A control system and method integrating propulsion, energy, and thermal management for new energy ships.

Abstract

This invention discloses an integrated control system and method for propulsion, energy, and thermal management of new energy ships, belonging to the field of ship control technology. The system includes a central domain controller, a propulsion domain unit, an energy domain unit, and a thermal management domain unit. The central domain controller connects to the three domain units via CAN-FD and vehicle Ethernet. The central domain controller incorporates a multi-core heterogeneous processor and runs a three-domain collaborative optimization algorithm: the energy domain unit employs a multi-constraint battery available power prediction algorithm based on a second-order RC equivalent circuit; it calculates the required torque using a ship resistance model feedforward and performs torque trimming when the required power exceeds the standard operating point (SOP); the thermal management domain achieves motor waste heat recovery and utilization through an integrated multi-channel heat flow distribution valve, operating in automatic mode based on battery temperature and waste heat power. The central domain controller also incorporates a cross-domain safety adjudication module to directly intervene in propulsion power. This invention achieves deep collaboration among the three domains, significantly improving ship energy efficiency, safety, and battery life.

Description

Technical Field

[0001] This invention belongs to the field of new energy ship control technology, specifically relating to a control system and method that integrates the three domains of propulsion, energy and thermal management of new energy ships, especially suitable for pure electric inland waterway ships, aiming to improve their energy efficiency, safety and intelligence level. Background Technology

[0002] With stringent global restrictions on carbon emissions and the need for green transformation in inland waterway shipping, pure electric vessels are gradually replacing traditional fuel-powered vessels. Currently, the electrical systems of pure electric inland waterway vessels typically employ a distributed architecture, designing and controlling the electric propulsion system, battery management system, and thermal management system as relatively independent subsystems. Data exchange between these subsystems primarily occurs via a standardized CAN bus, resulting in relatively limited communication speed and data bandwidth.

[0003] This distributed architecture presents several problems in practical operation. First, when a ship faces complex operating conditions requiring instantaneous high power output, the propulsion system's power request to the battery cannot receive timely and accurate feedback from the BMS. Due to data transmission delays and independent decisions by each controller, the battery may experience excessive current in a short period, leading to overheating, voltage drops, or even triggering protection mechanisms, affecting navigation safety and battery life.

[0004] Secondly, the propulsion motor and frequency converter generate a large amount of waste heat during operation, while the performance of the power battery will significantly decrease in low-temperature environments, requiring preheating to reach the optimal operating temperature. Existing systems typically dissipate the motor's waste heat directly through a water radiator, while simultaneously consuming additional electrical energy to heat the battery, resulting in secondary energy waste.

[0005] Over the past decade, the automotive industry has successfully evolved its electronic and electrical architecture from distributed to domain-centralized and even centrally computed, achieving deep integration and collaborative control across domains such as powertrain, chassis, body, and smart cockpit. However, the operating environment of ships differs fundamentally from that of automobiles, and automotive domain control solutions cannot be directly applied to ships, requiring targeted and innovative adaptations and optimizations. Summary of the Invention

[0006] This invention aims to overcome the shortcomings of existing new energy ship control systems by introducing a high-performance central domain controller, constructing a high-speed communication network, and designing a cross-domain collaborative optimization algorithm, thereby significantly improving the ship's energy efficiency, safety, reliability, and intelligence level.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] An integrated control system for propulsion, energy, and thermal management of new energy ships comprises: a central domain controller (VDCU), a propulsion domain unit 1, an energy domain unit 2, and a thermal management domain unit 3. The VDCU features a multi-core heterogeneous processor, a high-speed communication interface, and hardware redundancy. The propulsion domain unit 1 includes a propulsion motor, a frequency converter, a speed sensor, a torque sensor, a frequency converter current sensor, and a frequency converter voltage sensor. The energy domain unit 2 includes a power battery pack, a battery cluster controller (BCU), individual battery cell voltage sensors, individual battery cell temperature sensors, a battery cluster current sensor, a battery cluster voltage sensor, a Global Navigation Satellite System (GNSS), and an Automatic Identification System (AIS). The thermal management domain unit 3 includes a variable frequency river water pump, a variable frequency coolant pump, an integrated multi-channel heat flow distribution valve, a river water temperature sensor, a coolant temperature sensor, and a coolant flow sensor. The VDCU is connected to the propulsion domain unit 1, the energy domain unit 2, and the thermal management domain unit 3 via a high-speed communication network for real-time data interaction and control.

