Ship power distribution safety control system

Abstract

The utility model relates to a ship power distribution safety control system which comprises a main control board and a control board. According to the ship power distribution safety control system designed by the utility model, a modularized centralized design is adopted, a high-voltage large-current circuit and a low-voltage control circuit are effectively isolated, and through multiple protection of fuses, circuit breakers and contactors at multiple positions, the safety and reliability of the system are remarkably improved, and faults such as overcurrent and short circuit are effectively prevented. Besides, the system utilizes a PLC to realize communication with the outside, so that real-time electric quantity monitoring and remote control functions are provided, power output is dynamically adjusted according to load requirements, the energy utilization efficiency is improved, the service life of a battery is prolonged, and safe, efficient and environment-friendly operation of the pure electric yacht power system is realized. And higher requirements of a modern pure electric yacht on an electric power system are met.

Description

Technical Field

[0001] The utility model relates to the technical field of ship power systems, in particular to a ship power distribution safety control system. Background Art

[0002] Pure electric yachts, as a new type of green and environmentally friendly vessel, have seen rapid growth in recent years. However, their power systems present unique challenges compared to traditional fuel-powered vessels. Because pure electric yachts rely entirely on battery power, battery management and protection are crucial. An efficient, safe, and reliable power system is crucial to ensuring the safe operation of pure electric yachts.

[0003] Existing marine power systems typically employ simple power distribution methods, such as fuses or simple circuit breakers. These systems lack monitoring and control over battery charge, load conditions, and system status. Consequently, marine power distribution systems are often dispersed across multiple locations, lacking overall coordination and unified management. Furthermore, while some systems have monitoring capabilities, these often require manual intervention, preventing automated control and remote monitoring. Utility Model Content

[0004] In order to solve the above problems, the utility model provides a ship power distribution safety control system which effectively separates high-voltage and high-current circuits from low-voltage control circuits through a modular centralized setting.

[0005] In order to achieve the above-mentioned purpose, the ship power distribution safety control system designed in the present invention includes a main control board and a control board. The main control board is provided with a two-stage circuit breaker B1, a 500A busbar H1, an 800A busbar H2, a 400A contactor C1, a 400A contactor C2, a voltage converter C03, an electric energy meter E1, a circuit breaker B2, a circuit breaker B3 and a shunt resistor R1. The control board is provided with a logic controller PLC; wherein, the two-stage circuit breaker B1 is connected to an external 48V DC power supply, and the negative pole of the two-stage circuit breaker B1 is connected to the 500A busbar H1, and the positive pole is connected to the 800A busbar H2; the positive poles of the 400A contactors C1 and 400A contactors C2 are connected to the 800A busbar H2, and the negative poles are each connected through a 45 The 0A busbar H3 is connected to the positive pole of the ship's battery pack, and the negative pole of the ship's battery pack is connected to the 500A busbar H1; the signal terminals of the 400A contactors C1 and C2 are connected to the logic controller PLC; the positive pole of the circuit breaker B2 is connected to the 800A busbar H2 via the fuse F1, and the negative pole is connected to the ship's first motor inverter; the positive pole of the circuit breaker B3 is connected to the 800A busbar H2 via the fuse F2, and the negative pole is connected to the ship's second motor inverter; the communication port of the electric energy meter E1 is connected to the logic controller PLC, and the power supply terminal of the electric energy meter E1 is connected to the 800A busbar H2 via the voltage converter C03; the shunt resistor R1 is connected in series between the detection terminal of the electric energy meter E1 and the voltage converter C03.

[0006] Preferably, it also includes an electric control box, the main control board and the control board are galvanized iron plates installed on different side walls inside the electric control box, the 500A busbar H1 and the 800A busbar H2 are both installed on the galvanized iron plate corresponding to the main control board through the first insulating column, and two second insulating columns with the same height as the 400A contactor C1 and the 400A contactor C2 are installed on the galvanized iron plate corresponding to the main control board, and the two 450A busbars H3 are respectively installed on the corresponding second insulating columns and are in contact with and fixed to the corresponding terminal blocks of the 400A contactor C1 or the 400A contactor C2.

