Marine battery system with bypass and safety modes

Abstract

To provide a power storage system and a method for a marine vehicle.SOLUTION: A power storage system 112 for a marine vehicle 100 comprises marine battery systems (rechargeable battery systems 114A to 114C) to supply energy to a marine vehicle load. The marine battery systems comprise batteries 120A to 120C, three-position contactors 124A to 124C that operate the marine battery systems in one of a connected state, a disconnected state, or a bypass state, and a monitoring controller 130 coupled to each of the marine battery systems. The monitoring controller retrieves a preferred fault action for the marine battery systems, and in response to detection of a fault condition in the marine vehicle, controls at least one of the three-position contactors of the marine battery systems according to the preferred fault action. The preferred fault action includes operating the marine battery systems in the disconnected state or operating the marine battery systems in the bypass state.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to a battery system for a ship, and more specifically to a system and method for operating the battery system in a bypass and safety mode when an unfavorable condition is detected.

Background Art

[0002] U.S. Patent No. 6,046,514 discloses a bypass device and method for serially connected energy storage devices. Each of the energy storage devices coupled to a common serial connector has an associated bypass connected in parallel thereto. The current bypass unit includes a sensor coupled in parallel with the associated energy storage device or cell and senses an energy parameter indicative of the energy state of the cell, such as the cell voltage. The bypass switch is coupled in parallel with the energy storage cell and is operable between an inactive state and an active state. The bypass switch is substantially non-conductive with respect to the current passing through the energy storage cell when in the inactive state and provides a bypass current path for passing current through the serial connector to bypass the associated cell when in the active state. The control device controls the activation of the bypass switch in response to the voltage of a cell deviating from a pre-established voltage setpoint. The control device may be included within the bypass unit or may be disposed on a control platform external to the bypass unit. The bypass switch may establish a permanent or temporary bypass current path when actuated.

[0003] U.S. Patent No. 7,557,538 discloses a rapid battery charger in which each of the battery chargers includes a charging branch and a bypass branch, a battery charger with an improved charging monitoring and control circuit, and a method for enhancing performance by providing minimal additional hardware overhead.

[0004] U.S. Patent No. 9,054,555 discloses a system and method for charging a rechargeable battery on a ship, utilizing a rechargeable battery unit, a charger for charging the battery unit, and a control circuit. The control circuit calculates the amount of current available to charge the battery unit based on the amount of current available from the shore power source and the amount of current drawn from the shore power source by a device other than a voltage charger, and limits the amount of current drawn by the voltage charger to charge the battery unit to an amount equal to or less than the calculated amount of current available to charge the battery unit. The control circuit can actively adjust the amount of charge supplied to the battery unit by repeatedly calculating the amount of current available to charge the battery unit and limiting the amount of current drawn by the voltage charger to charge the battery unit.

[0005] U.S. Patent No. 9,533,747 discloses a hybrid propulsion system having an internal combustion engine and an electric motor, each selectively supplying power to a marine propulsion system for propelling a vessel. Multiple batteries discharge current to power the motor. A control device is programmed to operate the system in a manner that integrates the charge and / or discharge limits of the multiple batteries, and subsequently, preferably, prevents internal failures, and disconnects the multiple batteries.

[0006] The aforementioned patents are incorporated herein by reference in their entirety. [Overview of the project]

[0007] This summary is provided to introduce selected concepts that are further described in the embodiments for carrying out the following inventions. This summary is not intended to identify any important or essential features of the claimed subject matter, nor is it intended to be used to help limit the scope of the claimed subject matter.

[0008] According to one embodiment of the present disclosure, a power storage system for a ship is provided. The power storage system comprises a marine battery system configured to supply energy to a ship load. Each marine battery system comprises a battery and a three-position contactor configured to operate the marine battery system in one of a connected, disconnected, or bypassed state. The power storage system further comprises a control device coupled to each of the marine battery systems. The control device is configured to search for a preferred fault action for the marine battery system and, in response to the detection of a fault condition on the ship, to control at least one three-position contactor of the marine battery system according to the preferred fault action. The preferred fault action includes operating the marine battery system in a disconnected state or operating the marine battery system in a bypassed state.

