Charging control method for energy storage ship

Abstract

The invention provides an energy storage ship charging control method. The charging control method for the energy storage ship comprises the following steps: calculating one-way power electricity basic quantity; according to the one-way power electricity basic quantity, the total back-and-forth power electricity guarantee quantity is calculated; the optimal charging amount is calculated according to the total back-and-forth power electricity guarantee amount; calculating a dynamic charging power curve; calculating the optimal charging duration according to the optimal charging amount and the dynamic charging power curve; and executing a charging operation. According to the energy storage ship charging control method, on the premise that follow-up back-and-forth sailing power utilization of the energy storage ship and cross-regional power transmission target electric quantity are guaranteed, excessive redundancy or insufficient charging quantity is avoided, and accurate matching of charging efficiency and follow-up requirements is achieved.

Description

Technical Field

[0001] This invention relates to the field of energy storage ship power transmission technology, and more specifically, to a charging control method for energy storage ships. Background Technology

[0002] With the surge in global demand for clean energy and increasing environmental awareness, new energy power generation technologies, especially wind and solar power, are expanding globally at an unprecedented pace. However, the inherent intermittent and volatile characteristics of these power generation methods pose unprecedented challenges to the stable operation of traditional power grids. When wind speeds decrease or the sun sets, power generation drops sharply, while electricity demand remains unaffected, leading to a supply-demand imbalance and increasing the instability and complexity of the power grid.

[0003] To address this challenge, inter-regional power dispatch has become a key strategy for maintaining grid stability. It not only helps balance the power supply and demand gap between regions but also promotes the integration of new energy sources, improving the efficiency and sustainability of the entire grid. Against this backdrop, the importance of energy storage technology has become prominent, especially energy storage vessels, which, with their unique flexibility and rapid deployment capabilities, have become an ideal choice for inter-regional power transmission.

[0004] Compared to onshore energy storage facilities, energy storage vessels are not strictly limited by geographical location and can be moved to areas in need in a short time, greatly improving the flexibility and response speed of power dispatch.

[0005] As energy storage vessels are increasingly used in cross-regional power distribution, the charging process, as a crucial step in replenishing their energy, directly impacts the vessel's subsequent navigation safety and power transmission efficiency. Current charging strategies for energy storage vessels largely focus on increasing charging speed, neglecting coordination with subsequent navigation and power transmission needs. This independent operation may result in excessive or insufficient charging; the former increases unnecessary charging time and costs, while the latter may jeopardize navigation safety and the continuity of power transmission. Summary of the Invention

[0006] The main objective of this invention is to provide a charging control method for energy storage ships, which can avoid excessive or insufficient charging while ensuring the power supply for the energy storage ship's subsequent round-trip navigation and the target power supply for cross-regional power transmission, thereby achieving a precise match between charging efficiency and subsequent demand.

[0007] To achieve the above objectives, according to one aspect of the present invention, a method for controlling the charging of an energy storage ship is provided, comprising:

[0008] Calculate the basic amount of electricity required for a single trip;

[0009] Calculate the total guaranteed power consumption for round trips based on the basic power consumption for a single trip.

[0010] Calculate the optimal charging amount based on the total guaranteed power consumption for round trips;

[0011] Calculate the dynamic charging power curve;

[0012] Calculate the optimal charging time based on the optimal charging amount and dynamic charging power curve;

[0013] Perform a charging operation.

[0014] Furthermore, the energy storage ship charging control method also includes:

[0015] Determine whether the cumulative charging amount is greater than or equal to the optimal charging amount;

[0016] If the cumulative charging amount is greater than or equal to the optimal charging amount, the departure time redundancy judgment is initiated.

[0017] If departure time is redundant If the value is greater than 0, execute the idle supplementary charging step, and determine whether the supplementary charging stop condition is met during the supplementary charging process;

[0018] If the conditions for stopping supplementary charging are met, charging will stop; if the conditions for stopping supplementary charging are not met, idle supplementary charging will continue.

[0019] If departure time is redundant If the value is less than or equal to 0, charging will stop.

[0020] Furthermore, the steps for calculating the basic one-way power consumption include:

[0021] Obtain navigation parameters;

[0022] Establish an integral mathematical model to convert instantaneous power to cumulative power consumption;

[0023] The basic amount of power consumption for a single trip is calculated using navigation parameters and an integral mathematical model.

[0024] Furthermore, using navigation parameters and an integral mathematical model, the basic amount of electricity required for a single trip is calculated using the following formula:

[0025] ;

[0026] in Let t be the cumulative power consumption for a single trip at time t, in kWh, and t be the total duration of a single trip, in hours. The reference power for the speed at time t, in kW. This is a water environment correction factor, reflecting the impact of water temperature and water density on power consumption. This is the weather-course coupling coefficient, reflecting the impact of wave height, wind speed, and course on power consumption. This is the ship condition factor, which reflects the impact of draft and hull cleanliness on power consumption.

[0027] Furthermore, k1 and k2 are the ship's resistance coefficients, and v is the real-time speed in m / s. ,in, Water temperature, in °C. This refers to the density of water, expressed in kg / m³. ,in, Wave height, in meters (m). Wind speed, in m / s. The angle between the bow of the ship and the wind direction, in degrees. ,in, Real-time draft, in meters. The value for hull cleanliness is 0-1. For reference draft, The value range is 0.05 to 0.2. The value range is (0.1~0.5). This is an empirical coefficient.

[0028] Furthermore, the total guaranteed power consumption for round trips is calculated based on the basic one-way power consumption using the following formula:

[0029] ;

[0030] in The minimum reserve power at time t, expressed in kWh, is the minimum power level reserved for navigation safety. The safety factor is related to the risk level of the flight route. The estimated power consumption for the return trip, in kWh. This is a contingency factor related to the environment. This is the battery cycle degradation compensation coefficient. The power consumption is calculated for the outward journey.

[0031] Furthermore, the steps for calculating the optimal charging amount based on the total guaranteed minimum power consumption for round trips include:

[0032] The minimum charging requirement for the charging point is calculated based on the total guaranteed power consumption for round trips. ,

[0033] ;

[0034] in, For battery discharge efficiency, , The total duration of the vessel's stopover at the starting point A and the ending point B;

[0035] Based on the ship's current remaining power SOC and the total power demand for the entire subsequent process. Combined with battery capacity The formula for calculating the optimal charging amount is:

[0036] ;

[0037] when ≥ hour, =0, no charging required;

[0038] when > hour, = ;

[0039] In other cases, = ,

[0040] in ≥ .

[0041] Furthermore, the steps for calculating the dynamic charging power curve include:

[0042] The dynamic charging power curve is calculated using the following formula:

[0043] ;

[0044] in This is the maximum output power of the charging facility, measured in kW, and is determined by the parameters of the charging facility.

[0045] Let be the remaining load carrying capacity of the power grid at time t, and the formula is: ;

[0046] The maximum allowable charging power of the battery at time t is determined based on the real-time state of the battery, and the formula is:

[0047] ;

[0048] in Let be the real-time battery voltage at time t. The maximum allowable charging current for the battery. The maximum allowable charging voltage for the battery. Let t be the real-time charging current of the battery. This is the upper limit of safe power based on battery temperature.

