Marine power system and ship

Abstract

The present specification provides a ship power system and a ship, the ship power system comprising: a ship power component, a shore power component, a first AC distribution board and a first interlocking circuit; the first AC distribution board comprises a plurality of busbars, the plurality of busbars can be connected in sequence, the ship power component can be connected to the plurality of busbars, the shore power component can be connected to at least one of the plurality of busbars; for a busbar used to simultaneously connect at least two input sources of the ship power component, the shore power component and other busbars, the first interlocking circuit is used to control the busbar to be connected to at most one of at least two branches respectively constructed by the at least two input sources. The present application effectively avoids the circulation problem caused by the simultaneous power supply of multiple power sources, thereby improving the efficiency of the power system and the safety and stability of operation.

Description

Technical Field

[0001] The present application relates to the field of ship technology, and in particular to a ship power system and a ship. Background Art

[0002] In traditional marine power systems, ships mainly rely on ship power and shore power for power supply. However, these systems generally lack effective management of power switching and grid connection, which may result in multiple power supplies supplying power to the system at the same time during the power supply process. In addition, since ship power supply mainly uses three-phase AC, when the phases of three-phase AC from different power sources are not synchronized, circulating current will be generated in the circuit, thereby reducing the efficiency of the power system and affecting the safety and stability of its operation. Utility Model Content

[0003] In order to overcome the problems existing in the related art, the present application provides a marine power system and a ship.

[0004] According to a first aspect of an embodiment of the present application, there is provided a ship power system, comprising: a ship power component, a shore power component, a first AC distribution board, and a first interlocking circuit;

[0005] The first AC distribution board includes a plurality of busbars, the plurality of busbars can be connected in sequence, the ship power component can be connected to the plurality of busbars, and the shore power component can be connected to at least one of the plurality of busbars;

[0006] For a bus used to simultaneously connect at least two input sources among the ship power component, the shore power component and other buses, the first interlocking circuit is used to control the bus to be connected to at most one of at least two branches respectively constructed by the at least two input sources.

[0007] According to a second aspect of an embodiment of the present application, there is provided a ship, comprising: a hull and the ship power system according to the first aspect, wherein the ship power system is installed in the hull.

[0008] The technical solution provided by the embodiments of the present application may have the following beneficial effects:

[0009] In the embodiment of the present application, electrical interlocking between the ship power components, shore power components and AC distribution board in the system is achieved through an interlocking circuit, and each bus in the AC distribution board is controlled to be connected to only a single input source at the same time, effectively avoiding the circulation problem caused by multiple power supplies at the same time, thereby improving the efficiency of the power system and the safety and stability of operation.

[0010] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0012] Figure 1 It is a structural diagram of a marine power system shown in the present application according to an exemplary embodiment.

[0013] Figure 2 It is a structural diagram of another marine power system according to an exemplary embodiment of the present application.

[0014] Figure 3 It is a structural diagram of a shore power supply control circuit shown in the present application according to an exemplary embodiment.

[0015] Figure 4 It is a structural diagram of another shore power supply control circuit shown in the present application according to an exemplary embodiment.

[0016] Figure 5 It is a structural diagram of another shore power supply control circuit shown in the present application according to an exemplary embodiment.

[0017] Figure 6 It is a structural diagram of a first ship power supply control circuit shown in the present application according to an exemplary embodiment.

[0018] Figure 7 It is a structural diagram of another first ship power supply control circuit shown in the present application according to an exemplary embodiment.

[0019] Figure 8 It is a structural diagram of a second ship power supply control circuit shown in the present application according to an exemplary embodiment.

[0020] Fig. 9 It is a structural diagram of another second ship power supply control circuit shown in the present application according to an exemplary embodiment.

[0021] Fig.10 It is a structural diagram of another marine power system shown in the present application according to an exemplary embodiment.

[0022] Fig.11 It is a structural diagram of another marine power system shown in the present application according to an exemplary embodiment.

[0023] Fig.12 It is a structural diagram of another marine power system shown in the present application according to an exemplary embodiment.

[0024] Fig.13 It is a structural diagram of a ship shown in the present application according to an exemplary embodiment.

[0025] Figures: ship power system 10, ship power assembly 100, shore power assembly 200, first AC switchboard 300, first interlock circuit 400, first busbar 310, second busbar 320, first bus tie switch 500, first ship power switch 600, second ship power switch 700, shore power switch 800, manual switch 410, first normally closed contact 610, second normally closed contact 710, third normally closed contact 510, first main contactor 420, first normally open contact 421, second normally open contact 422, first normally open closing switch 411, first normally closed opening switch 412, power on indicator light 210, first closing indicator light 4110, first opening indicator light 4120, tenth normally closed contact 423, third normally open contact 424, second normally open closing switch 430, first normally open opening switch 440, fourth normally closed contact 710 20, fifth normally closed contact 520, sixth normally closed contact 810, first release 450, second closing indicator light 431, second opening indicator light 441, first auxiliary contact 451, third normally open closing switch 460, second normally open opening switch 470, seventh normally closed contact 620, eighth normally closed contact 530, ninth normally closed contact 820, second release 480, third closing indicator light 461, third opening indicator light 471, second auxiliary contact 481, second AC distribution board 900, first transformer 1000, second interlocking circuit 1100, battery 110, high voltage box 120, DC distribution board 130, inverter 140, second transformer 150, fuel cell 1200, anti-reverse circuit 1300, steering gear control device 1400, power conversion switch 1500, cooling device 1600, hull 20. DETAILED DESCRIPTION

[0026] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with this specification. Instead, they are merely examples of devices and methods consistent with some aspects of this specification as detailed in the appended claims.