[0009] Another embodiment of the present disclosure provides a method for operating a power storage system for a ship. The method includes searching for a preferred fault condition for a marine battery system configured to supply energy to a ship load. Each marine battery system comprises a battery and a three-position contactor configured to operate the marine battery system in one of a connected, disconnected, or bypassed state. In response to the detection of a fault condition on the ship, the method further includes controlling at least one three-position contactor of a plurality of marine battery systems according to a preferred fault condition. The preferred fault condition includes operating the marine battery system in a disconnected state or operating the marine battery system in a bypassed state.

[0010] A further embodiment of the present disclosure provides a power storage system for a ship. The power storage system comprises a marine battery system configured to supply energy to a ship load. Each marine battery system comprises a battery and a three-position contactor configured to operate the marine battery system in one of a connected, disconnected, or bypassed state. The power storage system further comprises a control device coupled to each of the marine battery systems. The control device is configured to detect when at least one of the marine battery systems has reached a minimum threshold charge state and to control the operating state of at least one of the marine battery systems using the three-position contactor.

[0011] This disclosure will be explained with reference to the following figures. The same numbers are used throughout the figures to refer to similar features and components. [Brief explanation of the drawing]

[0012] [Figure 1] This is a block diagram showing a ship equipped with an advanced power storage system. [Figure 2] Figure 1 is another block diagram of a ship and an earlier technology power storage system. [Figure 3] Block diagram of a vessel equipped with a power storage system according to an exemplary embodiment of the present disclosure. [Figure 4] Figure 3 is a block diagram of the ship and power storage system operating in bypass mode. [Figure 5] Figure 3 is a block diagram of the ship and power storage system operating in safety mode. [Figure 6] This is a block diagram showing a vessel equipped with a power storage system according to another exemplary embodiment of the present disclosure. [Figure 7] Figures 3 and 6 are flowcharts showing the process for operating the power storage system. [Figure 8] Figures 3 and 6 are flowcharts of the charging process that can be performed by the power storage system. [Figure 9A] This is a block diagram of a marine battery system according to another exemplary embodiment of the present disclosure. [Figure 9B] Figure 9A is a block diagram of the marine battery system operating in bypass mode. [Figure 9C] Figure 9A is a block diagram of the marine battery system operating in safety mode. [Modes for carrying out the invention]

[0013] In this specification, certain terms are used for the sake of brevity, clarity, and understanding. Such terms are used solely for convenience and are intended to be interpreted broadly, so that no unnecessary limitations beyond the requirements of the prior art can be inferred from them.

[0014] Figures 1 and 2 show a vessel 10 equipped with a conventional power storage system 12. The power storage system 12 is shown to comprise three rechargeable battery systems 14A, 14B, and 14C. The battery systems 14A to 14C are arranged in series and communicate with the load 26 to discharge current and supply power to the load 26. In various embodiments, the load 26 may be any device or system on the vessel 10 that receives energy from the power storage system 12. Examples of load 26, but not limited to, include an engine starting system, a voice system, a windlass, a depth sounder, a fish finder, and appliances. In a further embodiment, the power storage system 12 may supply energy to a propulsion system (e.g., an electric motor) that drives the vessel 10.

[0015] Each battery system 14A-14C is shown to comprise positive terminals 16A, 16B, 16C, negative terminals 18A, 18B, 18C, and batteries 20A, 20B, 20C. Each battery 20A-20C comprises all the typical components of a battery cell, namely a cathode, anode, electrolyte, and separator. In exemplary embodiments, each battery 20A-20C is a lithium-ion battery comprising an intercalated lithium-ion compound used as the cathode material and graphite used as the anode material.

[0016] Each battery system 14A-14C is further shown to include a battery management system (BMS) 22A, 22B, 22C. Each BMS 22A-22C may include both a processor or processing component and a rule storage or memory component. The rule storage or memory component may be any suitable storage mechanism, but is not limited to ROM, RAM, or flash memory. Each BMS 22A-22C is further shown to be communicatively coupled to switch operators 26A, 26B, 26C that control the position of two-position contactors or internal disconnection relays 24A, 24B, 24C. The switch operators 26A-26C are configured to receive control signals from the BMS 22A-22C and to move the two-position contactors 24A-24C between the connected, or closed, position (shown in Figure 1) and the disconnected, or open, position (shown in Figure 2 and described in further detail below) in response to the control signals. When each of the two-position contactors 24A to 24C within the battery systems 14A to 14C is in the connected position, the total voltage provided by the power storage system 12 is additive. For example, if each battery system 14A to 14C provides a maximum of 50V, the maximum total voltage of the power storage system 12 is 150V. Figures 1 and 2 show a power storage system 12 for a vessel 10 with three battery systems 14A to 14C, but in exemplary embodiments, the power storage system 12 may have six battery systems to provide a maximum total voltage of 300V.