[0049] Furthermore, the steps for calculating the optimal charging time based on the optimal charging amount and the dynamic charging power curve include:

[0050] The optimal charging time is calculated using the following formula:

[0051] ;

[0052] in The cumulative charge amount at time t, when = When charging is complete;

[0053] For dynamic charging power curves;

[0054] The charging efficiency (%) at time t, and the charging power The relevant formula is:

[0055] ;

[0056] Where k is the adjustment coefficient, which is adjusted according to the total power of the system;

[0057] If fluctuations occur in the power grid or battery status, leading to Changes, algorithm iterative updates in real time .

[0058] Furthermore, if the cumulative charging amount is greater than or equal to the optimal charging amount, the steps for initiating the departure time redundancy determination include:

[0059] When the cumulative charging amount achieve When this happens, the charging execution control module pauses the charging process, triggering a departure time redundancy check.

[0060] Planned departure time based on real-time data With current time Calculate the redundancy duration of departure time. The formula is:

[0061] - ;

[0062] in The fixed preparation time (h) required for a ship to go from the end of charging to departure is determined according to the ship type and port procedures, and is usually 0.5h-1h.

[0063] like The vessel was determined to have no departure time redundancy, so charging was stopped and the vessel entered the departure preparation phase.

[0064] like If the system determines that there is a redundancy in departure time, it will trigger the idle time supplementary charging process and proceed to the next step.

[0065] Furthermore, if the departure time redundancy t is greater than 0, the steps for performing the idle supplementary charging step include:

[0066] Calculate idle replenishment charge amount;

[0067] Idle charging is performed in low-power charging mode based on the amount of idle charging.

[0068] Furthermore, the steps for calculating idle replenishment charge include:

[0069] Based on departure time redundancy duration The remaining battery capacity, port congestion and subsequent safety redundancy requirements are considered to dynamically calculate idle replenishment charging capacity. The formula is:

[0070] ;

[0071] This refers to the remaining battery capacity space, used to prevent overcharging due to supplemental charging. The formula is: ,in For full battery capacity, This represents the current cumulative charging amount;

[0072] The available charge capacity during redundant periods is calculated based on the redundant duration and low-power supplementation mode, using the following formula:

[0073]

[0074] in To replenish charging power (kW) during idle periods, a low-power trickle charging mode is used, typically... Reduce the power by 10%-20% to avoid high-power charging damaging the battery.

[0075] For safety redundancy requirements, additional energy reserves are added for subsequent voyages, as shown in the formula:

[0076]

[0077] in For safety redundancy, a reference value of 0.05-0.1 is recommended to avoid energy shortages caused by sudden increases in energy consumption.

[0078] Furthermore, in the low-power supplementation mode, the supplementary charging power is controlled through the following steps:

[0079] use Recharge;

[0080] If real-time load fluctuations in the power grid lead to Then the supplementary charging power will be reduced to 0.9. ;

[0081] in for 10%-20%, .

[0082] Furthermore, the conditions for stopping supplementary charging include at least one of the following:

[0083] The cumulative amount of charging has reached Immediately stop recharging and the vessel enters the departure preparation phase;

[0084] Recharge time reaches Regardless of whether it is achieved All charging has been stopped.

[0085] If the battery status triggers a safety threshold, immediately stop supplemental charging and initiate battery cooling and status monitoring.

[0086] Furthermore, the steps for performing the charging operation include:

[0087] according to Dynamically adjust charging power:

[0088] When the grid has sufficient remaining carrying capacity and the battery is in good condition, or Run to maximize charging rate;

[0089] When the real-time load of the power grid increases, leading to When decreasing, decrease simultaneously. To avoid exceeding the power grid's load capacity limit;

[0090] When the battery temperature rises or the voltage approaches Automatically lower ;

[0091] in For dynamic charging power curves, This is the maximum output power of the charging facility, measured in kW, and is determined by the parameters of the charging facility. The maximum allowable charging power of the battery at time t is determined based on the real-time state of the battery, and the formula is:

[0092] ;

[0093] in Let be the real-time battery voltage at time t. The maximum allowable charging current for the battery. The maximum allowable charging voltage for the battery. Let t be the real-time charging current of the battery. The upper limit of safe power is based on battery temperature; Let be the remaining load carrying capacity of the power grid at time t, and the formula is: .

[0094] Furthermore, the steps for performing the charging operation include:

[0095] When the cumulative charging amount is close to At that time, the charging execution control module gradually reduces To trickle charging power;

[0096] When the cumulative charging amount reaches At that time, charging is paused and departure time redundancy determination is initiated:

[0097] With no departure time redundancy, charging is stopped, the charging process is completed, and the ship enters the departure preparation stage.

[0098] There is a redundancy in departure time. The process of "calculating the amount of additional charge - supplementing the charge with low power - stopping after the stop conditions are met" will be followed until the stop conditions are met before entering the departure preparation stage.

[0099] According to embodiments of the present invention, the energy storage ship charging control method accurately predicts the energy consumption demand of a ship traveling on a fixed route by calculating the basic amount of power consumption for a single trip, making the energy consumption prediction more realistic and providing a solid foundation for subsequent charging calculations. Subsequently, based on the basic amount of power consumption for a single trip, the total guaranteed amount of power consumption for the round trip is calculated, ensuring that the ship has sufficient power reserves to cope with any unpredictable challenges encountered during navigation. Next, the system determines the optimal charging amount based on factors such as the total guaranteed amount of power consumption for the round trip, the target discharge amount, and port congestion self-consumption. This not only considers the ship's navigation and discharge needs but also combines the current battery status and capacity limitations, ensuring that the charging amount meets subsequent needs while avoiding the waste of time and resources caused by overcharging. The dynamic charging power curve is determined based on the maximum output power of the charging facility, the real-time load status of the power grid, the battery safety threshold, and the charging efficiency. During actual charging, the charging power can be adjusted in real time according to the dynamic charging power curve, maximizing the charging rate while meeting the safety constraints of the power grid and the battery. This process, through real-time monitoring and dynamic adjustment, effectively addresses instantaneous changes in grid load and battery status, ensuring the safety and efficiency of the charging process. Attached Figure Description

[0100] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0101] Figure 1 This is a control principle diagram of the energy storage ship charging control method according to an embodiment of the present invention;

[0102] Figure 2 This is a flowchart illustrating the entire charging process of the energy storage ship charging control method according to an embodiment of the present invention.

[0103] Figure 3 This is a flowchart illustrating the calculation of charging quantity and dynamic adjustment of charging power in the energy storage ship charging control method according to an embodiment of the present invention. Detailed Implementation

[0104] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0105] See also Figures 1 to 3 As shown, according to an embodiment of the present invention, the energy storage ship charging control method includes:

[0106] Calculate the basic amount of electricity required for a single trip;

[0107] Calculate the total guaranteed power consumption for round trips based on the basic power consumption for a single trip.

[0108] Calculate the optimal charging amount based on the total guaranteed power consumption for round trips;

[0109] Calculate the dynamic charging power curve;

[0110] Calculate the optimal charging time based on the optimal charging amount and dynamic charging power curve;

[0111] Perform a charging operation.

[0112] This energy storage ship charging control method accurately predicts the energy consumption demand of a ship traveling on a fixed route by calculating the basic amount of power consumption for a single trip. This step takes into account the dynamic influence of multiple factors such as speed, water environment characteristics, weather conditions, and ship status, making the energy consumption prediction more realistic and providing a solid foundation for subsequent charging calculations.

