Direct-current charging switching device for small-capacity battery power ship and control method

Abstract

The invention relates to a direct-current charging switching device for a small-capacity battery power ship and a control method, and the device comprises three groups of contactors which serve as device core execution elements and are used for controlling a distribution path of direct-current electric energy; the protection device is connected in series in the main circuit and is used for realizing over-current and short-circuit protection; the interface module comprises an input interface connected with a shore-based direct current charging pile, a battery interface connected with a ship battery system, and a load interface connected with a ship direct current busbar; the direct current charging switching device is in signal connection with the ship-end battery management system, the on-off states of the three sets of contactors are controlled through the ship-end battery management system, mutual switching of a charging mode, a mixed mode and a power supply mode is achieved, and the power utilization requirement of a ship alternating current load under the condition of no alternating current shore power is met. The device can be conveniently and reliably switched among three modes of charging a ship battery system, supplying power to an alternating current load and charging and discharging at the same time, and the power utilization requirements of the ship in different scenes are met.

Description

Technical Field

[0001] The present invention relates to the technical field of ship power systems, and in particular to a small-capacity battery-powered ship DC charging adapter and a control method thereof. Background Art

[0002] With the rapid development of pure battery-powered vessels, especially small-capacity battery-powered vessels, their comfort, environmental friendliness, and energy-saving advantages have gradually gained widespread use in scenarios such as short-distance docking and lake cruises. These vessels typically rely solely on battery systems for power, relying primarily on DC charging stations for recharging. Currently, to further improve charging and discharging efficiency and reduce system safety risks, a common approach for these vessels is to directly connect DC charging stations to the ship's battery system for energy transmission and storage.

[0003] However, this model has exposed numerous problems in actual operation. Many berthing terminals, particularly small and medium-sized ones, those in remote areas, and some older terminals, lack AC shore power due to various factors, including construction costs and technical limitations. This leaves small-capacity, purely battery-powered vessels facing severe power shortages while berthed at these terminals.

[0004] Most of the AC loads on a ship, such as air conditioning, lighting, communications equipment, and small office equipment, require AC power to operate properly. Without AC shore power, these AC loads cannot be directly powered, forcing them to stop operating while the ship is docked.

[0005] Existing DC charging methods for small-capacity battery-powered vessels are limited to charging the battery system, lacking the ability to convert and distribute electrical energy. The overall system design fails to consider the need to power AC loads, and the corresponding conversion mechanism and control logic are not present. This renders AC loads useless when the vessel is moored at a port without AC shore power, severely restricting the functionality and practicality of small-capacity pure battery-powered vessels and, to a certain extent, hindering their further promotion and application.

[0006] Existing related technologies, such as the device for charging and discharging marine lithium batteries disclosed in patent document (CN215733603U), focus solely on the scheduling and management of charging and discharging multiple lithium battery packs. A two-stage BMS system controls contactors to connect the discharge busbar to loads (propulsion loads, utility loads), as well as to open and close the charging circuit. However, its core function is "charging and discharging control of multiple battery packs." It fails to consider scenarios without AC shore power and lacks an energy conversion mechanism (e.g., an inverter designed to adapt to AC loads). This system is unable to provide power to the ship's AC loads. Furthermore, it can only perform a single charging or discharging function, lacking a hybrid charging and discharging mode. This makes it unsuitable for small-capacity ships that require both charging and AC loads while moored. Patent document (CN217170468U) discloses a high-power DC charging system for electric ships. This system utilizes eight charging units for grouped power supply and dual A-type switch modules for power distribution, with the core goal of improving charging efficiency. However, its functions are limited to the control and optimization of the charging process, and do not involve the power supply requirements of the AC load. There is no switching logic between charging and power supply, and there is no "charge while discharging" mode. In addition, the system structure is complex (including billing units, card readers, etc.) and the cost is relatively high, which is not suitable for the lightweight and low-cost requirements of small-capacity ships.

