Energy management strategy verification platform for plug-in series hybrid power ship propulsion system

Abstract

The invention provides an energy management strategy verification platform for a plug-in series hybrid power ship propulsion system. The energy management strategy verification platform comprises a power source module, a power output module, a load simulation module, a transmission module, a sensor measurement module and a control system module, the power source module outputs electric energy through multi-energy cooperation; the power output module generates propelling power according to the electric energy; the load simulation module simulates load characteristics according to the propulsion power; the transmission module is connected with the power source module and the power output module as well as the power output module and the load simulation module; the sensor measurement module collects operation parameters of the verification platform; and the control system module executes an energy management strategy according to the operation parameters and outputs a control instruction. A graphical programming environment is constructed by adopting a modeling code automatic generation system, and a strategy rapid prototype development verification closed loop is formed in combination with a range extender intelligent start-stop control strategy and a multi-mode power generation control strategy.

Description

Technical Field

[0001] This invention belongs to the field of marine power system testing, specifically relating to a verification platform for energy management strategies of plug-in series hybrid power marine propulsion systems. Background Technology

[0002] With the acceleration of global ship electrification, traditional low-speed diesel-powered ships are gradually being phased out of the mainstream market. Currently, pure electric ships are still facing technical bottlenecks due to insufficient battery energy density and charging infrastructure. Hybrid power ships, with their low energy consumption, low emissions, and high efficiency, have become the optimal solution that combines practicality and sustainability at present, driven by both the need to meet shipping capacity demands and comply with environmental regulations. This has also made hybrid power ships an important research direction in the field of ship propulsion technology.

[0003] The operational efficiency of marine hybrid power systems is highly dependent on the rational scheduling of energy management strategies, making energy management strategy optimization a crucial technological development direction in this field. During the research and development of related technologies, due to the high cost of actual ship testing, test platforms have become the mainstream verification method. However, existing power test platforms have significant limitations in verifying marine hybrid power energy management strategies: First, existing systems generally lack control strategies specifically designed for energy management verification, leading to systematic deviations between test data and actual operating conditions; second, the hydraulic and eddy current load systems used on the platforms cannot accurately reproduce the dynamic hydrodynamic characteristics of the propeller during navigation; furthermore, traditional test platforms lack plug-in battery pack grid connection interfaces, making it impossible to construct typical application scenarios for charging at port, severely restricting the diversity of verification conditions. The long-term existence of these key technological bottlenecks directly affects the research and development efficiency and verification reliability of hybrid ship energy management strategies. Summary of the Invention

[0004] The purpose of this invention is to provide a verification platform for energy management strategies of a plug-in series hybrid power ship propulsion system, comprising: a power source module, a power output module, a load simulation module, a transmission module, a sensor measurement module, and a control system module; the power source module outputs electrical energy through multi-energy coordinated output; the power output module generates propulsion power based on the electrical energy; the load simulation module simulates load characteristics based on the propulsion power; the transmission module connects the power source module and the power output module, as well as the power output module and the load simulation module; the sensor measurement module collects the operating parameters of the verification platform; and the control system module executes the energy management strategy and outputs control commands based on the operating parameters.

[0005] Furthermore, the power source module outputs electrical energy through multi-energy coordinated output, including a parallel-connected intelligent power unit (APU) subsystem and a battery pack subsystem. The intelligent power unit (APU) subsystem includes an engine, an ISG motor, and an ISG motor controller. The intelligent power unit (APU) subsystem converts mechanical energy into electrical energy and transmits it to the DC bus through the output terminal of the ISG motor controller. The battery pack subsystem includes a battery pack, a high-voltage distribution box, a DC / DC converter, and a charging conversion device connected in sequence. The DC / DC converter is connected to the DC bus to provide electrical energy to the power output module. The charging conversion device has a bidirectional power interface, one end of which is connected to the battery pack, and the other end is configured to be switchably connected to the external power grid to form a plug-in charging circuit. The output of the power source module is determined according to the electrical energy on the DC bus.

[0006] Furthermore, the power output module includes: acquiring a propulsion motor controller and a propulsion motor; acquiring electrical energy by connecting the input terminal of the propulsion motor controller to a DC bus; generating a control signal based on the electrical energy; outputting mechanical power through the propulsion motor according to the control signal; and determining the propulsion power based on the mechanical power.