[0009] Furthermore, the central domain controller (VDCU) runs a three-domain collaborative optimization algorithm. The algorithm takes maximizing the ship's overall energy efficiency ratio and optimizing battery life as its objective functions, and uses battery cell voltage, battery temperature, battery current, propulsion system safety limits, and channel flow velocity as constraints. It outputs propulsion torque commands, heat flow distribution commands, and safety decision commands in real time.

[0010] Furthermore, the three-domain collaborative optimization algorithm includes a battery available power dynamic calculation module and a channel flow velocity prediction module. The battery available power dynamic calculation module dynamically calculates the maximum discharge power and maximum recharge power of the battery under the current operating conditions based on the battery equivalent circuit model and combined with the battery cell voltage, current, temperature, and battery health status. The channel flow velocity prediction module obtains the real-time position of the ship through the Global Navigation Satellite System (GNSS) and the Automatic Identification System (AIS), and predicts the flow velocity and direction of the future channel by combining inland waterway electronic channel chart data. The central domain controller (VDCU) dynamically adjusts the maximum allowable torque output of the propulsion motor based on the comparison between the predicted power demand and the battery available power.

[0011] Furthermore, the integrated multi-way heat flow distribution valve has a multi-port valve body, and its internal flow path is controlled by the central domain controller VDCU. It can guide the coolant between the battery cooling circuit, the motor cooling circuit, and the river water cooling circuit as needed, so as to realize the heating or cooling of the power battery pack by the waste heat of the propulsion system.

[0012] Furthermore, the integrated multi-channel heat flow distribution valve has the following four operating modes: battery preheating mode, battery cooling mode, motor independent cooling mode, and system shutdown heat preservation mode. In battery preheating mode, when the battery temperature is lower than the preset optimal operating range, the hot coolant generated by the propulsion motor and inverter is introduced into the battery cooling circuit to heat the power battery pack. In battery cooling mode, when the battery temperature is higher than the preset optimal operating range or when high-power charging and discharging is performed, the battery cooling circuit is connected to the river water cooling circuit for heat dissipation through the river water. In motor independent cooling mode, when the battery temperature is within the optimal operating range but the motor temperature exceeds the preset value, the motor cooling circuit is connected to the river water cooling circuit for independent heat dissipation of the propulsion motor. In system shutdown heat preservation mode, when the ship is moored and the ambient temperature is lower than the preset value, the coolant is controlled to circulate in the battery circuit or auxiliary heating is activated to maintain the battery temperature.

[0013] Furthermore, the central domain controller (VDCU) has a built-in cross-domain safety adjudication module. When the parameters of any domain among propulsion domain unit 1, energy domain unit 2, and thermal management domain unit 3 exceed the preset safety threshold, the cross-domain safety adjudication module sends a power limiting command or emergency shutdown command directly to propulsion domain unit 1 with the highest priority. The command has a higher priority than the control console operation command.

[0014] This invention also provides an integrated control method for propulsion, energy, and thermal management of new energy ships, comprising the following steps:

[0015] S1: The central domain controller VDCU collects sensor data from propulsion domain unit 1, energy domain unit 2 and thermal management domain unit 3 in real time, and obtains the ship's position and speed through the Global Navigation Satellite System (GNSS) and Automatic Identification System (AIS), and obtains waterway flow speed information by combining the inland waterway electronic waterway chart;

[0016] S2: The central domain controller (VDCU) dynamically calculates the available battery power based on the collected data and predicts the power requirements for future flight segments.

[0017] S3: The central domain controller VDCU controls the integrated multi-way heat flow distribution valve based on the battery temperature, motor temperature, river water temperature and current operating conditions. This directs the waste heat generated by the propulsion system to the battery cooling circuit for heating, or discharges the system heat to the river water for heat dissipation.