[0007] Therefore, developing a device that can adapt to the characteristics of small-capacity pure battery-powered ships and supply power to AC loads in the absence of AC shore power has become an urgent problem to be solved. Summary of the Invention

[0008] The present invention aims to address the above-mentioned problems existing in the prior art and proposes a DC charging adapter and control method for small-capacity pure battery-powered ships. The specific objectives are as follows:

[0009] 1. Solve the power supply problem when there is no AC shore power: Ensure that small-capacity pure battery-powered ships can provide stable AC power for AC loads such as air conditioning, lighting, and communication equipment when mooring at a port without AC shore power, ensuring normal operation of the ship while moored.

[0010] 2. Flexible switching between charging and power supply: The device should be able to conveniently and reliably switch between three modes: charging the ship's battery system, supplying power to AC loads, and charging and discharging simultaneously, to meet the ship's power needs in different scenarios.

[0011] 3. Ensure the safety and reliability of the device: In circuit design and control logic, full consideration should be given to fault conditions such as overcurrent, overvoltage, and short circuit, and corresponding protection mechanisms should be set up to ensure the safety of the device during operation and avoid safety accidents caused by equipment failure.

[0012] 4. Simplify the device structure and reduce costs: adopt a simple and efficient circuit structure and control method, reduce the use of parts, reduce the manufacturing cost and maintenance cost of the device, making it suitable for promotion and application on small-capacity pure battery-powered ships.

[0013] To achieve the above-mentioned purpose, the technical solution of the present invention is: a DC charging adapter device for small-capacity battery-powered ships, comprising: three groups of contactors K1, K2, K3, protective devices, an interface module, and a shell. The three groups of contactors K1, K2, and K3 serve as the core executive elements of the device and are used to control the distribution path of DC power; the protective devices are connected in series in the main circuit to achieve overcurrent and short-circuit protection; the interface module includes an input interface connected to the shore-based DC charging pile, a battery interface connected to the ship's battery system, a load interface connected to the ship's DC busbar, and a control interface 1 connected to the battery system and a control interface 2 connected to the charging pile respectively; the DC charging adapter device is connected to the ship-end battery management system via the control interface 1, and the on-off status of the three groups of contactors K1, K2, and K3 is controlled by the ship-end battery management system to achieve mutual switching among charging mode, mixed mode, and power supply mode to solve the power demand of the ship's AC load under the condition of no AC shore power.

[0014] Furthermore, the contactor is a high-performance electromagnetic contactor, and its contacts are made of silver alloy material.

[0015] Furthermore, the protection device is a fuse, wherein the fuse F1 is connected in series between the input interface and the contactor K1, the fuse F2 is connected in series between the contactor K2 and the battery interface, and the fuse F3 is connected in series between the contactor K3 and the load interface.

[0016] Furthermore, all interfaces of the interface module adopt a standardized design, have compatibility and connection reliability, and facilitate installation and removal of the device.

[0017] Furthermore, the housing is made of corrosion-resistant, waterproof and fire-proof materials, which can adapt to the complex environmental conditions on the ship and protect the electrical components inside the device from being affected by external factors.

[0018] Furthermore, the housing is provided with heat dissipation holes and indicator lights. The heat dissipation holes are used to dissipate heat of the device, and the indicator lights are used to display the working status of the device, including charging mode, hybrid mode, power supply mode and fault status.

[0019] Furthermore, the load interface is also connected to the ship's AC load through an inverter to supply power to the entire ship's AC load.

[0020] Furthermore, when the ship needs to replenish electric energy, the device enters the charging mode, the ship-end battery management system controls the contactors K1 and K2 to close, and the contactor K3 to disconnect, and the DC power output by the DC charging pile enters the device through the input interface, and is transmitted to the battery interface through the circuit where the contactors K1 and K2 are located to charge the battery system of the ship. During the charging process, the ship-end battery management system monitors the voltage, current, temperature and other parameters of the battery system in real time. When the battery system is fully charged or an abnormality occurs, the contactors K1 and K2 are promptly controlled to disconnect and charging is stopped; when the ship is moored at a dock without AC shore power and needs to charge the battery and use AC loads at the same time, the device enters the mixed mode, and the ship-end battery management system controls the contactors K1, K2, and K3 to close, and the DC power output by the DC charging pile enters the device through the input interface, and is transmitted to the battery interface and the DC busbar interface through the circuit where the contactors K1, K2, and K3 are located to supply the battery system. The DC power is converted into AC power that meets the requirements through the inverter, thereby driving the normal operation of air conditioners and lighting equipment. During the entire power supply process, the ship-side battery management system also monitors the status of the battery system and the power consumption of the AC load in real time. When the battery system is low or fails, an alarm signal is issued in time to ensure the safety of the battery system. When the ship is docked at a wharf without AC shore power and only needs to power the AC load, the device enters the power supply mode. The ship-side battery management system controls contactors K1 and K3 to close and contactor K2 to disconnect. The DC power output by the DC charging pile enters the device through the input interface, and is transmitted to the DC busbar interface through the circuit where contactors K1 and K3 are located, supplies the DC busbar, and then supplies power to the AC loads of the entire ship through the inverter. When the ship does not need to charge or use AC loads, the ship-side battery management system controls the three contactors K1, K2, and K3 to be in the disconnected state.