[0007] Furthermore, the load simulation module includes an electric dynamometer and a dynamometer controller. The electric dynamometer forms an energy feedback link with the external power grid through a grid-connected inverter, and is configured to feed back the regenerative braking energy generated by the propulsion motor to the power grid.

[0008] Furthermore, the transmission module includes a spline coupling and a mechanical coupling; the spline coupling is disposed between the engine and the ISG motor; the mechanical coupling is disposed between the propulsion motor and the electric dynamometer.

[0009] Furthermore, the sensor measurement module includes: a power analyzer, a temperature sensor, a torque sensor, a fuel consumption meter, and a NOx analyzer. The power analyzer monitors electrical parameters in real time, the temperature sensor collects temperature data, the torque sensor collects mechanical transmission parameters, the fuel consumption meter collects fuel consumption data, and the NOx analyzer collects emission data. The operating parameters are determined based on the electrical parameters, temperature data, mechanical transmission parameters, fuel consumption data, and emission data.

[0010] Furthermore, the control system module adopts a three-level hierarchical architecture, including:

[0011] a) Top-level decision-making layer: Consists of the ship's controller (VCU), configured to run energy management strategies, execute strong and weak current management, and switch modes;

[0012] b) Intermediate Coordination Layer: This includes the Remote Control Unit (RCU), Battery Management System (BMS), and Propulsion Motor Controller (MCU). The RCU and the Vessel Control Unit (VCU) coexist on the same mainboard, achieving hardware-level integration. The RCU is configured to dynamically decouple the ISG power generation commands issued by the VCU to generate engine speed setpoints and ISG power generation torque target values.

[0013] c) Bottom execution layer: including engine controller ECU and ISG motor controller GCU, with the control signal generation cycle set to 5 times the frequency of the middle layer.

[0014] Furthermore, the control system module executes energy management strategies and outputs control commands based on operating parameters, including: acquiring a set of energy flow path modes; determining, through the set of modes, the engine reverse-towing start mode, bypass charging mode, APU independent propulsion mode, battery pack independent propulsion mode, propulsion charging mode, combined propulsion mode, and battery pack external grid charging mode; determining the current operating mode based on operating parameters; determining the power allocation strategy through the current operating mode; and generating control commands based on the power allocation strategy.

[0015] Furthermore, the intelligent power unit (APU) subsystem is configured with a speed overshoot suppression start-up strategy as follows:

[0016] a) Self-test phase: When the remote control unit (RCU) receives the start command from the ship controller (VCU), it first collects core operating parameters such as engine temperature and oil temperature in real time, and determines whether the system meets the start conditions based on preset thresholds.

[0017] b) Torque loading stage: After the self-test confirms that the system meets the starting conditions, the ISG motor outputs a positive torque T_ISG=T_fric, where T_fric is the static friction torque of the engine. This parameter value is determined by obtaining the pre-calibration data through the table lookup method.

[0018] c) Overshoot suppression stage: When the engine speed is detected to reach the ignition threshold n_ign-50rpm, the torque command of the ISG motor is switched to T_ISG=-β·(dn / dt), where the damping coefficient β (0.2≤β≤0.5) adjusts the braking force in real time, and actively suppresses the speed overshoot phenomenon through negative torque;

[0019] d) Closed-loop speed stabilization stage: After the engine is successfully ignited, the torque output of the ISG motor is immediately deactivated, and the speed is switched to closed-loop control mode. The target idle speed is precisely maintained through PID adjustment.