[0027] The terms used in this specification are for the purpose of describing specific embodiments only and are not intended to limit this specification. The singular forms "a", "the" and "the" used in this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0028] It should be understood that although the terms first, second, third, etc. may be used in this specification to describe various information, this information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of this specification, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0029] In traditional marine power systems, ships mainly rely on ship power and shore power for power supply. However, these systems generally lack effective management of power switching and grid connection, which may result in multiple power supplies supplying power to the system at the same time during the power supply process. In addition, since ship power supply mainly uses three-phase AC, when the phases of three-phase AC from different power sources are not synchronized, circulating current will be generated in the circuit, thereby reducing the efficiency of the power system and affecting the safety and stability of its operation.

[0030] In order to solve the above problems, the present application conducts in-depth research on the power supply switching of multiple power sources such as ship power and shore power, and proposes a ship power system including an interlocking circuit. The present application realizes the electrical interlocking between the ship power components, shore power components and AC distribution board in the system through the interlocking circuit, controls each bus in the AC distribution board to be connected to only a single input source at the same time, effectively avoids the circulation problem caused by multiple power sources supplying power at the same time, thereby improving the efficiency of the power system and the safety and stability of operation.

[0031] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0032] See also Figure 1 The present application provides a marine power system 10, comprising:

[0033] A ship power assembly 100, a shore power assembly 200, a first AC distribution board 300 and a first interlocking circuit 400;

[0034] The first AC distribution board 300 includes a plurality of busbars, which can be connected in sequence, the ship power assembly 100 can be connected to the plurality of busbars, and the shore power assembly 200 can be connected to at least one of the plurality of busbars;

[0035] For a bus used to connect at least two input sources of the ship power component 100, the shore power component 200 and other buses at the same time, the first interlocking circuit 400 is used to control the bus to be connected to at most only one branch of at least two branches respectively constructed by the at least two input sources.

[0036] In the above embodiments, the ship power component 100 may include various structures related to the ship's own power and distribution equipment, such as generators, battery packs, etc., to provide necessary power for the ship when sailing; the shore power component 200 may include various structures used to connect to the shore land power grid to obtain power supply, such as shore power boxes, etc., so that the ship can reduce the use of its own power equipment, reduce energy consumption and operating costs; the first AC distribution board 300 is a power distribution device on the ship, which may include multiple buses, which may be connected in sequence and connected to the ship power component or the shore power component, receive power from the ship power component or the shore power component, and distribute it to different loads of the ship. The operating voltage of the first AC distribution board depends on the load requirements of the ship.

[0037] When a bus is connected to at least two input sources of ship power components, shore power components and other busbars at the same time, the first interlocking circuit 400 controls the busbar to be connected to at most one branch of the multiple branches constructed by the corresponding input source, ensuring that the busbar can only obtain power from a single input source at the same time, thereby avoiding the circulation problem caused by multiple power sources supplying power at the same time, improving the efficiency of the power system and the safety and stability of operation. In addition, multiple busbars are set in the first AC distribution board, which can be divided into zones for power supply, improving the redundancy and reliability of the power supply of the ship power system 10.

[0038] In some embodiments, see Figure 2 The plurality of busbars may include a first busbar 310 and a second busbar 320, and the ship power system may further include a first bus tie switch 500, a first ship power switch 600, a second ship power switch 700 and a shore power switch 800 respectively connected to the first interlocking circuit 400;

[0039] The first bus tie switch 500 is connected between the first busbar 310 and the second busbar 320;

[0040] The first ship electric switch 600 is connected between the ship electric component 100 and the first bus 310, and the second ship electric switch 700 is connected between the ship electric component 100 and the second bus 320;

[0041] The shore power switch 800 is connected between the shore power assembly 200 and the first bus bar 310 .

[0042] In the above embodiment, the first bus tie switch 500 is used to control the on-off of the branch between the first bus 310 and the second bus 320; the first ship power switch 600 is used to control the on-off of the branch between the ship power component 100 and the first bus 310; the second ship power switch 700 is used to control the on-off of the branch between the ship power component 100 and the second bus 320; the shore power switch 800 is used to control the on-off between the shore power component 200 and the first bus 310; the first interlocking circuit 400 controls the on-off of the branch between the bus and the ship power component 100, the shore power component 200 and other buses by controlling the opening and closing states of the first bus tie switch 500, the first ship power switch 600, the second ship power switch 700 and the shore power switch 800.

[0043] In some embodiments, see Figure 3 , the first interlocking circuit 400 includes a shore power supply control circuit, the shore power supply control circuit includes a manual switch 410, a first normally closed contact 610 of a first ship power switch 600, a second normally closed contact 710 of a second ship power switch 700, a third normally closed contact 510 of a first bus tie switch 500, a first main contactor 420 and a first normally open contact 421 of the first main contactor 420;

[0044] The manual switch 410, the second normally closed contact 710, the first normally closed contact 610, and the first main contactor 420 are connected in series between the shore power switch 800 and the shore power assembly 200, and the third normally closed contact 510 is connected in parallel with the second normally closed contact 710;

[0045] The first normally open contact 421 is connected between the manual switch 410 and the first bus 310;

[0046] When the shore power switch 800 is closed, if the third normally closed contact 510 is open, and the first normally closed contact 610 and the second normally closed contact 710 are both closed, then when the manual switch 410 is closed, the first main contactor 420 is energized, the first normally open contact 421 is closed, and the branch constructed by the shore power assembly 200 and the first bus 310 is connected;

[0047] When the shore power switch 800 is closed, if the third normally closed contact 510 and the first normally closed contact 610 are both closed, then when the manual switch 410 is closed, the first main contactor 420 is energized, the first normally open contact 421 is closed, and the branch constructed by the shore power assembly 200 and the first bus 310 is connected;

[0048] When the shore power switch 800 is closed, if the manual switch 410 is opened, the first main contactor 420 loses power, the first normally open contact 421 is opened, and the branch circuit constructed by the shore power assembly 200 and the first bus 310 is disconnected.