[0007] Preferably, it also includes a fuse F3 and a fuse F4, the positive poles of the fuse F3 and the fuse F4 are connected to the 800A bus H2, the negative pole of the fuse F3 is connected to the positive pole of the power supply end of the voltage converter C03, the negative pole of the power supply end of the voltage converter C03 is connected to the 500A bus H1, and the negative pole of the fuse F4 is used for a backup external connection.

[0008] Preferably, the positive pole of the power supply terminal of the logic controller PLC is connected to the 800A bus H2 through the fuse F5, and the negative pole of the power supply terminal is connected to the 500A bus H1 through the fuse F6.

[0009] Preferably, the positive power supply terminal of the energy meter E1 is connected to the positive output terminal of the voltage converter C03 via a fuse F8, and the negative power supply terminal of the energy meter E1 is connected to the negative output terminal of the voltage converter C03 via a fuse F7.

[0010] Preferably, a circuit breaker B6 is further provided on the main control board, and a fuse box FB1 and a fuse box FB2 are further provided on the control board; wherein, the positive poles of the fuse boxes FB1 and FB2 are connected to the positive pole of the output end of the voltage converter C03 through the circuit breaker B6, and the negative poles of the fuse boxes FB1 and FB2 are connected in parallel to the negative pole of the output end of the voltage converter C03.

[0011] Preferably, the main control board is further provided with a voltage converter C01, a voltage converter C02, a diode module D1 and a circuit breaker B5, and the control board is further provided with four miniature circuit breakers MCB connected in parallel; wherein, the positive pole of the power supply end of the voltage converter C01 is connected to the 800A bus H2 through the fuse F9, and the negative pole of the power supply end is connected to the 500A bus H1; the positive pole of the power supply end of the voltage converter C02 is connected to the 800A bus H2 through the fuse F10, and the negative pole of the power supply end is connected to the 500A bus H1. busbar H1; one of the miniature circuit breakers (MCBs) is connected to the logic controller (PLC), and the rest are used to connect to external marine equipment; the positive electrodes of the output terminals of the voltage converters C01 and C02 are connected to the circuit breaker B5 via a diode module D1, and the positive electrodes of the four parallel-connected miniature circuit breakers (MCBs) are connected to the circuit breaker B5; the negative electrodes of the output terminals of the voltage converters C01 and C02 are connected in parallel and then connected to the negative electrodes of the four parallel-connected miniature circuit breakers (MCBs) via a diode module D1.

[0012] Preferably, a voltmeter V1 is further provided on the control panel, and the positive and negative poles of the voltmeter V1 are connected to the external backup battery pack of the ship.

[0013] Preferably, the specifications of the 500A busbar H1 are 25*10*280mm; the specifications of the 800A busbar H2 are 25*20*280mm.

[0014] Preferably, the voltage converter C03 is a 48V-24V 80A converter; and the voltage converter C01 and the voltage converter C02 are both 48V-24V 16A converters.

[0015] The ship power distribution safety control system designed in this utility model adopts a modular centralized design, effectively isolating high-voltage, high-current circuits from low-voltage control circuits. Through multiple protections such as fuses, circuit breakers, and contactors, the system's safety and reliability are significantly improved, effectively preventing faults such as overcurrent and short circuits. Furthermore, the system utilizes a PLC for external communication, providing real-time power monitoring and remote control capabilities to dynamically adjust power output based on load demand, improving energy efficiency and extending battery life. This ensures safe, efficient, and environmentally friendly operation of the pure electric yacht power system, meeting the higher demands placed on power systems by modern pure electric yachts. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the planar structure of the main control board in the ship power distribution safety control system provided by an embodiment of the present application;

[0017] Figure 2 This is a schematic diagram of the planar structure of a control panel in a ship power distribution safety control system provided by an embodiment of the present application;

[0018] Figure 3 This is a schematic diagram of the three-dimensional structure of the main control board in the ship power distribution safety control system provided by an embodiment of the present application;

[0019] Figure 4 This is a schematic diagram of the circuit structure of a partial ship power distribution safety control system provided by the embodiment of the present application. Figure 1 ;

[0020] Figure 5 This is a schematic diagram of the circuit structure of a partial ship power distribution safety control system provided by the embodiment of the present application. Figure 2 ;

[0021] Figure 6 This is a schematic diagram of the circuit structure of a partial ship power distribution safety control system provided by the embodiment of the present application. Figure 3 ;

[0022] Figure 7 This is a schematic diagram of the circuit structure of a partial ship power distribution safety control system provided by the embodiment of the present application. Figure 4 Among them: main control board 1000, control board 2000, first insulating column 1001, second insulating column 1002, battery pack 3000, first motor inverter 3001, second motor inverter 3002. DETAILED DESCRIPTION

[0023] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention and are not used to limit the present invention.

