A marine hybrid power system

Abstract

The utility model relates to ship power system technical field, especially a kind of ship hybrid power system, including direct current distribution unit, lithium battery transformer unit, alternating current distribution unit, shore power transformer unit and lithium battery group, direct current distribution unit includes direct current distribution board and first bow side propeller, direct current distribution board includes DC bus, first inverter and second inverter, by directly connecting shore power transformer unit with alternating current distribution unit, discard the additional inverter required in prior art shore power access direct current distribution unit, not only reduce the equipment quantity, reduce cost, also simplify system structure, while, direct current distribution board is only provided with first inverter and second inverter, respectively corresponding the connection of first bow side propeller and alternating current distribution unit, avoid the problem of the cooling water unit expansion and the size increase of direct current distribution board due to redundant inverter, conducive to the layout installation in the compact space of ship.

Description

Technical Field

[0001] This utility model relates to the field of marine power system technology, and in particular to a marine hybrid power system. Background Technology

[0002] With the gradual depletion of fossil fuels, increasingly stringent emission regulations, and continuous development of battery technology, hybrid electric vessels are receiving increasing attention. In addition to being charged by the ship's diesel generators, marine lithium batteries can also be charged via shore power when docked.

[0003] As a core energy storage component of hybrid electric power systems, marine lithium batteries are charged in two main ways: one is by charging via the ship's diesel generators during navigation; the other is by charging via shore power while the ship is in port. In existing technology, the power distribution system design for shore charging of marine lithium batteries includes an AC distribution board and a DC distribution board. The AC distribution board serves as the main power supply, connecting four diesel generators, two main thrusters, two bow thrusters, and other loads, and employs a two-section busbar design to meet DP2 redundancy requirements. The DC distribution board serves as the auxiliary power supply, connecting the lithium battery, one bow thruster, and shore power. It integrates three inverters (one for connecting one bow thruster, one AC distribution board, and one shore power), a battery management system, an energy management system, and a cooling water unit. The inverters and lithium battery transformers connect to the AC distribution board. Shore power needs to be connected to the DC distribution board via a shore power box, shore power transformer, and dedicated inverter. At the same time, the inverter is also connected to the lithium battery transformer to supply power to the AC distribution board. When connecting shore power, the connection switch between the DC distribution board and the lithium battery transformer must be disconnected.

[0004] However, since shore power is AC, it needs to be converted by a dedicated inverter before it can be connected to the DC distribution board. The additional inverter equipment directly increases the ship manufacturing cost. At the same time, an additional set of winding coils needs to be installed on the primary side of the lithium battery transformer to connect to the shore power, which further increases the manufacturing cost of the transformer. Moreover, the new inverter requires an expanded cooling water unit, which increases the overall size of the DC distribution board. Since the cabin installation space of offshore vessels and other ships is usually extremely compact, an excessively large DC distribution board will bring great difficulty to the internal layout design of the ship and may even restrict the reasonable arrangement of other equipment. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a marine hybrid power system that can reduce the cost of ship manufacturing and reduce the size of DC power distribution unit to fit the compact installation space of ships, while ensuring the stable shore charging function of ship lithium batteries and the efficient and reliable operation of the system.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: A marine hybrid power system includes a DC power distribution unit, a lithium battery transformer unit, an AC power distribution unit, a shore power transformer unit, and a lithium battery pack. The DC power distribution unit includes a DC power distribution board and a first bow thruster. The DC power distribution board includes a DC busbar, a first inverter, and a second inverter. The DC busbar is connected to the first inverter, the second inverter, and the lithium battery pack, respectively. The first inverter is connected to the first bow thruster. The second inverter is connected to the AC power distribution unit through the lithium battery transformer unit. The shore power transformer unit is connected to the AC power distribution unit.

[0007] Furthermore, the shore power transformer unit includes a shore power transformer and a shore power box. The input terminal of the shore power transformer is connected to the shore power box, and the output terminal of the shore power transformer is connected to the AC power distribution unit.

