An electrically powered container ship charging device

Abstract

The utility model relates to ship electric power equipment technical field. Provide a kind of electric gathering and distributing cargo ship charging device, comprising: main body and charging interface, the first cavity and second cavity are arranged in the main body, the charging module is arranged in the first cavity, the charging connector is arranged in the second cavity, the side of the main body is provided with first opening and second opening, the first opening and the second opening are communicated with the first cavity and the second cavity respectively, first cabinet door and second cabinet door are respectively arranged at the first opening and the second opening, the charging interface is connected with the charging module, the charging connector is compatible with the charging interface. Solve the problem of port resource waste and site occupation caused by the non-uniform standard of existing electric gathering and distributing cargo ship charging interface.

Description

Technical Field

[0001] This utility model relates to the field of marine power equipment technology, and more specifically, to a charging device for an electric cargo ship. Background Technology

[0002] With the global shipping industry placing increasing emphasis on green environmental protection and sustainable development, electric ship technology has developed rapidly. Electric bulk carriers, due to their zero emissions, low noise, and low operating costs, have broad application prospects in inland waterway shipping, port distribution, and other scenarios. As the core infrastructure of electric ships, efficient, reliable, and easy-to-maintain charging devices are a crucial element ensuring their commercial operation.

[0003] The charging interface standards for different types of cargo ships are not yet unified, and traditional charging piles are only equipped with a single type of connector, forcing ports to repeatedly deploy multiple sets of equipment, resulting in resource waste and site occupation problems. Utility Model Content

[0004] The purpose of this utility model is to provide a charging device for electric cargo ships, which aims to solve the problem of port resource waste and site occupation caused by the lack of uniformity in the charging interface standards of existing electric cargo ships.

[0005] This utility model is achieved through the following technical solution:

[0006] An electric cargo ship charging device includes: a main body and a charging interface. The main body has a first cavity and a second cavity. A charging module is disposed in the first cavity, and a charging connector is disposed in the second cavity. The side of the main body has a first opening and a second opening, which are respectively connected to the first cavity and the second cavity. A first cabinet door and a second cabinet door are respectively disposed at the first opening and the second opening. The charging interface is connected to the charging module, and the charging connector is adapted to the charging interface.

[0007] Optionally, there are several charging connectors, and each charging connector corresponds to a connector model.

[0008] Optionally, a control panel is provided on the second cabinet door, and the control panel is connected to the charging interface and the charging module respectively.

[0009] Optionally, the charging module includes:

[0010] AC / DC conversion unit is used to convert the input alternating current into direct current;

[0011] A DC / DC conversion unit, connected to the AC / DC conversion unit, is used to adjust the output voltage and current;

[0012] A power distribution unit is connected to the DC / DC conversion unit and the charging interface respectively, and is used to distribute electrical energy to different types of charging connectors;

[0013] The control unit is communicatively connected to the AC / DC conversion unit, DC / DC conversion unit, and power distribution unit, and is used to regulate charging parameters and interface matching.

[0014] Optionally, a first protective component is provided at the charging interface; wherein the first protective component is used to protect the charging interface.

[0015] Optionally, a second protective component is provided on the top of the main body; wherein the second protective component is used to protect the main body.

[0016] Optionally, a photovoltaic panel is provided on the top of the second protective component, and the photovoltaic panel is connected to the charging module.

[0017] Optionally, the main body is further provided with a heat dissipation component; wherein the heat dissipation component is used to dissipate heat from the charging module.

[0018] Optionally, the bottom of the main body is provided with a lifting base; wherein the lifting base is used to adjust the height of the charging interface by lifting to adapt to the charging needs of different ships.

[0019] Optionally, the main body further includes an intelligent identification and switching module; wherein the intelligent identification and switching module includes:

[0020] The identification unit is used to automatically identify the charging interface model of the vessel to be charged.

[0021] The drive mechanism is connected to the charging connector;

[0022] The control unit is communicatively connected to the identification unit and the drive mechanism, and is used to control the drive mechanism to connect the charging connector of the corresponding model to the charging interface according to the identification result.

