A parameter matching and simulation verification method and device for a pure electric drive ship power system

Abstract

The application discloses a parameter matching and simulation verification method and device for a pure electric drive ship power system, which comprises the following steps: dividing a ship operation process into multiple typical navigation working conditions; calculating propelling power demand and total load power demand under different typical navigation working conditions; performing parameter configuration on a propelling motor, a fuel cell system, a lithium battery system, a DC / DC converter, an inverter and a direct current bus in the pure electric drive ship power system according to the propelling power demand and the total load power demand; constructing a pure electric drive ship power system simulation model, inputting power sequences of different typical navigation working conditions into the pure electric drive ship power system simulation model to perform simulation verification; evaluating performance indexes according to simulation verification results; and modifying parameter configuration results according to the performance index evaluation results. The application improves rationality and reliability of equipment parameter configuration of the pure electric drive ship power system, and can be widely applied to the technical field of ship power systems.

Description

Technical Field

[0001] This application relates to the field of marine propulsion system technology, and in particular to a parameter matching and simulation verification method and apparatus for a pure electric drive marine propulsion system. Background Technology

[0002] In the design of existing pure electric propulsion systems for ships, equipment parameter matching still largely relies on experience, which can easily lead to incoordination in power configuration among fuel cells, lithium batteries, motors, and converters. Designers often simply select the rated power of the fuel cell, battery capacity, motor power, and converter power based on the ship's power requirements, which may result in insufficient power response, excessive battery discharge, or large bus voltage fluctuations during actual operation. Furthermore, some designs only complete static power matching without further dynamic simulation to verify the ship's power response, SOC changes, DC bus voltage stability, and endurance under startup, acceleration, cruising, deceleration, berthing, and emergency conditions. This can lead to problems such as insufficient power, excessive equipment redundancy, rapid battery SOC decline, and large bus voltage fluctuations in practical applications. Summary of the Invention

[0003] The main objective of this application is to propose a parameter matching and simulation verification method and apparatus for a pure electric propulsion system, which can solve the problems of parameter matching relying on experience, equipment configuration inconsistency, and insufficient dynamic operating condition verification in the design of existing pure electric propulsion systems.

[0004] To achieve the above objectives, one aspect of this application proposes a parameter matching and simulation verification method for a pure electric propulsion system for ships, the method comprising the following steps: Obtain the target ship's basic parameters and navigation mission parameters for the target pure electric propulsion vessel; Based on the navigation mission parameters, the ship's operation process is divided into several typical navigation conditions; Based on the target ship's basic parameters, calculate the propulsion power requirement and total load power requirement under different typical navigation conditions; Based on the propulsion power requirements and the total load power requirements, the parameters of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter, and DC bus in the pure electric drive ship power system are configured. Based on the parameter configuration results, a simulation model of the pure electric propulsion system of the ship is constructed. Then, the power sequences of different typical navigation conditions are input into the simulation model of the pure electric propulsion system of the ship for simulation verification, and the simulation verification results are obtained. The simulation verification results are evaluated using performance indicators to obtain performance indicator evaluation results; Based on the performance evaluation results, the parameter configuration results are corrected to obtain a parameter configuration scheme.

[0005] In some embodiments, the target vessel's basic parameters include length, beam, draft, displacement, passenger capacity, design speed, maximum speed, economic speed, target range, cruising time, navigation area, propulsion type, auxiliary load power, and lithium battery dynamic compensation capability. The typical navigation conditions include start-up navigation, low-speed navigation, acceleration navigation, deceleration navigation, high-speed navigation, cruising navigation, berthing navigation, and emergency navigation.

[0006] In some embodiments, calculating the propulsion power demand and total load power demand under different typical navigation conditions based on the target ship's basic parameters specifically includes: The ship resistance is calculated based on the ship's length, beam, draft, and displacement. Based on the design speed, the maximum speed, and the economic speed, the ship speed under each typical navigation condition is determined, and the propulsion efficiency and propulsion load characteristics are determined based on the propulsion method. Based on the ship resistance, the ship speed, and the propulsion efficiency, the propulsion power requirements under different typical navigation conditions are calculated. Based on the propulsion power requirement and the auxiliary load power, the total load power requirement under different typical navigation conditions is calculated.

[0007] In some embodiments, configuring the parameters of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter, and DC bus in the pure electric propulsion system based on the propulsion power requirement and the total load power requirement specifically includes: Based on the total load power requirement, extract the maximum load power and continuous cruise power; Based on the maximum load power, the continuous cruise power, and the propulsion load characteristics, the rated power, peak power, speed, and output torque of the propulsion motor are configured. Based on the propulsion power requirement, the maximum load power, the auxiliary load power, and the dynamic compensation capability of the lithium battery, the rated power, maximum output power, and power change rate of the fuel cell system are configured. Based on the maximum load power and the dynamic compensation capability of the lithium battery, the maximum discharge power, required energy and rated capacity of the lithium battery system are configured. The rated power of the DC / DC converter and the inverter are configured separately, and the voltage level of the DC bus is configured separately.

[0008] In some embodiments, the step of constructing a simulation model of a pure electric propulsion system for a ship based on parameter configuration results, and then inputting power sequences of different typical navigation conditions into the simulation model for simulation verification to obtain simulation verification results, specifically includes: Based on the parameter configuration results, the following models are constructed in sequence: fuel cell system model, lithium battery system model, DC / DC converter model, inverter model, DC bus model, propulsion motor model, propulsion load model, auxiliary load model, typical operating condition input model, and energy management control model, to obtain the simulation model of the pure electric drive ship power system. The power sequences under different typical navigation conditions are input into the simulation model of the pure electric propulsion system of the ship for simulation verification, and the simulation verification results are output. The simulation verification results include power response results, lithium battery charge changes, DC bus voltage changes, range capability, and system efficiency.

[0009] In some embodiments, the performance evaluation of the simulation verification results to obtain performance evaluation results specifically includes: Based on the simulation verification results, the power tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency, and equipment power utilization rate are evaluated to obtain the performance index evaluation results.

[0010] In some embodiments, the step of correcting the parameter configuration result based on the performance index evaluation result to obtain a parameter configuration scheme specifically includes: Define the constraints; If the performance index evaluation results corresponding to the power tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency and equipment power utilization rate evaluation all meet the constraints, the parameter configuration results will not be corrected, and the first parameter configuration scheme will be obtained. If at least one of the performance index evaluation results corresponding to the power tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency, and equipment power utilization rate evaluation does not meet the constraints, the corresponding parameter configuration results are corrected to obtain a second parameter configuration scheme.