[0018] S4: The central domain controller (VDCU) optimizes the torque output of the propulsion motor using a model predictive control algorithm based on the available battery power and the predicted power demand, and limits the maximum output power of the propulsion motor when the predicted power demand exceeds the available battery power.

[0019] S5: The central domain controller (VDCU) continuously monitors key parameters of each domain. When any security risk is detected, it immediately executes the highest priority security decision command to intervene in the power supply or perform an emergency shutdown.

[0020] Furthermore, in step S2, the calculation of the battery's available power is based on the battery's equivalent circuit model, and the calculation formula is: SOP_discharge = min(P_thermal, P_voltage_min, P_current_max), where P_thermal is the temperature-limited power calculated based on the battery's thermal model, P_voltage_min is the power calculated based on the minimum allowable voltage, and P_current_max is the power calculated based on the maximum allowable current.

[0021] Furthermore, in step S3, the operating mode of the integrated multi-way heat flow distribution valve is calculated and adjusted in real time according to the battery temperature, motor temperature, river water temperature and ship operating conditions through fuzzy control or PID control algorithms to achieve automatic switching between battery preheating mode, battery cooling mode, motor independent cooling mode or system shutdown heat preservation mode.

[0022] Furthermore, in step S5, safety risks include at least the rate of temperature rise of a single battery cell exceeding a preset threshold, the temperature of the propulsion motor or inverter exceeding a preset threshold, insulation failure, and coolant leakage or abnormal pressure; the central domain controller (VDCU) records safety events and uploads them to the ship's remote monitoring platform via the vehicle Ethernet.

[0023] Compared with traditional solutions, the present invention has the following advantages:

[0024] (1) The present invention directly and uniformly schedules the data of the three domains through the central domain controller, eliminating the communication delay and decision conflict between multiple controllers in the distributed architecture, realizing the millisecond-level dynamic adjustment of propulsion power, effectively avoiding battery overload and improving navigation safety.

[0025] (2) This invention actively recovers the waste heat of the propulsion system for battery preheating through an integrated multi-channel heat flow distribution valve, replacing the traditional electric heating method, reducing the energy consumption of low-temperature battery preheating, realizing the cascade utilization of the ship's energy, and significantly improving the overall energy efficiency.

[0026] (3) The cross-domain security adjudication module built into this invention has the highest priority and can directly intervene in the propulsion system, realizing rapid isolation and degradation of cross-domain faults and improving the safety redundancy of the system under extreme conditions.

[0027] (4) The propulsion power limiting strategy based on SOP dynamic calculation and route prediction avoids instantaneous high current impact and over-temperature operation of the battery, optimizes the battery's operating conditions, and thus extends the cycle life of the battery pack.

[0028] (5) This invention supports remote monitoring and data uploading, which facilitates ship-shore collaborative management and fault early warning. Attached Figure Description

[0029] This manual includes the following figures, which illustrate the following:

[0030] Figure 1 This is a diagram of the overall hardware structure of the system of the present invention.

[0031] Figure 2 This is a logic block diagram of the three-domain collaborative control algorithm of the present invention.

[0032] Figure 3 This is a schematic diagram illustrating the dynamic power limiting process of the present invention.

[0033] Among them, 1. Propulsion domain unit; 2. Energy domain unit; 3. Thermal management domain unit. Detailed Implementation

[0034] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention, and to facilitate its implementation.

[0035] like Figure 1 The diagram shows the overall hardware structure of the system of this invention, including a central domain controller (VDCU), a propulsion domain unit 1, an energy domain unit 2, and a thermal management domain unit 3. The VDCU employs an automotive-grade multi-core heterogeneous processor, such as the NXP S32G series or the Infineon AURIX series. Real-time processing cores, such as ARM Cortex-R, handle millisecond-level response tasks like propulsion motor control and battery safety monitoring, while application processing cores, such as ARM Cortex-A, handle energy optimization scheduling, thermal management strategy calculation, and navigation information processing. The VDCU integrates multiple CAN-FD interfaces and an automotive Ethernet interface, connecting to propulsion domain unit 1, energy domain unit 2, and thermal management domain unit 3 via the CAN-FD bus and automotive Ethernet, respectively, to achieve high-speed real-time data interaction. The VDCU uses a dual-core lockstep mechanism for hardware redundancy, incorporates a hardware security module (HSM) for network security protection, and employs redundant design for critical power modules.