[0020] Furthermore, the power generation control strategy of the intelligent power unit (APU) subsystem is as follows:

[0021] a) Decoupling control layer: When the remote control unit (RCU) receives the power following command from the ship controller (VCU), it performs decoupling calculation on the power following command according to the preset optimal fuel consumption curve, and maps the power command P_req to a combination of the engine target speed n_tgt and the ISG target torque T_ISG, satisfying P_req=f(n_tgt,T_ISG), thereby determining the engine target speed and the ISG motor target generating torque;

[0022] b) Timing Coordination Layer: The timing coordination layer constructs a differentiated response mechanism for bidirectional power step jumps: Under positive power step jump conditions, the engine speed is first stabilized to the target operating point quickly through feedforward compensation. After the speed closed loop is established, torque ramp loading is applied to the ISG motor. Under negative power step jump conditions, the smooth unloading of ISG torque is achieved first through current predictive control. After confirming the decrease in grid demand, the inertial gradual adjustment of engine speed is initiated. Specifically, during a positive power step jump, control quantity loading is executed in the order of n_tgt→T_ISG: i) The ECU prioritizes speed feedforward + closed-loop correction; ii) The GCU initiates torque ramp loading after a delay of Δt1. During a negative power step jump, control quantity unloading is executed in the order of T_ISG→n_tgt: i) The GCU implements torque feedforward + feedback adjustment; ii) The ECU initiates speed gradual unloading after a delay of Δt2. Δt1 and Δt2 are adjusted online according to the dynamic coupling strength, and Δt1 < Δt2.

[0023] The beneficial effects of this invention are as follows:

[0024] 1. The direct-drive range extender involved in this invention is an innovative configuration of range extender. "Direct-drive" means that the engine crankshaft is directly connected to the motor rotor shaft, eliminating the need for a flywheel and torsional damping components. This configuration significantly simplifies system complexity, effectively solves the structural redundancy problem caused by the multi-stage transmission of traditional range extenders, significantly reduces system weight, axial dimensions, and the total cost of the test bench, noticeably shortens maintenance time due to the simplified transmission chain, avoids the risk of aging and failure of traditional rubber damping components, and also improves the maintainability of the test bench.

[0025] 2. The load module involved in this invention consists of an electric dynamometer and a dynamometer controller, which replaces the traditional propeller plus gearbox structure, reduces the component cost and installation cost of the test bench, realizes real-time power matching of the engine-PMSM direct connection system, eliminates the energy step loss of gearbox mechanical transmission, improves the simulated propeller adjustment response speed by 1-2 orders of magnitude, and improves the verification accuracy of energy management strategy.

[0026] 3. The verification platform described in this invention integrates a model-based automatic code generation system, establishing a seamless system from control strategy simulation to hardware deployment: At the system control layer, a rapid prototyping development environment based on MBD is established, allowing designers to directly construct energy management strategy algorithm models using graphical modeling tools. These models are then converted into executable control code by the automatic code generation engine and deployed to the VCU controller. At the verification application layer, an online parameter calibration module is developed, allowing real-time adjustment of key control variables such as mode switching thresholds and power allocation coefficients during bench testing. This technical architecture simplifies the traditional "design-coding-debugging" development process into a single model-based workflow, significantly shortening the energy management strategy iteration cycle.

[0027] 4. The overshoot-suppressing APU start-up strategy involved in this invention actively applies reverse load torque through the ISG motor during the pre-engagement stage before engine ignition, establishing a dynamic equilibrium state of the electromechanical system and effectively suppressing the risk of speed overshoot caused by flywheel inertial torque. This design establishes a preload resistance torque during the engine start-up sequence initialization stage, allowing the crankshaft system to enter a controlled damping state in advance, creating optimal dynamic conditions for a smooth transition in the subsequent combustion stroke, effectively suppressing speed fluctuations, shortening engine start-up response time, optimizing torque dynamic adjustment accuracy, reducing transient fuel consumption peaks, improving the stability of electromechanical system coordinated control, enhancing the robustness of energy management control under complex operating conditions, and effectively solving the problem of energy management verification error accumulation caused by frequent start-stop of APUs in hybrid-powered ships.

[0028] 5. The APU power hierarchical dynamic coordination strategy involved in this invention employs an optimal fuel consumption curve mapping algorithm in the decoupled control layer to break down the strong coupling relationship between power, speed, and torque. The timing coordination layer constructs a differentiated response mechanism for bidirectional power step jumps: under positive power step jump conditions, a "speed priority - torque following" loading sequence is adopted; under negative power step jump conditions, a "torque unloading - speed callback" unloading sequence is executed. This invention, through its dynamic coordination strategy, effectively suppresses engine speed fluctuations during power step jumps, simultaneously reducing transient fuel consumption and peak nitrogen oxide emissions, achieving a smooth transition. This strategy significantly improves the APU system's tracking accuracy of power commands, ensuring the precise execution of energy management strategies. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0030] Figure 2 This is a schematic diagram of the topology of the measurement and control system of the present invention for signal acquisition and command transmission;

[0031] Figure 3 This is a flowchart illustrating the startup control strategy of the present invention;

[0032] Figure 4 This is a flowchart of the power generation control strategy of the present invention.