[0021] A control method based on a DC charging adapter for small-capacity battery-powered ships, comprising the following steps: S1: when the ship is moored, the crew inserts the charging gun of a shore-based DC charging pile into the input interface of the device; S2: the crew selects the target mode: charging mode, mixed mode or power supply mode through the operation interface of the ship-side battery management system; S3: the ship-side battery management system outputs a control signal to contactors K1, K2, and K3 according to the target mode, controls their on and off to construct a corresponding power path; S4: the ship-side battery management system establishes communication with the shore-based DC charging pile through the CAN bus, and sends a corresponding current demand signal to the shore-based charging pile; S5: the shore-based DC charging pile outputs DC power according to the current demand signal, and the device distributes power according to a preset path; S6: the ship-side battery management system monitors system parameters in real time, and when the stop condition is met, controls the contactors K1, K2, and K3 to disconnect and sends a stop signal to the charging pile to end the current mode.

[0022] Further, in step S6, in charging mode: when the battery is fully charged or the single cell voltage reaches the upper limit, the ship-side battery management system sends a stop command to the shore-based charging pile to end charging; in mixed mode: when the battery charging is completed, the ship-side battery management system controls the disconnection of contactor K2 and transfers to power supply mode. When the AC load of the entire ship is no longer needed, the contactor K3 is disconnected and switched to charging mode; in power supply mode: the ship-side battery management system controls contactors K1 and K3 to close, contactor K2 to open, and sends the load power demand current to the charging pile so that the charging pile supplies power to the ship. At this time, the AC load of the entire ship can be used normally; in standby mode, the ship-side battery management system controls the charging pile to stop powering, and at the same time controls contactors K1, K2, and K3 to open.

[0023] Compared with the prior art, the present invention has the following significant beneficial effects:

[0024] 1. Effectively solves the power supply problem when AC shore power is unavailable: The DC charging adapter device of this invention successfully solves the problem of small-capacity, purely battery-powered vessels being unable to power their AC loads when moored at a terminal without AC shore power. Through the device's hybrid mode, the vessel can not only charge the battery system but also provide stable AC power for AC loads such as air conditioning, lighting, and communications equipment. This greatly ensures the normal operation of various functions while moored, significantly improving the practicality and comfort of the vessel.

[0025] 2. Flexible and safe switching between charging and power supply: The device utilizes rational control logic and contactor sequence design to enable smooth and reliable switching between charging and power supply modes. During this switching process, circuit conflicts and short circuits are effectively avoided, ensuring the safe operation of the device and the vessel's electrical system.

[0026] 3. Strong adaptability, reduced shore power construction costs, and high promotional value: The device's standardized interface design allows for compatibility with different models of DC charging piles, ship battery systems, and DC busbars, ensuring strong compatibility and adaptability. Whether newly built, small-capacity, purely battery-powered vessels or retrofitting existing vessels, the device can be easily installed and used. Furthermore, it significantly reduces the construction cost of AC shore power, requiring only the installation of shore-based charging piles. Furthermore, its excellent performance and low cost make it highly marketable and can promote the further development and application of small-capacity, purely battery-powered vessels. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a schematic diagram of the power system of a conventional small-capacity battery-powered ship;

[0028] Figure 2 is a schematic diagram of the charging adapter box of the present invention;

[0029] Figure 3 It is a control logic flow chart of the present invention;

[0030] Figure 4 It is a schematic diagram of a small-capacity battery-powered ship power system with a charging adapter box according to the present invention. DETAILED DESCRIPTION

[0031] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0032] Figure 1 This is a topology diagram of the power system for a small-capacity battery-powered ship. This system typically uses a DC charging station directly connected to the battery system to charge the batteries. During the charging process, the DC busbar and downstream AC loads will not receive power, which will affect the normal operation of the ship while it is docked.