[0049] In the above embodiment, the manual switch 410 can be a manual control switch in various forms such as a button, a key, a circuit breaker, etc. The user can control whether to start the shore power to supply power to the first bus by operating the manual switch 410. The first normally closed contact 610, the second normally closed contact 710, and the third normally closed contact 510 in the circuit are disconnected when the corresponding first ship power switch 600, the second ship power switch 700, and the first bus tie switch 500 are closed, respectively, and the first normally open contact 421 is closed when the corresponding first main contactor 420 is energized. The closing of the shore power switch 800 indicates that the shore power component 200 has been connected to the first bus 310 and can supply power to it.

[0050] If the first busbar 500 is closed, it indicates that the first busbar 310 is connected to the second busbar 320. In this case, in order to ensure that the first busbar 310 obtains power only from the shore power component 200, it is necessary to disconnect all connections between the ship power component 100 and the first busbar 310 and the second busbar 320, that is, disconnect the first ship power switch 600 and the second ship power switch 700. In this way, when the manual switch 410 is closed, the manual switch 410, the first normally closed contact 610, and the second normally closed contact 710 form a closed branch, the first main contactor 420 is energized, the first normally open contact 421 is closed, and the shore power component 200 is connected to the branch constructed by the first busbar 310, so that the shore power supplies the first busbar 310 exclusively.

[0051] If the first busbar 310 is disconnected, it indicates that the first busbar 310 is disconnected from the second busbar 320. In this case, in order to ensure that the first busbar 310 obtains power only from the shore power component 200, it is only necessary to disconnect the connection between the ship power component 100 and the first busbar 310, that is, disconnect the first ship power switch 600. In this way, when the manual switch 410 is closed, the manual switch 410-the third normally closed contact 510 and the first normally closed contact 610 form a closed branch, the first main contactor 420 is energized, the first normally open contact 421 is closed, and the branch constructed by the shore power component 200 and the first busbar 310 is connected, so that the shore power supplies the first busbar 310 exclusively.

[0052] Based on the above embodiments, in some embodiments, please refer to Figure 4 , the shore power supply control circuit further includes a second normally open contact 422 of the first main contactor 420;

[0053] The manual switch 410 includes a first normally open closing switch 411 and a first normally closed opening switch 412 connected in series, and the first normally open closing switch 411 and the first normally closed opening switch 412 are self-resetting switches;

[0054] The second normally open contact 422 is connected in parallel with the first normally open closing switch 411;

[0055] When the shore power switch 800 is closed, if the third normally closed contact 510 is open, and the first normally closed contact 610 and the second normally closed contact 710 are both closed, then when the first normally open closing switch 411 is closed, the first main contactor 420 is energized, the first normally open contact 421 and the second normally open contact 422 are closed, and the branch constructed by the shore power assembly 200 and the first bus 310 is connected;

[0056] When the shore power switch 800 is closed, if the third normally closed contact 510 and the first normally closed contact 610 are both closed, then when the first normally open closing switch 411 is closed, the first main contactor 420 is energized, the first normally open contact 421 and the second normally open contact 422 are closed, and the branch constructed by the shore power assembly 200 and the first bus 310 is connected;

[0057] When the shore power switch 800 is closed, if the first normally closed opening switch 412 is opened, the first main contactor 420 loses power, the first normally open contact 421 and the second normally open contact 422 are opened, and the branch formed by the shore power component 200 and the first bus 310 is disconnected.

[0058] In the above embodiment, the manual switch 410 includes a first normally open closing switch 411 and a first normally closed opening switch 412. The user can control whether to start the shore power supply to the first bus by operating the two switches. Since the first normally open closing switch 411 is a self-resetting switch, after closing, there is a self-resetting situation, which affects the power-on state of the first main contactor 420, so that the branch constructed by the shore power component 200 and the first bus 310 cannot be connected. In order to solve this problem, the above embodiment further provides a second normally open contact 422 of the first main contactor 420, which is connected in parallel with the first normally open closing switch 411. Once the first normally open closing switch 411 is closed, the first main contactor 420 is powered, and the second normally open contact 422 is closed and remains closed. Even if the first normally open closing switch 411 is reset later, a closed branch can be formed through the second normally open contact 422, thereby eliminating the reset effect of the first normally open closing switch 411.

[0059] In addition, to improve the safety of shore power conversion operations, please refer to Figure 5 The shore power supply control circuit may further include a power indicator light 210, a first closing indicator light 4110, a first opening indicator light 4120, a tenth normally closed contact 423 of the first main contactor 420, and a third normally open contact 424 of the first main contactor 420;

[0060] The power indicator light 210, the first closing indicator light 4110, and the first opening indicator light 4120 are respectively connected in parallel between the shore power switch 800 and the shore power component 200, and are respectively used to indicate whether there is shore power input, whether the first normally open closing switch 411 and the first normally closed opening switch 412 are closed;

[0061] The tenth normally closed contact 423 is connected between the first opening indicator light 4120 and the shore power component 200;

[0062] The third normally open contact 424 is connected between the first closing indicator light 4110 and the shore power component 200;

[0063] When the first main contactor 420 is energized, the tenth normally closed contact 423 is disconnected, the third normally open contact 424 is closed, the first closing indicator light 4110 is on, and the first opening indicator light 4120 is off;

[0064] When the first main contactor 420 loses power, the tenth normally closed contact 423 is closed, the third normally open contact 424 is opened, the first closing indicator light 4110 is off, and the first opening indicator light 4120 is on.