[0113] Subsequently, based on the basic amount of power consumption for a single trip, combined with the safety factor, the emergency situation factor, and the battery degradation compensation factor, the total guaranteed amount of power consumption for the round trip was calculated. This ensured that the ship had sufficient power reserves to cope with any unpredictable challenges encountered during the voyage, thus setting a minimum safe threshold for the calculation of subsequent charging amounts.

[0114] Next, the system determines the optimal charging amount based on factors such as the total guaranteed power consumption for round trips, the target discharge amount, and self-consumption while in port. This calculation not only considers the ship's navigation and discharge needs but also takes into account the current battery status and capacity limitations, ensuring that the charging amount meets subsequent needs while avoiding the waste of time and resources caused by overcharging.

[0115] The dynamic charging power curve is determined based on the maximum output power of the charging facility, the real-time load status of the power grid, the battery safety threshold, and the charging efficiency. During actual charging, the charging power can be adjusted in real time according to the dynamic charging power curve, maximizing the charging rate while meeting the safety constraints of the power grid and the battery. This process, through real-time monitoring and dynamic adjustment, effectively responds to instantaneous changes in power grid load and battery status, ensuring the safety and efficiency of the charging process.

[0116] The calculation of optimal charging time combines optimal charging capacity, dynamic charging power curve, and charging efficiency to ensure precise control of the charging process. This calculation ensures that the required optimal charging capacity is reached in the shortest possible time, avoiding redundant charging time and thus improving the overall turnaround efficiency of the vessel.

[0117] Finally, during the charging operation, the system, through the charging execution control module, precisely controls the charging process based on the calculated optimal charging amount, dynamic charging power curve, and optimal charging duration. Simultaneously, trickle charging technology is employed in the later stages of charging to prevent overcharging. When the cumulative charging amount reaches the optimal level, the system pauses charging and performs a departure time redundancy check. If redundancy exists, the system initiates a supplementary charging process, utilizing a low-power mode to further enhance energy redundancy and strengthen flight safety reserves without affecting departure preparations.

[0118] The implementation of the entire charging control method not only achieves synergy between charging and subsequent navigation and discharging scenarios, avoiding resource waste and safety risks, but also provides strong technical support for the commercial application of energy storage ships by optimizing charging efficiency, shortening charging time, and reducing operating costs, thereby improving the flexibility and safety of energy utilization.

[0119] In this embodiment, in order to calculate the basic power consumption for a single trip, it is necessary to obtain the relevant navigation parameters on the route in advance, which can be obtained through the network or a meteorological center. Then, using these parameters, combined with the energy storage vessel's own losses, the basic power consumption for a single trip is calculated to ensure that the final calculated charging amount meets the energy storage vessel's own losses and the target power transmission requirements, effectively meeting the cross-regional power transmission needs of the energy storage vessel.

[0120] The above method can overcome the limitations of existing technologies that solely pursue charging efficiency, and establish a calculation model that guarantees subsequent demand and dynamically adapts charging volume. By collecting fixed route parameters, navigation energy consumption parameters, and discharge demand parameters (i.e., target power delivery) from the starting point A to the destination B in real time, the minimum and optimal charging volumes that meet the needs of the entire subsequent process can be accurately calculated. At the same time, the charging volume can be dynamically adjusted in combination with the charging facilities and the grid load status, so as to maximize charging efficiency while ensuring subsequent demand.

[0121] In one embodiment, the energy storage ship charging control method further includes:

[0122] Determine whether the cumulative charging amount is greater than or equal to the optimal charging amount;

[0123] If the cumulative charging amount is greater than or equal to the optimal charging amount, the departure time redundancy judgment is initiated.

[0124] If departure time is redundant If the value is greater than 0, execute the idle supplementary charging step, and determine whether the supplementary charging stop condition is met during the supplementary charging process;

[0125] If the conditions for stopping supplementary charging are met, charging will stop; if the conditions for stopping supplementary charging are not met, idle supplementary charging will continue.

[0126] If departure time is redundant If the value is less than or equal to 0, charging will stop.

[0127] In this embodiment, the charging control method for the energy storage vessel further refines the management of the charging process, ensuring that the charging operation meets subsequent needs while making full use of the idle time at the berthing starting point A to improve energy redundancy. Specifically, when the cumulative charging amount reaches or exceeds the pre-calculated optimal charging amount, the system automatically activates the departure time redundancy. The system determines whether to proceed. If there is positive departure time redundancy, meaning there is still usable waiting time before the planned departure, the system will initiate a low-power supplementary charging process. During idle supplementary charging, the charging execution control module continuously monitors the supplementary charging stop conditions, including whether the supplementary charging amount has reached the calculated value. Whether the battery status has triggered the safety threshold and whether the supplementary charging time for the redundancy period has been reached. Once any stopping condition is met, the system immediately terminates the supplementary charging process; otherwise, supplementary charging continues until all stopping conditions are triggered. If the departure time redundancy is negative or zero, meaning there is no additional waiting time, the system directly stops charging, and the vessel enters the departure preparation phase. This series of control strategies not only ensures the safe and efficient navigation of energy storage vessels in fixed-route round-trip modes, but also achieves refined energy management and optimized charging processes through dynamic charging power adjustment and energy replenishment during idle periods, thereby reducing operating costs and enhancing navigation safety reserves. Simultaneously, by avoiding battery overcharging and grid overload, the system ensures the safety of the entire charging process and the stability of the power grid, laying a solid foundation for the commercial application of energy storage vessels.

[0128] In one embodiment, the steps for calculating the basic one-way power consumption include:

[0129] Obtain navigation parameters;

[0130] Establish an integral mathematical model to convert instantaneous power to cumulative power consumption;

[0131] The basic amount of power consumption for a single trip is calculated using navigation parameters and an integral mathematical model.

[0132] In this embodiment, the step of calculating the basic power consumption for a single trip involves first acquiring navigation parameters, including speed, water environment characteristics, weather conditions, and navigation status; then, establishing an integral mathematical model to accurately convert instantaneous power to cumulative power consumption, providing a solid theoretical framework for calculating the basic power consumption for a single trip; finally, using the collected navigation parameters combined with the integral mathematical model, the basic power consumption for a single trip is calculated. This value reflects the true level of energy consumption during navigation, laying the foundation for subsequent accurate matching of charging quantity and power demand. Through these steps, this embodiment not only achieves accurate prediction of ship power consumption but also ensures the rationality and accuracy of subsequent charging quantity calculations, thereby promoting the efficiency and safety of the entire charging process.

[0133] Specifically, this process follows the law of conservation of energy and the principles of ship dynamics. Through integral calculations, it incorporates the influence of dynamic parameters such as speed, water environment, weather conditions, and hull condition, thereby deriving an estimate that more closely reflects actual power consumption during navigation. In this way, energy storage vessels can adjust their charging strategies based on accurate demand forecasts, avoiding overcharging or undercharging and ensuring the smooth completion of navigation and power transmission tasks. This method enables dynamic adjustment of charging power, making the charging process both efficient and safe, providing strong support for the daily operation of energy storage vessels.

[0134] In one embodiment, the basic one-way power consumption is calculated using navigation parameters and an integral mathematical model via the following formula:

[0135] ;

[0136] in Let t be the cumulative power consumption for a single trip at time t, in kWh, and t be the total duration of a single trip, in hours. The reference power for the speed at time t, in kW. This is a water environment correction factor, reflecting the impact of water temperature and water density on power consumption. This is the weather-course coupling coefficient, reflecting the impact of wave height, wind speed, and course on power consumption. This is the ship condition factor, which reflects the impact of draft and hull cleanliness on power consumption.