[0023] The technical solution of this utility model has at least the following advantages and beneficial effects:

[0024] By independently placing the charging connector in the second cavity and adopting a modular design that connects the charging interface to the charging module and adapts the charging connector to the charging interface, the corresponding charging connector can be quickly replaced according to the charging interface standards of different cargo ship models. Compared with the limitations of traditional charging piles with a single connector, this device does not require structural modifications to the charging module. It can be compatible with multiple charging interface standards simply by replacing the adapter connector in the second cavity. This fundamentally solves the problem of redundant deployment of multiple sets of equipment in ports due to differences in cargo ship models, and significantly improves the versatility and adaptability of the charging device.

[0025] The main body employs a physically isolated structure between a first cavity (charging module) and a second cavity (charging connector), along with independent first and second cabinet doors, enabling modular maintenance of core components: when the charging module malfunctions, the first cabinet door can be opened independently for inspection or replacement, avoiding interference with the charging connector assembly; when the charging connector needs cleaning, replacement, or adaptation to different standards, only the second cabinet door needs to be operated, without touching the charging module's circuitry. This "cavity-based maintenance" design transforms the traditional overall disassembly and maintenance of charging piles into the rapid replacement of independent components, significantly reducing equipment downtime, maintenance complexity, and labor costs, making it particularly suitable for the equipment maintenance needs of high-frequency use scenarios in ports.

[0026] By integrating the charging module and charging connector into a single independent cavity, the traditional land occupation pattern of deploying multiple sets of equipment side by side is changed: a single device can replace multiple traditional charging piles, significantly reducing the space occupied in the port charging area and freeing up more effective space for dock loading and unloading operations; the standardized cavity structure facilitates modular production and large-scale installation of the equipment, reducing the initial investment and subsequent expansion costs of port infrastructure construction.

[0027] By improving equipment compatibility and lifespan, the duplication of port infrastructure construction and resource waste are reduced, indirectly lowering carbon emissions and energy consumption in the shipping industry, thus echoing the global concept of green shipping development. Modular design is more in line with the principles of circular economy, and independent replacement of key components avoids the overall obsolescence of equipment, extending the full life cycle of charging devices and contributing to the sustainable development of the electric ship industry. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the overall structure of the electric cargo ship charging device according to an embodiment of the present utility model.

[0029] Figure 2 This is a schematic front view of the charging device for an electric cargo ship according to an embodiment of the present utility model.

[0030] Figure 3 This is a left-side structural schematic diagram of the electric cargo ship charging device according to an embodiment of the present utility model.

[0031] Icons: 1-Main body, 101-First cabinet door, 102-Second cabinet door, 103-Control panel, 2-Charging port, 3-First protective component, 4-Second protective component. Detailed Implementation

[0032] The following is a detailed description of the embodiments, in conjunction with the accompanying drawings.

[0033] Reference Figure 1 , Figure 2 , Figure 3 An electric cargo ship charging device includes: a main body 1 and a charging interface 2. The main body 1 has a first cavity and a second cavity. A charging module is housed in the first cavity, and a charging connector is housed in the second cavity. The main body 1 has a first opening and a second opening on its side, communicating with the first and second cavities respectively. A first cabinet door 101 and a second cabinet door 102 are respectively located at the first and second openings. The charging interface 2 connects to the charging module, and the charging connector is compatible with the charging interface 2. The main body 1 can be made of a robust, waterproof, and corrosion-resistant material (such as thick steel plate or engineering plastic), and its interior is physically divided into two independent cavities: the first cavity and the second cavity. A partition or isolation structure is provided between the first and second cavities to ensure their relative independence in physical space and function. The charging module can include core charging circuits and electronic equipment such as a rectifier, transformer, control system, and power conversion unit, and is fixedly installed in the first cavity. The first cabinet door 101 can be hinged or slidably installed at the first opening. When the first cabinet door 101 is closed, it provides a sealed protection against dust and moisture intrusion. When open, technicians can easily install, inspect, replace, or upgrade the charging module inside the first cavity through the first opening. The charging connector (physical plug part, different standard models are selected according to the ship type requirements, such as IEC, GB / T, etc.) is installed in the second cavity. The second cabinet door 102 can be hinged or slidably installed at the second opening. When the second cabinet door 102 is closed, it protects the connector; when open, operators can easily access, replace, or maintain the charging connector inside the second cavity through the second opening. The charging connector is reliably connected to the charging interface 2) via a standardized quick connector (such as an industrial plug and socket) or terminal block. The charging interface 2 is a standard power output port fixed on the main body or the charging module.