[0033] In the diagram: 1. Engine, 2. Splined coupling, 3. ISG generator, 4. ISG motor controller (GCU), 5. Charge converter, 6. Battery pack, 7. High-voltage distribution box, 8. Battery management system (BMS), 9. DC / DC converter, 10. Power analyzer, 11. Propulsion motor controller, 12. Propulsion motor, 13. Mechanical coupling, 14. Electric dynamometer, 15. Dynamometer controller, 16. Temperature sensor, 17. Engine controller (ECU), 18. Torque sensor, 19. Fuel consumption meter, 20. NOx analyzer, 21. Ship controller (VCU), 22. Host computer, 23. Data acquisition module. Detailed Implementation

[0034] The present invention will now be further described with reference to the accompanying drawings.

[0035] like Figure 1 As shown, a verification platform for energy management strategy of a plug-in series hybrid power ship propulsion system includes: a power source module, a power output module, a load simulation module, a transmission module, a sensor measurement module, and a control system module. The power source module outputs electrical energy through multi-energy coordinated output; the power output module generates propulsion power based on the electrical energy; the load simulation module simulates load characteristics based on the propulsion power; the transmission module connects the power source module and the power output module, as well as the power output module and the load simulation module; the sensor measurement module collects the operating parameters of the verification platform; and the control system module executes the energy management strategy and outputs control commands based on the operating parameters.

[0036] The power source module includes a parallel-connected intelligent power unit (APU) subsystem and a battery pack subsystem. The intelligent power unit (APU) subsystem adopts a direct-drive range extender configuration and includes an engine 1, an ISG motor 3, and an ISG motor controller 4. The intelligent power unit (APU) subsystem converts mechanical energy into electrical energy and transmits it to the DC bus through the output of the ISG motor controller 4. The battery pack subsystem includes a battery pack 6, a high-voltage distribution box 7, a DC / DC converter 9, and a charging conversion device 5 connected in sequence. The DC / DC converter 9 is connected to the DC bus to provide power to the power output module. The charging conversion device 5 has a bidirectional power interface, one end of which is connected to the battery pack 6, and the other end is configured to be switchably connected to the external power grid to form a plug-in charging circuit. The output of the power source module is determined according to the electrical energy on the DC bus.

[0037] The power output module includes: a propulsion motor controller 11 and a propulsion motor 12. The propulsion motor controller 11 is connected to a DC bus to obtain electrical energy. A control signal is generated based on the electrical energy. The propulsion motor outputs mechanical power based on the control signal. The propulsion power is determined based on the mechanical power.

[0038] The load simulation module includes an electric dynamometer 14 and a dynamometer controller 15. The electric dynamometer 14 forms an energy feedback link with the external power grid through a grid-connected inverter, and is configured to feed back the regenerative braking energy generated by the propulsion motor 12 to the power grid.

[0039] The transmission module includes a spline coupling 2 and a mechanical coupling 13; the spline coupling 2 is located between the engine 1 and the ISG motor 3; the mechanical coupling 13 is located between the propulsion motor 12 and the electric dynamometer 14. It should be noted that the gearbox is omitted in the test bench setup; the process of power balancing between the propeller and the propulsion motor 12 via the gearbox is uniformly simulated by the dynamometer, simplifying the power transmission process.

[0040] The sensor measurement module includes a power analyzer 10, a temperature sensor 16, a torque sensor 18, a fuel consumption meter 19, and a NOx analyzer 20. The power analyzer 10 monitors electrical parameters in real time, the temperature sensor 16 collects temperature data, the torque sensor 18 collects mechanical transmission parameters, the fuel consumption meter 19 collects fuel consumption data, and the NOx analyzer 20 collects emission data. The operating parameters are determined based on the electrical parameters, temperature data, mechanical transmission parameters, fuel consumption data, and emission data.