[0008] Furthermore, the lithium battery transformer unit includes a lithium battery transformer, the input terminal of which is connected to the output terminal of the second inverter, and the output terminal of which is connected to the input terminal of the AC power distribution unit.

[0009] Furthermore, the AC power distribution unit includes a first AC power distribution board, four diesel generators, two main thrusters, and two second bow thrusters; The first AC power distribution board is connected to the lithium battery transformer unit, four diesel generators, two main thrusters and two second bow thrusters.

[0010] Furthermore, the first AC distribution board includes an AC busbar, the input end of which is connected to the output end of the lithium battery transformer unit, and the output end of which is connected to four diesel generators, two main thrusters and two second bow thrusters respectively.

[0011] Furthermore, the AC power distribution unit also includes two frequency converters, and each of the main thrusters is connected to the first AC power distribution board through a frequency converter.

[0012] Furthermore, the AC power distribution unit also includes two first soft-start modules, and each of the second bow thrusters is connected to the first AC power distribution board through a first soft-start module.

[0013] Furthermore, the AC power distribution unit also includes two main transformers, the input terminal of each main transformer being connected to the output terminal of the first AC power distribution board, and the output terminal of each main transformer being connected to an external second AC power distribution board.

[0014] Furthermore, the voltage of the second AC distribution board is lower than the voltage of the first AC distribution board.

[0015] Furthermore, the DC power distribution unit also includes a second soft-start module, through which the first inverter is connected to the first bow thruster.

[0016] The beneficial effects of this utility model are as follows: This solution directly connects the shore power transformer unit to the AC power distribution unit, eliminating the need for additional inverters required for shore power connection to the DC power distribution unit in existing technologies. This not only reduces the number of devices and lowers costs but also simplifies the system structure. Furthermore, the DC power distribution board only requires a first inverter and a second inverter, corresponding to the first bow thruster and the connection to the AC power distribution unit, respectively. This avoids the problems of expanding the cooling water unit and increasing the size of the DC power distribution board due to redundant inverters, facilitating layout and installation within the compact space of the ship. In addition, this structural design utilizes the existing power exchange capabilities between the AC and DC power distribution units to ensure smooth charging of the lithium battery pack after shore power connection, guaranteeing the integrity of the system's functionality. Attached Figure Description

[0017] Figure 1 This is a connection block diagram of the marine hybrid power system of this utility model; Figure 2 This is the electrical schematic diagram of the marine hybrid power system of this utility model; Label Explanation: 1. DC power distribution unit; 11. DC power distribution board; 111. DC busbar; 112. First inverter; 113. Second inverter; 12. First bow thruster; 13. Second soft start module; 2. Lithium battery transformer unit; 21. Lithium battery transformer; 3. AC power distribution unit; 31. First AC power distribution board; 311. AC busbar; 312. Frequency converter; 313. First soft start module; 314. Main transformer; 32. Diesel generator; 33. Main thruster; 34. Second bow thruster; 4. Shore power transformer unit; 41. Shore power transformer; 42. Shore power box; 5. Lithium battery pack. Detailed Implementation

[0018] To explain in detail the technical content, objectives, and effects of this utility model, the following description is provided in conjunction with the embodiments and accompanying drawings.

[0019] Please refer to Figure 1A marine hybrid power system includes a DC power distribution unit 1, a lithium battery transformer unit 2, an AC power distribution unit 3, a shore power transformer unit 4, and a lithium battery pack 5. The DC power distribution unit 1 includes a DC power distribution board 11 and a first bow thruster 12. The DC power distribution board 11 includes a DC busbar 111, a first inverter 112, and a second inverter 113. The DC bus 111 is connected to the first inverter 112, the second inverter 113 and the lithium battery pack 5 respectively. The first inverter 112 is connected to the first bow thruster 12. The second inverter 113 is connected to the AC power distribution unit 3 through the lithium battery transformer unit 2. The shore power transformer unit 4 is connected to the AC power distribution unit 3.