[0034] In some embodiments, there are several charging connectors, each corresponding to a specific connector type. By pre-storing or installing multiple standard types of charging connectors (such as IEC62619, GB / T20234, CCS standards, etc.) within a single charging device body (second cavity), operators can quickly retrieve and replace the corresponding charging connectors by opening the second cabinet door 102, based on the specific interface requirements of the berthing cargo ship. Ports no longer need to purchase and deploy multiple single-interface charging piles to support various ship types. Deploying only one (or fewer) of these multi-interface compatible charging devices is sufficient to cover multiple ship types. A single charging device can serve any cargo ship that meets its interface standards, greatly improving the service capacity and utilization efficiency of a single device.

[0035] In some embodiments, a control panel 103 is provided on the second cabinet door 102, and the control panel 103 is connected to the charging interface 2 and the charging module respectively. The control panel 103 is directly integrated into the second cabinet door 102, placing it adjacent to the core operating area. When performing the most critical operations—accessing and replacing charging connectors—operators can control the charging process (such as starting charging, stopping charging, selecting charging mode / power), monitor status (such as charging progress, voltage, current, fault indication), and set parameters from the same location (at the cabinet door) without moving. This greatly shortens the operation path, reduces operation steps, and significantly improves the efficiency and convenience of charging operations, especially in port environments where frequent connector replacements are required to adapt to different ship types. The control panel 103 may include a display screen (LCD / LED) and operation buttons / touchscreen. It can provide rich, real-time information display:

[0036] Charging status: charging progress percentage, remaining time, amount charged, real-time voltage / current / power;

[0037] Device status: charging module temperature, cooling status, network connection status, self-test results;

[0038] Connector information: can indicate the model of the currently connected connector or the model of the connector to be replaced;

[0039] Fault diagnosis: Clear fault codes and descriptions facilitate initial diagnosis by on-site personnel.

[0040] The control panel 103 serves as the direct interface for interaction with the charging module and charging interface. Maintenance personnel can use it to run equipment self-test programs, view detailed operating logs and fault history records, perform parameter calibration or setting adjustments, and conduct simulated operation tests. Important maintenance and diagnostic interfaces are centrally located at the second cabinet door, enabling on-site maintenance personnel to more conveniently and efficiently perform equipment status checks, troubleshooting, and basic debugging work, reducing maintenance time and costs.

[0041] In some embodiments, the charging module includes: an AC / DC conversion unit for converting input AC power to DC power; a DC / DC conversion unit connected to the AC / DC conversion unit for adjusting output voltage and current; a power distribution unit connected to both the DC / DC conversion unit and the charging interface 2 for distributing power to different types of charging connectors; and a control unit communicatively connected to the AC / DC conversion unit, the DC / DC conversion unit, and the power distribution unit for regulating charging parameters and interface matching. The AC / DC conversion unit efficiently converts grid AC power to DC power, while the DC / DC conversion unit further optimizes voltage and current levels to meet actual needs. This two-stage conversion structure is rationally designed and helps maintain high energy conversion efficiency over a wide input / output range. The power distribution unit, in conjunction with the control unit, enables intelligent management and distribution of output power. For example, it allows for more flexible utilization of the device's total power capacity when there are multiple output requirements (although the embodiments primarily emphasize single-interface use, the structure allows for expansion) or when load balancing needs to be optimized.