[0036] Propulsion domain unit 1 includes a propulsion motor, frequency converter, motor speed sensor, torque sensor, frequency converter current sensor, and frequency converter voltage sensor. Energy domain unit 2 includes a power battery pack, battery cluster controller, individual battery cell voltage sensor and individual battery cell temperature sensor, battery cluster current sensor and battery cluster voltage sensor, insulation detection sensor, smoke sensor and fire sensor, Global Navigation Satellite System (GNSS), and Automatic Identification System (AIS). Thermal management domain unit 3 includes a variable frequency river water pump, a variable frequency coolant pump, an integrated multi-way heat flow distribution valve, river water temperature sensor, coolant temperature sensor, coolant flow sensor, and ambient temperature sensor.

[0037] Specifically, the speed sensor is mounted on the output shaft of the propulsion motor, and the torque sensor is mounted on the coupling between the propulsion motor and the propeller; the battery cell voltage sensor and battery cell temperature sensor are arranged near the terminals of each battery cell; the river water temperature sensor is placed at the river water inlet, and the coolant temperature sensors are installed at the inlet and outlet of the motor cooling circuit and the battery cooling circuit, respectively; the coolant flow sensor is connected in series in the main pipeline of each circuit. All sensor signals are aggregated to the central domain controller VDCU via the CAN-FD bus.

[0038] The integrated multi-channel heat flow distribution valve is a multi-port valve body. Its internal flow path is controlled by the central domain controller (VDCU), enabling it to direct coolant flow as needed between the battery cooling circuit, motor cooling circuit, and river water cooling circuit. Specifically, the VDCU calculates the valve opening and the rotational speeds of the variable frequency river water pump and variable frequency coolant pump in real time based on battery temperature, motor temperature, river water temperature, and ship operating conditions using fuzzy control or PID control algorithms, thus automatically switching between at least four operating modes. First, battery preheating mode: When the battery temperature is below the preset optimal operating range, the VDCU controls the distribution valve to direct the hot coolant generated by the propulsion motor and inverter into the battery cooling circuit, heating the power battery pack through a plate heat exchanger. At this time, the variable frequency river water pump can slow down or stop to maximize the utilization of propulsion waste heat. Second, battery cooling mode: When the battery temperature is above the preset optimal operating range or during high-power charging and discharging, the VDCU controls the distribution valve to connect the battery cooling circuit with the river water cooling circuit, achieving efficient heat dissipation through a river water radiator. Third, independent motor cooling mode: When the battery temperature is within the optimal operating range but the motor temperature exceeds the preset value, the distribution valve connects the motor cooling circuit to the river water cooling circuit, independently dissipating heat from the propulsion motor. Simultaneously, the battery cooling circuit can perform a small-circulation heat preservation. Fourth, system shutdown heat preservation mode: When the ship is moored and the ambient temperature is low, the central domain controller controls the distribution valve to ensure the coolant circulates only within the battery circuit, or activates the auxiliary heater to maintain the battery temperature within a safe range, thereby reducing preheating energy consumption during the next startup.

[0039] like Figure 2 The diagram shows the logic block diagram of the three-domain collaborative control algorithm. The central domain controller (VDCU) internally runs a three-domain collaborative optimization algorithm. This algorithm uses maximizing the ship's overall energy efficiency ratio and optimizing battery life as objective functions, and battery cell voltage, temperature, current, propulsion system safety limits, and channel flow velocity as constraints. It outputs propulsion torque commands, heat flow distribution commands, and safety decision commands in real time. Specifically, the algorithm includes a battery available power dynamic calculation module and a channel flow velocity prediction module.