[0024] like Figures 1 to 7 As shown, the ship power distribution safety control system described in this embodiment is applied to a pure electric yacht, which includes a main control board 1000 and a control board 2000. The main control board 1000 is provided with a two-stage circuit breaker B1, a 500A bus H1, an 800A bus H2, 400A contactors C1, 400A contactors C2, a voltage converter C03, an electric energy meter E1, a circuit breaker B2, a circuit breaker B3 and a shunt resistor R1. The control board 2000 is provided with a logic controller PLC; wherein, the two-stage circuit breaker B1 is connected to an external 48V DC power supply, and the negative pole of the two-stage circuit breaker B1 is connected to the 500A bus H1, and the positive pole is connected to the 800A bus H2; the positive poles of the 400A contactors C1 and 400A contactors C2 are connected to the 800A bus H2, and the negative poles are connected through a 4 The 50A busbar H3 is connected to the positive pole of the ship's battery pack 3000, and the negative pole of the ship's battery pack 3000 is connected to the 500A busbar H1; the signal terminals of the 400A contactors C1 and C2 are connected to the logic controller PLC; the positive pole of the circuit breaker B2 is connected to the 800A busbar H2 via the fuse F1, and the negative pole is connected to the ship's first motor inverter 3001; the positive pole of the circuit breaker B3 is connected to the 800A busbar H2 via the fuse F2, and the negative pole is connected to the ship's second motor inverter 3002; the communication port of the electric energy meter E1 is connected to the logic controller PLC, and the power supply terminal of the electric energy meter E1 is connected to the 800A busbar H2 via the voltage converter C03; the shunt resistor R1 is connected in series between the detection terminal of the electric energy meter E1 and the voltage converter C03.

[0025] In specific implementation, the ship battery pack 3000 is two sets of 48V 160Ah battery packs, which are used to power two propulsion motors (driven by the first motor inverter 3001 and the second motor inverter 3002 respectively), and other ship equipment (lighting system, navigation system, etc.). In this embodiment, a 250A 2P two-stage circuit breaker B1 is used as the main switch of the charging current to ensure the safety of the charging process. That is, the charging current first passes through the two-stage circuit breaker B1 and then inputs the 400A contactor C1 and the 400A contactor C2. The 400A contactor C1 and the 400A contactor C2 have a low current signal end and a high current main circuit end. The low current signal end is connected to the logic controller PLC, and the key switch installed on the ship controls the on and off of the charging system. When the captain uses the key to start the charging system, the key switch sends a signal to the logic controller PLC. After receiving the signal, the logic controller PLC determines whether charging is allowed according to the preset program. If charging is allowed, the logic controller PLC will send a control signal to the low current signal end of the 400A contactor C1 and the 400A contactor C2 to close the contactor, thereby directing the charging current through the main circuit end to the two groups of 48V In the 160Ah battery pack (3000), during the charging process, the logic controller PLC continuously monitors battery voltage, current, temperature and other parameters, and promptly cuts off the charging circuit when an abnormal situation occurs to ensure the safety of the charging process.

[0026] During operation, the main control board 1000 is responsible for handling the high current from the battery pack 3000. The 800A bus H2 on it serves as the main power collection point to ensure the stability of the power supply. The 500A bus H1 serves as the collection point and return path for the negative pole of the battery pack. Circuit breaker B1 serves as the main circuit breaker to protect the entire system. Circuit breakers B2 and B3 protect the circuits connected to the first motor inverter 3001 and the second motor inverter 3002, respectively. The energy meter E1 accurately monitors the discharge current of the battery pack through the shunt resistor R1 and transmits the data to the logic controller PLC on the control board 2000. The voltage converter C03 provides an appropriate low-voltage power supply for the energy meter E1. In this embodiment, to ensure the normal operation of the logic controller PLC, as shown in FIG. Figure 5 As shown, the positive pole of the power supply end of the logic controller PLC is connected to the 800A bus H2 through the fuse F5, and the negative pole of the power supply end is connected to the 500A bus H1 through the fuse F6.