[0017] The inventors have noticed that lithium-ion batteries used in ships and other applications are susceptible to thermal runaway if water enters the sealed battery casing and reacts with lithium. Thermal runaway is a potentially catastrophic condition caused by a series of exothermic reactions in which the current flowing through the battery increases the battery temperature, and then further increases in temperature, thereby increasing the current. In the worst-case scenario, thermal runaway can cause violent combustion or explosion. Therefore, many lithium-based batteries are equipped with an internal monitoring system configured to detect undesirable conditions (e.g., battery casing temperature exceeding a maximum threshold, battery voltage exceeding a maximum threshold, battery current exceeding a maximum threshold) and to shut off the battery if these thresholds are exceeded.

[0018] However, when the batteries are connected in series, as shown in Figures 1 and 2, moving any of the two-position contactors 24A to 24C to the disconnected position results in a complete loss of power from the power storage system 12 to the load 28. For example, Figure 2 shows contactor 24B in the disconnected position. This disconnection creates an open-circuit condition that drops the voltage of the power storage system 12 to 0V. As is becoming more common, when the power storage system 12 is used for the electric propulsion of a ship 10, the open-circuit condition results in a complete loss of propulsion for the ship 10, potentially causing the ship 10 to run aground in open waters if there is no means of returning to shore. Therefore, the inventors have found it useful to have a power storage system that protects the system from damage when an undesirable condition is detected and, if possible, prevents a complete loss of propulsion when an undesirable condition is detected. The inventors have also found it useful to have a single marine battery system that can be safely used for power storage systems arranged in both series and parallel configurations.

[0019] Figures 3-5 show a vessel 100 equipped with an improved power storage system 112 in various operating modes. The power storage system 112 is shown to include three rechargeable battery systems 114A, 114B, and 114C. As described in further detail below, FIG. 3 shows a situation where each of the battery systems 114A-114C of the power storage system 112 is operating in a connection mode, FIG. 4 shows a situation where the battery system 114B of the power storage system 112 is operating in a bypass mode, and FIG. 5 shows a situation where each of the battery systems 114A-114C is operating in a safety mode.

[0020] The battery systems 114A-114C are arranged in a series configuration and are shown to be in electrical communication with a load 126 to discharge current and supply power to the load 126. In an exemplary embodiment, the load 126 is the same as or substantially similar to the load 26 of the vessel 10 described above while referring to FIG. 1. For example, the load 126 may include an electric propulsion system for the vessel 100.

[0021] Similar to the battery systems 14A - 14C of FIGS. 1 and 2, each of the rechargeable battery systems 114A - 114C is shown to include positive terminals 116A, 116B, 116C, negative terminals 118A, 118B, 118C, and batteries 120A, 120B, 120C located therebetween. Each of the batteries 120A - 20C includes all of the typical components of a battery cell, namely a cathode, an anode, an electrolyte, and a separator. In an exemplary embodiment, each of the batteries 120A - 120C is a lithium - ion battery including an intercalated lithium - ion compound utilized as a cathode material and graphite utilized as an anode material. Each of the battery systems 114A - 114C is further shown to include a battery management system (BMS) 122A, 122B, 122C. Each BMS 122A - 122C may include both a processor or processing component and a rule storage or memory component. The rule storage or memory component may be any suitable storage mechanism such as, but not limited to, ROM, RAM, or flash memory. Each BMS 122A - 122C is shown to be communicatively coupled to switch operators 126A, 126B, 126C such that the switch operators 126A - 126C receive control signals from the BMS 122A - 122C.

[0022] However, in contrast to the battery systems 14A - 14C of FIGS. 1 and 2, each of the rechargeable battery systems 114A - 114C is shown to include three - position contactors 124A, 124B, 124C. Each of the three - position contactors 124A - 124C is movable by switch operators 126A - 126C between a connected or closed position (shown in FIG. 3), a disconnected or open position (shown in FIG. 5), and a bypass position (shown in FIG. 4).