[0011] To achieve the above objectives, another aspect of this application proposes a parameter matching and simulation verification device for a pure electric propulsion system for ships, the device comprising: The parameter acquisition module is used to acquire the target ship's basic parameters and navigation mission parameters for the target pure electric propulsion vessel. The typical operating condition division module is used to divide the ship's operation process into multiple typical navigation operating conditions based on the navigation mission parameters. The power calculation module is used to calculate the propulsion power demand and total load power demand under different typical navigation conditions based on the basic parameters of the target ship. The parameter configuration module is used to configure the parameters of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter and DC bus in the pure electric drive ship power system according to the propulsion power requirements and the total load power requirements. The simulation verification module is used to construct a simulation model of the pure electric propulsion system of a ship based on the parameter configuration results, and then input the power sequences of different typical navigation conditions into the simulation model of the pure electric propulsion system of the ship for simulation verification to obtain the simulation verification results. The performance evaluation module is used to evaluate the performance indicators of the simulation verification results and obtain the performance evaluation results. The configuration result correction module is used to correct the parameter configuration result based on the performance index evaluation result to obtain the parameter configuration scheme.

[0012] To achieve the above objectives, another aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the method described above.

[0013] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer program product, including a computer program that, when executed by a processor, implements the aforementioned method.

[0014] The embodiments of this application include at least the following beneficial effects: The parameter matching and simulation verification method and apparatus for the pure electric propulsion system of this application first obtains the basic parameters and navigation mission parameters of the target ship, then constructs typical navigation conditions of the ship, calculates the propulsion power requirements and total load power requirements for different typical navigation conditions, and uses these as the basic inputs for parameter matching of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter, and DC bus; after completing the initial parameter matching, a system-level simulation model is further established to perform dynamic simulation verification of typical navigation conditions, and the performance indicators are evaluated based on the simulation verification results. Finally, the initial parameter configuration results are corrected based on the performance indicator evaluation results to obtain the final parameter configuration scheme. This application establishes a correspondence between propulsion power, total load power, and key equipment parameters based on ship navigation missions and typical navigation conditions. This makes the parameter configuration of fuel cell system, lithium battery system, propulsion motor, DC / DC converter, inverter, and DC bus more systematic and reasonable. Based on the established power system simulation model, dynamic simulation verification, performance index evaluation, and parameter correction are carried out. This can reduce the risk of insufficient or excessive redundancy in equipment parameter configuration and improve the reliability, safety, and stability of parameter configuration. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments of this application are described below. It should be understood that the drawings described below are only for the purpose of clearly illustrating some embodiments of the technical solutions in this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the topology of a pure electric drive ship propulsion system provided in one embodiment of this application; Figure 2 A flowchart illustrating the steps of a parameter matching and simulation verification method for a pure electric drive ship power system according to an embodiment of this application; Figure 3 This is a schematic diagram illustrating the simulation verification and parameter correction process provided in one embodiment of this application. Figure 4 This is a flowchart illustrating a parameter matching and simulation verification method for a pure electric drive ship power system according to an embodiment of this application. Figure 5 A schematic diagram of the parameter matching and simulation verification device for a pure electric drive ship power system provided in one embodiment of this application; Figure 6 This is a schematic diagram of the hardware structure of an electronic device provided in one embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0018] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0019] With increasingly stringent energy conservation and emission reduction requirements in the shipbuilding industry, traditional diesel-powered ships face significant pressure in terms of fuel consumption, pollutant emissions, and noise control. Pure electric propulsion ships offer advantages such as zero emissions during operation, low noise, rapid response, and flexible control, and are gradually being applied to inland waterway passenger ships, tourist boats, port transport vessels, short-distance speedboats, and some operational vessels. Compared to traditional mechanical propulsion systems, pure electric propulsion ships can directly drive the propulsion device via electric motors and utilize power electronic devices to achieve energy coupling and coordinated control between multiple energy sources, thus becoming an important direction for the development of new energy power systems for ships.

[0020] Currently, commonly used power systems for purely electric ships include lithium battery-only power systems, fuel cell-only power systems, and fuel cell-lithium battery hybrid power systems. Lithium battery systems offer advantages such as fast dynamic response, convenient control, and suitability for short-term high-power output, meeting the power demands of ships during startup, acceleration, sudden load changes, and berthing. However, lithium batteries have limited energy density; relying solely on them can lead to insufficient cruising time, excessively large battery capacity, and high initial costs. Fuel cell systems offer advantages such as rapid energy replenishment, long cruising range, and clean operation, making them suitable for meeting the basic power needs of stable navigation. However, their dynamic response is relatively slow, making them unsuitable for frequent, rapid, and significant load changes.

[0021] Therefore, combining fuel cells and lithium batteries in pure electric propulsion vessels can fully leverage the advantages of both energy sources. Fuel cells primarily handle low-frequency, stable, and continuous basic power output, while lithium batteries mainly handle startup, acceleration, load surges, peak power compensation, and emergency power supply. Together, they form a pure electric propulsion system for the vessel via a DC bus, DC / DC converter, inverter, and propulsion motor, enabling multi-energy coordinated power supply.

[0022] However, in the design of existing pure electric propulsion systems for ships, equipment parameter matching still relies heavily on experience. Designers typically select fuel cell rated power, battery capacity, motor power, and converter power simply based on the ship's power requirements, lacking a systematic design approach that considers the ship's navigation mission, typical operating conditions, propulsion power requirements, total load requirements, and the configuration of key equipment parameters. Furthermore, some designs only complete static power matching without further dynamic simulation verification of the ship's power response, SOC changes, DC bus voltage stability, and range under startup, acceleration, cruising, deceleration, berthing, and emergency conditions. This can lead to problems in practical applications such as insufficient power, excessive equipment redundancy, rapid battery SOC decline, and large bus voltage fluctuations.

[0023] In view of this, this application proposes a parameter matching and simulation verification method for a pure electric propulsion system of a ship. First, the basic parameters and navigation mission parameters of the target ship are obtained. Then, typical navigation conditions of the ship are constructed, and the propulsion power requirements and total load power requirements for different typical navigation conditions are calculated. Based on this, the parameters of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter, and DC bus are used as the basic inputs for parameter matching. After the initial parameter matching is completed, a system-level simulation model is further established to perform dynamic simulation verification on typical navigation conditions. The performance indicators are evaluated based on the simulation verification results. Finally, the initial parameter configuration results are corrected based on the performance indicator evaluation results to obtain the final parameter configuration scheme. This application establishes a correspondence between propulsion power, auxiliary load power, and key equipment parameters based on ship navigation missions and typical navigation conditions. This makes the parameter configuration of fuel cell system, lithium battery system, propulsion motor, DC / DC converter, inverter, and DC bus more systematic and reasonable. Based on the established power system simulation model, dynamic simulation verification, performance index evaluation, and parameter correction are carried out. This can reduce the risk of insufficient or excessive redundancy in equipment parameter configuration and improve the reliability, safety, and stability of parameter configuration.

