Marine secondary architecture battery management system

Abstract

The utility model discloses a marine secondary architecture battery management system and a control method, the system comprises a shipborne battery management unit EMS, a left branch and a right branch, the left branch and the right branch are connected with the shipborne battery management unit EMS in parallel, the functional structures of the left branch and the right branch are consistent, the left branch circuit comprises a left low-voltage control box connected with a left far-end control panel, a left battery cluster connected with a left propulsion motor and a left fast charging loop which are connected in sequence, and the left battery cluster is further connected with a left daily electric appliance; the right branch circuit comprises a right low-voltage control box connected with a right far-end control panel, a right battery cluster connected with a right propulsion motor and a right fast charging loop which are connected in sequence, the right battery cluster is further connected with a right daily electric appliance, and the ship-borne battery management unit EMS communicates with the left low-voltage control box and the right low-voltage control box through a CAN bus or a 485 communication protocol. The system can manage a large number of battery packs, the operation of the system is stable and efficient, the management efficiency of the method is high, and the stable and efficient operation of the battery system on the large ship can be ensured.

Description

TECHNICAL FIELD

[0001] The utility model relates to a ship battery management system technology, concretely is a kind of ship secondary architecture battery management system. BACKGROUND

[0002] With the improvement of global environmental protection consciousness and the emphasis on sustainable development, the shipping industry, as an important part of the global economy, is facing the major challenges of reducing carbon emissions and improving energy efficiency. Traditional ship power systems usually rely on fuel engines, and this power mode not only consumes a large amount of fossil fuels, but also produces a large amount of greenhouse gases and other pollutants. To address this problem, in recent years, the development of electric ships and hybrid ships has received widespread attention. In this context, the progress of ship battery technology has enabled more and more large ships to use battery packs as the main power source. Batteries not only provide clean energy, but also improve the overall energy efficiency of ships through energy recovery mechanisms. However, with the increase in the number and capacity of battery packs on board, how to efficiently and safely manage and utilize these battery resources has become a problem to be solved.

[0003] Traditional single host management systems cannot meet the needs of multiple battery packs working together. Single host management architecture often lacks flexibility and cannot effectively monitor the status of each battery cell, nor can it implement complex charging and discharging strategies to optimize overall performance. Therefore, in order to ensure the stable operation of the ship power system and prolong the service life of the battery, while considering safety, reliability and other factors, it is necessary to research and design a secondary architecture electrical scheme suitable for large ships. SUMMARY

[0004] The utility model aims at the deficiency of prior art, and provides a kind of ship secondary architecture battery management system. This system can manage a large number of increased battery packs, and the system runs stably and efficiently.

[0005] The technical scheme for achieving the utility model is as follows:

[0006] The application discloses a marine two-level architecture battery management system which comprises a shipborne battery management unit EMS and two branch circuits which are consistent in function structure and are connected with the shipborne battery management unit EMS in parallel.

[0007] The CAN is a controller area network and adopts a USB CAN series.

[0008] The 485 communication protocol adopts a USB-232 / 485 / 422 converter.

[0009] The left and right low-voltage control boxes are CAN-to-485 I / O expansion modules and are connected with the left and right remote control panels respectively by adopting a 485485 communication protocol.

[0010] The left battery cluster comprises a left normal battery cluster and a left high-temperature battery cluster, and the right battery cluster comprises a right normal battery cluster and a right high-temperature battery cluster.

[0011] The normal BMU-V master control chip adopts an STM32F1 series and is mainly used for collecting voltage data and transmitting the data to the battery cluster.

[0012] The normal BMU-T master control chip adopts an STM32F1 series and is mainly used for collecting temperature data and transmitting the data to the battery cluster.

[0013] The high-temperature BMU-T master control chip adopts STM32F1 series, which is mainly used for collecting high-temperature data and transmitting the data to the battery cluster.