[0023] As shown in Figure 3, when each of the three-position contactors 124A to 124C is in the connected position, the total voltage provided by the power storage system 112 is additive, and if each battery system 114A to 114C provides a maximum of 50V, the maximum total voltage of the power storage system 112 is 150V. In a typical embodiment on a ship, the power storage system may have six battery systems to provide a maximum total voltage of 300V.

[0024] It is further shown that each of the rechargeable battery systems 114A to 114C is communicably coupled to a monitoring and control unit 130 located outside the battery systems 114A to 114C using a Controller Area Network (CAN). The monitoring and control unit 130 may comprise both a processor or processing component and a rule storage or memory component. In an exemplary embodiment, the monitoring and control unit 130 is configured to monitor various systems and parameters of the vessel 100 and, upon detecting a fault condition (e.g., a failure of the high-voltage isolation system, a breakdown of the safety interlock loop), to instruct the battery systems 114A to 114C to operate in bypass or disconnect mode depending on the characteristics of the power storage system 112 and the severity of the fault condition. Further details regarding this process are included below with reference to Figure 7.

[0025] The monitoring and control device 130 may be configured to store preferred fault procedures for the battery systems 114A to 114C. For example, if the battery systems 114A to 114C are arranged in series within the power storage system as shown in Figures 3 to 5, the monitoring and control device 130 may be configured to command the BMS 122A to 122C to move the three-position contactors 124A to 124C to the bypass position in the event of a fault (e.g., high temperature, high voltage, high current). If the battery systems 114A to 114C are arranged in parallel within the power storage system as shown in Figure 6, the monitoring and control device 130 may be configured to command the BMS 122A to 122C to move the three-position contactors 124A to 124C to the open position in the event of a fault. In some embodiments, the monitoring and control device 130 may be omitted from the power storage system 112, and each BMS 122A to 122C may store preferred fault procedures. For example, preferred fault handling procedures can be stored internally in each BMS122A-122C during the installation process.

[0026] Next, referring particularly to Figure 4, it is shown that the three-position contactor 124B of the battery system 114B is in a bypass position, such that the power storage system 112 is operating in bypass mode. For example, the monitoring and control device 130 may instruct the BMS 122B to operate the switch control device 126B and move the three-position contactor 124B to the bypass position because the housing temperature of the battery system 114B has exceeded a maximum threshold. Advantageously, moving the three-position contactor 124B to the bypass position does not create an open-circuit condition that would cut off all power supplied to the load 128. Instead, the battery systems 114A and 114C remain connected so that 100V, rather than 150V, is supplied to the load 128. If the load 128 includes an electric propulsion system, this power reduction may allow the vessel 100 to "lamb" to shore in a reduced-function state. For example, the revolutions per minute (RPM) of the electric propulsion system may be reduced. In a further embodiment, if one or more battery systems 114A to 114C are operating in a bypass state, the monitoring and control device 130 may lower the charging voltage setting to compensate for the reduction in the number of battery systems 114A to 114C operating in a connected state.

[0027] However, if a potentially catastrophic threat to the power storage system 112 occurs, the monitoring and control device 130 may instruct all BMS 122A-122C to operate the switch control devices 126A-126C and move the three-position contactors 124A-124C to the open position as shown in Figure 5. A potentially catastrophic threat to the power storage system 112 may occur, for example, in the event of loss of high-voltage insulation, ground fault, detection of a collision event by an impact sensor, or detection of a capsizing or sinking event by a high-water level sensor in the bilge. In a further embodiment, the monitoring and control device 130 may instruct each of the three-position contactors 124A-124C to move to the open position at startup in order to confirm that each of the contactors 124A-124C is functional. If the monitoring and control device 130 detects that one or more of the three-position contactors 124A-124C are not functional at startup, it may send a message to the operator (for example, via a user interface on the ship's dashboard).

[0028] By moving each of the three-position contactors 124A to 124C to the open position, the high-voltage string spanning the battery systems 114A to 114C is divided into smaller segments, eliminating the high-voltage potential on the vessel 100 and ensuring that the maximum voltage potential is only that of the individual battery systems 114A to 114C. For example, if each of the battery systems 114A to 114C has a maximum voltage of 50V, moving each of the three-position contactors 124A to 124C to the open position reduces the maximum voltage potential of the entire power storage system 112 to only 50V, which is not harmful to the human body and minimizes the threat of permanent damage to the power storage system 112.