[0040] This invention employs a multi-constraint battery available power prediction algorithm based on a second-order RC equivalent circuit model. The central domain controller (VDCU) calculates the maximum available discharge power (SOP) of the battery over the next L sampling periods in real time. Battery dynamics are described by the following formula: U t = OCV(SOC) - I×R0 - U1 - U2, where U t Let I be the terminal voltage of a single battery cell, OCV(SOC) be the open-circuit voltage, I be the charging / discharging current, R0 be the ohmic internal resistance, and U1 and U2 be the first-order and second-order polarization voltages, respectively, reflecting the dynamic polarization characteristics of the battery. Based on this model, the maximum discharge current under voltage constraints is calculated by the following formula: I lim = (OCV - U min - exp(-L×dt / τ1)×U1 - exp(-L×dt / τ2)×U2) / (R0+R1×(1-exp(-L×dt / τ1))+R2×(1-exp(-L×dt / τ2))), where U min Let L be the battery cutoff voltage threshold, dt be the predicted time span, τ1 and τ2 be the polarization time constants, and R1 and R2 be the polarization resistances. This formula uses an exponential decay term to predict the terminal voltage after L cycles. By forcing this voltage to be no lower than the cutoff voltage, the maximum allowable current is derived. Finally, the battery's usable discharge power SOP takes the minimum value of each constraint: SOP = min(I_lim, I_max_design, I_temp_limit)×U t Where I_max_design is the maximum current designed for the hardware, and I_temp_limit is the current limit based on the real-time temperature gradient.

[0041] This invention proposes a torque compensation algorithm based on channel flow velocity prediction. The central domain controller (VDCU) acquires the real-time position of the vessel through the Global Navigation Satellite System (GNSS) and the Automatic Identification System (AIS), and, combined with an inland waterway electronic channel chart database, predicts the channel flow velocity vector Vw for the upcoming segment. Based on the vessel's real-time speed relative to ground targets (Vg), the VDCU calculates the total resistance of the vessel: R. total = 0.5×ρ×S×C d× (V g -V w ) 2 Where ρ is the fluid density, S is the ship's water-facing area, and C d This represents the drag coefficient. Based on drag balance, the central domain controller (VDCU) calculates the reference torque of the propulsion motor: T. ref =R total ×V g ) / (ω× eff total ), where ω is the angular velocity of the motor, eff total For overall system efficiency. This formula can pre-adjust torque demand based on changes in channel flow velocity, avoiding insufficient propulsion power or battery overload caused by sudden increases in resistance when the ship enters a rapid current section. Finally, the central domain controller (VDCU) executes cross-domain power shaving logic: if T ref If ×ω>SOP, then the actual execution torque T actual = SOP / ω, and send a torque limit command to the inverter via the CAN-FD bus; otherwise, press T. ref Normal output.

[0042] The control method of the present invention will be described in detail below with reference to a specific navigation scenario. The process includes the following steps.

[0043] S1: The Central Domain Controller 100 acquires sensor data from Propulsion Domain Unit 1, Energy Domain Unit 2, and Thermal Management Domain Unit 3 in real time via the CAN-FD bus at a period of 10ms. From the Propulsion Domain Unit, it acquires real-time propulsion motor speed measured by the speed sensor, real-time torque measured by the torque sensor, and inverter input / output current and voltage measured by the inverter's current and voltage sensors. From Energy Domain Unit 2, it acquires the voltage and temperature of each battery cell measured by the individual battery cell voltage and temperature sensors, and the total current and voltage of the battery cluster measured by the battery cluster current and voltage sensors. Simultaneously, it acquires the ship's real-time position, speed, and heading via GNSS and AIS modules. From Thermal Management Domain Unit 3, it acquires river water temperature measured by the river water temperature sensor, coolant temperature at the inlet and outlet of the battery cooling circuit and motor cooling circuit measured by the coolant temperature sensor, and the flow rate of each circuit measured by the coolant flow sensor. The Central Domain Controller VDCU processes all the above data through Kalman filtering to remove noise and then stores it in shared memory, forming a multi-source fusion data pool.

[0044] S2: The central domain controller (VDCU) runs the aforementioned multi-constraint battery available power prediction algorithm and channel flow velocity prediction module based on a second-order RC equivalent circuit model. Specifically, the central domain controller 100 reads the battery cell voltage, current, temperature, and SOC, substitutes them into the maximum discharge current formula under voltage constraints, calculates I_lim, and then combines I_max_design and I_temp_limit to obtain SOP. The channel flow velocity prediction module uses the real-time ship position obtained by the GNSS and AIS modules to retrieve the inland waterway electronic channel map database pre-stored in the central domain controller VDCU memory to obtain the current and forward channel flow velocity and direction information. w Based on the resistance formula in the ship's hydrodynamic model, the propulsion power requirement P required to maintain the target speed in the next 30 seconds was calculated. req .