[0042] In some embodiments, a first protective component 3 is provided at the charging interface 2; wherein, the first protective component 3 is used to protect the charging interface 2. Port environments are characterized by high humidity, salt spray, dust, and other corrosive factors. Protective components (such as sealing covers, dust covers, or automatic sliding covers) can physically isolate the charging interface from exposure, preventing problems such as poor contact and short circuits caused by oxidation of metal contacts, aging of insulation materials, or intrusion of foreign objects, significantly extending the lifespan of the core interface and reducing the failure rate. The protective component locks the interface when not charging, preventing accidental contact with high-voltage terminals (such as DC 1000V or higher), complying with IPXXB electric shock protection standards. During charging, a mechanical / electrical interlock design (such as power-off upon opening the cover) ensures that power is only supplied when the connector is fully inserted and locked, eliminating the risk of live plugging and unplugging from the source.

[0043] In some embodiments, a second protective component 4 is provided on the top of the main body 1; wherein, the second protective component 4 is used to protect the main body 1. Port environments may present risks such as vibrations during ship berthing and accidental falling objects during cargo hoisting. The second protective component (such as a thickened steel plate top cover or a shock-absorbing structure) can effectively resist external mechanical impacts, prevent deformation of the top of the main body due to collisions, prevent damage to internal cavities (especially the first cavity where the charging module is located) from compression, and ensure the physical safety of core electronic equipment. The high humidity and rainy environment of ports can easily cause rainwater to seep into the interior of the main body. The second protective component can adopt an inclined top cover design (slope guiding rainwater outward), sealing strips, or embedded waterproof grooves, combined with the waterproof material of the main body itself, to form a double waterproof barrier, preventing rainwater from entering the first or second cavity through top gaps, preventing short circuits in the charging module and corrosion of the metal contacts of the charging connector, and significantly reducing the probability of malfunctions caused by water ingress.

[0044] In some embodiments, a photovoltaic panel is disposed on the top of the second protective component 4, and the photovoltaic panel is connected to the charging module. The photovoltaic panel can serve as an auxiliary power source, providing additional power support when the power grid supply is unstable (such as voltage fluctuations during peak hours or partial power outages) or when the ship urgently needs charging. Even in extreme cases of complete power grid outage, the photovoltaic panel can still maintain the basic operation of the charging device control system (such as status monitoring and fault diagnosis), avoiding equipment downtime or data loss due to power outages, and improving the continuity and reliability of charging services.

[0045] In some embodiments, a heat dissipation component is further provided within the main body 1; wherein, the heat dissipation component is used to dissipate heat from the charging module. The power electronic components (such as rectifiers, transformers, power devices, etc.) in the charging module generate significant heat during energy conversion. The heat dissipation component, through active cooling (such as fans, liquid cooling systems) or passive cooling (such as heat sinks, heat pipes), controls the temperature of the core components within a safe operating range, avoiding damage caused by high temperatures.

[0046] Efficiency degradation: High temperatures reduce the conductivity of semiconductor devices, leading to a decrease in energy conversion efficiency (such as a decrease in AC / DC conversion efficiency). Good heat dissipation can maintain the module at a high conversion efficiency and reduce energy loss.

[0047] Power derating: Avoids forced power reduction due to overheating triggering the module's overheat protection mechanism, ensuring that the charging device continues to output full load, shortening ship charging time, and improving port operation efficiency.

[0048] In some embodiments, a lifting base is provided at the bottom of the main body 1; wherein, the lifting base is used to adjust the height of the charging interface 2 by lifting to adapt to the charging needs of different ships. In inland waterway shipping or ports, the installation position of the charging interface of different types of cargo ships may vary in height due to differences in hull design, draft, or deck layout (e.g., the interface is lower on small ships and higher on large ships). The lifting base can dynamically adjust the vertical height of the charging interface 2, such as through an electric push rod, hydraulic lifting, or screw drive structure, so that a single charging device can adapt to the interface height of different ship types, avoiding problems such as "the interface cannot be reached" or "excessive bending over to operate" caused by a fixed height design, and significantly expanding the applicability of the equipment.