[0137] In this embodiment, by constructing a dynamic power allocation and load scheduling process, optimized operation of energy storage vessels on fixed round-trip routes is achieved. Specifically, the current basic one-way power consumption... Pre-calculation is performed using an integral formula that considers the influence of multiple parameters, including the baseline power at time t corresponding to the ship's speed, water environment characteristics (water temperature, water density), meteorological conditions (wave height, wind speed, heading), and ship status (draft, hull cleanliness). This allows the ship to adjust its basic power consumption for a single trip based on real-time environmental conditions and status, thereby maximizing the use of surplus energy for cross-regional power transmission while ensuring navigational safety. Through this scheme, the ship can dynamically adjust power allocation based on navigation parameters during its journey from point A to point B, and during its return journey from point B back to point A. This precisely matches power consumption with power transmission needs, effectively avoiding power waste, improving overall operational efficiency, and providing a more flexible and efficient energy management solution for the ship. It ensures a dynamic balance between power transmission and its own power consumption, guaranteeing stable operation of the ship in cross-regional power allocation.

[0138] In this embodiment, since the calculation of the ship's one-way power consumption is a pre-calculation, the power consumption of the energy storage ship from the starting point A to the destination B, and the power consumption of the energy storage ship from the destination B back to the starting point A can be estimated directly according to the relevant navigation parameters obtained from the network or the meteorological center. Then, by combining the estimated power consumption of the outbound and return journeys with the ship's own power consumption, the optimal charging amount at the starting point A can be accurately calculated.

[0139] In one embodiment, k1 and k2 are the ship's resistance coefficients, and v is the real-time speed in m / s. ,in, Water temperature, in °C. This refers to the density of water, expressed in kg / m³. ,in, Wave height, in meters (m). Wind speed, in m / s. The angle between the bow of the ship and the wind direction, in degrees. ,in, Real-time draft, in meters. The value for hull cleanliness is 0-1. For reference draft, The value range is 0.05 to 0.2. The value range is (0.1~0.5). This is an empirical coefficient.

[0140] In this embodiment, a refined parameterized control strategy and technical solution are introduced to optimize the energy management and cross-regional power transmission efficiency of energy storage vessels on fixed round-trip routes. Specifically, by dynamically adjusting the allocation ratio between power consumption for propulsion and power transmission, the maximum utilization of electricity is achieved without sacrificing navigation safety. First, based on the real-time speed v of the vessel, the formula is used... ,in , An empirical coefficient specific to ship resistance can be used to accurately calculate the instantaneous power requirement of the propulsion system. and This correlation reflects frictional resistance during low-speed navigation, such as friction between the hull and water, and wave-making resistance. and The correlation reflects wave-making resistance during high-speed navigation, such as the contribution of waves generated by the ship's hull to resistance. Then, it is combined with water temperature. water density Factors such as, through The formula quantifies the impact of the aquatic environment on ship navigation efficiency. , The adjustment factor reflects the sensitivity of energy consumption to changes in temperature and density. Meanwhile, The expression takes wave height into account. Wind speed and the angle between the bow and the wind direction Impact on navigation resistance and energy consumption , The corresponding coefficient ensures that a reasonable power usage strategy can be maintained even under severe weather conditions. Furthermore, The calculations focus on real-time draft depth. Hull cleanliness and reference draft The comparison is made through coefficients. The adjustment of parameters assesses the actual impact of ship status on power consumption, enabling more accurate energy consumption prediction and power allocation decisions under complex operating conditions. In summary, this technical solution integrates multi-dimensional parameters to form a comprehensive and dynamic energy management framework. This framework not only accurately calculates power demand at every moment but also maximizes the release of power transmission potential while ensuring the ship's safe return, thereby effectively improving the economic benefits and energy allocation efficiency of energy storage vessels. In other embodiments not shown in the figures, these formulas and parameters can be flexibly adjusted according to actual conditions to adapt to more diverse navigation conditions and power transmission needs.

[0141] In one embodiment, the total guaranteed power consumption for round trips is calculated based on the basic one-way power consumption using the following formula:

[0142] ;

[0143] in The minimum reserve power at time t, expressed in kWh, is the minimum power level reserved for navigation safety. The safety factor is related to the risk level of the flight route, generally ranging from 1 to 5. The higher the risk, the greater the safety factor. , The estimated power consumption for the return trip, in kWh. This is a contingency factor related to the environment. This is the battery cycle degradation compensation coefficient. The power consumption is calculated for the outward journey.

[0144] This energy storage ship charging control method integrates key factors such as route risks, sudden environmental situations, and battery degradation compensation through calculation formulas, dynamically adjusting the total reserve of power consumption for round trips. This ensures that the energy storage ship always has sufficient power reserves to cope with various safety challenges under complex and ever-changing navigation conditions, thereby effectively improving the reliability and safety of ship operation, while optimizing battery efficiency and lifespan.

[0145] In this embodiment, since the basic amount of power consumption for a single trip is pre-calculated at the charging location, it is necessary to consider the safety factor, unexpected situations, and battery degradation during the ship's voyage. This ensures that the calculated total guaranteed amount of power consumption for the round trip fully considers various situations during the voyage, and that the calculation of the charging amount can cover the safety factor and cope with the power consumption caused by unexpected situations and battery degradation during the voyage. It also ensures that the amount of electricity that can be released meets the requirements of the target power delivery.

[0146] In one embodiment, the step of calculating the optimal charging amount based on the total guaranteed amount of round-trip power consumption includes:

[0147] The minimum charging requirement for the charging point is calculated based on the total guaranteed power consumption for round trips. ,

[0148] ;

[0149] in, For battery discharge efficiency, , The total duration of the vessel's stopover at the starting point A and the ending point B;

[0150] Based on the ship's current remaining power SOC and the total power demand for the entire subsequent process. Combined with battery capacity The formula for calculating the optimal charging amount is:

[0151] ;

[0152] when ≥ hour, =0, no charging required;

[0153] when > hour, = The maximum capacity is the battery's full capacity.

[0154] In other cases, = This ensures that the charging amount is just enough to meet subsequent needs.

[0155] in ≥ .

[0156] The aforementioned energy storage vessel charging control strategy meticulously calculates the total demand throughout the entire process, including the minimum guaranteed power consumption for round trips, the target power transmission demand, battery losses, and basic energy consumption during port occupancy. It also dynamically determines the optimal charging amount by combining the current battery status and physical limits of the vessel. This ensures that the energy storage vessel can meet the basic power needs for navigation and discharging missions while fully utilizing the battery's storage potential and avoiding unnecessary overcharging or undercharging. As a result, it significantly improves the accuracy and efficiency of energy management and charging control, and enhances the safety and economy of vessel operation.

[0157] In one embodiment, the step of calculating the dynamic charging power curve includes:

[0158] With the goal of "minimizing charging time while meeting grid load constraints and battery safety constraints", the dynamic charging power curve is calculated using the following formula:

[0159] ;

[0160] in This is the maximum output power of the charging facility, measured in kW, and is determined by the parameters of the charging facility.

[0161] Let be the remaining load carrying capacity of the power grid at time t, and the formula is: ;

[0162] The maximum allowable charging power of the battery at time t is determined based on the real-time state of the battery, and the formula is:

[0163] ;

[0164] in Let be the real-time battery voltage at time t. The maximum allowable charging current for the battery. The maximum allowable charging voltage for the battery. Let t be the real-time charging current of the battery. This is the upper limit of safe power based on battery temperature.