[0024] like Figure 1This is a schematic diagram of the topology of a pure electric propulsion system for a ship according to one embodiment of this application. The pure electric propulsion system of this embodiment mainly includes a fuel cell system, a lithium battery system, a unidirectional DC / DC converter, a bidirectional DC / DC converter, a DC bus, an inverter, a propulsion motor, a propeller or propulsion load, ship auxiliary loads, and an energy management controller. The fuel cell system is connected to the DC bus via a unidirectional DC / DC converter and primarily undertakes the basic power requirements during stable navigation. The lithium battery system is connected to the DC bus via a bidirectional DC / DC converter, allowing it to discharge to the DC bus and charge when the fuel cell output power exceeds the load demand or under shore power charging conditions. The DC bus electrically couples the fuel cell system, lithium battery system, propulsion system, and auxiliary loads. The inverter converts the DC bus power into AC power required by the propulsion motor, which drives the propeller or propulsion load to achieve ship navigation. The energy management controller collects signals such as fuel cell output power, lithium battery charge change (SOC), DC bus voltage, propulsion motor speed, propulsion motor torque, and ship load power. Based on the current navigation conditions, it allocates power between the fuel cell and the lithium battery, keeping the fuel cell operating in a relatively stable and high-efficiency range, and enabling the lithium battery to perform dynamic power compensation and bus voltage support functions.

[0025] Reference Figure 2 , Figure 2 This is a flowchart illustrating the steps of a parameter matching and simulation verification method for a pure electric propulsion system provided in one embodiment of this application. This application proposes a parameter matching and simulation verification method for a pure electric propulsion system, which may include, but is not limited to, the following steps S101 to S107: Step S101: Obtain the target ship's basic parameters and navigation mission parameters for the target pure electric propulsion vessel; Step S102: Based on the navigation mission parameters, the ship's operation process is divided into multiple typical navigation conditions; As an optional implementation method, the target vessel's basic parameters include length, beam, draft, displacement, passenger capacity, design speed, maximum speed, economic speed, target range, endurance, navigation area, propulsion type, auxiliary load power, and lithium battery dynamic compensation capability. Typical navigation conditions include start-up navigation, low-speed navigation, acceleration navigation, deceleration navigation, high-speed navigation, cruising navigation, berthing navigation, and emergency navigation.

[0026] In some optional embodiments, the following parameters are first obtained for the target pure electric propulsion vessel: length, beam, draft, displacement, passenger capacity, design speed, maximum speed, economic speed, target range, cruising time, navigation area, propulsion type, auxiliary load power, and lithium battery dynamic compensation capability. Among these, length, beam, draft, and displacement are used to estimate vessel resistance; design speed, maximum speed, and economic speed are used to determine the speed input under different typical navigation conditions; target range and cruising time are used to determine system energy requirements; propulsion type is used to determine propulsion efficiency and propulsion load characteristics; and auxiliary load power is used to calculate the vessel's total load power. These parameters collectively constitute the basic input for subsequent propulsion power calculation, equipment parameter matching, and simulation model construction.

[0027] Next, typical navigation conditions for the ship are constructed. Based on the actual navigation mission parameters of the target purely electric-driven ship, the ship's operation process is divided into typical conditions such as start-up, low-speed navigation, acceleration, deceleration, high-speed navigation, stable cruising, berthing, and emergency operation. For each condition, its duration, target speed, propulsion power requirement, and auxiliary load power requirement are determined, forming a ship operation load-power curve. Let the... i The duration of each working condition is t i The speed is v i Propulsion power is P prop,i The auxiliary load power is P aux,i Then the total load power under this operating condition is P load,i By combining all typical operating conditions, a load power time series over a complete navigation mission cycle can be generated. P load (t) This power sequence serves as input for subsequent device power matching and dynamic simulation verification.

[0028] Step S103: Calculate the propulsion power requirement and total load power requirement under different typical navigation conditions based on the basic parameters of the target ship; Specifically, the ship's propulsion power requirement is calculated based on the ship's resistance, speed, and propulsion efficiency. Propulsion power can be determined by multiplying the ship's total resistance by its speed and considering propulsion efficiency. The ship's total load power consists of both propulsion power and auxiliary load power.

[0029] As an optional implementation, step S103 can be further divided into the following steps S1031 to S1034: Step S1031: Calculate the ship's resistance based on its length, beam, draft, and displacement; Step S1032: Determine the ship speed under each typical navigation condition based on the design speed, maximum speed, and economic speed, and determine the propulsion efficiency and propulsion load characteristics based on the propulsion method. Step S1033: Calculate the propulsion power requirements under different typical navigation conditions based on ship resistance, ship speed, and propulsion efficiency. Specifically, firstly, the ship's resistance is calculated based on its length, beam, draft, displacement, and current speed. Then, the speed input for different typical navigation conditions is determined based on the design speed, maximum speed, and economic speed. Next, the propulsion efficiency and propulsion load characteristics are determined based on the propulsion method. Finally, the ship's propulsion power requirement is calculated based on the ship's resistance, speed, and propulsion efficiency. For the i-th typical navigation condition, the ship's propulsion power can be calculated using the following formula: ; in, P prop,i For the first i Propulsion power requirements under typical navigation conditions R T,i The total resistance of the ship under this operating condition. v i The ship's speed under this operating condition. η p To improve efficiency. Total ship resistance. R T,i It can be obtained through ship resistance estimation methods, ship model test data, empirical formulas, or measured data of similar ships.

[0030] Step S1034: Calculate the total load power requirements under different typical navigation conditions based on the propulsion power requirements and auxiliary load power.

[0031] Specifically, the total load power requirement of a ship consists of propulsion power and auxiliary load power, which can be calculated using the following formula: ; in, P load,i For the first i Total load power requirements under typical navigation conditions P aux,i This is the sum of the power of lighting, air conditioning, ventilation, navigation, communication, and other ship auxiliary equipment.

[0032] For example, under stable cruising conditions, if the ship travels at an economical speed v c During navigation, the total resistance of the ship under this operating condition is R T,c The auxiliary load power is P aux,cThen the total load power under cruise conditions is: ; This power is used for continuous cruising power. P cruise This is used to match the rated power of the subsequent propulsion motor and the rated power of the fuel cell.

[0033] For acceleration conditions, the ship starts from low speed... v 1. Accelerate to target speed v 2. In addition to the propulsion power required to overcome sailing resistance, the additional power during acceleration also needs to be considered. The total load power during acceleration can be expressed as: ; in, R T,a To accelerate the equivalent resistance under operating conditions, v a To achieve the equivalent speed during the acceleration process, P acc To accelerate the addition of power, P aux,a To accelerate auxiliary load power in operating conditions. Accelerate additional power. P acc It can be determined based on the ship's equivalent mass, speed change, and acceleration time, that is: ; in, m eq For the equivalent mass of the ship, t a To accelerate the process, continuous power demand and peak power demand can be obtained by calculating the cruise and acceleration conditions, respectively.