[0065] In some embodiments, see Figure 6 , the first interlock circuit 400 includes a first ship power supply control circuit;

[0066] The first ship power supply control circuit includes a second normally open closing switch 430, a first normally open opening switch 440, a fourth normally closed contact 720 of the second ship power switch 700, a fifth normally closed contact 520 of the first bus tie switch 500, a sixth normally closed contact 810 of the shore power switch 800, and a first release 450. The second normally open closing switch 430 and the first normally open opening switch 440 are self-resetting switches, and the first release 450 is used to change the state of the first ship power switch 600.

[0067] The second normally open closing switch 430, the fourth normally closed contact 720, the sixth normally closed contact 810, and the first release 450 are sequentially connected in series between the first ship power switch 600 and the ship power assembly 100;

[0068] The fifth normally closed contact 520 is connected in parallel with the fourth normally closed contact 720;

[0069] The first normally open opening switch 440 is connected between the first ship electric switch 600 and the first release 450;

[0070] When the fifth normally closed contact 520 and the sixth normally closed contact 810 are both closed, if the second normally open closing switch 430 is closed, the first release 450 is energized, the first ship power switch 600 is closed, and the first bus 310 is connected to the branch constructed by the ship power assembly 100;

[0071] When the fifth normally closed contact 520 is disconnected, and the fourth normally closed contact 720 and the sixth normally closed contact 810 are both closed, if the second normally open closing switch 430 is closed, the first release 450 is energized, the first ship power switch 600 is closed, and the first bus 310 is connected to the branch constructed by the ship power assembly 100;

[0072] When the first normally open breaking switch 440 is closed, the first release 450 loses power, the first ship power switch 600 is disconnected, and the branch formed by the first bus 310 and the ship power assembly 100 is disconnected.

[0073] In the above embodiment, the user can control whether to start the ship power to supply power to the first bus 310 by operating the second normally open closing switch 430 and the first normally open opening switch 440.

[0074] If the first busbar 310 is closed, it indicates that the first busbar 310 is connected to the second busbar 320. In this case, in order to ensure that the first busbar 310 obtains power only from the ship power component 100, it is necessary to disconnect the connection between the shore power component 200 and the first busbar 310, as well as the connection between the ship power component 100 and the second busbar 320, that is, disconnect the shore power switch 800 and the second ship power switch 700. In this way, when the second normally open closing switch 430 is closed, the second normally open closing switch 430, the fourth normally closed contact 720, and the sixth normally closed contact 810 form a closed branch, the first release 450 is energized, the first ship power switch 600 is closed, and the branch constructed by the ship power component 100 and the first busbar 310 is connected, so that the ship power supplies the first busbar 310 exclusively.

[0075] If the first busbar 310 is disconnected, it means that the first busbar 310 is disconnected from the second busbar 320. In this case, in order to ensure that the first busbar 310 only obtains power from the ship power component 100, it is only necessary to disconnect the connection between the shore power component 200 and the first busbar 310, that is, disconnect the shore power switch 800. In this way, when the second normally open closing switch 430 is closed, the second normally open closing switch 430, the fifth normally closed contact 520, and the sixth normally closed contact 810 form a closed branch, the first release 450 is energized, the first ship power switch 600 is closed, and the shore power component 200 is connected to the branch constructed by the first busbar 310, so that the ship power supplies the first busbar 310 exclusively.

[0076] In addition, to improve the safety of ship power conversion operations, please refer to Figure 7 The first ship power supply control circuit may further include a second closing indicator light 431, a second opening indicator light 441, and a first auxiliary contact 451;

[0077] The second closing indicator light 431 and the second opening indicator light 441 are respectively connected in parallel between the first ship power switch 600 and the first auxiliary contact 451, and are respectively used to indicate whether the second normally open closing switch 430 and the first normally open opening switch 440 are closed;

[0078] When the first trip unit 450 is energized, the first auxiliary contact 451 conducts the first ship power switch 600 and the second closing indicator light 431 branch, the second closing indicator light 431 is on, and the second opening indicator light 441 is off;

[0079] When the first release 450 loses power, the first auxiliary contact 451 conducts the first ship power switch 600 and the second opening indicator light 441 branch, the second closing indicator light 431 goes out, and the second opening indicator light 441 lights up.

[0080] In some embodiments, see Figure 8 , the first interlock circuit 400 includes a second ship power supply control circuit;

[0081] The second ship power supply control circuit includes a third normally open closing switch 460, a second normally open opening switch 470, a seventh normally closed contact 620 of the first ship power switch 600, an eighth normally closed contact 530 of the first bus tie switch 500, a ninth normally closed contact 820 of the shore power switch 800, and a second release 480. The third normally open closing switch 460 and the second normally open opening switch 470 are self-resetting switches, and the second release 480 is used to change the state of the second ship power switch 700.