[0027] In addition, the communication interface of the energy meter E1 is connected to the logic controller PLC, and the power supply of the energy meter E1 is supplied from the main control board through the voltage converter C03, so that the logic controller PLC on the control board 2000 can receive data from the energy meter E1 and control the on and off of the 400A contactor C1 and the 400A contactor C2 according to the preset program or user instructions, thereby realizing the power distribution to the propulsion motor and other shipboard equipment. The logic controller PLC can also realize remote monitoring and control through the communication interface (for example: RS485 or Ethernet), allowing the captain or shore-based personnel to monitor the battery power, load conditions and system status in real time.

[0028] In some embodiments, as Figure 3 As shown, the device also includes an electrical control box (not shown). The main control board 1000 and control board 2000 are galvanized iron plates mounted on different side walls of the electrical control box. The 500A busbar H1 and 800A busbar H2 are both mounted on the corresponding galvanized iron plates of the main control board 1000 via first insulating posts 1001. Two second insulating posts 1002 are mounted on the corresponding galvanized iron plates of the main control board 1000, respectively, at the same height as the 400A contactors C1 and C2. The two 450A busbars H3 are mounted on the corresponding second insulating posts 1002 and contact and secure the corresponding 400A contactors C1 and C2. In this embodiment, the 500A busbar H1 has dimensions of 25*10*280mm; the 800A busbar H2 has dimensions of 25*20*280mm.

[0029] In this way, the main control board 1000 and the control board 2000 are installed in a specially designed electric control box. The electric control box adopts a waterproof and dustproof design and meets the earthquake resistance and corrosion resistance requirements of the ship. At the same time, the main control board 1000 is installed with an 800A busbar H2 and a 500A busbar H1, which are fixed to the inner wall of the electric control box through insulating columns 1001 and connected to the circuit breaker B1, 400A contactors C1 and 400A contactors C2 and other high-voltage components, and the 450A busbar H3 is also fixed through insulating columns 1002 and connected to the 400A contactors C1 and 400A contactors C2, ensuring reliable connection and insulation with the high-voltage components. In addition, the second insulating column 1002 fixes the 450A busbar H3 to the same height as the terminal blocks of the 400A contactors C1 and 400A contactors C2, which makes the 400A busbar H3 The terminal blocks of the 400A contactor C1 and the 400A contactor C2 can be directly fixed to the corresponding 450A busbar H3 instead of being connected through wires. This can prevent the risk of damaging the terminals of the 400A contactor C1 or 400A contactor C2 due to excessive clamping force or torque during the installation of the wire connection. At the same time, the other end of the 450A busbar H3 can be connected to the first motor inverter 3001 and the second motor inverter 3002 through a thicker wire. Combined with the support of the second insulating column 1002, the torque and downward pressure during the wire connection can be effectively transferred to the sturdy second insulating column 1002 instead of causing the 400A contactor C1 or 400A contactor C2 or its terminals to be under pressure, thereby avoiding potential damage to the contactors and their terminals due to these forces, thereby significantly extending the life of the connection and the reliability of the system.

[0030] In some embodiments, as Figure 5 As shown, fuses F3 and F4 are also included. The positive poles of fuses F3 and F4 are connected to the 800A bus H2, while the negative pole of fuse F3 is connected to the positive power supply terminal of voltage converter C03. The negative power supply terminal of voltage converter C03 is connected to the 500A bus H1. The negative pole of fuse F4 is used as a backup external power connection. In this embodiment, voltage converter C03 provides 24V power to energy meter E1. To ensure the power supply safety of voltage converter C03, fuses F3 and F4 are integrated into the system. Specifically, the positive pole of fuse F3 is connected to 800A bus H2 (48V main power supply), and the negative pole is connected to the positive input terminal of voltage converter C03. Meanwhile, the negative input terminal of voltage converter C03 is connected to 500A bus H1 (48V main power supply negative terminal). In addition, the positive pole of fuse F4 is also connected to 800A bus H2, while the negative pole is reserved for a backup external power connection.