[0034] Furthermore, after calculating the corresponding power requirements, the parameter matching and simulation verification method for the pure electric propulsion system of this application embodiment also determines the pure electric drive configuration using a fuel cell-lithium battery hybrid power supply based on the navigation mission parameters and range requirements. The fuel cell system serves as the basic power supply unit, and the lithium battery system serves as the energy storage and dynamic compensation unit; the two are energy-coupled through a DC bus. The propulsion motor is connected to the DC bus via an inverter, and the ship's auxiliary loads are connected to the DC bus directly or through corresponding conversion devices.

[0035] It should be noted that the embodiments of this application are configured differently based on the dynamic response characteristics of fuel cells and lithium batteries. The fuel cell is matched as a stable basic power supply unit, and the lithium battery is matched as a peak power compensation, load change buffer and emergency power supply unit. This can avoid frequent and rapid load changes of fuel cells and improve system stability.

[0036] Step S104: Configure the parameters of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter and DC bus in the pure electric drive ship power system according to the propulsion power requirements and total load power requirements. It should be noted that the embodiments of this application use the ship's navigation mission, typical navigation conditions, propulsion power and total load power requirements as the basis for parameter matching, so as to achieve integrated matching of fuel cell system, lithium battery system, propulsion motor, DC / DC converter, inverter and DC bus, rather than selecting separately based on maximum power or range.

[0037] As an optional implementation, step S104 can be further divided into the following steps S1041 to S1045: Step S1041: Extract the maximum load power and continuous cruise power based on the total load power requirement; Specifically, the total load power requirement under different typical operating conditions is calculated through the above steps. P load,i The load power sequence of the complete navigation mission can be obtained. P load(t) And further extract the maximum load power P load,max Continuous cruise power P cruise Average load power P avg and transient power change ΔP load The above parameters are used for parameter matching of propulsion motors, fuel cells, lithium batteries, and power electronic devices, respectively.

[0038] Step S1042: Configure the rated power, peak power, speed and output torque of the propulsion motor according to the maximum load power, continuous cruise power and propulsion load characteristics; In some optional embodiments, the rated power of the propulsion motor, used to meet the continuous power requirements during the stable navigation phase of the ship, can be determined by the following formula: ; in, P m,rated To increase the rated power of the motor, k m It is the rated power margin factor of the motor, which is usually determined based on the ship's design margin, propulsion efficiency loss, and equipment selection requirements.

[0039] The peak power of the propulsion motor, used to meet the peak power requirements under acceleration, wind and wave resistance, short-term high load, or emergency conditions, can be determined by the following formula: ; in, P m,peak To increase the peak power of the motor, k p This is the peak power margin factor. P load,max The maximum load power obtained in step S1041.

[0040] The propulsion motor speed is determined based on the propeller's design speed and the transmission relationship. If the propulsion motor is connected to the propeller via a reduction gear, the rated speed of the propulsion motor can be expressed as: ; in, n m To increase the motor speed, n p The propeller speed, i g This is the transmission ratio. If a direct-drive motor is used, then... i g =1, the propulsion motor speed is the same as the propeller speed.

[0041] The output torque of the propulsion motor is calculated based on power and angular velocity: ; in, T m The torque output by the motor is expressed in N·m. P m The output power of the motor is expressed in kW. n m To increase the motor speed, the unit is... r / min The rated torque and peak torque of the propulsion motor can be calculated based on the rated power and peak power, and the propulsion motor selection can be completed accordingly.

[0042] Step S1043: Configure the rated power, maximum output power, and power change rate of the fuel cell system according to the propulsion power requirements, maximum load power, auxiliary load power, and dynamic compensation capability of the lithium battery. It should be noted that the rated power of the fuel cell system is determined based on the basic power requirements during the ship's stable cruising phase. The fuel cell system primarily handles low-frequency, stable, and continuous power output, and does not directly handle rapid load changes. The rated power of the fuel cell should be sufficient to meet the sum of the ship's cruising power and average auxiliary load power, with a certain safety margin. The maximum output power of the fuel cell should be determined in conjunction with the lithium battery's compensation capability and range requirements to avoid the fuel cell operating in an overloaded or inefficient state for extended periods.

[0043] In some optional embodiments, the fuel cell system primarily undertakes the basic power requirements during the ship's stable cruising phase. Its parameters are determined based on the continuous cruising power obtained in step S1041, the auxiliary load power obtained in step S101, and the dynamic compensation capability of the lithium battery. The rated power of the fuel cell can be determined by the following formula: ; in, P fc,rated The rated power of the fuel cell system, k fc This is the power margin factor for fuel cells. P prop,c To stabilize propulsion power during cruise operation, P aux,avg This represents the average auxiliary load power during the navigation mission cycle. This formula indicates that the rated power of the fuel cell is primarily matched to the baseline power for stable cruise.

[0044] The maximum output power of a fuel cell can be determined by combining the maximum continuous energy demand, the efficient operating range of the fuel cell, and the compensation capability of the lithium battery, and can be expressed as: ; in, P fc,max This represents the maximum output power of the fuel cell. P fc,allow For the maximum allowable output power of the fuel cell, P bat,res This is the power reserved for peak power compensation of the lithium battery. This matching method allows the fuel cell to avoid bearing the entire transient peak load, reducing the adverse effects of frequent and rapid load changes on the fuel cell system.

[0045] Meanwhile, the constraint on the rate of change of fuel cell power is set as follows: ; in, r fc This represents the allowable power variation rate of the fuel cell. If the load power change exceeds the fuel cell's allowable response range, the lithium battery will provide dynamic power compensation for the excess. Using this method, the fuel cell can be matched as a stable basic power supply unit, allowing it to operate primarily in its high-efficiency range.

[0046] Step S1044: Configure the parameters of the maximum discharge power, required energy and rated capacity of the lithium battery system according to the maximum load power and the dynamic compensation capability of the lithium battery. It should be noted that the maximum discharge power of the lithium battery is determined based on the power requirements under various operating conditions, including ship startup, acceleration, sudden load changes, berthing, and emergency operation; the rated capacity of the lithium battery is determined based on the energy required for low-speed navigation, berthing operation, peak compensation, and emergency power supply. The lithium battery system should meet the SOC (State of Charge) safe operating range requirements; its SOC should not fall below the set lower limit or exceed the set upper limit throughout the complete navigation mission cycle. The lithium battery should also have the ability to compensate for power during fuel cell power ramp-up, thereby reducing the pressure on the fuel cell during rapid load changes.

[0047] In some optional embodiments, the lithium battery system primarily handles dynamic power compensation during startup, acceleration, load surges, docking, emergency operation, and fuel cell power ramp-up. The maximum discharge power of the lithium battery is determined based on the difference between the peak load power and the output power of the fuel cell, i.e.: ; in, P bat,dis,max This represents the maximum discharge power of the lithium battery. k bat This is the battery discharge power margin factor. P load (t) This is the load power sequence during the navigation mission cycle. P fc (t) This refers to the power output of the fuel cell. When the ship is accelerating, experiencing sudden load changes, or undergoing emergency operation, if the load demand exceeds the fuel cell's output capacity, the difference is provided by the lithium battery.