[0041] The control system module adopts a three-level hierarchical architecture, including:

[0042] a) Top-level decision-making layer: Consists of the ship's controller VCU21, configured to run energy management strategies, execute strong and weak current management, and switch modes;

[0043] b) Intermediate coordination layer: including remote control unit RCU, battery management system BMS8 and propulsion motor controller MCU (11), wherein the remote control unit RCU and the ship controller VCU21 coexist on the same control motherboard to achieve hardware-level integration; the remote control unit RCU is configured to dynamically decouple the ISG power generation command issued by the ship controller VCU21 to generate engine speed set value and ISG power generation torque target value.

[0044] c) Bottom execution layer: including engine controller ECU17 and ISG motor controller GCU4, with the control signal generation cycle set to 5 times the frequency of the middle layer.

[0045] The control system module executes energy management strategies and outputs control commands based on operating parameters, including: acquiring a set of energy flow path modes; determining the engine reverse start mode, bypass charging mode, APU independent propulsion mode, battery pack independent propulsion mode, propulsion charging mode, combined propulsion mode, and battery pack external grid charging mode based on the set of modes; determining the current operating mode based on operating parameters; determining the power allocation strategy based on the current operating mode; and generating control commands based on the power allocation strategy.

[0046] Engine reverse start mode: When the VCU issues the engine start command, the electrical energy of the battery pack 6 is converted into the mechanical energy of the ISG motor 3 to drive the engine 1 in the reverse direction to start. The energy flow path is: battery pack 6 → high voltage distribution box 7 → DC / DC converter 9 → ISG motor controller GCU4 → ISG generator 3 → spline coupling 2 → engine 1.

[0047] Bypass charging mode: Under no-load conditions, the electrical energy generated by the APU subsystem charges the battery pack 6 via the DC / DC converter 9. The energy flow path is: engine 1 → spline coupling 2 → generator 3 → ISG motor controller GCU4 → DC / DC converter 9 → high voltage distribution box 7 → battery pack 6.

[0048] APU Independent Propulsion Mode: When the battery SOC is lower than the set safety threshold and cannot provide power, the APU subsystem operates independently to provide power. The output electrical energy drives the propulsion motor 12 independently via the DC bus. The energy flow path is: engine 1 → spline coupling 2 → generator 3 → ISG motor controller GCU4 → propulsion motor controller 11 → propulsion motor 12 → mechanical coupling 13 → electric dynamometer 14.

[0049] Battery pack independent propulsion mode: When the battery has sufficient remaining power or is subject to strict emission regulations, the battery pack subsystem operates independently to supply power. The battery pack 6 supplies power directly to the propulsion motor 12 through the high-voltage distribution box 7. The energy flow path is: battery pack 6 → high-voltage distribution box 7 → DC / DC converter 9 → propulsion motor controller 11 → propulsion motor 12 → mechanical coupling 13 → electric dynamometer 14.

[0050] Propulsion charging mode: When the battery SOC is lower than the upper limit, and the power generation of the APU subsystem exceeds the propulsion demand, the difference in power is used to charge the battery pack 6. At this time, there are two energy flow paths: engine 1 → spline coupling 2 → generator 3 → ISG motor controller GCU4 → DC / DC converter 9 → high voltage distribution box 7 → battery pack 6 and engine 1 → spline coupling 2 → generator 3 → ISG motor controller GCU4 → propulsion motor controller 11 → propulsion motor 12 → mechanical coupling 13 → electric dynamometer 14.

[0051] Joint propulsion mode: Under high load, the APU subsystem and battery pack 6 are connected in parallel to jointly supply power to the propulsion motor 12. At this time, there are two energy flow paths: engine 1 → spline coupling 2 → generator 3 → ISG motor controller GCU4 → propulsion motor controller 11 → propulsion motor 12 → mechanical coupling 13 → electric dynamometer 14 and battery pack 6 → high voltage distribution box 7 → DC / DC converter 9 → propulsion motor controller 11 → propulsion motor 12 → mechanical coupling 13 → electric dynamometer 14.