[0045] S3: The Central Domain Controller (VDCU) performs a heat flow distribution decision based on the energy efficiency ratio (EER) based on the battery temperature T_bat, motor temperature T_motor, river water temperature T_water obtained in step S1, and the current ship operating conditions. The VDCU first calculates the motor waste heat power: Q_waste = P_in × (1 - eff_m), then determines: if T_bat < T_min and Q_waste > Q_loss, where Q_loss is the system's natural heat loss, it switches to battery preheating mode, controlling the distribution valve to direct the hot coolant generated by the propulsion motor to the battery cooling circuit; if T_bat > T_max, it switches to direct river water cooling mode, controlling the distribution valve to connect the battery cooling circuit with the river water cooling circuit; otherwise, it selects either independent motor cooling mode or system shutdown and heat preservation mode based on the motor temperature. The VDCU further adjusts the opening of the distribution valve and the speed of the variable frequency river water pump and variable frequency coolant pump using a PID algorithm to achieve precise heat distribution.

[0046] S4: The central domain controller (VDCU) calculates the required torque after feedforward compensation using the ship's real-time resistance formula and reference torque formula. Then, it compares this with the required power T. ref ×ω is the battery available power SOP obtained in step S2. If the required power ≤ SOP, the central domain controller VDCU outputs the torque setpoint to the inverter normally according to the instructions of the control handle on the dashboard. If the required power > SOP, the central domain controller VDCU performs cross-domain power trimming: T actual = SOP / ω, and send the torque limit command to the frequency converter, while simultaneously issuing a power limit alarm to the operator's display system.

[0047] S5: As Figure 3The diagram illustrates the dynamic power limiting process. The central domain controller (VDCU) executes the aforementioned SOP calculation and torque compensation cycle at a fixed period, forming a feedforward power limiting mechanism to avoid the risk of battery overcurrent caused by communication delays.

[0048] The central domain controller (VDCU) has a built-in cross-domain safety adjudication module that scans all safety flags every 5ms. When any parameter in any of the propulsion domain unit 1, energy domain unit 2, or thermal management domain unit 3 exceeds a preset safety threshold—for example, a battery cell temperature rise rate exceeding 3°C / min, a propulsion motor or inverter temperature exceeding 100°C, an insulation resistance below 100Ω / V, coolant leakage, or abnormal pressure—this cross-domain safety adjudication module sends a power limiting command or emergency shutdown command directly to propulsion domain unit 1 with the highest priority. This command has a higher priority than bridge operation commands, ensuring millisecond-level response. All safety events are recorded in detail by the central domain controller (VDCU) and uploaded to the ship's remote monitoring platform via the vehicle's Ethernet for subsequent fault analysis and maintenance.

[0049] The role and effect of the embodiments

[0050] This invention completely eliminates the communication delay and decision-making conflicts between multiple controllers in the traditional distributed architecture by unifying the originally independent propulsion domain, energy domain and thermal management domain into the central domain controller VDCU and building a high-speed communication network based on CAN-FD and vehicle Ethernet, thus realizing millisecond-level fusion and collaborative processing of data from the three domains.

[0051] This invention employs a multi-constraint battery available power prediction algorithm based on a second-order RC equivalent circuit model. This algorithm can accurately calculate the maximum safe discharge power of the battery over multiple sampling periods. It comprehensively considers multiple constraints, including voltage, current, temperature, and hardware design, providing a reliable upper limit for propulsion power limitation. In the propulsion domain, a channel current velocity prediction module based on inland waterway electronic navigation charts and GNSS / AIS, combined with ship hydrodynamic resistance formulas, achieves feedforward compensation for power demand in the forward segment, effectively avoiding instantaneous power overload of the ship under countercurrent or rapid current conditions. When the required power exceeds the SOP, the central domain controller immediately performs torque trimming to ensure the battery always operates within a safe range, thereby extending battery cycle life and ensuring navigation continuity.