[0020] As can be seen from the above description, the beneficial effects of this utility model are as follows: This solution directly connects the shore power transformer unit 4 to the AC power distribution unit 3, eliminating the need for an additional inverter required for shore power access to the DC power distribution unit 1 in existing technologies. This not only reduces the number of devices and lowers costs but also simplifies the system structure. Furthermore, the DC power distribution board 11 only has a first inverter 112 and a second inverter 113, corresponding to the first bow thruster 12 and the connection to the AC power distribution unit 3, respectively. This avoids the problems of expanding the cooling water unit and increasing the size of the DC power distribution board 11 due to redundant inverters, which is beneficial for layout and installation within the compact space of the ship. In addition, this structural design utilizes the existing power exchange capabilities between the AC power distribution unit 3 and the DC power distribution unit 1 to ensure smooth charging of the lithium battery pack 5 after shore power access, guaranteeing the integrity of the system's functions.

[0021] For further details, please refer to Figure 2 The shore power transformer unit 4 includes a shore power transformer 41 and a shore power box 42. The input terminal of the shore power transformer 41 is connected to the shore power box 42, and the output terminal of the shore power transformer 41 is connected to the AC power distribution unit 3.

[0022] As can be seen from the above description, the shore power box 42, as the interface component for shore power access, can realize the stable access of shore power. The shore power transformer 41 can convert the shore power voltage into a suitable voltage level according to the voltage requirements of the AC power distribution unit 3, ensuring that the shore power can be safely and stably input into the AC power distribution unit 3, thus ensuring the safety and reliability of the shore power access process and avoiding damage or malfunction of system equipment due to voltage mismatch.

[0023] For further details, please refer to Figure 2 The lithium battery transformer unit 2 includes a lithium battery transformer. The input terminal of the lithium battery transformer is connected to the output terminal of the second inverter 113, and the output terminal of the lithium battery transformer is connected to the input terminal of the AC power distribution unit 3.

[0024] As described above, the lithium battery transformer, as a key power conversion component between the DC power distribution unit 1 and the AC power distribution unit 3, can convert the electrical energy output by the second inverter 113 into AC power that meets the requirements of the AC power distribution unit 3, thereby achieving stable power interaction between the DC power distribution unit 1 and the AC power distribution unit 3. This ensures that the lithium battery pack 5 can supply power to the AC power distribution unit 3 through this path to meet the power requirements of the ship during navigation, and also ensures that the AC power distribution unit 3 can charge the lithium battery pack 5 through this path. After shore power is connected, shore charging can also be achieved through this path, ensuring the smooth bidirectional flow of electrical energy in the system.

[0025] For further details, please refer to Figure 2 The AC power distribution unit 3 includes a first AC power distribution board 31, four diesel generators 32, two main thrusters 33 and two second bow thrusters 34; The first AC power distribution board 31 is connected to the lithium battery transformer unit 2, four diesel generators 32, two main thrusters 33 and two second bow thrusters 34 respectively.

[0026] As described above, the four diesel generators 32 provide sufficient main power to the system, meeting the power requirements of the ship under different navigation conditions; the two main propellers 33 serve as the main power source of the ship, ensuring that the ship has sufficient propulsion; the two second bow thrusters 34 can improve the ship's maneuverability; this structural design enables the AC power distribution unit 3 to fully cover the ship's main power supply and main power output requirements, and at the same time, combined with the connection with the shore power transformer unit 4 and the lithium battery transformer unit 2, it realizes the coordinated supply of multiple energy sources, improving the system's power reliability and energy utilization efficiency.

[0027] For further details, please refer to Figure 2 The first AC power distribution board 31 includes an AC busbar 311. The input end of the AC busbar 311 is connected to the output end of the lithium battery transformer unit 2. The output end of the AC busbar 311 is connected to four diesel generators 32, two main thrusters 33 and two second bow thrusters 34, respectively.