[0014] The control process of the above-mentioned marine secondary architecture battery management system is as follows:

[0015] 1) System power-on: a 24V stabilized power supply is used to power the marine secondary architecture battery management system, so that the marine secondary architecture battery management system enters the working state;

[0016] 2) Slave machine coding: when used for the first time, all slave machines including the conventional BMU-V, the conventional BMU-T and the high-temperature BMU-T are coded, and the coding process is as follows:

[0017] 2-1) Determine the slave machine position: first, the left or right remote control panel sends a broadcast message (0-255) to inquire all slave machines mounted on the CAN bus in batches, and the slave machine compares the serial number (0-255) in the bus message with the specific position of its own SN. If they match, the SN is sent to the left or right remote control panel as a unique identification code, and the type of the slave machine, i.e. the conventional BMU-V or the conventional BMU-T or the high-temperature BMU-T, is also sent.

[0018] 2-2) Batch coding process: the left or right remote control panel again sends the message SN and the coding to the bus in a broadcast manner, and the slave machine compares the SN in the bus message with its own SN. If they match, the coding value in the message is stored in the Flash, and a response message indicating that the coding is completed is sent to the left or right remote control panel. The slave machine has completed coding, and the remaining slave machines are coded in turn.

[0019] 3) Establish transmission: first, all slave machines are divided into three categories according to their types, and the connection is established in turn according to the type of the slave machine. Secondly, all conventional BMU-Vs create PGN responses according to their coding addresses. The conventional BMU-Vs online on the CAN bus wait for the BCU request to obtain PGN data. If the conventional BMU-V receives the request of the conventional BCU, the TP.CM transmission connection is established, and the conventional BCU will obtain the data of the conventional BMU-V. Finally, the conventional BMU-T and the high-temperature BMU-T are connected to the conventional BCU and the high-temperature BCU in the same way.

[0020] 4) Upload data: the shipboard battery management unit EMS communicates with the conventional BCU and the high-temperature BCU of the left or right battery cluster using CAN / 485, collects the voltage, current and temperature information of the battery pack, and real-time understands the state of the battery.

[0021] The ship-mounted battery management unit EMS in the technical solution adopts CAN or 485 to realize communication with the left low-voltage control box or the right low-voltage control box, the left low-voltage control box or the right low-voltage control box is connected with the left remote control panel or the right remote control panel to realize the selection of indicator lights, buzzers, key control, on-site / remote mode; the left remote control panel or the right remote control panel is connected with the left low-voltage control box or the right low-voltage control box for realizing remote control; one end of the left battery cluster or the right battery cluster is connected with the left low-voltage control box or the right low-voltage control box, and the other end is connected with daily-use electrical appliances, a fast-charging circuit and a propulsion motor for load and charging.

[0022] The left remote control panel or the right remote control panel integrates multiple functions, including remote control signals (DI), high-side outputs (DO), display screen interface information display (HMI), remote control signals realize remote reset, power-on, power-off, reset and mute operation; the high-side output is responsible for alarm, fault, low power, high temperature prompt, buzzer control, power state and running state display; the display screen interface information display provides information display through the display screen.

[0023] The left propulsion motor, the left fast-charging circuit and the left daily-use electrical appliances are divided into different charging and discharging circuits, the discharging circuit includes a propeller circuit and a daily-use circuit, the charging circuit refers to a shore power charging system that meets the national standard fast-charging standard, the charging and discharging circuit needs to correspond to the power distribution unit PDU port, and appropriate relay circuits need to be equipped inside the PDU to ensure the safety and efficient operation of each circuit.

[0024] The technical solution establishes a master-slave structure, in which the master controller is responsible for global scheduling and decision-making, and each slave control unit focuses on the fine management of a single or a group of battery modules, so as to improve the efficiency of the whole system. In addition, such a solution can better support fault diagnosis and processing, enhance system redundancy, and ultimately promote the development of green intelligent ships.

[0025] The technical solution closely follows the trend of intelligentization and large-scale development of ships. With the significant increase in the number of battery packs on large ships, this system has shown strong management capability, not only effectively coping with this challenge, but also greatly improving management efficiency and ensuring the stability and efficient operation of the battery system. It is particularly worth mentioning that the solution adopts modular design and flexible expansion mechanism, which makes it easy to adapt to the demand for the expansion of ship scale and the improvement of intelligent level, providing a broad space for future development. As an innovative architecture solution, it can realize efficient management and real-time state monitoring in large-scale battery groups, injecting new power into the electric ship industry. The technical solution not only solves the key problems encountered in battery management of current large ships, but also points out the direction for the future development of the industry, and has important milestone significance.