[0052] This invention achieves active recovery and reuse of waste heat from the propulsion system through an integrated multi-channel heat flow distribution valve and a mode switching judgment logic based on waste heat power calculation. When the battery temperature is too low and the motor waste heat is sufficient, the system automatically switches to battery preheating mode, using the waste heat originally discharged into the river water to heat the battery, replacing the traditional electric heating method and significantly improving the overall energy efficiency of the vessel. When the battery overheats, it switches to river water direct cooling mode to ensure that the battery temperature is always within the optimal operating range.

[0053] Furthermore, the cross-domain safety adjudication module built into the central domain controller monitors key parameters of each domain in real time with the highest priority. Once safety risks such as excessive battery temperature rise rate, motor overheating, insulation failure, or coolant leakage are detected, it can immediately intervene directly in the propulsion system, executing power limiting or emergency shutdown. Its commands have higher priority than those from the control panel, achieving millisecond-level safety response. All safety events are recorded and uploaded to the remote monitoring platform for easy post-event analysis and maintenance.

[0054] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. An integrated control system for propulsion, energy, and thermal management of new energy ships, characterized in that, include: The central domain controller (VDCU), propulsion domain unit (1), energy domain unit (2), and thermal management domain unit (3) are connected to the propulsion domain unit (1), energy domain unit (2), and thermal management domain unit (3) respectively through a high-speed communication network for real-time data interaction and control.

2. The integrated control system for propulsion, energy, and thermal management of new energy ships according to claim 1, characterized in that: The central domain controller (VDCU) features a multi-core heterogeneous processor, a high-speed communication interface, and hardware redundancy design. The propulsion domain unit (1) includes a propulsion motor, a frequency converter, a speed sensor, a torque sensor, a frequency converter current sensor, and a frequency converter voltage sensor. The energy domain unit (2) includes a power battery pack, a battery cluster controller (BCU), a battery cell voltage sensor, a battery cell temperature sensor, a battery cluster current sensor, a battery cluster voltage sensor, a Global Navigation Satellite System (GNSS), and an Automatic Identification System (AIS). The thermal management domain unit (3) includes a variable frequency river water pump, a variable frequency coolant pump, an integrated multi-channel heat flow distribution valve, a river water temperature sensor, a coolant temperature sensor, and a coolant flow sensor. The central domain controller (VDCU) runs a three-domain collaborative optimization algorithm. The three-domain collaborative optimization algorithm takes maximizing the ship's overall energy efficiency ratio and optimizing battery life as its objective functions, and uses battery cell voltage, battery temperature, battery current, propulsion system safety limits, and channel flow velocity as constraints. It outputs propulsion torque commands, heat flow distribution commands, and safety decision commands in real time.

3. The integrated control system for propulsion, energy, and thermal management of new energy ships according to claim 2, characterized in that: The three-domain collaborative optimization algorithm includes a battery available power dynamic calculation module and a channel flow velocity prediction module. The battery available power dynamic calculation module is based on the battery equivalent circuit model and combines the battery cell voltage, current, temperature, and battery health status to dynamically calculate the maximum discharge power and maximum recharge power of the battery under the current operating conditions. The channel flow velocity prediction module obtains the real-time position of the ship through the Global Navigation Satellite System (GNSS) and Automatic Identification System (AIS) and combines it with inland waterway electronic channel chart data to predict the flow velocity and direction of the future channel. The central domain controller (VDCU) dynamically adjusts the maximum allowable torque output of the propulsion motor based on the comparison between the predicted power demand and the battery available power.

4. The integrated control system for propulsion, energy, and thermal management of new energy ships according to claim 1, characterized in that: The integrated multi-channel heat flow distribution valve is a multi-port valve body. Its internal flow path is controlled by the central domain controller (VDCU), which can guide the coolant between the battery cooling circuit, the motor cooling circuit and the river water cooling circuit as needed, so as to realize the heating or cooling of the power battery pack by the waste heat of the propulsion system.