[0031] If voltage converter C03 experiences an overcurrent fault, fuse F3 will blow, cutting off power to converter C03 and protecting it and downstream circuits from damage. In an emergency, the backup port on fuse F4 can be used to connect to a backup power source, ensuring that energy meter E1 can continue to operate and provide critical power system information. In this embodiment, voltage converter C03 is a 48V-24V 80A converter.

[0032] In some embodiments, as Figure 7 As shown, the positive power supply terminal of the energy meter E1 is connected to the positive output terminal of the voltage converter C03 via fuse F8, and the negative power supply terminal of the energy meter E1 is connected to the negative output terminal of the voltage converter C03 via fuse F7. In this embodiment, the energy meter E1 is used to monitor the discharge current and voltage of the ship battery pack 3000. To ensure the reliable operation of the energy meter E1 and the accuracy of data collection, its power supply circuit requires additional protection. Specifically, the voltage converter C03 converts the 48V voltage into the 24V voltage required by the energy meter E1. Specifically, the positive power supply line of the energy meter E1 is connected to the 24V positive output terminal of the voltage converter C03 via fuse F8, and the negative power supply line of the energy meter E1 is connected to the 24V negative output terminal of the voltage converter C03 via fuse F7. If a short circuit or overcurrent occurs within the energy meter E1, the corresponding fuse F7 or fuse F8 will melt, thereby cutting off the power supply to the energy meter E1 and protecting the energy meter E1 and the voltage converter C03 from damage. In this embodiment, the rated currents of the fuses F7 and F8 can be selected according to the rated current of the electric energy meter E1 and are generally slightly larger than the rated current of the electric energy meter E1.

[0033] In some embodiments, as Figure 1 、 Figure 7 As shown, the main control board 1000 is further provided with a circuit breaker B6, and the control board 2000 is further provided with a fuse box FB1 and a fuse box FB2; wherein, the positive poles of the fuse boxes FB1 and FB2 are connected to the positive pole of the output end of the voltage converter C03 through the circuit breaker B6, and the negative poles of the fuse boxes FB1 and FB2 are connected in parallel to the negative pole of the output end of the voltage converter C03.

[0034] Specifically, in the power system of an actual pure electric yacht, in addition to high-power loads such as propulsion motors, there are also some low-voltage loads, such as lighting systems, navigation systems, and instruments. These low-voltage loads are typically powered by a 24V power supply provided by voltage converter C03. In this embodiment, to protect these low-voltage loads, a circuit breaker B6 is added to main control board 1000, and fuse boxes FB1 and FB2 are added to control board 2000. Circuit breaker B6 is connected between the 24V output of voltage converter C03 and the fuse box, serving as the main switch on the low-voltage side. Fuse boxes FB1 and FB2 provide independent protection for different low-voltage loads. The negative terminals of fuse boxes FB1 and FB2 are connected in parallel to the negative output terminal of voltage converter C03, forming a complete low-voltage circuit. This means that if a short circuit or overcurrent occurs in a low-voltage load, the corresponding fuse will blow, and circuit breaker B6 will cut off the power supply to the entire low-voltage side, preventing the fault from spreading further.

[0035] In some embodiments, as shown in FIG. Figure 6 As shown, the main control board 1000 is also provided with a voltage converter C01, a voltage converter C02, a diode module D1 and a circuit breaker B5, and the control board 2000 is also provided with four miniature circuit breakers MCB (MCB1, MCB2, MCB3, MCB4) connected in parallel; wherein, the positive power supply terminal of the voltage converter C01 is connected to the 800A bus H2 through the fuse F9, and the negative power supply terminal is connected to the 500A bus H1; the positive power supply terminal of the voltage converter C02 is connected to the 800A bus H2 through the fuse F10. 2. The negative terminal of the power supply is connected to the 500A bus H1; one of the miniature circuit breakers (MCBs) is connected to the logic controller (PLC), and the remaining are used to connect to external marine equipment. The positive terminals of the outputs of the voltage converters C01 and C02 are connected to circuit breaker B5 via a diode module D1, and the positive terminals of the four parallel-connected miniature circuit breakers (MCBs) are connected to circuit breaker B5. The negative terminals of the outputs of the voltage converters C01 and C02 are connected in parallel and then connected to the negative terminals of the four parallel-connected miniature circuit breakers (MCBs) via a diode module D1. In this embodiment, both voltage converters C01 and C02 are 48V-24V 16A converters.