[0165] In this embodiment, the energy storage ship charging method realizes the calculation and adjustment of dynamic charging power curve. It comprehensively considers the maximum power output capacity of the charging facility, the real-time load capacity limit of the power grid, and the safety threshold of the battery during the charging process. Through real-time monitoring and minimum value selection mechanism, the most suitable charging power at each moment is dynamically determined. This not only maximizes the utilization of the output capacity of the charging facility, but also ensures that the charging power does not exceed the load limit of the power grid or the safety limit of the battery. Thus, while ensuring charging efficiency, it effectively maintains the stability of the power grid and the safety of the battery, realizing safe, efficient and intelligent control of the charging process, and significantly improving the overall efficiency of energy storage ship charging management.

[0166] In one embodiment, the step of calculating the optimal charging time based on the optimal charging amount and the dynamic charging power curve includes:

[0167] The optimal charging time is calculated using the following formula:

[0168] ;

[0169] in The cumulative charge amount at time t, when = When charging is complete;

[0170] For dynamic charging power curves;

[0171] The charging efficiency (%) at time t, and the charging power The relevant formula is:

[0172] ;

[0173] Where k is the adjustment coefficient, which is adjusted according to the total power of the system;

[0174] If fluctuations occur in the power grid or battery status, leading to Changes, algorithm iterative updates in real time .

[0175] In this embodiment, by accurately calculating the optimal charging time, the optimal charging amount and the dynamically changing charging power curve are cleverly combined. At the same time, the nonlinear relationship between charging efficiency and power change is taken into account. This ensures that the energy demand of the energy storage ship is met while achieving fine control of the charging process. Even in the face of real-time fluctuations in the grid and battery status, the charging strategy can be quickly responded to and adjusted, thereby greatly improving charging efficiency, shortening the overall charging time, and ensuring the safety of charging and the stability of the grid. This reflects a high degree of intelligence and flexibility.

[0176] In this embodiment, the above-described method enables precise matching between the charging amount and subsequent voyage needs for the charging process of energy storage vessels, while ensuring the safety of the charging process and the stable operation of the power grid. Specifically, the method first dynamically calculates the optimal charging amount and charging power curve based on information from multiple aspects such as the vessel's power requirements, environmental parameters, power grid capacity, and battery characteristics. By monitoring and adjusting the charging power in real time, charging efficiency can be maximized while ensuring that the battery safety threshold and power grid load limits are not exceeded. When the accumulated charging amount approaches the optimal charging amount, the system automatically switches to trickle charging mode to prevent overcharging. In particular, once the charging amount reaches the optimal value, the algorithm further determines whether there is a redundant period between the vessel's planned departure time and the current time. If so, this period is used for supplementary charging at a lower power, increasing energy redundancy without affecting charging safety and power grid stability. The entire charging process is precisely controlled, meeting the energy needs of the vessel's subsequent fixed-route round-trip voyage and power transmission while avoiding resource waste and maximizing energy utilization. This control method helps reduce operating costs, improves navigation safety, and provides strong support for the commercial application of energy storage vessels. Optimized charging efficiency, ensured safety, and enhanced energy redundancy constitute the core advantages of this embodiment. These features enable energy storage vessels to meet energy demands while more flexibly responding to various uncertainties, ensuring stability and economy throughout operation. Furthermore, through intelligent monitoring and feedback mechanisms, the system can adjust charging strategies in real time to adapt to constantly changing external environments and internal conditions, thereby ensuring the efficiency and reliability of the entire charging process.

[0177] In one embodiment, if the cumulative charging amount is greater than or equal to the optimal charging amount, the step of initiating the departure time redundancy determination includes:

[0178] When the cumulative charging amount achieve When this happens, the charging execution control module pauses the charging process, triggering a departure time redundancy check.

[0179] Planned departure time based on real-time data With current time Calculate the redundancy duration of departure time. The formula is:

[0180] - ;

[0181] in The fixed preparation time (h) required for a ship to go from the end of charging to departure is determined according to the ship type and port procedures, and is usually 0.5h-1h.

[0182] like The vessel was determined to have no departure time redundancy, so charging was stopped and the vessel entered the departure preparation phase.

[0183] like If the system determines that there is a redundancy in departure time, it will trigger the idle time supplementary charging process and proceed to the next step.

[0184] In this embodiment, when the cumulative charging amount achieve At this time, the charging execution control module automatically pauses the charging process, thereby triggering a departure time redundancy check. This is achieved by obtaining the planned departure time in real time. With current time Accurately calculate departure time redundancy. ,in The fixed preparation time required for a vessel from the end of charging to departure is determined based on the vessel type and port procedures, and generally ranges from 0.5 to 1 hour, including tasks such as cable removal and equipment inspection. If If the calculation result is less than or equal to zero, it is determined that there is no departure time redundancy. At this time, the charging process stops completely, and the ship enters the departure preparation state; conversely, if If the value is greater than zero, it is determined that there is a departure time redundancy, and the idle supplementary charging process is immediately initiated. Low-power supplementary charging is carried out during the remaining time to improve energy redundancy and enhance navigation safety. This mechanism ensures precise alignment between the charging process and departure time, avoiding overcharging or undercharging. At the same time, it makes full use of idle time in port to optimize energy reserves, effectively balancing charging efficiency and subsequent navigation needs, and enhancing the flexibility and reliability of energy storage vessel operation.

[0185] In one embodiment, if the departure time is redundant If the value is greater than 0, the steps for performing the idle replenishment charging step include:

[0186] Calculate idle replenishment charge amount;

[0187] Idle charging is performed in low-power charging mode based on the amount of idle charging.

[0188] In this embodiment, when the departure time is redundant When the value is greater than zero, the energy storage vessel performs an idle replenishment charging step, first calculating the idle replenishment charging amount. Then, based on the calculation results, charging is performed in a low-power supplementation mode. The design principle is that, through a pre-determined supplementation charging calculation strategy, supplementation charging can be performed in the form of trickle charging during the ship's extra waiting time at the charging point, ensuring that the battery is not overcharged and the power grid is not overloaded. This low-power charging mode not only improves the battery's energy redundancy to meet unexpected energy consumption that may be encountered during subsequent voyages, but also effectively reduces thermal stress on the battery, extends battery life, avoids sudden increases in grid load that may be caused by high-power charging, and ensures the safety of the entire charging process and the stability of the power grid. By adopting the above scheme, the charging and navigation process of energy storage ships on fixed routes will be more efficient and flexible, significantly reducing the operational risks caused by insufficient energy, while also providing the ship with a more sufficient energy buffer, enhancing navigation safety, and achieving a dual improvement in economic benefits and safety assurance. In other embodiments not shown in the figure, The calculation can also be dynamically adjusted based on changes in the real-time battery status and grid load, further optimizing the charging strategy.

[0189] In one embodiment, the step of calculating the idle replenishment charge includes:

[0190] Based on departure time redundancy duration The remaining battery capacity, port congestion and subsequent safety redundancy requirements are considered to dynamically calculate idle replenishment charging capacity. The formula is:

[0191] ;

[0192] This refers to the remaining battery capacity space, used to prevent overcharging due to supplemental charging. The formula is: ,in For full battery capacity, This represents the current cumulative charging amount;

[0193] The available charge capacity during redundant periods is calculated based on the redundant duration and low-power supplementation mode, using the following formula:

[0194]

[0195] in To replenish charging power (kW) during idle periods, a low-power trickle charging mode is used, typically... Reduce the power by 10%-20% to avoid high-power charging damaging the battery.