[0048] The rated capacity of a lithium battery is determined based on dynamic compensation energy, low-speed or docked operation energy, emergency reserve energy, and the available state of charge (SOC). The energy required by a lithium battery can be expressed as: ; in, E dyn Energy required for dynamic power compensation. E low The energy required for low-speed navigation or berthing operation. E emg For emergency reserve energy. Dynamic compensation energy can be calculated using the following formula: ; The rated capacity of a lithium battery can be determined by the following formula: ; in, E bat,rated The rated capacity of the lithium battery, k E This is the capacity margin factor. SOC max and SOC min These represent the upper and lower limits of the permissible State of Charge (SOC) for lithium batteries. This formula indicates that the actual usable energy of a lithium battery should cover dynamic compensation, low-speed operation, and emergency power supply needs, while ensuring that the battery's SOC remains within a safe operating range.

[0049] The state of charge (SOC) change of a lithium battery can be calculated in the simulation model using the following formula: ; in, P bat (τ) For lithium batteries at all times τ The charging and discharging power is calculated, with a positive value during discharging and a negative value during charging. This calculation can be used to determine whether the lithium battery capacity meets the operational requirements for a complete voyage.

[0050] Step S1045: Configure the rated power parameters of the DC / DC converter and inverter respectively, and configure the voltage level parameters of the DC bus.

[0051] It should be noted that a unidirectional DC / DC converter is used on the fuel cell side, with a rated power not less than the maximum output power of the fuel cell system, to regulate the fuel cell output voltage and connect to the DC bus. A bidirectional DC / DC converter is used on the lithium battery side, with a rated power sufficient to meet the maximum charge and discharge power of the lithium battery, to control lithium battery charge and discharge, regulate state of charge (SOC), and support the DC bus voltage. The inverter power rating should match the rated and peak power of the propulsion motor. The DC bus voltage rating is determined based on the propulsion motor power rating, cable current, converter efficiency, and system safety requirements, and an allowable fluctuation range for the bus voltage is set.

[0052] In some optional embodiments, a unidirectional DC / DC converter is used on the fuel cell side, and its rated power is determined based on the maximum output power and power margin of the fuel cell, i.e.: ; in, P dcfc The rated power of the unidirectional DC / DC converter on the fuel cell side. k dcfc This is the converter power margin factor. P fc,max This represents the maximum output power of the fuel cell.

[0053] The lithium battery side uses a bidirectional DC / DC converter, whose rated power should simultaneously meet the maximum discharge power and maximum charging power requirements of the lithium battery, that is: ; in,P dcbat The rated power of the bidirectional DC / DC converter on the lithium battery side. P bat,dis,max This represents the maximum discharge power of the lithium battery. P bat,ch,max This represents the maximum charging power of the lithium battery. k dcbat This represents the converter power margin factor.

[0054] The rated power of the inverter is determined based on the rated power and peak power of the propulsion motor, that is: ; ; in, P inv,rated The rated power of the inverter, P inv,peak This represents the peak power of the inverter. k inv This represents the inverter margin factor.

[0055] The DC bus voltage level is determined based on the total system power, allowable current, cable losses, and equipment voltage levels. The system bus current can be expressed as: ; in, I dc This is the DC bus current. P bus For DC bus power transmission, U dc This refers to the DC bus voltage. To reduce cable current and line losses, the bus voltage level should be reasonably increased while meeting the requirements for ship electrical safety and equipment withstand voltage. The DC bus voltage should meet the following constraints: ; in, U dc,min and U dc,max These represent the lower and upper limits of the allowable DC bus voltage, respectively. If the bus voltage exceeds these limits during simulation, the DC / DC converter power rating, lithium battery response parameters, or DC bus control parameters need to be adjusted.

[0056] Step S105: Construct a simulation model of the pure electric propulsion system of a ship based on the parameter configuration results, and then input the power sequences of different typical navigation conditions into the simulation model of the pure electric propulsion system of a ship for simulation verification to obtain the simulation verification results. Specifically, based on the parameters of key equipment such as the already matched propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter, and DC bus, a simulation model of the pure electric propulsion system of a ship is constructed using the MATLAB / Simulink platform. This simulation model takes the typical navigation condition power sequence constructed in step S102 and the total load power demand obtained in step S103 as inputs, and outputs parameters such as fuel cell output power, lithium battery charge / discharge power, lithium battery SOC, DC bus voltage, propulsion motor speed, propulsion motor torque, system efficiency, and range. It is used to verify the applicability of the propulsion system parameter matching scheme under different operating conditions.

[0057] As an optional implementation, step S105 can be further divided into the following steps S1051 to S1052: Step S1051: Based on the parameter configuration results, construct the fuel cell system model, lithium battery system model, DC / DC converter model, inverter model, DC bus model, propulsion motor model, propulsion load model, auxiliary load model, typical operating condition input model, and energy management control model in sequence to obtain the simulation model of the pure electric drive ship power system. Specifically, in MATLAB / Simulink, a fuel cell system model is first established. The fuel cell model can be constructed using Simulink user-defined function modules, lookup table modules, or the power supply module in Simscape Electrical. Its inputs include the target output power of the fuel cell, the rated power of the fuel cell, the maximum output power, the allowable power change rate, and the efficiency characteristic curve. The outputs include the actual output power of the fuel cell, the output voltage, the output current, and the hydrogen consumption. The model simulates the dynamic response hysteresis characteristics of the fuel cell through a power change rate constraint; that is, the actual output power of the fuel cell cannot instantaneously follow load changes, but rather changes gradually according to a set maximum ramp rate. When the load power suddenly increases, the fuel cell model outputs the actual power according to the target power command and the change rate constraint. The power shortfall due to failure to respond in time is compensated by the lithium battery system. This model reflects the operating characteristics of the fuel cell as a basic stable power supply unit.

[0058] Next, a lithium battery system model is established. The lithium battery model can be built using the Battery module in Simscape Electrical, or by using an equivalent circuit model built in Simulink. The model inputs include the lithium battery's rated capacity, initial SOC, upper and lower allowable SOC limits, charge / discharge power limits, battery open-circuit voltage, and internal resistance parameters. Outputs include battery terminal voltage, battery current, charge / discharge power, and SOC changes. The lithium battery SOC is calculated by integrating the charge / discharge power; the SOC decreases when the lithium battery discharges and increases when it charges. Simultaneously, SOC protection logic is set in the model to limit further discharge when the SOC falls below the set lower limit and to limit further charging when the SOC exceeds the set upper limit. The output of the lithium battery model is fed back to the energy management control module in real time to determine whether the lithium battery has the capability to continue handling peak power compensation and dynamic buffering.