[0036] In this embodiment, in order to provide a more reliable power supply for multiple low-voltage devices on board (for example, lighting systems, navigation systems, communication equipment, etc.), two 48V-24V voltage converters C01 and voltage converter C02, as well as a diode module D1 and a circuit breaker B5 are used to build a redundant 24V power supply system, and four miniature circuit breakers MCB are used to protect different low-voltage load circuits respectively.

[0037] Specifically, the positive terminals of voltage converters C01 and C02 are connected to the 48V main power supply (800A bus H2) through fuses F9 and F10, respectively, while the negative terminals are connected to the negative terminal of the 48V main power supply (500A bus H1). The positive terminals of the 24V outputs of voltage converters C01 and C02 are connected to circuit breaker B5 via diode module D1, which in turn is connected to the positive terminals of four parallel miniature circuit breakers (MCBs). The negative terminals of the 24V outputs of voltage converters C01 and C02 are connected in parallel to diode module D1, which is then connected to the negative terminals of four parallel miniature circuit breakers (MCBs). In some examples, one MCB1 is used to protect the logic controller (PLC), while the remaining three MCBs (MCB2, MCB3, and MCB4) protect other shipboard equipment.

[0038] In some embodiments, as Figure 2 As shown, the control panel 2000 is also provided with a voltmeter V1, the positive and negative terminals of which are connected to the vessel's external backup battery pack (not shown). Generally, in addition to the main vessel battery pack 3000, an external backup battery pack is typically provided to power critical equipment (such as navigation equipment, communication equipment, lighting equipment, etc.) in an emergency. In this embodiment, a voltmeter V1 is added to the control panel 2000, with its positive and negative terminals connected to the positive and negative terminals of the external backup battery pack, to display the voltage of the backup battery pack in real time. In some examples, the voltage data from the voltmeter V1 is transmitted to the logic controller PLC. The logic controller PLC can determine the status of the backup battery pack based on the reading of the voltmeter V1 according to a preset program or user instructions and take appropriate measures. For example, if the voltage is too low, the logic controller PLC can issue a warning signal; if the main battery pack fails, the logic controller PLC can automatically switch to the backup battery pack for power supply.

[0039] The ship power distribution safety control system provided in this embodiment adopts a modular centralized design, effectively isolating high-voltage, high-current circuits from low-voltage control circuits. Through multiple protections such as fuses, circuit breakers, and contactors, the system's safety and reliability are significantly improved, effectively preventing faults such as overcurrent and short circuits. Furthermore, the system utilizes a programmable logic controller (PLC) for external communication, providing real-time power monitoring and remote control capabilities to dynamically adjust power output based on load demand. This improves energy efficiency and extends battery life, enabling safe, efficient, and environmentally friendly operation of the pure electric yacht power system, meeting the higher demands placed on power systems by modern pure electric yachts.

[0040] In the description of the present invention, it should be noted that the terms "vertical", "up", "down", "horizontal", etc. indicating orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0041] It should also be noted that, in the description of this utility model, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to mechanical connections or electrical connections; they may refer to direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components. Those skilled in the art will be able to understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0042] Finally, it should be noted that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art will be able to modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein with equivalents. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A ship power distribution safety control system, characterized in that: It includes a main control board and a control board. The main control board is provided with a two-stage circuit breaker B1, a 500A busbar H1, an 800A busbar H2, a 400A contactor C1, a 400A contactor C2, a voltage converter C03, an electric energy meter E1, a circuit breaker B2, a circuit breaker B3 and a shunt resistor R1. The control board is provided with a logic controller PLC; wherein, the two-stage circuit breaker B1 is connected to an external 48V DC power supply, and the negative pole of the two-stage circuit breaker B1 is connected to the 500A busbar H1, and the positive pole is connected to the 800A busbar H2; the positive poles of the 400A contactors C1 and 400A contactors C2 are connected to the 800A busbar H2, and the negative poles are connected to the ship battery pack through a 450A busbar H3. The positive pole of the ship's battery pack is connected to the 500A bus H1; the signal terminals of the 400A contactors C1 and C2 are connected to the logic controller PLC; the positive pole of the circuit breaker B2 is connected to the 800A bus H2 through the fuse F1, and the negative pole is connected to the first motor frequency converter of the ship; the positive pole of the circuit breaker B3 is connected to the 800A bus H2 through the fuse F2, and the negative pole is connected to the second motor frequency converter of the ship; the communication port of the electric energy meter E1 is connected to the logic controller PLC, and the power supply terminal of the electric energy meter E1 is connected to the 800A bus H2 through the voltage converter C03; the shunt resistor R1 is connected in series between the detection terminal of the electric energy meter E1 and the voltage converter C03.

