the full charge threshold, the charging power has reached the preset charging power, and the ship has reached the preset separation area of the charging track, it sends a charging completion signal to the ship-side control unit. The ship-side control unit forwards the signal to the central control unit, which re-verifies the battery status and charging data. Once charging is confirmed to be complete, the process proceeds to the next step. Step S7: Disconnection operation: After receiving the charging completion confirmation information from the central control unit, the ship-side control unit controls the power receiving device to gradually reduce the current between the power receiving device and the overhead contact network, and separates the pantograph from the overhead contact network; Step S8: Leaving the charging area: After the ship confirms that the power receiving device is completely disconnected from the charging equipment and is in normal condition, the ship's power control system adjusts the ship's heading according to the navigation guidance information sent by the central control unit and leaves the charging track area. During this process, the central control unit continues to track the ship's position until the ship leaves the preset monitoring range.

4. The rail-mounted charging system for inland waterway cargo ships according to claim 1, characterized in that: The power supply module includes a power supply access and conversion unit, an overhead contact network power supply equipment unit, and a power supply detection and management unit: Power access and conversion unit: The substation is equipped with voltage conversion and current regulation equipment to accurately adjust the output voltage and current parameters according to the battery system requirements of different ships and the real-time power supply status of the overhead contact network; Overhead contact network power supply equipment unit: The intelligent tension adjustment system monitors the tension changes of the contact network in real time, and the automatic adjustment device promptly adjusts the tension of the contact network; Power supply detection and management unit: The power supply parameters are obtained through high-precision sensors and transmitted to the central control unit. An intelligent power management system is introduced to rationally distribute and dispatch power according to the ship's charging needs and the real-time load data of the power grid.

5. The rail-mounted charging system for inland waterway cargo ships according to claim 1, characterized in that: The control module includes a central control unit and a ship-side control unit: The central control unit, located in the onshore control center, monitors the operating status of the entire charging system, including voltage stability, current fluctuations, and real-time tension of the catenary. It also accurately tracks the ship's charging progress, providing real-time information on the battery's charging status and estimated time to full charge. For equipment fault monitoring, intelligent algorithms and big data analysis are used to quickly locate the fault point and issue an alarm; The ship-side control unit is installed on the ship and is responsible for two-way communication with the central control unit, receiving charging instructions issued by the central control unit, and controlling the raising and lowering actions of the ship's power receiving device according to the instructions, and feeding back the real-time status information of the ship to the central control unit, including the ship's position, navigation attitude, remaining battery power and the working status of the power receiving device.

6. The rail-mounted charging system for inland waterway cargo ships according to claim 1, characterized in that: The specific contents of the security protection module are as follows: The grounding wire made of low-resistance copper material is installed on the shore and closely matched with the overhead contact network; Install multiple safety protection devices on power supply equipment and lines to immediately cut off the power supply when an abnormality is detected to prevent electric shock accidents; Set up obvious warning signs in the charging area.

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