[0026] The system can efficiently manage a large number of increased battery packs, and the system is stable and efficient. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 is a structural schematic diagram of an embodiment system;

[0028] Figure 2 is a structural schematic diagram of a battery cluster in an embodiment. DETAILED DESCRIPTION

[0029] The content of the present application will be further described below in combination with the drawings and embodiments, but is not a limitation of the present application.

[0030] Embodiment:

[0031] Referring to Figure 1 A marine two-level architecture battery management system, comprising a ship-mounted battery management unit EMS and two left and right branches with consistent function structure connected in parallel with the ship-mounted battery management unit EMS, wherein the left branch comprises a left low-voltage control box connected with a left remote control panel, a left battery cluster connected with a left propulsion motor and a left fast charging circuit connected in sequence, and the left battery cluster is further connected with a left daily electric appliance; the right branch comprises a right low-voltage control box connected with a right remote control panel, a right battery cluster connected with a right propulsion motor and a right fast charging circuit connected in sequence, and the right battery cluster is further connected with a right daily electric appliance, the ship-mounted battery management unit EMS communicates with the left and right low-voltage control boxes by using CAN bus or 485 communication protocol, so as to realize state monitoring, energy consumption analysis, fault diagnosis and remote control of each electric device on the ship.

[0032] The CAN is a controller area network, and a USB CAN series is adopted.

[0033] A USB to 232 / 485 / 422 converter is adopted in the 485 communication protocol.

[0034] The left and right low-voltage control boxes are both I / O expansion modules of CAN to 485, and a 485485 communication protocol is adopted to connect the left and right remote control panels respectively.

[0035] As Figure 2As shown, the left battery cluster includes a left regular battery cluster and a left high-temperature battery cluster, and the right battery cluster includes a right regular battery cluster and a right high-temperature battery cluster, the left regular battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a regular BMU-V or a regular BMU-T, and estimating SOX, i.e., a state of charge SOC and a state of health SOH of the battery cluster, the left high-temperature battery cluster is responsible for summarizing high-temperature BMU-Ts of the battery cluster, communicating with the left regular battery cluster, uploading relevant data, and participating in a high-voltage double protection mechanism of the left battery cluster; the right regular battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a regular BMU-V or a regular BMU-T, and estimating SOX, i.e., a state of charge SOC and a state of health SOH of the battery cluster, the right high-temperature battery cluster is responsible for summarizing high-temperature BMU-Ts of the battery cluster, communicating with the right regular battery cluster, uploading relevant data, and participating in a high-voltage double protection mechanism of the right battery cluster.

[0036] The regular BMU-V master control chip adopts an STM32F1 series, and is mainly used for collecting voltage data and transmitting the data to the battery cluster.

[0037] The regular BMU-T master control chip adopts an STM32F1 series, and is mainly used for collecting temperature data and transmitting the data to the battery cluster.

[0038] The high-temperature BMU-T master control chip adopts an STM32F1 series, and is mainly used for collecting over-high-temperature data and transmitting the data to the battery cluster.

[0039] The control process of the marine two-level architecture battery management system in the example is as follows:

[0040] 1) System power-on: a 24V stabilized power supply is used to supply power to the marine two-level architecture battery management system, so that the marine two-level architecture battery management system enters a working state;

[0041] 2) Slave machine coding: when used for the first time, all slave machines including a regular BMU-V, a regular BMU-T, and a high-temperature BMU-T are coded, and the coding process is as follows:

[0042] 2-1) Determine the slave machine position: first, the left remote control panel or the right remote control panel sends a broadcast message (0-255) to inquire all slave machines mounted on a CAN bus in batches, the slave machine compares with a serial number (0-255) in the bus message, if the serial number matches a specific position of the SN of the slave machine itself, the SN is sent to the left remote control panel or the right remote control panel as a unique identification code, and the type of the slave machine, i.e., the regular BMU-V or the regular BMU-T or the high-temperature BMU-T is sent;

