Marine double-bus redundant direct-current power distribution system
By using a dual-bus redundant DC power distribution system, circuit breakers and switching devices are used to connect lithium battery packs, inverter cabinets and transformers, the flexibility and reliability issues of marine DC power distribution systems are solved, achieving a power supply effect that ensures the entire ship has no power loss and no power reduction.
Patent Information
- Application Number
- CN202520441316.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-13
- Publication Date
- 2026-02-10
- Estimated Expiration
- 2035-03-13
AI Technical Summary
Existing marine DC power distribution systems suffer from inflexible operation, poor reliability, difficulty in achieving balanced power and load distribution, inability to maintain power supply and power reduction throughout the ship, and insufficient equipment redundancy design.
The system adopts a dual-bus redundant DC power distribution system, which connects multiple lithium battery packs, inverter cabinets and transformers through circuit breakers and switching switches to achieve flexible and balanced distribution of power and load. In the event of a failure of one busbar, it switches to the backup busbar to ensure that the entire ship does not lose power or reduce power.
It achieves flexible and balanced distribution of power and load, ensuring that the entire ship does not lose power or reduce power, improving the reliability of the system and the redundancy design of the equipment, and ensuring that the power distribution system always provides normal power supply.
Smart Images
Figure CN223899008U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of ship power distribution, particularly relates to a marine double bus redundancy DC power distribution system. BACKGROUND
[0002] The current marine DC power distribution system has problems of inflexible operation mode and poor reliability. Specifically, 1) it is difficult to achieve balanced distribution of power supply and load on two bus bars, cannot flexibly use the multiple operation modes of bus isolation switch opening or closing, and cannot ensure all circuits work without power failure. 2) When the bus bar or branch circuit fails, it cannot ensure that the whole ship does not lose power and does not reduce power, and the redundancy design of equipment and components is insufficient. UTILITY MODEL CONTENTS
[0003] The utility model aims at solving the technical problems in the background art, and provides a marine double bus redundancy DC power distribution system.
[0004] In order to achieve the above purpose, the utility model adopts the following technical scheme:
[0005] A marine double bus redundancy DC power distribution system comprises a DC bus bar left one, a DC bus bar right one, a DC bus bar left two and a DC bus bar right two.
[0006] The DC bus bar left one and the DC bus bar right one are electrically connected through a circuit breaker one.
[0007] The DC bus bar left two and the DC bus bar right two are electrically connected through a circuit breaker two.
[0008] The DC bus bar left one and the DC bus bar left two are connected to N lithium battery groups through a switch, wherein N is greater than or equal to 4.
[0009] The DC bus bar right one and the DC bus bar right two are connected to M lithium battery groups through a switch, wherein M is greater than or equal to 4.
[0010] The DC bus bar left one and the DC bus bar left two are connected to a propulsion inverter cabinet one and a daily inverter cabinet one through a switch.
[0011] The DC bus bar right one and the DC bus bar right two are connected to a propulsion inverter cabinet two and a daily inverter cabinet two through a switch.
[0012] The following is a further defined technical scheme of the utility model, and the propulsion inverter cabinet one is electrically connected to a propulsion motor one.
[0013] The following is a further defined technical scheme of the utility model, and the propulsion inverter cabinet two is electrically connected to a propulsion motor two.
[0014] The following is the further defined technical scheme of the utility model, the daily use inverter cabinet one electric connection isolation transformer one, the isolation transformer one is connected with AC row one through switch.
[0015] The following is the further defined technical scheme of the utility model, the daily use inverter cabinet two electric connection isolation transformer two, the isolation transformer two is connected with AC row two through switch.
[0016] The following is the further defined technical scheme of the utility model, AC row two and AC row one are connected electrically through switch.
[0017] The following is the further defined technical scheme of the utility model, DC busbar left one and DC busbar left two are connected electrically through switch QS1, and DC busbar right one and DC busbar right two are connected electrically through switch QS2.
[0018] The following is the further defined technical scheme of the utility model, DC busbar left one and DC busbar left two are connected through switch and DC voltage stabilizer N lithium battery groups, and DC busbar right one and DC busbar right two are connected through switch and DC voltage stabilizer M lithium battery groups.
[0019] The following is the further defined technical scheme of the utility model, the charging input of lithium battery group is electrically connected with system charging socket box, the system charging socket box is electrically connected with pontoon charging socket box through cable, the pontoon charging socket box is electrically connected with charging pile, and the charging pile is connected with 10kV municipal power supply.
[0020] The following is the further defined technical scheme of the utility model, the cable between system charging socket box and pontoon charging socket box is collected through cable winch.
[0021] Compared with the prior art, the utility model has the following technical effects:
[0022] The utility model discloses a DC busbar left one, DC busbar right one, DC busbar left two, DC busbar right two and switching relationship are arranged, and one group of busbar works, and the operation mode of the other group of busbar is reserved, realizes flexible balanced distribution of power supply and load, and all circuits can work without power failure;Once any busbar or branch occurs failure, immediately enable the standby busbar to enable the standby circuit, ensure that the ship does not lose power and does not reduce power, and all equipment and components of the whole system are redundantly designed, to ensure that the power distribution system always supplies power normally.