[0196] For safety redundancy requirements, additional energy reserves are added for subsequent voyages, as shown in the formula:

[0197]

[0198] in For safety redundancy, a reference value of 0.05-0.1 is used, which means an additional 5%-10% of the total backup power consumption for round trips, to avoid energy shortages caused by sudden increases in energy consumption.

[0199] In this embodiment, once the optimal charging amount is achieved, the departure time redundancy determination mechanism is activated. By calculating the departure time redundancy duration in real time, it assesses whether the conditions for supplementary charging during idle periods are met. If redundant time exists, the system dynamically calculates the idle supplementary charging amount to ensure that the charging amount neither leads to battery overcharging nor exceeds the grid's capacity or safety redundancy requirements. It reflects the remaining rechargeable capacity of the battery, avoiding the risk of overcharging during recharging; Based on With low power supplement mode It is determined that, through trickle charging technology, It operates at 10%-20% power, effectively reducing the impact on the battery and power grid; Through coefficients The calculations provide additional energy reserves for subsequent voyages, ensuring navigational safety and the ability to respond to emergencies. This design not only optimizes charging efficiency and shortens charging time, but also guarantees the navigational safety and energy redundancy of the energy storage vessel after charging, improving overall operational flexibility and economy. During implementation, the system updates parameters every t1 minutes, dynamically adjusting... To ensure the safety and efficiency of the recharging process, t1 is 10-20 minutes, and in one embodiment, t1 is, for example, 15 minutes. In other embodiments not shown in the figure, the system can also further refine the adjustment based on real-time monitoring of battery status and grid load. and To adapt to more varied charging environments and needs.

[0200] In one embodiment, in the low-power supplementation mode, the supplementation charging power is controlled through the following steps:

[0201] use Recharge;

[0202] If real-time load fluctuations in the power grid lead to Then the supplementary charging power will be reduced to 0.9. ;

[0203] in for 10%-20%, .

[0204] The above method ensures that, with departure time redundancy, idle periods are utilized for supplementary charging while avoiding excessive load on the power grid. By dynamically monitoring the power grid's carrying capacity and battery status, the system can flexibly adapt to environmental changes, effectively controlling potential power grid overload risks during charging, while ensuring battery safety and preventing overheating or overcharging issues caused by high-power charging. This scheme achieves precise adjustment of charging power after departure time redundancy and optimal charging amount are achieved. This not only helps improve energy redundancy, ensuring the safety and efficiency of subsequent navigation and discharging missions, but also optimizes the charging process without increasing the burden on the power grid, extending battery life and thus reducing the operating costs of energy storage vessels. In other embodiments, the adjustment of supplementary charging power can also be optimized based on more detailed battery health status and power grid load forecasts, further enhancing the system's adaptability and reliability.

[0205] In one embodiment, the supplemental charging stop condition includes at least one of the following:

[0206] The cumulative amount of charging has reached Immediately stop recharging and the vessel enters the departure preparation phase;

[0207] Recharge time reaches Regardless of whether it is achieved All charging has been stopped.

[0208] When the battery status triggers a safety threshold, the charging process immediately stops, and battery cooling and status monitoring are activated to ensure battery safety.

[0209] Safety thresholds include, for example, voltage approaching Vmax or temperature reaching a protection threshold (e.g., 40°C).

[0210] In this embodiment, once the cumulative charging amount of the energy storage vessel reaches the pre-calculated optimal charging amount, the charging execution control module initiates a departure time redundancy determination process to determine if there is excess time for supplementary charging. If departure time redundancy exists, a reasonable idle supplementary charging amount is calculated based on the remaining battery capacity, the real-time grid load status, and the safety redundancy requirements for subsequent voyages. This calculation process ensures that supplementary charging does not lead to battery overcharging. Simultaneously, considering the grid's carrying capacity and the vessel's self-consumption while in port, a low-power trickle charging mode is used, avoiding potential battery surges and grid load fluctuations caused by high-power charging. Supplementary charging follows one of three stopping conditions: when the cumulative supplementary charging amount reaches the calculated optimal charging amount... When charging is interrupted, immediately stop charging and prepare for departure; when the charging time is equal to... ,even though Even if the battery is not fully charged, charging will stop. If battery monitoring indicates that any safety threshold has been triggered, such as excessively high battery temperature or approaching the maximum safe voltage, supplemental charging will immediately cease and the corresponding battery cooling or monitoring procedures will be activated to maintain battery safety and stability. This mechanism not only fully utilizes the extra time spent docking at charging stations to increase energy redundancy but also ensures the safety of the charging process and the stable operation of the power grid, thereby improving the ship's navigation safety and overall operational efficiency.

[0211] In this embodiment, the charging process execution control includes three stages: the charging preparation stage, the charging process stage, and the charging end and end stage.

[0212] During the charging preparation phase, after the ship docks at charging terminal A, the data acquisition module is activated, collecting parameters such as grid load, charging facility power, and battery status in real time, and uploading them to the optimal charging algorithm calculation module; the algorithm module then calculates... , and The command is sent to the charging execution control module; at the same time, the battery management system (BMS) performs a pre-detection of the battery status, and after confirming that the battery is fault-free, it prepares to start charging.

[0213] During the charging process, the steps for performing the charging operation include:

[0214] according to Dynamically adjust charging power:

[0215] When the grid has sufficient remaining carrying capacity and the battery is in good condition, or Run to maximize charging rate;

[0216] When the real-time load of the power grid increases, leading to When decreasing, decrease simultaneously. To avoid exceeding the power grid's load capacity limit;

[0217] When the battery temperature rises or the voltage approaches Automatically lower ;

[0218] in For dynamic charging power curves, This is the maximum output power of the charging facility, measured in kW, and is determined by the parameters of the charging facility. The maximum allowable charging power of the battery at time t is determined based on the real-time state of the battery, and the formula is:

[0219] ;

[0220] in Let be the real-time battery voltage at time t. The maximum allowable charging current for the battery. The maximum allowable charging voltage for the battery. Let t be the real-time charging current of the battery. The upper limit of safe power is based on battery temperature; Let be the remaining load carrying capacity of the power grid at time t, and the formula is: .

[0221] In this embodiment, by dynamically adjusting the charging power based on the maximum output capacity of the charging facility, the safety status of the battery, and the real-time load of the power grid, intelligent and refined management of the charging process of energy storage ships is achieved. This ensures that charging efficiency and charging speed are maximized while guaranteeing the stability of the power grid and the safety of the battery. It effectively avoids safety hazards caused by excessive charging power or charging interruptions caused by power grid overload, thereby significantly improving the reliability of charging and the economic benefits of energy use.

[0222] The steps for performing the charging operation during the later and final stages of charging include:

[0223] When the cumulative charging amount is close to At times, for example, when it reaches 90%, the charging execution control module gradually reduces... To trickle charging power, typically 10%-20%;

[0224] When the cumulative charging amount reaches At that time, charging is paused and departure time redundancy determination is initiated:

[0225] With no departure time redundancy, charging is stopped, the charging process is completed, and the ship enters the departure preparation stage.

[0226] There is a redundancy in departure time. The process of "calculating the amount of additional charge - supplementing the charge with low power - stopping after the stop conditions are met" will be followed until the stop conditions are met before entering the departure preparation stage.