[0082] The third normally open closing switch 460, the seventh normally closed contact 620, the ninth normally closed contact 820, and the second release 480 are sequentially connected in series between the second ship power switch 700 and the ship power assembly 100;

[0083] The eighth normally closed contact 530 is connected in parallel with the seventh normally closed contact 620 and the ninth normally closed contact 820;

[0084] The second normally open opening switch 470 is connected between the second ship electric switch 700 and the second release 480;

[0085] When the eighth normally closed contact 530 is closed, if the third normally open closing switch 460 is closed, the second release 480 is energized, the second ship power switch 700 is closed, and the second bus 320 is connected to the branch constructed by the ship power assembly 100;

[0086] When the eighth normally closed contact 530 is opened, and the seventh normally closed contact 620 and the ninth normally closed contact 820 are both closed, if the third normally open closing switch 460 is closed, the second release 480 is energized, the second ship power switch 700 is closed, and the second bus 320 is connected to the branch constructed by the ship power assembly 100;

[0087] When the second normally open breaking switch 470 is closed, the second release 480 loses power, the second ship power switch 700 is disconnected, and the branch formed by the second bus 320 and the ship power component 100 is disconnected.

[0088] In the above embodiment, the user can control whether to start the ship power to supply power to the second bus 320 by operating the third normally open closing switch 460 and the second normally open opening switch 470.

[0089] If the first busbar 310 is closed, it indicates that the first busbar 310 is connected to the second busbar 320. In this case, in order to ensure that the second busbar 320 obtains power only from the ship power component 100, it is necessary to disconnect the shore power component 200 and the ship power component 100 from the first busbar 310, that is, disconnect the shore power switch 800 and the first ship power switch 600. In this way, when the third normally open closing switch 460 is closed, the third normally open closing switch 460, the seventh normally closed contact 620, and the ninth normally closed contact 820 form a closed branch, the second release 480 is energized, the second ship power switch 700 is closed, and the branch constructed by the ship power component 100 and the second busbar 320 is connected, so that the ship power supplies the second busbar 320 exclusively.

[0090] If the first busbar 310 is disconnected, it indicates that the first busbar 310 is disconnected from the second busbar 320. In this case, since the second busbar 320 is only connected to the ship power component 100, it is guaranteed that the second busbar 320 only obtains power from the ship power component 100. In this way, when the third normally open closing switch 460 is closed, the third normally open closing switch 460 and the eighth normally closed contact 530 form a closed branch, the second release 480 is energized, the second ship power switch 700 is closed, and the branch constructed by the ship power component 100 and the second busbar 320 is connected, so that the ship power supplies the second busbar 320 exclusively.

[0091] In addition, to improve the safety of ship power conversion operations, please refer to Fig. 9 The second ship power supply control circuit may further include a third closing indicator light 461, a third opening indicator light 471, and a second auxiliary contact 481;

[0092] The third closing indicator light 461 and the third opening indicator light 471 are respectively connected in parallel between the second ship power switch 700 and the second auxiliary contact 481, and are respectively used to indicate whether the third normally open closing switch 460 and the second normally open opening switch 470 are closed;

[0093] When the second trip unit 480 is energized, the second auxiliary contact 481 conducts the second ship power switch 700 and the third closing indicator light 461 branch, the third closing indicator light 461 is on, and the third opening indicator light 471 is off;

[0094] When the second release 480 loses power, the second auxiliary contact 481 connects the second ship power switch 700 and the third opening indicator light 471 branch, the third closing indicator light 461 goes out, and the third opening indicator light 471 lights up.

[0095] In some embodiments, see Fig.10 , the marine power system 10 further includes: a second AC distribution board 900, a transformer assembly and a second interlocking circuit 1100;

[0096] The second AC distribution board 900 includes at least two busbars, which can be connected in sequence, and the transformer assembly includes at least two first transformers 1000, and each of the at least two busbars is connected to the first AC distribution board 300 through a first transformer 1000;

[0097] For each of the at least two busbars, the second interlocking circuit 1100 is used to control at most one branch constructed between the busbar and the first transformer 1000 and the branch constructed between the busbar and other busbars of the at least two busbars to be connected.

[0098] In the above embodiment, in order to adapt to the diversified power load requirements inside the ship, the ship power system may further include a second AC distribution board 900, which works in conjunction with the first AC distribution board 300 and is responsible for providing stable power distribution for AC loads of different voltage levels;

[0099] The first transformer 1000 in the transformer assembly is responsible for voltage conversion between the second AC distribution board 900 and the first AC distribution board 300 to meet the voltage requirements of different loads;

[0100] The second AC distribution board 900 also includes a plurality of buses, which can be connected in sequence and connected to the first AC distribution board 300 through the first transformer 1000, receiving power from the first AC distribution board 300 and distributing it to different loads of the ship. The operating voltage of the second AC distribution board 900 depends on the load requirements of the ship.

[0101] For each bus in the second AC distribution board 900, when it is connected to the first AC distribution board 300 or other buses, there may also be multiple input sources, causing circulating current problems. Therefore, it is necessary to set up a second interlocking circuit 1100 to control the bus to be connected to at most one of the multiple branches constructed with the corresponding input source, ensuring that the bus can only obtain power from a single input source at the same time, thereby avoiding circulating current problems caused by multiple power sources supplying power at the same time, and improving the efficiency of the power system and the safety and stability of operation.

[0102] In some embodiments, see Fig.11 The ship power assembly 100 includes: a battery 110, a high voltage box 120, a DC distribution board 130, an inverter 140, and a second transformer 150;

[0103] The high voltage box 120, the DC distribution board 130, the inverter 140, and the second transformer 150 are sequentially connected in series between the battery 110 and the first AC distribution board 300;

[0104] The inverter 140 includes a voltage modulation circuit, which is used to modulate the output voltage of the inverter 140 to output a voltage that matches the operating voltage of the first AC distribution board 300 .

[0105] In the above embodiment, the battery 110 inputs DC power to the DC distribution board 130 through the high-voltage box 120. The DC distribution board 130 converts the DC power input by the battery 110 into AC power through the inverter 140, and then converts the voltage through the second transformer 150, converting it into the working voltage of the first AC distribution board 300 and inputting it into the first AC distribution board 300.