5. The integrated control system for propulsion, energy, and thermal management of new energy ships according to claim 4, characterized in that: The integrated multi-channel heat flow distribution valve has four operating modes: battery preheating mode, battery cooling mode, motor independent cooling mode, and system shutdown insulation mode. In battery preheating mode, when the battery temperature is below the preset optimal operating range, the hot coolant generated by the propulsion motor and inverter is introduced into the battery cooling circuit to heat the power battery pack. In battery cooling mode, when the battery temperature is above the preset optimal operating range or during high-power charging and discharging, the battery cooling circuit is connected to the river water cooling circuit for heat dissipation. In motor independent cooling mode, when the battery temperature is within the optimal operating range but the motor temperature exceeds a preset value, the motor cooling circuit is connected to the river water cooling circuit for independent heat dissipation of the propulsion motor. In system shutdown insulation mode, when the ship is moored and the ambient temperature is below a preset value, the coolant is circulated within the battery circuit or auxiliary heating is activated to maintain the battery temperature.

6. The integrated control system for propulsion, energy, and thermal management of new energy ships according to claim 1, characterized in that: The central domain controller (VDCU) has a built-in cross-domain safety adjudication module. When the parameter of any domain among the propulsion domain unit (1), energy domain unit (2), and thermal management domain unit (3) exceeds the preset safety threshold, the cross-domain safety adjudication module directly sends a power limiting command or an emergency shutdown command to the propulsion domain unit with the highest priority. The priority of the command is higher than that of the control console operation command.

7. A control method for an integrated control system combining propulsion, energy, and thermal management of new energy ships according to any one of claims 1-6, characterized in that, Includes the following steps: S1: The central domain controller (VDCU) collects sensor data from the propulsion domain unit (1), energy domain unit (2) and thermal management domain unit (3) in real time, and obtains the ship's position and speed through the Global Navigation Satellite System (GNSS) and Automatic Identification System (AIS), and obtains the waterway flow speed information by combining the inland waterway electronic waterway chart; S2: The central domain controller (VDCU) dynamically calculates the available power of the battery based on the collected data and predicts the power requirements for future flight segments; S3: The central domain controller (VDCU) controls the integrated multi-way heat flow distribution valve according to the battery temperature, motor temperature, river water temperature and current operating conditions, directing the waste heat generated by the propulsion system to the battery cooling circuit for heating, or dissipating the system heat to the river water for heat dissipation. S4: The central domain controller (VDCU) optimizes the torque output of the propulsion motor through a model predictive control algorithm based on the available battery power and the predicted power demand, and limits the maximum output power of the propulsion motor when the predicted power demand exceeds the available battery power. S5: The central domain controller (VDCU) continuously monitors key parameters of each domain. When any security risk is detected, it immediately executes the highest priority security decision command to intervene in the propulsion power or perform an emergency shutdown.

8. The integrated control method for propulsion, energy, and thermal management of new energy ships according to claim 7, characterized in that: In step S2, the calculation of the battery's available power is based on the battery's equivalent circuit model, and the calculation formula is: SOP_discharge = min(P_thermal, P_voltage_min, P_current_max), where P_thermal is the temperature-limited power calculated based on the battery's thermal model, P_voltage_min is the power calculated based on the minimum allowable voltage, and P_current_max is the power calculated based on the maximum allowable current.

9. The integrated control method for propulsion, energy, and thermal management of new energy ships according to claim 7, characterized in that: In step S3, the working mode of the integrated multi-way heat flow distribution valve is calculated and adjusted in real time according to the battery temperature, motor temperature, river water temperature and ship operating conditions through fuzzy control or PID control algorithm to realize automatic switching between battery preheating mode, battery cooling mode, motor independent cooling mode or system shutdown heat preservation mode.

10. The integrated control method for propulsion, energy, and thermal management of new energy ships according to claim 7, characterized in that: In step S5, the safety risks include at least the battery cell temperature rise rate exceeding a preset threshold, the propulsion motor or inverter temperature exceeding a preset threshold, insulation failure, and coolant leakage or abnormal pressure; the central domain controller (VDCU) records the safety events and uploads them to the ship's remote monitoring platform via the vehicle Ethernet.

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