[0028] As described above, the AC busbar 311, as a key carrier for power distribution, realizes the convergence and distribution of power among the lithium battery transformer unit 2, four diesel generators 32, two main thrusters 33, and two second bow thrusters 34. Through the unified scheduling of the AC busbar 311, it ensures that each device can obtain power on demand, avoids chaotic power distribution, and also provides a channel for the rapid transmission of power after shore power access, ensuring the stability and efficiency of the entire AC power distribution unit 3.

[0029] For further details, please refer to Figure 2The AC power distribution unit 3 also includes two frequency converters 312, and each of the main thrusters 33 is connected to the first AC power distribution board 31 through a frequency converter 312.

[0030] As can be seen from the above description, the frequency converter 312 can precisely adjust the frequency and voltage of the electrical energy input to the main thruster 33 according to the ship's sailing speed requirements, so as to achieve smooth adjustment of the main thruster 33 speed. This not only makes the main thruster 33 run more smoothly, reduces mechanical shock, and extends the service life of the equipment, but also optimizes energy consumption according to actual sailing conditions, further improves the energy-saving effect of the system, and meets the power adjustment needs of the ship in different sailing stages (such as departure, cruising, and berthing).

[0031] For further details, please refer to Figure 2 The AC power distribution unit 3 further includes two first soft start modules 313, and each of the second bow thrusters 34 is connected to the first AC power distribution board 31 through a first soft start module 313.

[0032] As described above, by configuring a first soft-start module 313 for the second bow thruster 34, the first soft-start module 313 can gradually increase the input voltage during the startup process of the second bow thruster 34, avoiding excessive inrush current at startup. This not only protects the motor windings of the second bow thruster 34, preventing insulation damage caused by current surges and extending the equipment's service life, but also prevents the startup current from affecting the voltage stability of the AC power distribution unit 3, ensuring the stable operation of the entire power grid.

[0033] For further details, please refer to Figure 2 The AC power distribution unit 3 also includes two main transformers 314. The input terminal of each main transformer 314 is connected to the output terminal of the first AC power distribution board 31, and the output terminal of each main transformer 314 is connected to the external second AC power distribution board.

[0034] As can be seen from the above description, by setting up two main transformers 314 and connecting them to the second AC distribution board, the main transformers 314 can convert the high voltage of the first AC distribution board 31 to the low voltage required by the second AC distribution board; the second AC distribution board can be used to supply power to some low-voltage loads on the ship (such as lighting equipment, small control equipment, etc.), realizing separate power supply management for loads of different voltage levels on the ship, avoiding the impact of high voltage power supply on low voltage equipment, and also making the power supply structure of the system clearer and easier to maintain and manage.

[0035] Furthermore, the voltage of the second AC distribution board is lower than the voltage of the first AC distribution board 31.

[0036] As can be seen from the above description, by designing the voltage of the second AC distribution board to be lower than that of the first AC distribution board 31, the high voltage of the first AC distribution board 31 mainly meets the operating requirements of high-power, high-voltage equipment such as the main propeller 33 and the diesel generator 32, while the low voltage of the second AC distribution board is suitable for small electrical equipment. This achieves the rational hierarchical utilization of electrical energy, improves the safety and economy of electrical energy use, and avoids energy waste.

[0037] For further details, please refer to Figure 1 and Figure 2 The DC power distribution unit 1 further includes a second soft-start module 13, and the first inverter 112 is connected to the first bow thruster 12 through the second soft-start module 13.

[0038] As can be seen from the above description, by setting a second soft-start module 13 between the first inverter 112 and the first bow thruster 12, the second soft-start module 13 can slowly increase the input current and voltage when the first bow thruster 12 starts, preventing the starting shock from damaging the first bow thruster 12 and extending its service life. At the same time, it can also avoid interfering with the power supply stability of the DC power distribution unit 1 during the starting process, ensuring the smooth operation of the DC power distribution system and further improving the reliability of the entire hybrid power system.