[0227] In this embodiment, when the cumulative charging amount is close to At that time, the charging execution control module gradually reduces By adjusting the trickle charging power, this strategy effectively avoids the risks of battery overheating and overvoltage near full charge, while ensuring a steady increase in battery capacity. When the cumulative charge reaches... When the system pauses the charging process and initiates a departure time redundancy determination, it can accurately determine whether there are additional charging opportunities. If no departure time redundancy is determined, the system immediately stops charging, and the vessel enters the departure preparation phase, ensuring that on-time departure is not affected. Conversely, if departure time redundancy exists, trickle charging is performed during idle periods according to the process of "supplementary charging amount calculation - low-power supplementary charging - stopping after reaching the stopping condition." This design avoids battery overcharging while making full use of redundant time to increase energy reserves, enhancing navigation safety and scheduling flexibility. Throughout the entire charging and supplementary charging process, the system monitors the battery status and grid load in real time to ensure that the charging operation is always in optimal condition, meeting the balance between safety, efficiency, and subsequent needs. In other embodiments not shown, the upper and lower limits of supplementary charging power can also be adjusted to adapt to different battery characteristics and grid environments, further optimizing the charging strategy and improving energy utilization efficiency.

[0228] In this embodiment, the energy storage ship charging control method further includes using an electrical safety protection mechanism to protect the battery, the specific method of which is as follows:

[0229] Detecting real-time battery voltage Determine whether it satisfies ≥ When this condition is met, the battery is determined to be overvoltage, and the charging circuit is immediately cut off;

[0230] Detecting real-time battery current Determine whether it satisfies ≥1.1× When this condition is met, the battery is determined to be overcurrent, and the power is immediately reduced or the charging circuit is cut off.

[0231] Detecting real-time battery temperature Determine whether it satisfies If the temperature reaches ≥40℃, the battery is considered overheated, and the power is immediately reduced and the cooling system is activated. If the temperature reaches 40℃ during the supplementary charging phase, supplementary charging is also stopped immediately.

[0232] Detecting real-time load of the power grid Determine whether it satisfies ≥0.95× When this condition is met, the grid is determined to be overloaded, and the charging power is reduced.

[0233] Detect the stability of the output voltage / current and determine whether the voltage fluctuation is ±10% or the current fluctuation is ±15% and lasts for more than 3 seconds. If the condition is met, it is determined that the charging facility is faulty and the charging circuit is immediately cut off.

[0234] Detect the battery charging time to determine if it meets the requirement of charging time ≥ When this condition is met, it is determined that the supplementary charging timeout has occurred, and supplementary charging is immediately stopped to avoid affecting the departure preparation.

[0235] In one embodiment, the present invention also provides an energy storage ship charging control system, including a data acquisition module, a charging optimal algorithm calculation module, and a charging execution control module.

[0236] The data acquisition module collects the following parameters in real time through sensors and communication terminals installed on the ship, charging facilities, and power grid: round-trip distance of route AB, historical energy consumption data of the ship, target discharge amount at point B, maximum output power of the charging facility, real-time grid load (kW), grid load capacity limit (kW), real-time battery status (voltage V, current A, temperature °C, current SOC), and battery charging efficiency. Battery safety thresholds (maximum charging voltage Vmax, maximum charging current Imax), and planned ship departure time. Current time Basic self-consumption power of ships during port stay (kW).

[0237] The optimal charging algorithm calculation module is deployed in the ship's control system or shore-based dispatching system. It executes the optimal charging algorithm with the goal of "precisely matching charging quantity to subsequent demand, minimizing charging time, and meeting grid and battery safety constraints." It also has functions for calculating departure time redundancy and calculating idle supplementary charging quantity.

[0238] The charging execution control module includes a battery management system (BMS) and a charging power controller. Based on the output results of the optimal charging algorithm, it controls the charging amount, charging power, and charging duration during the charging process, while also implementing charging safety protection. It receives the departure time redundancy determination result and performs power adjustment and stop control for idle supplementary charging.

[0239] The energy storage ship charging control method of the present invention has the following beneficial effects:

[0240] 1. Accurately match subsequent needs to improve overall process efficiency.

[0241] By coordinating calculations between charging and subsequent navigation and discharging scenarios, the charging amount can be precisely matched with the demand, avoiding navigation risks caused by insufficient charging or time waste caused by charging redundancy, and improving the overall operational efficiency of energy storage ships.

[0242] 2. Ensure charging safety and power grid stability

[0243] Relying on dynamic charging power adjustment and multi-dimensional safety protection mechanisms, it can avoid safety issues such as battery overcharging and overheating, and adapt to grid load fluctuations. For idle supplementary charging scenarios, a low-power mode is adopted to further reduce safety risks and grid impact, achieving a triple balance between charging safety, grid stability and idle energy utilization.

[0244] 3. Optimize charging efficiency and shorten charging time.

[0245] The charging power is dynamically adjusted by the optimal charging algorithm to maximize the charging rate. At the same time, low-power supplementary charging is carried out during the "idle time after the optimal charging amount is reached", without occupying the core charging time. This improves energy redundancy without affecting the overall turnover efficiency of the ship.

[0246] 4. Reduce operating costs and support commercial applications

[0247] Precise charging calculations reduce battery loss and unnecessary energy consumption; idle charging increases energy redundancy and reduces emergency charging costs caused by sudden energy shortages; low-power charging mode extends battery cycle life and further reduces long-term operating costs, providing support for the commercialization of energy storage ships.

[0248] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0249] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0250] 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. An energy storage vessel charging control method, characterized by, The method comprises the following steps: calculating a single-trip power consumption basic value; calculating a total round-trip power consumption guaranteed value according to the single-trip power consumption basic value; calculating an optimal charging value according to the total round-trip power consumption guaranteed value; calculating a dynamic charging power curve; calculating an optimal charging time according to the optimal charging value and the dynamic charging power curve; performing a charging operation.

2. The energy storage vessel charging control method of claim 1, wherein, The energy storage ship charging control method further comprises the following steps: determining whether the cumulative charging value is greater than or equal to the optimal charging value; if the cumulative charging value is greater than or equal to the optimal charging value, starting a departure time redundancy determination; If the departure time redundancy is greater than 0, the idle supplemental charging step is performed, and it is determined whether the supplemental charging stop condition is met during the supplemental charging process. if the supplementary charging stop condition is met, stopping the charging, and if the supplementary charging stop condition is not met, continuing the idle supplementary charging; If the departure time redundancy Less than or equal to 0, stop charging.

3. The energy storage vessel charging control method of claim 1, wherein, The step of calculating the single-trip power consumption basic value comprises the following steps: obtaining sailing parameters; establishing an integral mathematical model to convert instantaneous power to cumulative power consumption; calculating the single-trip power consumption basic value by using the sailing parameters and the integral mathematical model.

4. The energy storage vessel charging control method of claim 3, wherein, The single-trip power consumption basic value is calculated by using the sailing parameters and the integral mathematical model through the following formula: ； wherein is the cumulative single-trip power consumption at time t, with unit of kWh, t is the total duration of the single-trip voyage, with unit of h, is the reference power corresponding to the speed at time t, with unit of kW, is the water environment correction coefficient, reflecting the influence of water temperature and water density on power consumption, is the weather-course coupling coefficient, reflecting the influence of wave height, wind speed and course on power consumption, is the ship state coefficient, reflecting the influence of draft depth and ship body cleanliness on power consumption.