[0033] like Figures 2 to 4 As shown, the present invention is a DC charging adapter for small-capacity battery-powered ships. By controlling the coordinated operation of three contactors, the device realizes the rational distribution and conversion of DC power, thereby meeting the power demand of small-capacity pure battery-powered ships in different scenarios.

[0034] (1) Overall structure of the device

[0035] The device mainly consists of three contactors (K1, K2, K3), protection devices, interface modules and shell.

[0036] 1. Contactor: Contactors K1, K2, and K3 are the core actuators of the device. They use high-performance electromagnetic contactors with features such as large rated current, strong breaking capacity, and reliable operation. Their contacts are made of silver alloy, which can effectively improve contact reliability and service life.

[0037] 2. Protective device: The protective device is a fuse, which has protection functions such as overcurrent and short circuit. When the circuit is overcurrent or short-circuited, it can quickly blow, cutting off the main circuit to ensure safety.

[0038] 3. Interface Module: The interface module includes an input interface for connecting to the DC charging station, a battery interface for connecting to the ship's battery system, a load interface for connecting to the DC busbar, and control interface 1 and control interface 2 for connecting to the battery system and DC charging station, respectively. Each interface adopts a standardized design, ensuring good compatibility and connection reliability, facilitating installation and removal of the device.

[0039] 4. Housing: The housing is made of corrosion-resistant, waterproof, and fireproof materials to withstand the complex environmental conditions on board ships and protect the device's internal electrical components from external factors. The housing also features heat dissipation holes and indicator lights. The heat dissipation holes dissipate heat from the device, while the indicator lights indicate the device's operating status, such as charging mode, hybrid mode, power supply mode, and fault conditions.

[0040] (2) Working mode

[0041] The device has three main working modes: charging mode, hybrid mode and power supply mode. The ship-side battery management system is used to control the switching status of the three contactors and switch between the three modes.

[0042] 1. Charging Mode: When the vessel requires additional power, the device enters charging mode. At this point, the shipboard battery management system controls contactors K1 and K2 to close and K3 to disconnect. DC power from the DC charging station enters the device through the input interface, is transmitted through the circuits containing K1 and K2, and is then transferred to the battery interface to charge the vessel's battery system. During the charging process, the shipboard battery management system monitors battery system parameters such as voltage, current, and temperature in real time. When the battery system is fully charged or an abnormality occurs, K1 and K2 are disconnected, halting charging.

[0043] 2. Hybrid Mode: When a vessel is moored at a terminal without AC shore power and needs to simultaneously charge the battery and consume AC loads, the device enters hybrid mode. The shipboard battery management system controls the closure of contactors K1, K2, and K3. DC power from the DC charging station enters the device through the input interface, and is transmitted through the circuits containing K1, K2, and K3 to the battery interface and DC busbar interface, supplying the battery system and DC busbar. The inverter converts the DC power into AC power that meets the requirements, thereby driving equipment such as air conditioning and lighting. Throughout the power supply process, the shipboard battery management system also monitors the battery system status and AC load power consumption in real time. If the battery system is low on power or a fault occurs, an alarm signal is issued to ensure the safety of the battery system.

[0044] 3. Power Supply Mode: When a ship is docked at a port without AC shore power and only needs to power AC loads, the device enters power supply mode. The shipboard battery management system controls contactors K1 and K3 to close and K2 to open. DC power output from the DC charging pile enters the device through the input interface, is transmitted through the circuit where K1 and K3 are located, and is then transmitted to the DC busbar interface. It then supplies power to the DC busbar and, through the inverter, to power all AC loads on board.

[0045] In addition, when the ship neither needs to charge nor use AC loads, the ship-side battery management system controls all three contactors to be in the disconnected state.