[0029] Figure 5 shows the power storage system 112, which also includes a manual stop control 132 coupled to each of the battery systems 114A to 114C using analog inputs. In the event of a CAN connection failure between the battery systems 114A to 114C and the monitoring and control device 130, or in another emergency, the user may activate the manual stop control 132 to move each of the three-position contactors 124A to 124C to the open position. In other embodiments, the manual stop control 132 may be activated by a lanyard, a dashboard switch, or by the monitoring and control device 130 as a backup for CAN message failures.

[0030] Referring next to Figure 6, another vessel 600 is shown having a power storage system 612 according to an exemplary embodiment of the present disclosure. In contrast to the power storage system 112 shown in Figures 3 to 5, the power storage system 612 shows battery systems 114A to 114C arranged in parallel with the load 128. The three-position contactors 124A to 124C of the battery systems 114A to 114C may be in the closed position under nominal conditions, but if a fault condition is detected, the monitoring control device 130 or manual stop control 132 may instruct each of the three-position contactors 124A to 124C to move to the open position as shown in Figure 6. Advantageously, the same battery systems 114A to 114C may be used in both the series configuration shown in Figures 3 to 5 and the parallel configuration shown in Figure 6, thus maximizing the installation flexibility of the battery systems 114A to 114C.

[0031] Figure 7 shows a process 700 for operating a power storage system, for example, a series-arranged power storage system 112 shown in Figures 3-5 or a parallel-arranged power storage system 612 shown in Figure 6. In exemplary embodiments, process 700 is performed at least partially by a monitoring and control device 130. In other embodiments, process 700 may be performed at least partially by BMSs 122A-122C of each battery system 114A-114C. For simplicity, process 700 will be described below with reference only to the monitoring and control device 130.

[0032] Process 700 is shown to begin with step 702, in which the monitoring and control device 130 searches for preferred fault procedures for the power storage systems 112, 612. In some embodiments, the preferred fault procedures are stored in the memory of the monitoring and control device 130 during the installation of the power storage systems 112, 612. In other embodiments, the user may select and store the preferred fault procedures via a user interface, for example, on the ship's dashboard. If, as described above, the power storage system (e.g., power storage system 112) comprises battery systems (e.g., battery systems 114A-114C) arranged in series, the preferred fault procedures may include instructing a three-position contactor (e.g., three-position contactors 124A-124C) to move to a bypass position. If the power storage system (e.g., power storage system 612) comprises battery systems (e.g., battery systems 114A to 114C) arranged in a parallel configuration, a preferred fault response may include commanding the three-position contactors (e.g., three-position contactors 124A to 124C) to move to the open, or disconnected, position.

[0033] In step 704, the monitoring and control device 130 monitors the status of the vessel. In various embodiments, step 704 may also include monitoring the housing temperature, current, and voltage of the battery systems 114A to 114C. In step 706, the monitoring and control device 130 determines whether a fault condition has occurred in one or more of the battery systems 114A to 114C. In an exemplary embodiment, the monitoring and control device 130 stores a threshold for each of the monitored parameters, and therefore a fault condition is detected if one of the thresholds is exceeded. If the monitoring and control device 130 detects a fault condition in step 706, process 700 proceeds to step 708, where the monitoring and control device 130 takes a preferred fault action. For example, a preferred fault action as described above may include instructing the three-position contactors 124A to 124C of one or more battery systems 114A to 114C where the fault has been detected to move to a bypass position or an open position, depending on whether the power storage systems are arranged in a series or parallel configuration. In some embodiments, step 706 may also include sending a fault message to a user interface on the ship's dashboard. If the monitoring and control device 130 has performed one or more fault actions in step 708, process 700 returns to step 704, and the monitoring and control device 130 resumes monitoring the ship's status.