[0059] Then, DC / DC converter and inverter models are established. A unidirectional DC / DC converter model is used on the fuel cell side to convert the fuel cell output voltage to the DC bus voltage level and adjust the fuel cell output power according to the fuel cell power command output by the energy management controller. A bidirectional DC / DC converter model is used on the lithium battery side to realize bidirectional energy flow between the lithium battery and the DC bus. When the lithium battery discharges, it transfers battery energy to the DC bus; when the lithium battery is charging, it recharges the battery with DC bus energy. The DC / DC converter can be built using the power electronics module in Simscape Electrical, or an equivalent model can be used. When performing system-level parameter matching and energy management verification, the average model can be used first to improve simulation speed; when voltage fluctuations and control response need to be analyzed, switching models and PWM control models can be further used. The inverter model is used to convert DC bus power into AC power required by the propulsion motor. Its inputs are the DC bus voltage and the propulsion motor power command, and its outputs are motor terminal voltage, current, and electromagnetic torque control signals.

[0060] After completing the power supply and power electronics equipment models, a DC bus model is established. The DC bus model describes the energy balance between the fuel cell, lithium battery, propulsion motor, and auxiliary loads. It can be constructed using capacitors, resistors, and electrical connection elements in Simscape Electrical, or it can be modeled using power balance equations. The core of the DC bus model is calculating the bus voltage change based on the difference between input and output power. When the power input to the DC bus from the fuel cell and lithium battery is greater than the power consumed by the propulsion motor and auxiliary loads, the bus voltage rises; when the input power is less than the load demand, the bus voltage falls. The model sets a bus reference voltage, an upper and lower allowable voltage limit, and feeds the bus voltage back in real time to the energy management controller and the DC / DC converter control module to determine the system power balance and voltage stability.

[0061] Subsequently, propulsion motor and propulsion load models are established. The propulsion motor model can be constructed using the permanent magnet synchronous motor module, asynchronous motor module, or a custom motor efficiency model in Simscape Electrical. The model inputs are the inverter output voltage, target speed, target torque, or target power, and the outputs are the actual motor speed, actual torque, motor input power, and mechanical output power. The propulsion load model is established based on the ship's speed, propeller speed, and propulsion load characteristics, and can be modeled using the drag-speed relationship and propeller load characteristic curves. For the preliminary design stage, the propulsion load can be equivalent to a power demand curve that varies with ship speed; for the detailed simulation stage, the relationship between propeller torque and speed can be further introduced to match the motor output torque with the propulsion load. By connecting the propulsion motor model and the propulsion load model, the propulsion power changes of the ship under conditions such as starting, acceleration, cruising, deceleration, and berthing can be simulated.

[0062] Simultaneously, an auxiliary load model and a typical operating condition input model are established. The auxiliary load model simulates the power requirements of ship lighting, air conditioning, ventilation, communication, navigation, and other ship electrical equipment. It can generate auxiliary load power sequences under different operating conditions using Simulink's Constant, Step, SignalBuilder, or SignalEditor modules. The typical operating condition input model describes the load change process throughout the complete navigation mission cycle. It combines operating conditions such as start-up, acceleration, cruising, deceleration, berthing, and emergency operation in chronological order to form a total load power input curve. This curve serves as both the input to the propulsion motor and auxiliary load models and a reference signal for the energy management controller to allocate power.

[0063] Finally, an energy management and control model is established. This model can be constructed using Simulink Function, MATLAB Function, Stateflow, or lookup table control modules. Its inputs include total load power, current fuel cell output power, lithium battery SOC, DC bus voltage, propulsion motor power requirements, and power limits for each device. Outputs include the fuel cell target power, lithium battery charge / discharge power commands, DC / DC converter control signals, and inverter control signals. The model allocates power based on the functional division of labor between the fuel cell and lithium battery: under stable cruise conditions, the fuel cell prioritizes providing basic power; during startup, acceleration, or sudden load changes, the lithium battery covers the power gap that the fuel cell cannot respond to quickly; when the lithium battery SOC falls below a set threshold, lithium battery discharge is limited while fuel cell output power is increased; when the DC bus voltage deviates from the reference value, the power of the bidirectional DC / DC converter on the lithium battery side is adjusted to support the bus voltage.

[0064] The modules described above are connected in MATLAB / Simulink according to the actual energy flow and control signal flow of the power system. Specifically, the fuel cell system and lithium battery system are connected to the DC bus via corresponding DC / DC converters. The DC bus is connected to the propulsion motor via an inverter, the propulsion motor is connected to the propulsion load, and the auxiliary load is connected to the DC bus. The energy management controller receives status signals from the fuel cell, lithium battery, DC bus, motor, and load, and outputs control commands to the fuel cell, DC / DC converter, and inverter. During model operation, data such as fuel cell power, lithium battery power, SOC, bus voltage, motor speed, motor torque, total load power, and system efficiency are recorded using the Scope, ToWorkspace, or DataLogging modules, providing a basis for subsequent performance evaluation and parameter correction. Using this modeling method, a complete dynamic simulation of a pure electric propulsion system for a ship, from energy supply, power conversion, DC grid connection, propulsion drive to energy management and control, can be achieved in a simulation environment.

[0065] Step S1052: Input the power sequences of different typical navigation conditions into the simulation model of the pure electric drive ship power system for simulation verification, and output the simulation verification results; The simulation results include power response, lithium battery charge variation, DC bus voltage variation, range, and system efficiency.

[0066] Specifically, such as Figure 3The diagram illustrates the simulation verification and parameter correction process. The power sequences for typical operating conditions such as startup, acceleration, cruising, deceleration, berthing, and emergency operation, constructed in step S102, are input into the simulation model. Initial SOC, initial bus voltage, initial fuel cell power, and initial ship speed are set, and dynamic simulation is performed throughout the complete navigation mission cycle. During the simulation, results such as fuel cell output power, lithium battery charging and discharging power, lithium battery SOC, DC bus voltage, propulsion motor speed, propulsion motor torque, endurance time, and system efficiency are recorded. These results are used to determine whether the power system can meet the ship's load power requirements, whether the lithium battery SOC is within a safe range, whether the DC bus voltage is stable, and whether the endurance time and system efficiency meet design requirements.

[0067] Step S106: Evaluate the performance indicators of the simulation verification results to obtain the performance indicator evaluation results; As an optional implementation, step S106 can be further divided into the following steps S1061: Step S1061: Based on the simulation verification results, evaluate the power tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency and equipment power utilization rate to obtain the performance index evaluation results.

[0068] In some alternative embodiments, such as Figure 3 As shown, performance evaluation indicators for the power system are established, including power point tracking error, lithium battery SOC variation range, maximum DC bus voltage deviation, DC bus voltage recovery time, overall system efficiency, driving range, fuel cell operating range, battery charge / discharge rate, and equipment power utilization rate. The evaluation indicators include power point tracking error, lithium battery SOC variation range, DC bus voltage deviation, driving range, system efficiency, and equipment power utilization rate.