[0052] External power grid charging mode for battery pack: When a shore power connection signal is detected, the external power grid charging mode for battery pack is activated. The battery pack is charged from the external power grid through the charging conversion device. The energy flow path is: external power grid → charging converter 5 → battery pack 6.

[0053] The present invention can perform the following experiments:

[0054] (1) Power component calibration test group: a) Engine full-condition MAP calibration test, b) ISG motor four-quadrant efficiency calibration test, c) Drive motor stall characteristics test, d) Shaft torsional vibration suppression test;

[0055] (2) Energy storage system verification test group: e) Power battery pack open circuit voltage and internal resistance calibration test, f) SOC estimation algorithm effectiveness verification test, g) Multi-module parallel current sharing characteristic evaluation test, h) Thermal runaway propagation blocking effectiveness verification test;

[0056] (3) Control strategy verification test group: i) Multi-energy coupling dynamic coordination test, j) Energy management strategy verification test, k) Emission-economic multi-objective optimization algorithm verification test.

[0057] like Figure 2As shown, the host computer acts as the core control unit, synchronously coordinating the collaborative operation of the ship's controller VCU21, dynamometer controller 15, and data acquisition module to form a complete closed loop of "command issuance - process monitoring - data feedback". At the communication architecture level, the VCU establishes data interaction channels with each subsystem through proprietary protocols: transmitting control modes, speed commands / feedback, throttle status, and fault diagnosis signals with the engine ECU; exchanging rotation commands, torque setpoints, and real-time feedback of electrical parameters with the ISG motor GCU; monitoring SOC / SOH status and managing battery pack temperature with the battery BMS; and exchanging rotation control, torque / speed dual commands, and actuator temperature data with the drive motor MCU. The dynamometer control subsystem achieves accurate modeling of load characteristics through the STARS software platform, and can dynamically adjust the control mode, torque curve, speed threshold and power parameters. The data acquisition module constructs a multi-level sensor network, which, in addition to the core parameters transmitted by the CAN bus, specifically monitors key indicators such as engine exhaust temperature field, NOx emission concentration, DC bus power quality, fuel consumption rate and drive shaft torque, to ensure the multi-dimensional and high-fidelity characteristics of the test data.

[0058] like Figure 3 As shown, the intelligent power unit APU subsystem is configured with a speed overshoot suppression start-up strategy as follows: When the RCU receives the start command from the VCU, it first executes a three-level safety self-check procedure, and uses multi-sensor fusion technology to perform real-time status assessment of key auxiliary parameters such as engine oil temperature and coolant temperature; after parameter verification, the ISG motor 3 immediately executes a reverse drag start-up procedure, generating the initial drive torque based on the pre-calibrated friction torque lookup table method, so that the engine crankshaft enters a smooth acceleration stage; when the speed monitoring system detects that the crankshaft speed enters the critical range of 50 rpm away from the ignition threshold n_ign, the system automatically switches to dynamic balance mode. At this time, the ISG motor outputs a braking torque T_ISG=-β×(dn / dt) with speed differential feedback characteristics (where the damping coefficient β∈[0.2,0.5]). When the speed is precisely stabilized to the ignition threshold, the ECU immediately triggers the ignition timing and switches to closed-loop idle speed control mode, and achieves precise maintenance of the target speed through PID algorithm. This strategy effectively suppresses speed overshoot through dynamic damping effect, simultaneously achieving rapid start-up and fuel economy optimization, reducing fuel consumption errors caused by start-up, and improving the accuracy of energy management strategy verification.

[0059] like Figure 4As shown, the power generation control strategy of the intelligent power unit (APU) subsystem is as follows: After the VCU receives the target power generation, it performs feedforward mechanical power prediction based on the engine's three-dimensional efficiency MAP map, and dynamically couples it with the real-time feedback compensation to generate an optimized target mechanical power, which is then sent to the RCU. The coordinated control parameters of the engine's target speed and the ISG motor's target torque are analyzed along the optimal fuel economy curve, and dual-modal control is implemented according to the power change trend: When the demand power increases, the "speed-first" strategy is prioritized, quickly adjusting to the target speed via the ECU. After the speed stabilizes, the ISG torque loading command is triggered, utilizing the engine's inertia compensation effect to shorten the response delay. When the demand power decreases, the "torque-first" strategy is adopted, first issuing a dynamic unloading command to the ISG motor 3. After the torque converges to the set range, engine speed reduction control is executed, constructing an energy buffer mechanism. This strategy ensures that the engine continuously operates in the lowest fuel consumption range through MAP feedforward compensation, and achieves multi-objective optimization of fuel consumption and emissions by combining a dynamic decoupling algorithm, reducing the power switching time to 65% of the traditional strategy and reducing carbon emissions during the transition phase by 40%.