[0106] At the same time, since the bus voltage in the DC distribution board 130 will follow the fluctuations of the battery output voltage, a voltage modulation circuit can also be set in the inverter 140 to modulate the output voltage of the inverter 140 to ensure that the inverter 140 can stably output an AC voltage that matches the working voltage of the first AC distribution board 300.

[0107] Among them, the battery 110 can include various DC distributed power sources and energy storage power sources such as hydrogen fuel cells, lithium batteries, photovoltaics, etc.; the high-voltage box 120 can integrate a pre-charging circuit, a protection circuit, a BMS system monitoring module, etc. to realize the monitoring of the total voltage and total current of the battery pack branches and the power-on and power-off control, and the external communication of the battery system status, etc.; the voltage modulation circuit can use various modulation technologies to modulate the output voltage, such as SVPWM, SPWM, DPWM, etc.

[0108] The following takes the battery as two lithium battery packs with a nominal voltage of DC512V, the commonly used load voltage levels of AC220V and AC380V for ship AC power distribution, and the voltage modulation circuit using SVPWM modulation technology as an example to explain the power supply and voltage modulation process of ship electrical components.

[0109] The capacity of each battery pack is 117.76kWh, and the total capacity of the entire ship is 235.52kWh. Each battery pack is composed of 10 battery packs in series. The nominal voltage of each battery pack is DC 51.2V, and the operating voltage range is: DC41.6V-DC57.6V. The nominal voltage of the battery cluster is DC512V, and the operating voltage range is: DC416V~DC576V.

[0110] The lithium battery system is connected to the DC distribution board through a high-voltage box. The DC distribution board can be inverted into an AC 300V AC power supply through two configured 30kW daily-use power inverters, and then filtered through a sine wave filter to ensure the output of a sine AC power supply. The sine AC voltage output by the daily-use power inverter is boosted to AC 400V AC through an isolation transformer and then input into the AC 400V AC distribution board. Then, it is stepped down through a configured AC 400V / AC 230V transformer to obtain AC 230V AC, which can provide high-quality AC 380V and AC 220V AC for the ship's AC daily loads.

[0111] The bus tie disconnector in the DC distribution board bus is disconnected under normal ship navigation conditions. The whole ship adopts a zonal power supply method, and two groups of lithium battery packs are independently powered, eliminating the problem of circulating current in parallel battery operation. Therefore, the lithium battery system can be directly connected to the DC bus without setting up a DC / DC converter, thus saving space and cost.

[0112] While saving costs, the DC bus voltage will fluctuate following the battery terminal output voltage, and the operating voltage range is: DC416V~DC576V. This requires the daily-use inverter to be able to output a stable AC voltage within this voltage range.

[0113] The daily-use inverter can adopt SVPWM control technology. The maximum undistorted peak voltage of the AC line voltage output by the SVPWM daily-use inverter is:

[0114]

[0115] Among them, V p is the peak value of the AC output line voltage, and Udc is the DC bus voltage of the inverter.

[0116] Then the effective value of the AC line voltage output by the SVPWM daily-use inverter is:

[0117]

[0118] Among them, M is the modulation degree of the SVPWM daily-use inverter, and 0<M<1.15.

[0119] Therefore, under the condition that U dc remains unchanged, the inverter output voltage V m can be linearly controlled by M. Similarly, if the input voltage U dc fluctuates, the bus voltage is automatically monitored by software, and the modulation degree is changed to ensure a stable AC output voltage.

[0120] When 1<M<1.15, SVPWM is in overmodulation, the synthesized vector is distorted, and the filtering difficulty increases. Therefore, the modulation degree of SVPWM is mainly controlled within the range of 0<M≤1.

[0121] In this example, the battery pack operates at a set value of SOC value ≥ 20% (SOC value below 20% stops working), the operating voltage range of Udc is approximately: DC416V ~ DC576V, when the SOC value = 20%, the output voltage is approximately DC450V, the highest AC output voltage effective value of the SVPWM inverter, from the above formula, when the modulation index M = 1, AC line voltage effective value V m The maximum should not exceed In this example, the minimum input voltage of the SVPWM inverter is DC436V according to the performance parameters, so the maximum effective value of the AC line voltage Vm is: In this way, it is ensured that the inverter can output an AC voltage of at least 300V. When the voltage at the output end of the battery pack exceeds DC436V, the voltage level M is automatically adjusted through software control, and the effective value of the AC line voltage Vm can also be AC308V. Considering that the inverter is input to the transformer after sinusoidal wave filtering, there is a voltage drop of about 10V, and the final transformer input end is AC300V. It can be stepped up through a transformer with a ratio of AC300V / AC400V to obtain an AC400V AC output power supply, and stepped down through a transformer with a ratio of AC400V / AC230V to obtain an AC230V AC output power supply, realizing the power supply of multiple AC loads, meeting the power demand of different ship scenarios, and increasing the flexibility of AC power supply.

[0122] In addition, for small new energy boats, if the AC load voltage level is only AC230V, it can be stepped down by an isolation transformer with a ratio of AC300V / AC230V to obtain an AC230V AC power supply. If the AC load voltage level is both AC230V and AC380V, but the demand is small, the following can be used: Fig.12 The connection method shown uses a neutral point grounded isolation transformer AC300V / AC400V for voltage boosting, and outputs a three-phase four-wire (L1, L2, L3, N) AC400V+N voltage to the AC distribution board. The AC230V and AC380V AC power supplies are powered by the same distribution board, saving two transformers with a transformation ratio of AC400V / AC230V, reducing the space for equipment layout and the weight of the equipment.