[0023] The utility model is further illustrated below in connection with the drawings and examples. DRAWINGS
[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed in the embodiments or the prior art. Obviously, the drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.
[0025] Figure 1 is the connection relationship diagram of the system normal operation mode of the present application;
[0026] Figure 2 is the connection relationship diagram of the system normal operation mode of the present application;
[0027] Figure 3 is the connection relationship diagram of the system normal operation mode of the present application;
[0028] Figure 4 is the connection relationship diagram of the system normal operation mode of the present application. The drawings are as follows: 1, DC bus left one; 2, DC bus right one; 3, DC bus left two; 4, DC bus right two; 5, circuit breaker one; 6, circuit breaker two; 7, lithium battery pack; 8, propulsion inverter cabinet one; 9, daily inverter cabinet one; 10, propulsion inverter cabinet two; 11, daily inverter cabinet two; 12, propulsion motor one; 13, propulsion motor two; 14, isolation transformer one; 15, AC row one; 16, isolation transformer two; 17, AC row two; 18, DC voltage stabilizer; 19, system charging socket box; 20, cable; 21, pier charging socket box; 22, charging pile; 23, cable winch. DETAILED DESCRIPTION
[0029] In order to make the above-mentioned purposes, features and advantages of the present application more apparent and easy to understand, the specific embodiments of the present application will be described in detail below with reference to the drawings. In the following description, many specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be implemented in many different ways other than those described herein, and those skilled in the art can make similar improvements without departing from the spirit of the present application, so the present application is not limited to the specific embodiments disclosed below.
[0030] In the description of the present application, it should be understood that the terms "one" and "two" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "one" and "two" can be explicitly or implicitly included at least one of the features. In the description of the present application, the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise specifically limited.
[0031] As Figures 1-4 shown, the embodiment provides a marine dual bus redundancy DC power distribution system, specifically comprising the following parts: DC busbar left one 1 (1000V, 1A), DC busbar right one 2 (1000V, 1A), DC busbar left two 3 (1000V, 2A, as backup), DC busbar right two 4 (1000V, 2A, as backup), circuit breaker one 5, circuit breaker two 6, 8 lithium battery groups 7 (677.376kWh), propulsion inverter cabinet one 8 (600kW), daily inverter cabinet one 9 (250kW), propulsion inverter cabinet two 10 (600kW), daily inverter cabinet two 11 (250kW, as backup), DC voltage stabilizer 18 (380kW), and system charging socket box 19.
[0032] The DC busbar left one 1 and the DC busbar right one 2 are electrically connected through the circuit breaker one 5; the DC busbar left two 3 and the DC busbar right two 4 are electrically connected through the circuit breaker two 6. The DC busbar left one 1 and the DC busbar left two 3 are electrically connected through the switch QS1, and the DC busbar right one 2 and the DC busbar right two 4 are electrically connected through the switch QS2.
[0033] The DC busbar left one 1 and the DC busbar left two 3 are commonly connected to the propulsion inverter cabinet one 8 and the daily inverter cabinet one 9 through the switching switch; the DC busbar right one 2 and the DC busbar right two 4 are commonly connected to the propulsion inverter cabinet two 10 and the daily inverter cabinet two 11 through the switching switch. The propulsion inverter cabinet one 8 is electrically connected to the propulsion motor one 12 (500kW); the propulsion inverter cabinet two 10 is electrically connected to the propulsion motor two 13 (500kW). The daily inverter cabinet one 9 is electrically connected to the isolation transformer one 14 (300kVA 400V / 400V), and the isolation transformer one 14 is electrically connected to the AC bus one 15 (400V) through the switch, and the AC bus one 15 is electrically connected to the daily load through the daily transformer one (25kVA 400V / 230V); the daily inverter cabinet two 11 is electrically connected to the isolation transformer two 16 (300kVA 400V / 400V), and the isolation transformer two 16 is electrically connected to the AC bus two 17 (400V) through the switch, and the AC bus two 17 is electrically connected to the daily load through the daily transformer two (25kVA 400V / 230V); the AC bus two 17 and the AC bus one 15 are electrically connected through the switch.
[0034] DC busbar 1 (left) and DC busbar 2 (left) are connected to four lithium battery packs 7 via a switch and DC voltage regulator 18; DC busbar 2 (right) and DC busbar 4 (right) are also connected to four lithium battery packs 7 via a switch and DC voltage regulator 18. The charging input ports of the eight lithium battery packs 7 are electrically connected to the system charging socket box 19. The system charging socket box 19 is electrically connected to the barge charging socket box 21 via cable 20. The barge charging socket box 21 is electrically connected to the charging pile 22, which is connected to 10kV mains power. The cable 20 between the system charging socket box 19 and the barge charging socket box 21 is collected by a cable winch 23.