[0039] Please refer to Figure 1 and Figure 2 As shown, Embodiment 1 of this utility model is as follows: Please refer to Figure 1 A marine hybrid power system includes a DC power distribution unit 1, a lithium battery transformer unit 2, an AC power distribution unit 3, a shore power transformer unit 4, and a lithium battery pack 5. The DC power distribution unit 1 includes a DC power distribution board 11 and a first bow thruster 12 (model WST-09R). The DC power distribution board 11 includes a DC busbar 111 (using a conventional copper busbar), a first inverter 112 (using an ACS880-204LC series inverter), and a second inverter 113 (using an ACS880-204LC series inverter). The DC bus 111 is connected to the first inverter 112, the second inverter 113 and the lithium battery pack 5 respectively. The first inverter 112 is connected to the first bow thruster 12. The second inverter 113 is connected to the AC power distribution unit 3 through the lithium battery transformer unit 2. The shore power transformer unit 4 is connected to the AC power distribution unit 3.

[0040] The hybrid power system designed in this scheme can be applied to vessels operating in coastal and near-shore wind farms, inland waterway and coastal passenger and cargo transport vessels, marine engineering auxiliary vessels (such as transport boats and supply boats), near-shore protected areas, ecotourism areas, and other areas with strict environmental protection requirements.

[0041] The shore power transformer unit 4 includes a shore power transformer 41 (model CSD-800) and a shore power box 42 (model Guorui AJ2). The input terminal of the shore power transformer 41 is connected to the shore power box 42, and the output terminal of the shore power transformer 41 is connected to the AC power distribution unit 3.

[0042] Please refer to Figure 1 and Figure 2 The lithium battery transformer unit 2 includes a lithium battery transformer (model CSD-1600). The input terminal of the lithium battery transformer is connected to the output terminal of the second inverter 113, and the output terminal of the lithium battery transformer is connected to the input terminal of the AC power distribution unit 3.

[0043] Please refer to Figure 2 The AC power distribution unit 3 includes a first AC power distribution board 31, four diesel generators 32, two main thrusters 33 and two second bow thrusters 34 (model TLTT165). The first AC power distribution board 31 is connected to the lithium battery transformer unit 2, four diesel generators 32, two main thrusters 33 (model TLAT2000WM) and two second bow thrusters 34 respectively.

[0044] Please refer to Figure 2 The first AC power distribution board 31 includes an AC busbar 311 (using a traditional copper busbar). The input end of the AC busbar 311 is connected to the output end of the lithium battery transformer unit 2. The output end of the AC busbar 311 is connected to four diesel generators 32, two main thrusters 33 and two second bow thrusters 34, respectively.

[0045] Please refer to Figure 2 The AC power distribution unit 3 also includes two frequency converters 312 (using ACS880-104LC series frequency converters), and each of the main thrusters 33 is connected to the first AC power distribution board 31 through a frequency converter 312.

[0046] Please refer to Figure 2 The AC power distribution unit 3 also includes two first soft start modules 313 (using a TLTT165-CP chip), and each of the second bow thrusters 34 is connected to the first AC power distribution board 31 through a first soft start module 313.

[0047] Please refer to Figure 2 The AC power distribution unit 3 also includes two main transformers 314 (model CSCD-800). The input terminal of each main transformer 314 is connected to the output terminal of the first AC power distribution board 31, and the output terminal of each main transformer 314 is connected to the external second AC power distribution board.

[0048] The voltage of the second AC distribution board (i.e., 440V) is less than the voltage of the first AC distribution board 31 (i.e., 690V).

[0049] Please refer to Figure 2 The DC power distribution unit 1 also includes a second soft-start module 13 (using a chip with model number TLTT165-CP), and the first inverter 112 is connected to the first bow thruster 12 through the second soft-start module 13.