[0046] like Figure 2 As shown, the charging adapter box of the present invention includes a control interface, an input interface, a battery output interface, and a load output interface. The control interface and the battery output interface are connected to the ship's battery system. The control interface implements functions such as 24V control power supply and contactor control, contactor status feedback, and fuse status feedback. The battery output interface realizes the charging and discharging functions of the battery system. The input interface on the charging socket side is connected to the shore-based DC charging pile to provide power to the ship. The load output interface is connected to the DC distribution cabinet to supply power to the AC loads on board. In the figure, F1, F2, and F3 are fuses, and K1, K2, and K3 are contactors. The fuses provide protection, and the contactors perform opening and closing operations according to different modes.

[0047] like Figure 3 As shown, the control logic flow of the present invention in different modes is as follows: when the ship is at anchor, the crew first connects the DC charging pile to the ship's charging socket and then selects the mode according to their needs. In charging mode, the ship-side battery management system first controls contactors K1 and K2 to energize, K3 to disconnect, and sends the charging current demand to the shore-based charging pile via CAN communication to start the charging process. When the battery is fully charged or the cell voltage reaches the upper limit, the ship-side battery management system sends a stop command to the shore-based charging pile to complete the charging process. In hybrid mode, the ship-side battery management system first controls contactors K1, K2, and K3 to energize, and also sends the total current of the battery charging demand and the load power current to the shore-based charging pile via CAN communication. When the battery charging is complete, contactor K2 is automatically disconnected, switching to power supply mode. When the entire ship's AC load is no longer needed, contactor K3 can be disconnected to switch to charging mode. In power supply mode, the ship-side battery management system controls contactors K1 and K3 to close, K2 to open, and sends the load power demand current to the charging pile, allowing the charging pile to supply power to the ship. At this time, the entire ship's AC load can be used normally.

[0048] In standby mode, the ship-side battery management system controls the charging pile to stop supplying power and simultaneously opens contactors K1, K2, and K3. Furthermore, the charging adapter box of the present invention can also function normally during ship navigation. The ship-side battery management system controls contactors K2 and K3 to close and K1 to open, allowing the battery system to power the entire ship's propulsion loads and AC loads.

[0049] like Figure 4 As shown, the small-capacity battery-powered ship power system of the present invention can achieve flexible switching between battery charging and AC load power consumption in the absence of AC shore power through a switching box and related control modes.

[0050] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. A DC charging adapter for small-capacity battery-powered ships, characterized in that: include: Three sets of contactors K1, K2, K3, protective devices, interface modules, and housings. The three sets of contactors K1, K2, and K3 serve as the core actuators of the device and are used to control the distribution path of DC power; The protection device is connected in series in the main circuit to achieve overcurrent and short-circuit protection; the interface module includes a main power input interface connected to the shore-based DC charging pile, a main power battery interface connected to the ship's battery system, a main power load interface connected to the ship's DC busbar, and a control interface 1 connected to the battery system and a control interface 2 connected to the charging pile respectively; the DC charging adapter is connected to the ship-end battery management system via the control interface 1, and by controlling the on and off states of the three groups of contactors K1, K2, and K3, the charging mode, mixed mode, and power supply mode are switched to each other to meet the power demand of the ship's AC load when there is no AC shore power.

2. The DC charging adapter for a small-capacity battery-powered ship according to claim 1, characterized in that: The contactor adopts a high-performance electromagnetic contactor, and its contacts are made of silver alloy material.

3. The DC charging adapter for a small-capacity battery-powered ship according to claim 1, characterized in that: The protection device is a fuse, wherein the fuse F1 is connected in series between the input interface and the contactor K1, the fuse F2 is connected in series between the contactor K2 and the battery interface, and the fuse F3 is connected in series between the contactor K3 and the load interface.

4. The DC charging adapter for a small-capacity battery-powered ship according to claim 1, characterized in that: All interfaces of the interface module adopt a standardized design, have compatibility and connection reliability, and are convenient for installation and removal of the device.

5. The DC charging adapter for a small-capacity battery-powered ship according to claim 1, characterized in that: The housing is made of corrosion-resistant, waterproof and fire-proof materials, can adapt to complex environmental conditions on ships, and protect electrical components inside the device from being affected by external factors.