5. The energy storage vessel charging control method of claim 4, wherein, , k1 and k2 are the ship sailing resistance coefficients, v is the real-time sailing speed, the unit is m / s, , wherein, is the water temperature, the unit is ℃, is the water density, the unit is kg / m³, , wherein, is the wave height, the unit is m, is the wind speed, the unit is m / s, is the angle between the bow and the wind direction, the unit is °, , wherein, is the real-time draft, the unit is m, is the ship body cleanliness, the value range is 0-1, is the reference draft, the value range is 0.05~0.2, the value range is (0.1~0.5), is the experience coefficient.

6. The energy storage vessel charging control method of claim 1, wherein, The total round-trip power consumption guaranteed value is calculated according to the single-trip power consumption basic value through the following formula: ； wherein is the minimum power bottom line at time t, unit: kWh, is the minimum power for the safety of navigation; is the safety coefficient, related to the risk level of the route, is the pre-calculated power consumption for the return trip, unit: kWh, is the sudden situation coefficient, related to the environment, is the battery cycle attenuation compensation coefficient, is the pre-calculated power consumption for the outbound trip.

7. The energy storage vessel charging control method of claim 1, wherein, The step of calculating the optimal charging value according to the total round-trip power consumption guaranteed value comprises the following steps: The minimum charging demand of the charging point is calculated according to the total guaranteed amount of power consumption of the round-trip power , ； wherein, is the battery discharge efficiency, , is the total duration of the ship's stop at the start point A and the end point B. According to the current residual electric quantity SOCcurrent of the ship and the total electric quantity required by the subsequent whole process , in combination with the battery capacity , the optimal charging quantity is calculated, and the formula is: ； When ≥ Time, =0, no charging required. When > Time, = ; In all other cases, ,​ wherein ≥ .

8. The energy storage vessel charging control method of claim 1, wherein, The step of calculating the dynamic charging power curve comprises the following steps: The dynamic charging power curve is calculated through the following formula: ； wherein Pmax is the maximum output power of the charging facility, in kW, determined from the charging facility parameters; The remaining load carrying capacity of the power grid at time t is denoted as ; Pmax(t) is the maximum allowed charging power for the battery at time t, determined according to the real-time state of the battery, and the formula is ； wherein is the real-time voltage of the battery at time t, is the maximum allowed charging current of the battery, is the maximum allowed charging voltage of the battery, is the real-time charging current of the battery at time t, is the upper limit of the safety power based on the battery temperature.

9. The energy storage vessel charging control method of claim 1, wherein, The step of calculating the optimal charging time according to the optimal charging value and the dynamic charging power curve comprises the following steps: The optimal charging time is calculated through the following formula: ； wherein is the cumulative charge at time t, and = when t = T, the charging is complete. is a dynamic charging power curve; Charging efficiency (%) at time t, related to charging power The formula is: ； wherein k is an adjustment coefficient, which is adjusted according to the total system power; If the grid or battery state fluctuates causing changes, the algorithm iterates in real-time to update .

10. The energy storage vessel charging control method of claim 2, wherein, The step of starting the departure time redundancy determination if the cumulative charging value is greater than or equal to the optimal charging value comprises the following steps: When the cumulative charge amount reaches , the charge execution control module suspends the charge flow and triggers the time redundancy determination; Based on real-time collection of the planned departure time With the current time The departure time redundancy duration is calculated The formula is: - ； wherein Tf is the fixed preparation time (h) required for the ship from the end of charging to the start of sailing, determined according to the type of ship and the port process, usually taking the value of 0.5h-1h; If : determine that there is no departure time redundancy, stop charging, and the ship enters the departure preparation phase; If : determine that there is a departure time redundancy, trigger an idle supplemental charging procedure, and proceed to the next step.

11. The energy storage vessel charging control method of claim 2, wherein, If the departure time redundancy t_redundancy is greater than 0, the step of performing the idle supplementary charging comprises the following steps: calculating an idle supplementary charging value; performing the idle supplementary charging according to the idle supplementary charging value in a low-power supplementary mode.

12. The energy storage vessel charging control method of claim 11, wherein, The step of calculating the idle supplementary charging value comprises the following steps: Redundancy time length based on departure time , battery remaining capacity space, port self-consumption and subsequent safety redundancy demand, dynamically calculate idle supplementary charging capacity , the formula is: ； For the battery remaining capacity space, to avoid the battery overcharge caused by the supplement charging, the formula is Wherein is the battery full capacity, is the current cumulative charging amount; For the redundancy period available, based on the redundancy time length and low-power supplement mode calculation, the formula is Wherein Idle supplemental charging power (kW), using low-power trickle mode, usually 10%-20% of the battery to avoid high-power charging impact. For safety redundancy needs, to add extra energy reserves for subsequent voyages, the formula is wherein is a safety redundancy factor, with reference values of 0.05-0.1 to avoid an increase in sudden energy consumption leading to energy insufficiency.

13. The energy storage vessel charging control method of claim 11, wherein, In the low-power supplementary mode, the supplementary charging power is controlled through the following steps: Adopting Supplemental charging is performed; If the real-time load fluctuation of the power grid leads to then the supplementary charging power is synchronously reduced to 0.9 ; wherein is 10-20% of .

14. The energy storage vessel charging control method of claim 2, wherein, The supplementary charging stop condition comprises at least one of the following: The cumulative supplementary charging amount reaches , the supplementary charging is immediately stopped, and the ship enters a departure preparation phase. the supplementary charging duration reaches the supplementary charging is stopped whether or not the supplementary charging duration reaches the supplementary charging is stopped The battery state triggers a safety threshold, immediately stops the supplementary charging, and starts the battery cooling and state monitoring.

15. The energy storage vessel charging control method of claim 1, wherein, The step of performing the charging operation comprises the following steps: According to Dynamic adjustment of charging power: When the grid remaining carrying capacity is sufficient, the battery state is good, and the grid charging power is less than the maximum charging power, the battery is charged at the maximum charging power, and the grid is charged at the maximum grid charging power. or operation, the maximum charging rate is maximized. When the real-time load of the power grid rises, the power grid load is reduced synchronously to avoid exceeding the upper limit of the power grid load bearing ; When the battery temperature rises or the voltage approaches ; the automatic reduction ; wherein is the dynamic charging power curve, is the maximum output power of the charging infrastructure in kW, determined by the charging infrastructure parameters; is the maximum charging power allowed by the battery at time t, determined according to the real-time state of the battery, with the formula ； wherein is the real-time voltage of the battery at time t, is the maximum allowed charging current of the battery, is the highest allowed charging voltage of the battery, is the real-time charging current of the battery at time t, is the upper limit of the safety power based on the battery temperature; is the remaining load carrying capacity of the power grid at time t, the formula is .

16. The energy storage vessel charging control method of claim 1, wherein, The step of performing the charging operation comprises the following steps: When the accumulated charge amount approaches the upper limit, the charge execution control module gradually reduces the trickle charge power. When the accumulated charge reaches the charge is suspended and a departure time redundancy determination is initiated: There is no departure time redundancy, the charging is stopped, the charging process is completed, and the ship enters a sailing preparation stage; There is a departure time redundancy, the process of "supplementary charging value calculation-low-power supplementary charging-stop after reaching the stop condition" is performed until the stop condition is met, and then the sailing preparation stage is entered.

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