[0050] The working principle of the above-mentioned marine hybrid power system is as follows: During normal navigation, the system is mainly powered by four diesel generators 32. After the diesel generators 32 start, the generated AC power is transmitted through cables to the AC busbar 311 of the first AC distribution board 31, and the AC busbar 311 distributes the power to the various loads. A portion of the electrical energy is regulated by the frequency converter 312 and then input to the main thruster 33. The frequency converter 312 adjusts the frequency and voltage of the electrical energy output to the main thruster 33 according to the ship's sailing speed requirements, controls the speed of the main thruster 33, and provides sailing thrust for the ship.

[0051] Another portion of the electrical energy is processed by the first soft-start module 313 and then input to the second bow thruster 34. The first soft-start module 313 ensures that the second bow thruster 34 starts smoothly, improving the ship's maneuverability.

[0052] Another portion of the electrical energy is stepped down by the main transformer 314 and then transmitted to the second AC distribution board to power low-voltage loads on the ship (such as lighting, control equipment, etc.).

[0053] Meanwhile, the energy management system will adjust the output power of the diesel generator 32 in real time according to the ship's navigation conditions and the operating status of each equipment to ensure that the energy supply matches the demand and achieve energy-saving operation. If the ship's demand for electricity is low during navigation, the excess electricity generated by the diesel generator 32 can be transmitted to the lithium battery transformer unit 2 through the AC bus 311. After being stepped down by the lithium battery transformer and rectified by the second inverter 113, it is converted into DC electricity and transmitted to the DC bus 111 to charge the lithium battery pack 5 and store the excess electricity.

[0054] When a ship needs shore charging while docked, the shore power plug is connected to the shore power box 42. The shore power flows through the shore power box 42 to the shore power transformer 41. The shore power transformer 41 converts the shore power voltage to a voltage compatible with the first AC distribution board 31 and then inputs it to the AC busbar 311 of the first AC distribution board 31. At this time, the energy management system will control the diesel generator 32 to interlock with the shore power transformer 41, that is, the diesel generator 32 stops supplying power to the first AC distribution board 31 to avoid power conflict between the diesel generator 32 and the shore power.

[0055] The AC busbar 311 in the first AC distribution board 31 transmits the power supplied by shore power to the lithium battery transformer unit 2. After being stepped down by the lithium battery transformer, the power is then rectified into DC power by the second inverter 113 and transmitted to the DC busbar 111 of the DC distribution board 11. Finally, the DC busbar 111 distributes the DC power to the lithium battery pack 5 to charge it. During the charging process, the battery management system monitors the voltage, current, temperature, and other parameters of the lithium battery pack 5 in real time and feeds the relevant data back to the energy management system. The energy management system adjusts the charging current and voltage according to these parameters to ensure that the lithium battery pack 5 is charged in a safe and efficient manner. When the lithium battery pack 5 is fully charged, the energy management system stops the charging process, completing the shore charging process.

[0056] When a partial failure of the diesel generators 32 occurs during navigation, the energy management system will quickly detect the fault signal and perform energy scheduling based on the output power of the remaining diesel generators 32 and the ship's power requirements. If the output power of the remaining diesel generators 32 can still meet the ship's basic navigation needs, the energy management system will adjust the output power of the remaining diesel generators 32 to ensure the normal operation of key equipment such as the main propeller 33, the first bow thruster 12, and the second bow thruster 34. If the output power of the remaining diesel generators 32 cannot meet the demand, the energy management system will control the lithium battery pack 5 to discharge through the DC bus 111. After being inverted into AC power by the second inverter 113, the AC power is transmitted to the lithium battery transformer unit 2, and then boosted by the lithium battery transformer unit 2 before being input to the AC bus 311 of the first AC distribution board 31. This works in conjunction with the power supply from the remaining diesel generators 32 to ensure the normal operation of the ship's key equipment and prevent the ship from falling into a dangerous situation due to insufficient power.