2. The ship power distribution safety control system according to claim 1, characterized in that: It also includes an electric control box, in which the main control board and the control board are galvanized iron plates installed on different side walls inside the electric control box. The 500A busbar H1 and the 800A busbar H2 are both installed on the galvanized iron plate corresponding to the main control board through first insulating columns. Two second insulating columns with the same height as the 400A contactors C1 and 400A contactors C2 are installed on the galvanized iron plate corresponding to the main control board. The two 450A busbars H3 are respectively installed on the corresponding second insulating columns and are in contact with and fixed to the corresponding terminal blocks of the 400A contactor C1 or 400A contactor C2.

3. The ship power distribution safety control system according to claim 1, characterized in that: It also includes fuse F3 and fuse F4, the positive poles of the fuses F3 and F4 are connected to the 800A bus H2, the negative pole of the fuse F3 is connected to the positive pole of the power supply end of the voltage converter C03, the negative pole of the power supply end of the voltage converter C03 is connected to the 500A bus H1, and the negative pole of the fuse F4 is used for backup external wiring.

4. The ship power distribution safety control system according to claim 1, characterized in that: The positive pole of the power supply terminal of the logic controller PLC is connected to the 800A bus H2 through the fuse F5, and the negative pole of the power supply terminal is connected to the 500A bus H1 through the fuse F6.

5. The ship power distribution safety control system according to claim 1, characterized in that: The positive power supply terminal of the energy meter E1 is connected to the positive output terminal of the voltage converter C03 through the fuse F8, and the negative power supply terminal of the energy meter E1 is connected to the negative output terminal of the voltage converter C03 through the fuse F7.

6. The ship power distribution safety control system according to any one of claims 1 to 4, characterized in that: A circuit breaker B6 is also provided on the main control board, and a fuse box FB1 and a fuse box FB2 are also provided on the control board; wherein, the positive poles of the fuse boxes FB1 and FB2 are connected to the positive pole of the output end of the voltage converter C03 through the circuit breaker B6, and the negative poles of the fuse boxes FB1 and FB2 are connected in parallel to the negative pole of the output end of the voltage converter C03.

7. The ship power distribution safety control system according to claim 6, characterized in that: The main control board is also provided with a voltage converter C01, a voltage converter C02, a diode module D1 and a circuit breaker B5. The control board is also provided with four miniature circuit breakers MCB connected in parallel. The positive pole of the power supply end of the voltage converter C01 is connected to the 800A bus H2 through the fuse F9, and the negative pole of the power supply end is connected to the 500A bus H1; the positive pole of the power supply end of the voltage converter C02 is connected to the 800A bus H2 through the fuse F10, and the negative pole of the power supply end is connected to the 500A bus H1. Row H1; one of the miniature circuit breakers (MCBs) is connected to the logic controller (PLC), and the rest are used to connect to external marine equipment; the positive electrodes of the output terminals of the voltage converters C01 and C02 are connected to the circuit breaker B5 via the diode module D1, and the positive electrodes of the four miniature circuit breakers (MCBs) connected in parallel are connected to the circuit breaker B5; the negative electrodes of the output terminals of the voltage converters C01 and C02 are connected in parallel and then connected to the negative electrodes of the four miniature circuit breakers (MCBs) connected in parallel via the diode module D1.

8. The ship power distribution safety control system according to claim 7, characterized in that: The control panel is also provided with a voltmeter V1, and the positive and negative poles of the voltmeter V1 are connected to the external backup battery pack of the ship.

9. The ship power distribution safety control system according to claim 7, characterized in that: The specifications of the 500A busbar H1 are 25*10*280mm; the specifications of the 800A busbar H2 are 25*20*280mm.

10. The ship power distribution safety control system according to claim 7, characterized in that: The voltage converter C03 is a 48V-24V 80A converter; the voltage converter C01 and the voltage converter C02 are both 48V-24V 16A converters.

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