[0069] Specifically, the power point tracking error is used to evaluate the degree to which the combined output power of the fuel cell and lithium battery meets the load demand, and can be expressed as: ; in, e P (t) This refers to the power point tracking error. If the power point tracking error exceeds the allowable range, it indicates that the power matching of the fuel cell, lithium battery, or converter is insufficient.

[0070] The SOC variation range of lithium batteries is used to evaluate whether the battery capacity matching is reasonable, and its constraints are: ; If the SOC is below the lower limit, it indicates that the lithium battery capacity is insufficient or the fuel cell output power is too low; if the SOC is close to the upper or lower limit for a long period of time, it indicates that the power distribution strategy needs to be adjusted.

[0071] DC bus voltage deviation is used to evaluate bus voltage stability and can be expressed as: ; in, U dc,ref This is the DC bus reference voltage. If the bus voltage deviation or fluctuation exceeds the set range, it indicates that the DC / DC converter power rating, lithium battery response capability, or bus control parameters need to be corrected.

[0072] Range is used to evaluate whether the energy configuration of the fuel cell and lithium battery meets the target operating time or target range. If the lithium battery SOC is still within a safe range at the end of a complete flight cycle, and the fuel cell provides enough power to meet the target operating time, then the range is considered to meet the requirements.

[0073] System efficiency is used to evaluate energy conversion performance and can be expressed as: ; in, η sys For system efficiency, E prop To promote effective energy output, E fc To output energy for fuel cells, E bat It provides energy to lithium batteries.

[0074] Equipment power utilization rate is used to evaluate whether there is significant redundancy in the capacity configuration of fuel cells, lithium batteries, propulsion motors, and power electronic devices. The parameter matching scheme is evaluated using these indicators; if any key indicator fails to meet design constraints, the parameter correction step is initiated.

[0075] Step S107: Based on the performance evaluation results, correct the parameter configuration results to obtain the parameter configuration scheme.

[0076] As an optional implementation, step S107 can be further divided into the following steps S1071 to S1073: Step S1071: Determine the constraints; Step S1072: If the performance index evaluation results corresponding to the power tracking error, lithium battery charge state change range, DC bus voltage deviation, range, system efficiency and equipment power utilization rate evaluation all meet the constraints, the parameter configuration results are not corrected, and the first parameter configuration scheme is obtained. Step S1073: If at least one of the performance index evaluation results corresponding to the power tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency and equipment power utilization rate evaluation does not meet the constraints, the corresponding parameter configuration results are corrected to obtain the second parameter configuration scheme.

[0077] Specifically, such as Figure 3 As shown, parameter correction is performed and the final solution is output: if the performance evaluation results meet the preset constraints, the final power system parameter configuration scheme is output; if the performance evaluation results do not meet the preset constraints, parameter correction is performed according to the type of unmet constraint. For example, if the range is insufficient, manifested as the SOC falling below a set lower limit at the end of the driving cycle or insufficient fuel cell power supply, the rated power of the fuel cell, the maximum output power of the fuel cell, and the rated capacity or hydrogen storage capacity of the lithium battery are readjusted according to steps S1043 and S1044. If the peak power is insufficient, manifested as power tracking error... e P (t) If the voltage exceeds the allowable range, then according to steps S1042 and S1044, increase the peak power of the propulsion motor, the maximum discharge power of the lithium battery, or the power level of the bidirectional DC / DC converter. If the DC bus voltage fluctuates too much, it will manifest as... ΔU dc (t) If the parameters exceed the allowable range, adjust the DC bus voltage level, DC / DC converter power level, or bus voltage control parameters according to step S1045. If the system efficiency is too low, adjust the power allocation strategy between the fuel cell and lithium battery based on the simulation verification results, so that the fuel cell operates more in the high-efficiency range. After completing the parameter correction, perform dynamic simulation verification again until the performance evaluation results corresponding to the power point tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency, and equipment power utilization rate all meet the constraints. Finally, output the parameter configuration scheme for the pure electric propulsion system of the ship.

[0078] In summary, as Figure 4The diagram illustrates a flowchart of a parameter matching and simulation verification method for a pure electric propulsion system provided in one embodiment of this application. First, the basic parameters of the target ship and navigation mission parameters are input. Then, typical navigation conditions are constructed, and the propulsion power and total load power under different conditions are calculated. Based on this, the power system configuration consisting of fuel cells, lithium batteries, DC buses, DC / DC converters, inverters, and propulsion motors is determined, and the parameter matching of key equipment is completed. After preliminary matching, a simulation model of the pure electric propulsion system is established, and dynamic simulation verification and performance evaluation are performed under typical navigation conditions. If the performance evaluation results do not meet the constraints, the equipment parameters or control parameters are corrected, and the simulation is repeated; if the constraints are met, the final power system parameter configuration scheme is output.

[0079] The parameter matching and simulation verification method for the pure electric propulsion system of a ship according to the embodiments of this application has been described above. It can be recognized that the embodiments of this application have the following advantages: I. Based on the ship's navigation mission and typical navigation conditions, this application establishes the correspondence between propulsion power, total load power and key equipment parameters, making the selection of fuel cells, lithium batteries, propulsion motors, DC / DC converters, inverters and DC buses more systematic and reasonable. It can solve the problems of parameter matching relying on experience, equipment configuration inconsistency and insufficient dynamic condition verification in the design of existing pure electric propulsion ship power systems.

[0080] Second, compared with the simple static power matching method, the embodiments of this application further establish a power system simulation model, verify the power response, lithium battery SOC, DC bus voltage, and range through dynamic simulation under typical operating conditions, and make parameter corrections based on the simulation results. Therefore, the embodiments of this application can reduce the risk of insufficient or excessive redundancy in equipment parameter configuration, and improve the range, operational stability, and design reliability of the pure electric propulsion system of ships. At the same time, the embodiments of this application clarify the functional division of fuel cells and lithium batteries during ship operation, which is conducive to reducing rapid load changes of fuel cells and improving system energy utilization efficiency and safety.

[0081] Reference Figure 5 This application also provides a parameter matching and simulation verification device for a pure electric propulsion system for ships, including: The parameter acquisition module is used to acquire the target ship's basic parameters and navigation mission parameters for the target pure electric propulsion vessel. The typical operating condition division module is used to divide the ship's operation process into multiple typical navigation operating conditions based on navigation mission parameters. The power calculation module is used to calculate the propulsion power demand and total load power demand under different typical navigation conditions based on the target ship's basic parameters. The parameter configuration module is used to configure the parameters of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter and DC bus in the pure electric drive ship power system according to the propulsion power requirements and total load power requirements. The simulation verification module is used to construct a simulation model of the pure electric propulsion system of a ship based on the parameter configuration results, and then input the power sequences of different typical navigation conditions into the simulation model of the pure electric propulsion system for simulation verification to obtain the simulation verification results. The performance evaluation module is used to evaluate the performance indicators of the simulation verification results and obtain the performance evaluation results. The configuration result correction module is used to correct the parameter configuration results based on the performance index evaluation results, so as to obtain the parameter configuration scheme.