[0035] Under normal operating conditions, DC busbar left 1 and DC busbar right 2 are selected for operation according to the load conditions. Figure 1 and 2 As shown:
[0036] Method 1, such as Figure 1 As shown: Solid circuit breaker 5 between DC busbar left 1 and DC busbar right 2 is open, and the loads on the left and right sides draw power from the two sections of DC busbar left 1 and DC busbar right 2 respectively.
[0037] Method 2, such as Figure 2 As shown: Solid circuit breaker 5 between DC busbar left 1 and DC busbar right 2 is connected to form a DC network, and the loads on both sides draw power from the DC network.
[0038] In the event of a busbar fault, taking a fault in DC busbar left 1 as an example, the fault can be switched from DC busbar left 1 to DC busbar left 3 using a switch. Figure 3 and 4 As shown:
[0039] Method 1, such as Figure 3 As shown: Solid circuit breaker 26 between DC busbar left 23 and DC busbar right 24 is disconnected, and the loads on the left and right sides obtain power from the two busbars, DC busbar left 23 and DC busbar right 12, respectively.
[0040] Method 2, such as Figure 4 As shown: By switching the DC busbar right 2 to DC busbar right 4 for operation, the solid circuit breaker 6 between DC busbar left 3 and DC busbar right 4 is connected to form a DC network, and the loads on both sides draw power from the DC network.
[0041] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model in any way. Any person skilled in the art can make many possible variations and modifications to the technical solution of this utility model using the disclosed methods and techniques, or modify it into equivalent embodiments with equivalent changes, without departing from the scope of the technical solution of this utility model. Therefore, all equivalent changes made based on the shape, structure, and principle of this utility model without departing from its technical solution should be covered within the protection scope of this utility model.
Claims
1. A marine dual-bus redundant DC power distribution system, characterized in that, Including DC busbar left 1 (1), DC busbar right 1 (2), DC busbar left 2 (3) and DC busbar right 2 (4); The left DC busbar (1) and the right DC busbar (2) are electrically connected through a circuit breaker (5); The left second (3) and the right second (4) of the DC busbar are electrically connected through the second circuit breaker (6); The left one (1) and the left two (3) of the DC busbar are connected to N lithium battery packs (7) through a switching switch, where N≥4; The right busbar 1 (2) and the right busbar 2 (4) are connected to M lithium battery packs (7) through a switching switch, where M ≥ 4; The left one (1) and the left two (3) of the DC busbar are connected together to the drive inverter cabinet one (8) and the daily use inverter cabinet one (9) through a switching switch; The right one (2) and the right two (4) of the DC busbar are connected together to the second propulsion inverter cabinet (10) and the second day-use inverter cabinet (11) through a switching switch.
2. The marine dual-bus redundant DC power distribution system as described in claim 1, characterized in that, The propulsion inverter cabinet (8) is electrically connected to the propulsion motor (12).
3. A marine dual-bus redundant DC power distribution system as described in claim 1, characterized in that, The second propulsion inverter cabinet (10) is electrically connected to the second propulsion motor (13).
4. A marine dual-bus redundant DC power distribution system as described in claim 1, characterized in that, The day-use inverter cabinet (9) is electrically connected to the isolation transformer (14), and the isolation transformer (14) is electrically connected to the AC busbar (15) via a switch.
5. A marine dual-bus redundant DC power distribution system as described in claim 4, characterized in that, The second daytime inverter cabinet (11) is electrically connected to the second isolation transformer (16), and the second isolation transformer (16) is electrically connected to the second AC busbar (17) via a switch.
6. A marine dual-bus redundant DC power distribution system as described in claim 5, characterized in that, The AC line 2 (17) and AC line 1 (15) are electrically connected by a switch.
7. A marine dual-bus redundant DC power distribution system as described in claim 1, characterized in that, The left one (1) and the left two (3) of the DC busbar are electrically connected by switch QS1, and the right one (2) and the right two (4) of the DC busbar are electrically connected by switch QS2.
8. A marine dual-bus redundant DC power distribution system as described in claim 1, characterized in that, The left one (1) and the left two (3) of the DC busbar are connected to N lithium battery packs (7) through a switching switch and a DC voltage regulator (18); the right one (2) and the right two (4) of the DC busbar are connected to M lithium battery packs (7) through a switching switch and a DC voltage regulator (18).
9. A marine dual-bus redundant DC power distribution system as described in claim 1, characterized in that, The charging input port of the lithium battery pack (7) is electrically connected to the system charging socket box (19), the system charging socket box (19) is electrically connected to the barge charging socket box (21) via cable (20), the barge charging socket box (21) is electrically connected to the charging pile (22), and the charging pile (22) is connected to 10kV mains power.
10. A marine dual-bus redundant DC power distribution system as described in claim 9, characterized in that, The cable (20) between the system charging socket box (19) and the barge charging socket box (21) is collected by a cable winch (23).