[0123] In some embodiments, please refer to Fig.11 , the DC distribution board 130 includes a local start-stop switch of the inverter, and the first AC distribution board 300 includes a remote start-stop switch of the inverter 140, the local start-stop switch and the remote start-stop switch are respectively used to start and stop the inverter 140 locally or remotely; and / or

[0124] The ship power system 10 further includes a fuel cell 1200 and an anti-reverse circuit 1300 . The fuel cell 1200 is connected to the DC power distribution board 130 via the anti-reverse circuit 1300 .

[0125] In the above embodiment, the local start-stop switch and the remote start-stop switch of the inverter can be set at any position of the DC distribution board and the first AC distribution board, respectively, and this application does not limit this. The local start-stop switch allows the user to directly control the start and stop of the inverter at the DC distribution board of the ship to achieve a fast response of the inverter. The remote start-stop switch allows the user to remotely control the inverter from other locations of the ship, such as the control room, etc., which increases the flexibility of operation and the reliability of the system. The fuel cell can be a hydrogen fuel cell or other fuel cell used to provide energy. The anti-reverse circuit can prevent the current from flowing back into the fuel cell, thereby protecting the life and performance of the fuel cell.

[0126] In some embodiments, please refer to Fig.11 The marine power system 10 further includes: a steering gear control device 1400 and a power conversion switch 1500, wherein the steering gear control device 1400 can be connected to a plurality of bus bars through the power conversion switch 1500; and / or

[0127] The ship power system 10 further includes a plurality of cooling devices 1600 , and the plurality of cooling devices 1600 are respectively connected to the plurality of bus bars.

[0128] In the above embodiment, the steering gear control device 1400 is used to accurately control the steering gear of the ship, and is connected to multiple buses through the power conversion switch 1500, so that no matter how the power supply situation of the ship's power system changes, the steering gear can obtain a stable power supply to ensure normal navigation of the ship.

[0129] The cooling device 1600 is used to maintain the temperature of the components of the ship's power system within a safe range. The cooling device 1600 is connected to multiple buses to ensure that the power system can maintain stable operation even under high load or high temperature environments. The cooling device 1600 can be a cooling water pump, an air cooler or other heat dissipation device suitable for ships.

[0130] Accordingly, see Fig.13 The present application also provides a ship, comprising: a hull 20 and the ship power system 10 in the above embodiment, wherein the ship power system 10 is installed in the hull 20.

[0131] In the present application, the ship can be of any type and size, including cargo ships, passenger ships, fishing boats, yachts, etc. The position of the ship power system 10 in the hull 20 can be set according to the needs and structural layout of different ships, and this application does not limit it.

[0132] Those skilled in the art will readily appreciate other embodiments of the specification after considering the specification and practicing the utility model claimed herein. The specification is intended to cover any variations, uses or adaptations of the specification that follow the general principles of the specification and include common knowledge or customary techniques in the art that are not claimed in the specification. The specification and examples are to be considered exemplary only, and the true scope and spirit of the specification are indicated by the following claims.

[0133] It should be understood that the present description is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present description is limited only by the appended claims.

[0134] The above description is only a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this specification should be included in the scope of protection of this specification.

Claims

1. A marine power system, characterized in that: include: Ship power components, shore power components, a first AC distribution board and a first interlocking circuit; The first AC distribution board includes a plurality of busbars, the plurality of busbars can be connected in sequence, the ship power component can be connected to the plurality of busbars, and the shore power component can be connected to at least one of the plurality of busbars; For a bus used to simultaneously connect at least two input sources among the ship power component, the shore power component and other buses, the first interlocking circuit is used to control the bus to be connected to at most one of at least two branches respectively constructed by the at least two input sources.

2. The marine power system according to claim 1, characterized in that: The plurality of busbars include a first busbar and a second busbar, and the ship power system further includes a first bus tie switch, a first ship power switch, a second ship power switch and a shore power switch respectively connected to the first interlocking circuit; The first bus tie switch is connected between the first bus bar and the second bus bar; The first ship electrical switch is connected between the ship electrical component and the first bus, and the second ship electrical switch is connected between the ship electrical component and the second bus; The shore power switch is connected between the shore power component and the first bus bar.

3. The marine power system according to claim 2, characterized in that: The first interlock circuit includes a shore power supply control circuit; The shore power supply control circuit includes a manual switch, a first normally closed contact of the first ship power switch, a second normally closed contact of the second ship power switch, a third normally closed contact of the first bus tie switch, a first main contactor and a first normally open contact of the first main contactor; The manual switch, the second normally closed contact, the first normally closed contact, and the first main contactor are connected in series between the shore power switch and the shore power component, and the third normally closed contact is connected in parallel with the second normally closed contact; The first normally open contact is connected between the manual switch and the first bus; When the shore power switch is closed, if the third normally closed contact is open, and the first normally closed contact and the second normally closed contact are both closed, then when the manual switch is closed, the first main contactor is energized, the first normally open contact is closed, and the branch constructed by the shore power component and the first bus is connected; When the shore power switch is closed, if the third normally closed contact and the first normally closed contact are both closed, then when the manual switch is closed, the first main contactor is energized, the first normally open contact is closed, and the branch constructed by the shore power component and the first bus is connected; When the shore power switch is closed, if the manual switch is opened, the first main contactor loses power, the first normally open contact is opened, and the branch circuit formed by the shore power component and the first bus is disconnected.