[0043] 2-2) Batch encoding process: the left or right remote control panel sends the message SN and the encoding to the bus in turn in a broadcast manner, the slave compares the SN in the message with its own, if the SN in the message matches the slave itself, the encoding value in the message is stored in the Flash, and a response message of completing the encoding is sent to the left or right remote control panel, that is, the slave completes the encoding, and the remaining slaves perform the encoding in turn;

[0044] 3) Establish transmission: first, all slaves are divided into three categories according to the slave type, and the connection is established in turn according to the slave type, second, all conventional BMU-Vs create PGN responses according to their encoding addresses, the conventional BMU-Vs online on the CAN bus wait for the BCU to request PGN data, if the conventional BMU-V receives the request of the conventional BCU, the TP.CM transmission connection is established, and the conventional BCU can obtain the data of the conventional BMU-V, finally, the conventional BMU-T and the high-temperature BMU-T establish connection with the conventional BCU and the high-temperature BCU in the same way;

[0045] 4) Upload data: the ship-mounted battery management unit EMS communicates with the conventional BCU and the high-temperature BCU of the left or right battery cluster through CAN / 485, collects the voltage, current and temperature information of the battery pack, and real-time understands the state of the battery.

Claims

1. A marine two-level architecture battery management system, characterized by, The ship-mounted battery management unit EMS and two branches in parallel with the ship-mounted battery management unit EMS are connected, wherein the left branch includes a left low-voltage control box connected with a left remote control panel, a left battery cluster connected with a left propulsion motor and a left fast charging circuit in sequence, and the left battery cluster is also connected with a left daily electric appliance; the right branch includes a right low-voltage control box connected with a right remote control panel, a right battery cluster connected with a right propulsion motor and a right fast charging circuit in sequence, and the right battery cluster is also connected with a right daily electric appliance, and the ship-mounted battery management unit EMS communicates with the left and right low-voltage control boxes through CAN bus or 485 communication protocol.

2. The marine two-tier architecture battery management system of claim 1, wherein, The CAN is a controller area network, and a USB CAN series is adopted.

3. The marine two-tier architecture battery management system of claim 1, wherein, The 485 communication protocol adopts a USB-to-232 / 485 / 422 converter.

4. The marine two-tier architecture battery management system of claim 1, wherein, The left and right low-voltage control boxes are CAN-to-485 I / O expansion modules, and the 485 communication protocol is adopted to connect the left and right remote control panels.

5. The marine two-tier architecture battery management system of claim 1, wherein, The left battery cluster includes a left regular battery cluster and a left high-temperature battery cluster, and the right battery cluster includes a right regular battery cluster and a right high-temperature battery cluster, the left regular battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a regular BMU-V or a regular BMU-T, and estimating SOX, i.e., a state of charge SOC and a state of health SOH of the battery cluster, the left high-temperature battery cluster is responsible for summarizing high-temperature BMU-T of the battery cluster, communicating with the left regular battery cluster, uploading relevant data, and participating in a high-voltage double protection mechanism of the left battery cluster; the right regular battery cluster is responsible for high-voltage management and safety management, including collecting battery data of a regular BMU-V or a regular BMU-T, and estimating SOX, i.e., a state of charge SOC and a state of health SOH of the battery cluster, and the right high-temperature battery cluster is responsible for summarizing high-temperature BMU-T of the battery cluster, communicating with the right regular battery cluster, uploading relevant data, and participating in a high-voltage double protection mechanism of the right battery cluster.

6. The marine two-tier architecture battery management system of claim 5, wherein, The regular BMU-V master control chip adopts an STM32F1 series.

7. The marine two-tier architecture battery management system of claim 5, wherein, The regular BMU-T master control chip adopts an STM32F1 series.

8. The marine two-tier architecture battery management system of claim 5, wherein, The high-temperature BMU-T master control chip adopts an STM32F1 series.

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