[0060] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A verification platform for energy management strategies of a plug-in series hybrid power ship propulsion system, characterized in that, include: The system includes a power source module, a power output module, a load simulation module, a transmission module, a sensor measurement module, and a control system module. The power source module outputs electrical energy through multi-energy coordinated output; the power output module generates propulsion power based on the electrical energy; the load simulation module simulates load characteristics based on the propulsion power; the transmission module connects the power source module and the power output module, as well as the power output module and the load simulation module; the sensor measurement module collects and verifies the operating parameters of the platform; and the control system module executes energy management strategies and outputs control commands based on the operating parameters.

2. The energy management strategy verification platform for a plug-in series hybrid power ship propulsion system according to claim 1, characterized in that, The power source module outputs electrical energy through multi-energy coordinated output, including a smart power unit (APU) subsystem and a battery pack subsystem connected in parallel. The smart power unit (APU) subsystem includes an engine (1), an ISG motor (3), and an ISG motor controller (4). The smart power unit (APU) subsystem converts mechanical energy into electrical energy and transmits it to the DC bus through the output terminal of the ISG motor controller (4). The battery pack subsystem includes a battery pack (6), a high-voltage distribution box (7), a DC / DC converter (9), and a charging conversion device (5) connected in sequence. The DC / DC converter (9) is connected to the DC bus to provide electrical energy to the power output module. The charging conversion device (5) is equipped with a bidirectional power interface. One end is connected to the battery pack (6), and the other end is configured to be switchably connected to the external power grid to form a plug-in charging circuit. The output of the power source module is determined according to the electrical energy on the DC bus.

3. The energy management strategy verification platform for a plug-in series hybrid power ship propulsion system according to claim 1, characterized in that, The power output module includes: a propulsion motor controller (11) and a propulsion motor (12). The propulsion motor controller (11) is connected to a DC bus to obtain electrical energy. A control signal is generated based on the electrical energy. The propulsion motor outputs mechanical power based on the control signal. The propulsion power is determined based on the mechanical power.

4. The energy management strategy verification platform for a plug-in series hybrid power ship propulsion system according to claim 3, characterized in that, The load simulation module includes a power dynamometer (14) and a dynamometer controller (15). The power dynamometer (14) forms an energy feedback link with the external power grid through a grid-connected inverter, and is configured to feed back the regenerative braking energy generated by the propulsion motor (12) to the power grid.

5. The energy management strategy verification platform for a plug-in series hybrid power ship propulsion system according to claim 4, characterized in that, The transmission module includes a spline coupling (2) and a mechanical coupling (13); the spline coupling (2) is located between the engine (1) and the ISG motor (3); the mechanical coupling (13) is located between the propulsion motor (12) and the electric dynamometer (14).

6. The energy management strategy verification platform for a plug-in series hybrid power ship propulsion system according to claim 1, characterized in that, The sensor measurement module includes a power analyzer (10), a temperature sensor (16), a torque sensor (18), a fuel consumption meter (19), and a NOx analyzer (20). The power analyzer (10) monitors electrical parameters in real time, the temperature sensor (16) collects temperature data, the torque sensor (18) collects mechanical transmission parameters, the fuel consumption meter (19) collects fuel consumption data, and the NOx analyzer (20) collects emission data. The operating parameters are determined based on the power parameters, temperature data, mechanical transmission parameters, fuel consumption data, and emission data.