4. The marine power system according to claim 3, characterized in that: The shore power supply control circuit also includes a second normally open contact of the first main contactor; The manual switch comprises a first normally open closing switch and a first normally closed opening switch connected in series, wherein the first normally open closing switch and the first normally closed opening switch are self-resetting switches; The second normally open contact is connected in parallel with the first normally open closing switch; When the shore power switch is closed, if the third normally closed contact is open, and the first normally closed contact and the second normally closed contact are both closed, then when the first normally open closing switch is closed, the first main contactor is energized, the first normally open contact and the second normally open contact are closed, and the branch constructed by the shore power component and the first busbar is connected; When the shore power switch is closed, if the third normally closed contact and the first normally closed contact are both closed, then when the first normally open closing switch is closed, the first main contactor is energized, the first normally open contact and the second normally open contact are closed, and the branch constructed by the shore power component and the first busbar is connected; When the shore power switch is closed, if the first normally closed switch is opened, the first main contactor loses power, the first normally open contact and the second normally open contact are opened, and the branch formed by the shore power component and the first bus is disconnected.

5. The marine power system according to claim 2, characterized in that: The first interlock circuit includes a first ship power supply control circuit; The first ship power supply control circuit includes a second normally open closing switch, a first normally open opening switch, a fourth normally closed contact of the second ship power switch, a fifth normally closed contact of the first bus tie switch, a sixth normally closed contact of the shore power switch, and a first release, the second normally open closing switch and the first normally open opening switch are self-resetting switches, and the first release is used to change the state of the first ship power switch; The second normally open closing switch, the fourth normally closed contact, the sixth normally closed contact, and the first release are sequentially connected in series between the first ship electrical switch and the ship electrical component; The fifth normally closed contact is connected in parallel with the fourth normally closed contact; The first normally open opening switch is connected between the first ship electric switch and the first release; When the fifth normally closed contact and the sixth normally closed contact are both closed, if the second normally open closing switch is closed, the first release is energized, the first ship electrical switch is closed, and the first bus is connected to the branch constructed by the ship electrical component; When the fifth normally closed contact is disconnected, and the fourth normally closed contact and the sixth normally closed contact are both closed, if the second normally open closing switch is closed, the first release is energized, the first ship power switch is closed, and the first bus is connected to the branch constructed by the ship power assembly; When the first normally open disconnect switch is closed, the first release loses power, the first ship electrical switch is disconnected, and the first bus is disconnected from the branch constructed by the ship electrical components.

6. The marine power system according to claim 2, characterized in that: The first interlock circuit includes a second ship power supply control circuit; The second ship power supply control circuit includes a third normally open closing switch, a second normally open opening switch, a seventh normally closed contact of the first ship power switch, an eighth normally closed contact of the first bus tie switch, a ninth normally closed contact of the shore power switch, and a second release, the third normally open closing switch and the second normally open opening switch are self-resetting switches, and the second release is used to change the state of the second ship power switch; The third normally open closing switch, the seventh normally closed contact, the ninth normally closed contact, and the second release are sequentially connected in series between the second ship electrical switch and the ship electrical component; The eighth normally closed contact is connected in parallel with the seventh normally closed contact and the ninth normally closed contact; The second normally open opening switch is connected between the second ship electric switch and the second release; When the eighth normally closed contact is closed, if the third normally open closing switch is closed, the second release is energized, the second ship power switch is closed, and the second bus is connected to the branch constructed by the ship power assembly; When the eighth normally closed contact is open, and the seventh normally closed contact and the ninth normally closed contact are both closed, if the third normally open closing switch is closed, the second release is energized, the second ship power switch is closed, and the second bus is connected to the branch constructed by the ship power assembly; When the second normally open disconnect switch is closed, the second release loses power, the second ship electrical switch is disconnected, and the second bus is disconnected from the branch constructed by the ship electrical components.

7. The marine power system according to claim 1, characterized in that: Also includes: A second AC distribution board, a transformer assembly and a second interlocking circuit; The second AC distribution board includes at least two busbars, the at least two busbars can be connected in sequence, the transformer assembly includes at least two first transformers, each of the at least two busbars is connected to the first AC distribution board via a first transformer; For each of the at least two busbars, the second interlocking circuit is used to control at most one branch constructed by the busbar and the first transformer and one branch constructed by the busbar and other busbars of the at least two busbars to be connected.

8. The marine power system according to claim 1, characterized in that: The ship electrical components include: batteries, high voltage boxes, DC distribution boards, inverters, and second transformers; The high-voltage box, the DC distribution board, the inverter, and the second transformer are connected in series between the battery and the first AC distribution board; The inverter comprises a voltage modulation circuit, and the voltage modulation circuit is used to modulate the output voltage of the inverter to output a voltage matching the working voltage of the first AC distribution board.

9. The marine power system according to claim 8, characterized in that: The DC distribution board includes a local start-stop switch of the inverter, and the first AC distribution board includes a remote start-stop switch of the inverter, wherein the local start-stop switch and the remote start-stop switch are respectively used to start and stop the inverter locally or remotely; and / or The marine power system further comprises a fuel cell and an anti-reverse circuit, and the fuel cell is connected to the DC distribution board via the anti-reverse circuit.

10. The marine power system according to any one of claims 1 to 9, characterized in that: Also includes: A steering gear control device and a power conversion switch, wherein the steering gear control device can be connected to the plurality of bus bars through the power conversion switch; and / or The marine power system further includes a plurality of cooling devices, and the plurality of cooling devices are respectively connected to the plurality of bus bars.

11. A ship, characterized in that: include: A hull and a marine power system as claimed in any one of claims 1 to 10, wherein the marine power system is installed in the hull.

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