[0049] In some embodiments, the main body 1 is further provided with an intelligent identification and switching module; wherein, the intelligent identification and switching module includes: an identification unit, used to automatically identify the charging interface model of the vessel to be charged; a drive mechanism, connected to the charging connector; and a control unit, communicatively connected to the identification unit and the drive mechanism, used to control the drive mechanism to connect the corresponding model charging connector to the charging interface according to the identification result. The identification unit automatically detects the vessel interface model, such as through image recognition, RFID tag reading, or electrical signal matching, without manual intervention, shortening the "identification-adaptation" time; the drive mechanism (such as a robotic arm, electric slide rail, etc.) automatically switches the corresponding model connector and completes the connection according to the control unit's instructions, reducing the time for a single switch from "manual minutes" to "automatic seconds", significantly improving the charging service efficiency of a single device; avoiding the problems of "incorrect connector selection" or "missed replacement" caused by manual operation, ensuring that the first connection success rate is close to 100%, and reducing the loss from repeated operations.

Claims

1. A charging device for an electric cargo ship, characterized in that, include: The main body (1) and the charging interface (2) are provided. The main body (1) is provided with a first cavity and a second cavity. The first cavity is provided with a charging module and the second cavity is provided with a charging connector. The side of the main body (1) is provided with a first opening and a second opening. The first opening and the second opening are respectively connected to the first cavity and the second cavity. The first opening and the second opening are respectively provided with a first cabinet door (101) and a second cabinet door (102). The charging interface (2) is connected to the charging module and the charging connector is adapted to the charging interface (2).

2. The electric cargo ship charging device as described in claim 1, characterized in that, There are several charging connectors, and each charging connector corresponds to a connector model.

3. The electric cargo ship charging device as described in claim 1, characterized in that, The second cabinet door (102) is provided with a control panel (103), which is connected to the charging interface (2) and the charging module respectively.

4. The electric cargo ship charging device as described in claim 1, characterized in that, The charging module includes: AC / DC conversion unit is used to convert the input alternating current into direct current; A DC / DC conversion unit, connected to the AC / DC conversion unit, is used to adjust the output voltage and current; The power distribution unit is connected to the DC / DC conversion unit and the charging interface (2) respectively, and is used to distribute electrical energy to different types of charging connectors; The control unit is communicatively connected to the AC / DC conversion unit, DC / DC conversion unit, and power distribution unit, and is used to regulate charging parameters and interface matching.

5. The electric cargo ship charging device as described in claim 1, characterized in that, A first protective component (3) is provided at the charging interface (2); wherein the first protective component (3) is used to protect the charging interface (2).

6. The electric cargo ship charging device as described in claim 1, characterized in that, The top of the main body (1) is provided with a second protective component (4); wherein the second protective component (4) is used to protect the main body (1).

7. The electric cargo ship charging device as described in claim 6, characterized in that, The top of the second protective component (4) is provided with a photovoltaic panel, which is connected to the charging module.

8. The electric cargo ship charging device as described in claim 1, characterized in that, The main body (1) is also provided with a heat dissipation component; wherein the heat dissipation component is used to dissipate heat from the charging module.

9. The electric cargo ship charging device as described in claim 1, characterized in that, The bottom of the main body (1) is provided with a lifting base; wherein the lifting base is used to adjust the height of the charging interface (2) by lifting to adapt to the charging needs of different ships.

10. The electric cargo ship charging device as described in claim 1, characterized in that, The main body (1) is further provided with an intelligent identification and switching module; wherein, the intelligent identification and switching module includes: The identification unit is used to automatically identify the charging interface model of the vessel to be charged. The drive mechanism is connected to the charging connector; The control unit is communicatively connected to the identification unit and the drive mechanism, and is used to control the drive mechanism to connect the charging connector of the corresponding model to the charging interface according to the identification result.

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