6. The DC charging adapter for a small-capacity battery-powered ship according to claim 5, characterized in that: The housing is also provided with heat dissipation holes and indicator lights. The heat dissipation holes are used for heat dissipation of the device, and the indicator lights are used for displaying the working status of the device, including charging mode, hybrid mode, power supply mode and fault status.

7. The DC charging adapter for a small-capacity battery-powered ship according to claim 1, characterized in that: The load interface is also connected to the ship's AC load through an inverter to supply power to the entire ship's AC load.

8. The DC charging adapter for a small-capacity battery-powered ship according to claim 1, characterized in that: When the ship needs to replenish power, the device enters the charging mode. The ship-side battery management system controls the contactors K1 and K2 to close and the contactor K3 to disconnect through the control interface 1, and sends the required current and battery status to the DC charging pile through the control interface 2. The DC power output by the DC charging pile enters the device through the input interface, and is transmitted to the battery interface through the circuit where the contactors K1 and K2 are located to charge the ship's battery system. During the charging process, the ship-side battery management system monitors the voltage, current, temperature and other parameters of the battery system in real time. When the battery system is fully charged or an abnormality occurs, it promptly controls the contactors K1 and K2 to disconnect and stop charging. When the ship is moored at a dock without AC shore power and needs to charge the battery and use AC loads at the same time, the device enters the mixed mode. The ship-side battery management system controls the contactors K1, K2, and K3 to close, and the DC power output by the DC charging pile enters the device through the input interface, and is transmitted to the battery interface through the circuit where the contactors K1, K2, and K3 are located. The DC busbar interface supplies power to the battery system and DC busbar. The inverter converts DC power into AC power that meets the requirements, thereby driving the normal operation of air conditioning and lighting equipment. During the entire power supply process, the ship-side battery management system also monitors the status of the battery system and the power consumption of the AC load in real time. When the battery system is low on power or a fault occurs, it promptly issues an alarm signal to ensure the safety of the battery system. When the ship is docked at a terminal without AC shore power and only needs to power AC loads, the device enters power supply mode. The ship-side battery management system controls contactors K1 and K3 to close and contactor K2 to open. The DC power output by the DC charging pile enters the device through the input interface, is transmitted through the circuit where contactors K1 and K3 are located, and is supplied to the DC busbar interface. It then supplies power to the DC busbar and then to the AC loads on the entire ship through the inverter. When the ship does not need to charge or use AC loads, the ship-side battery management system controls all three contactors K1, K2, and K3 to be disconnected.

9. A control method for a DC charging adapter for a small-capacity battery-powered ship based on any one of claims 1-8, characterized in that: The following steps are involved: S1: When the ship is at anchor, the crew inserts the charging gun of the shore-based DC charging pile into the input interface of the device; S2: The crew selects the target mode through the operation interface of the ship-side battery management system: charging mode, hybrid mode, or power supply mode; S3: The ship-side battery management system outputs control signals to contactors K1, K2, and K3 according to the target mode, controlling their on and off to establish the corresponding power path; S4: The ship-side battery management system establishes communication with the shore-based DC charging pile through the CAN bus and sends the corresponding current demand signal to the shore-based charging pile; S5: The shore-based DC charging pile outputs DC power according to the current demand signal, and the device distributes the power according to the preset path; S6: The ship-side battery management system monitors the system parameters in real time. When the stop conditions are met, it controls the contactors K1, K2, and K3 to disconnect and sends a stop signal to the charging pile to end the current mode.

10. The control method according to claim 9, characterized in that: In step S6, in the charging mode: when the battery is fully charged or the single cell voltage reaches the upper limit, the ship-side battery management system sends a stop command to the shore-based charging pile to end charging; in the mixed mode: when the battery charging is completed, the ship-side battery management system controls the disconnection of contactor K2 and transfers to the power supply mode. When the AC loads of the entire ship are no longer needed, the contactor K3 is disconnected and the mode is switched to the charging mode; in the power supply mode: the ship-side battery management system controls the closing of contactors K1 and K3 and the opening of contactor K2, and sends the load power demand current to the charging pile, so that the charging pile supplies power to the ship. At this time, the AC loads of the entire ship can be used normally; In standby mode, the ship-side battery management system controls the charging pile to stop supplying power and controls contactors K1, K2, and K3 to open.

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