7. The energy management strategy verification platform for a plug-in series hybrid power ship propulsion system according to claim 1, characterized in that, The control system module adopts a three-level hierarchical architecture, including: a) Top-level decision-making layer: It consists of the ship controller VCU(21), which is configured to run energy management strategy, execute strong and weak current management and mode switching; b) Intermediate coordination layer: including remote control unit (RCU), battery management system (BMS) (8) and propulsion motor controller (MCU) (11), wherein the remote control unit (RCU) and the ship controller (VCU) (21) coexist on the same control motherboard to achieve hardware-level integration; the remote control unit (RCU) is configured to dynamically decouple the ISG power generation command issued by the ship controller (VCU) (21) to generate engine speed setpoint and ISG power generation torque target value; c) Bottom execution layer: including engine controller ECU (17) and ISG motor controller GCU (4), the control signal generation cycle is set to 5 times the frequency of the middle layer.

8. A verification platform for energy management strategy of a plug-in series hybrid power ship propulsion system according to claim 7, characterized in that, The control system module executes energy management strategies and outputs control commands based on operating parameters, including: acquiring a set of energy flow path modes; determining, through the set of modes, the engine reverse-towing start mode, bypass charging mode, APU independent propulsion mode, battery pack independent propulsion mode, propulsion charging mode, combined propulsion mode, and battery pack external grid charging mode; determining the current operating mode based on operating parameters; determining the power allocation strategy through the current operating mode; and generating control commands based on the power allocation strategy.

9. A verification platform for energy management strategy of a plug-in series hybrid power ship propulsion system according to claim 2, characterized in that, The intelligent power unit (APU) subsystem is configured with a speed overshoot suppression start-up strategy as follows: a) Self-test phase: When the remote control unit (RCU) receives the start command from the ship controller (VCU), it first collects core operating parameters such as engine temperature and oil temperature in real time, and determines whether the system meets the start conditions based on preset thresholds. b) Torque loading stage: When the self-test confirms that the system meets the starting conditions, the ISG motor (3) outputs a positive torque T_ISG=T_fric, where T_fric is the static friction torque of the engine. This parameter value is determined by obtaining the pre-calibration data through the table lookup method. c) Overshoot suppression stage: When the engine speed is detected to reach the ignition threshold n_ign-50rpm, the torque command of the ISG motor is switched to T_ISG=-β·(dn / dt), where the damping coefficient β (0.2≤β≤0.5) adjusts the braking force in real time, and actively suppresses the speed overshoot phenomenon through negative torque; d) Closed-loop speed stabilization stage: After the engine is successfully ignited, the torque output of the ISG motor (3) is immediately deactivated and switched to the speed closed-loop control mode. The target idle speed is accurately maintained through PID adjustment.

10. A verification platform for energy management strategy of a plug-in series hybrid power ship propulsion system according to claim 2, characterized in that, The power generation control strategy of the intelligent power unit (APU) subsystem is as follows: a) Decoupling control layer: When the remote control unit (RCU) receives the power following command from the ship controller (VCU), it performs decoupling calculation on the power following command according to the preset optimal fuel consumption curve, and maps the power command P_req to a combination of the engine target speed n_tgt and the ISG target torque T_ISG, satisfying P_req=f(n_tgt,T_ISG), thereby determining the engine target speed and the ISG motor target generating torque; b) Timing Coordination Layer: The timing coordination layer constructs a differentiated response mechanism for bidirectional power step jumps: Under positive power step jump conditions, the engine speed is first stabilized to the target operating point through feedforward compensation. After the speed closed loop is established, torque ramp loading is applied to the ISG motor (3). Under negative power step jump conditions, the smooth unloading of ISG torque is achieved first through current prediction control. After confirming the decrease in grid demand, the inertial gradual adjustment of engine speed is started. Specifically, when the power is positive step jump, the control quantity loading is executed in the order of n_tgt→T_ISG: i) The ECU prioritizes speed feedforward + closed loop correction; ii) The GCU starts torque ramp loading after delaying Δt1; When the power is negative step jump, the control quantity unloading is executed in the order of T_ISG→n_tgt: i) The GCU implements torque feedforward + feedback adjustment; ii) The ECU starts speed gradual unloading after delaying Δt2; Δt1 and Δt2 are adjusted online according to the dynamic coupling strength, and Δt1 < Δt2.

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