[0082] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The specific functions implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0083] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described method. This electronic device can be any smart terminal, including tablet computers, in-vehicle computers, etc.

[0084] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0085] Please see Figure 6 , Figure 6 The hardware structure of an electronic device according to another embodiment is illustrated. The electronic device includes: The processor 1001 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application. The memory 1002 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 1002 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1002 and is called and executed by the processor 1001 using the methods described in the embodiments of this application. Input / output interface 1003 is used to implement information input and output; The communication interface 1004 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). Bus 1005 transmits information between various components of the device (e.g., processor 1001, memory 1002, input / output interface 1003, and communication interface 1004); The processor 1001, memory 1002, input / output interface 1003 and communication interface 1004 are connected to each other within the device via bus 1005.

[0086] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method.

[0087] It is understood that the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0088] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0089] It is understood that the content of the above method embodiments is applicable to the embodiments of this program product. The specific functions implemented by the embodiments of this program product are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0090] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0091] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0092] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0093] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0094] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0095] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification 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 orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0096] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0097] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0098] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0099] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0100] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0101] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for parameter matching and simulation verification of a pure electric propulsion system for ships, characterized in that, The method includes the following steps: Obtain the target ship's basic parameters and navigation mission parameters for the target pure electric propulsion vessel; Based on the navigation mission parameters, the ship's operation process is divided into several typical navigation conditions; Based on the target ship's basic parameters, calculate the propulsion power requirement and total load power requirement under different typical navigation conditions; Based on the propulsion power requirements and the total load power requirements, the parameters of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter, and DC bus in the pure electric drive ship power system are configured. Based on the parameter configuration results, a simulation model of the pure electric propulsion system of the ship is constructed. Then, the power sequences of different typical navigation conditions are input into the simulation model of the pure electric propulsion system of the ship for simulation verification, and the simulation verification results are obtained. The simulation verification results are evaluated using performance indicators to obtain performance indicator evaluation results; Based on the performance evaluation results, the parameter configuration results are corrected to obtain a parameter configuration scheme.

2. The method according to claim 1, characterized in that, The target vessel's basic parameters include length, beam, draft, displacement, passenger capacity, design speed, maximum speed, economic speed, target range, cruising time, navigation area, propulsion type, auxiliary load power, and lithium battery dynamic compensation capability. The typical navigation conditions include start-up navigation, low-speed navigation, acceleration navigation, deceleration navigation, high-speed navigation, cruising navigation, berthing navigation, and emergency navigation.

3. The method according to claim 2, characterized in that, The calculation of propulsion power requirements and total load power requirements under different typical navigation conditions based on the target ship's basic parameters specifically includes: The ship resistance is calculated based on the ship's length, beam, draft, and displacement. Based on the design speed, the maximum speed, and the economic speed, the ship speed under each typical navigation condition is determined, and the propulsion efficiency and propulsion load characteristics are determined based on the propulsion method. Based on the ship resistance, the ship speed, and the propulsion efficiency, the propulsion power requirements under different typical navigation conditions are calculated. Based on the propulsion power requirement and the auxiliary load power, the total load power requirement under different typical navigation conditions is calculated.

4. The method according to claim 3, characterized in that, The step of configuring parameters for the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter, and DC bus in the pure electric propulsion system of the ship based on the propulsion power requirement and the total load power requirement specifically includes: Based on the total load power requirement, extract the maximum load power and continuous cruise power; Based on the maximum load power, the continuous cruise power, and the propulsion load characteristics, the rated power, peak power, speed, and output torque of the propulsion motor are configured. Based on the propulsion power requirement, the maximum load power, the auxiliary load power, and the dynamic compensation capability of the lithium battery, the rated power, maximum output power, and power change rate of the fuel cell system are configured. Based on the maximum load power and the dynamic compensation capability of the lithium battery, the maximum discharge power, required energy and rated capacity of the lithium battery system are configured. The rated power of the DC / DC converter and the inverter are configured separately, and the voltage level of the DC bus is configured separately.

5. The method according to claim 1, characterized in that, The process involves constructing a simulation model of the pure electric propulsion system for the ship based on the parameter configuration results, and then inputting power sequences under different typical navigation conditions into the simulation model for simulation verification to obtain simulation verification results. Specifically, this includes: Based on the parameter configuration results, the following models are constructed in sequence: fuel cell system model, lithium battery system model, DC / DC converter model, inverter model, DC bus model, propulsion motor model, propulsion load model, auxiliary load model, typical operating condition input model, and energy management control model, to obtain the simulation model of the pure electric drive ship power system. The power sequences under different typical navigation conditions are input into the simulation model of the pure electric propulsion system of the ship for simulation verification, and the simulation verification results are output. The simulation verification results include power response results, lithium battery charge changes, DC bus voltage changes, range capability, and system efficiency.

6. The method according to claim 1, characterized in that, The performance evaluation of the simulation verification results is performed to obtain the performance evaluation results, specifically as follows: Based on the simulation verification results, the power tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency, and equipment power utilization rate are evaluated to obtain the performance index evaluation results.

7. The method according to claim 6, characterized in that, The step of correcting the parameter configuration results based on the performance index evaluation results to obtain a parameter configuration scheme specifically includes: Define the constraints; If the performance index evaluation results corresponding to the power tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency and equipment power utilization rate evaluation all meet the constraints, the parameter configuration results will not be corrected, and the first parameter configuration scheme will be obtained. If at least one of the performance index evaluation results corresponding to the power tracking error, lithium battery charge state variation range, DC bus voltage deviation, range, system efficiency, and equipment power utilization rate evaluation does not meet the constraints, the corresponding parameter configuration results are corrected to obtain a second parameter configuration scheme.

8. A parameter matching and simulation verification device for a pure electric propulsion system for ships, characterized in that, The device includes: The parameter acquisition module is used to acquire the target ship's basic parameters and navigation mission parameters for the target pure electric propulsion vessel. The typical operating condition division module is used to divide the ship's operation process into multiple typical navigation operating conditions based on the navigation mission parameters. The power calculation module is used to calculate the propulsion power demand and total load power demand under different typical navigation conditions based on the basic parameters of the target ship. The parameter configuration module is used to configure the parameters of the propulsion motor, fuel cell system, lithium battery system, DC / DC converter, inverter and DC bus in the pure electric drive ship power system according to the propulsion power requirements and the total load power requirements. The simulation verification module is used to construct a simulation model of the pure electric propulsion system of a ship based on the parameter configuration results, and then input the power sequences of different typical navigation conditions into the simulation model of the pure electric propulsion system of the ship for simulation verification to obtain the simulation verification results. The performance evaluation module is used to evaluate the performance indicators of the simulation verification results and obtain the performance evaluation results. The configuration result correction module is used to correct the parameter configuration result based on the performance index evaluation result to obtain the parameter configuration scheme.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method of any one of claims 1 to 7.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 7.

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