[0057] In addition, if AC power distribution unit 3 fails and cannot supply power to low-voltage loads, the second AC power distribution board can obtain power through other emergency power supply lines (such as backup generators) to ensure the normal operation of critical low-voltage loads such as emergency lighting and communication equipment on the ship, and improve the ship's survivability in emergency situations.

[0058] In summary, the marine hybrid power system provided by this utility model directly connects the shore power transformer unit to the AC power distribution unit, eliminating the need for additional inverters required for shore power connection to the DC power distribution unit in existing technologies. This not only reduces the number of devices and lowers costs but also simplifies the system structure. Furthermore, the DC power distribution board only has a first inverter and a second inverter, corresponding to the first bow thruster and the connection to the AC power distribution unit, respectively. This avoids the problems of expanding the cooling water unit and increasing the size of the DC power distribution board due to redundant inverters, which is beneficial for layout and installation within the compact space of the ship. In addition, this structural design utilizes the existing power exchange capabilities between the AC and DC power distribution units to ensure smooth charging of the lithium battery pack after shore power connection, guaranteeing the integrity of the system's functions.

[0059] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent modifications made based on the content of this utility model specification and drawings, or direct or indirect applications in related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. A hybrid power system for a marine vessel comprising a DC distribution unit, a lithium battery inverter unit, an AC distribution unit, a shore power inverter unit and a lithium battery bank, characterized in that, The DC power distribution unit includes a DC power distribution board and a first bow thruster. The DC power distribution board includes a DC busbar, a first inverter, and a second inverter. The DC busbar is connected to the first inverter, the second inverter, and the lithium battery pack, respectively. The first inverter is connected to the first bow thruster. The second inverter is connected to the AC power distribution unit through the lithium battery transformer unit. The shore power transformer unit is connected to the AC power distribution unit.

2. The marine hybrid power system of claim 1, wherein, The shore power transformer unit includes a shore power transformer and a shore power box. The input terminal of the shore power transformer is connected to the shore power box, and the output terminal of the shore power transformer is connected to the AC power distribution unit.

3. The marine hybrid power system of claim 1, wherein, The lithium battery transformer unit includes a lithium battery transformer, the input terminal of which is connected to the output terminal of the second inverter, and the output terminal of which is connected to the input terminal of the AC power distribution unit.

4. The marine hybrid power system of claim 1, wherein, The AC power distribution unit includes a first AC power distribution board, four diesel generators, two main thrusters, and two second bow thrusters; The first AC power distribution board is connected to the lithium battery transformer unit, four diesel generators, two main thrusters and two second bow thrusters.

5. The marine hybrid power system of claim 4, wherein, The first AC distribution board includes an AC busbar, the input end of which is connected to the output end of the lithium battery transformer unit, and the output end of which is connected to four diesel generators, two main thrusters and two second bow thrusters respectively.

6. The marine hybrid power system of claim 4, wherein, The AC power distribution unit also includes two frequency converters, and each of the main thrusters is connected to the first AC power distribution board through a frequency converter.

7. The marine hybrid power system of claim 4, wherein, The AC power distribution unit also includes two first soft-start modules, and each of the second bow thrusters is connected to the first AC power distribution board through a first soft-start module.

8. The marine hybrid power system of claim 4, wherein, The AC power distribution unit also includes two main transformers. The input terminal of each main transformer is connected to the output terminal of the first AC power distribution board, and the output terminal of each main transformer is connected to the external second AC power distribution board.

9. The marine hybrid power system of claim 8, wherein, The voltage of the second AC distribution board is less than the voltage of the first AC distribution board.

10. The marine hybrid power system of claim 1, wherein, The DC power distribution unit also includes a second soft-start module, through which the first inverter is connected to the first bow thruster.

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