[0034] However, if the monitoring and control device 130 determines that no fault condition was detected in step 706, process 700 proceeds to step 710, where the monitoring and control device 130 determines whether or not an emergency stop condition was detected. In various embodiments, step 710 may include detection of loss of high-voltage insulation or a ground fault. If the monitoring and control device 130 detects an emergency stop condition in step 710, process 700 proceeds to step 712, where the monitoring and control device 120 performs emergency stop measures. In an exemplary embodiment, the emergency stop measures include commanding all three-position contactors 124A-126C of all battery systems 114A-114C to move to the open position so that the power storage system operates in safe mode, regardless of whether the power storage system is arranged in series or parallel. In this way, any high-voltage strings present in the power storage system are divided into smaller voltage segments, each segment having a voltage level that is not harmful to the human body. Power is also removed from the battery terminals by commanding all batteries to move to the open position, thereby advantageously eliminating the possibility of arc discharge or external ignition. In some embodiments, step 712 may also include sending a fault message to a user interface on the ship's dashboard or activating an audible alarm. If the monitoring and control device 130 takes emergency stop action in step 712, process 700 returns to step 704, and the monitoring and control device 130 resumes monitoring the ship's status. Similarly, if the monitoring and control device 130 does not detect an emergency stop condition in step 710, process 700 concludes by returning to step 704.

[0035] Next, referring to Figure 8, a process 800 for charging a power storage system, for example, the series power storage system 112 shown in Figure 3 or the parallel power storage system 612 shown in Figure 6, is shown. In exemplary embodiments, process 800 is performed at least in part by a monitoring and control device 130 of the power storage systems 112, 612. In other embodiments, process 800 can be performed by a battery management system 122A to 122C of one of the battery systems 114A to 114C. For simplicity, process 800 will be described below with reference only to the monitoring and control device 130.

[0036] Process 800 is shown to begin with step 802, which operably couples the battery systems 114A-114C of the power storage system 112 or 612 to a charging source, such as a pier power post. Since some battery systems charge faster than others, in step 804 the monitoring and control device 130 detects that one or more of the battery systems 114A-114C have reached their maximum threshold charge state (SOC). In exemplary embodiments, the maximum SOC may be stored in the monitoring and control device 130 and configured by the operator.

[0037] Process 800 is completed when the monitoring and control device 130 commands the three-position contactors 124A to 124C associated with one or more battery systems 114A to 114C that have reached the maximum threshold SOC. If the battery systems 114A to 114C are arranged in series, the monitoring and control device 130 commands the three-position contactors 124A to 124C to move to the bypass position. If the battery systems 114A to 114C are arranged in parallel, the monitoring and control device 130 commands the three-position contactors 124A to 124C to move to the open position. In either case, by reducing the number of connected battery systems 114A to 114C in the power storage system 112 or 612 once the maximum SOC is reached, faster and more efficient charging of the entire power storage system 112 or 612 is enabled, and overcharging of fully charged batteries is prevented.

[0038] If the battery systems 114A to 114C are arranged in a parallel configuration, a similar process may be performed when the power storage system 612 is discharged. For example, the monitoring and control device 130 may monitor the state of affairs (SOC) of each of the parallel-arranged battery systems 114A to 114C, and if the SOC of the battery systems 114A to 114C associated with the contactors falls below a minimum threshold SOC, it may instruct the three-position contactors 124A to 124C to move from the closed position to the open position. In this way, the battery systems 114A to 114C are discharged at a relatively equal rate, and operation at low SOCs that could cause damage to the battery systems 114A to 114C is avoided. In some embodiments, the BMS 122A to 122C may be configured to automatically instruct the three-position contactors 124A to 124C to move to the open position if the SOC falls below a minimum threshold SOC without any action being taken from the monitoring and control device 130.

[0039] Next, referring to Figures 9A to 9C, other rechargeable battery systems 914 are shown. In various exemplary embodiments, battery systems 914 may be used in both series and parallel configurations instead of each of the marine battery systems 114A to 114C shown and described above with reference to Figures 3 to 6. Specifically, Figure 9A shows battery system 914 operating in a closed, i.e., connected state; Figure 9B shows battery system 914 operating in a bypass state; and Figure 9C shows battery system 914 operating in an open, i.e., disconnected state.

[0040] The battery system 914 is shown to include a positive terminal 916, a negative terminal 918, and a battery 920 located between them. Battery 920 may be identical or substantially the same as batteries 120A to 120C described above. The circuit connecting the positive terminal 916 to the negative terminal 918 on both sides of battery 920 may be opened or closed by a switch 924. In contrast to the three-position contactors 124A to 124C described above, the switch 924 may be operable in only two positions, namely the closed and open positions. To achieve the effect of the three-position contactors 124A to 124C, a second two-position switch 928 is provided that functions to open or close a bypass circuit that directly connects the positive terminal 916 to the negative terminal 918.

[0041] When the first two-position switch 924 is in the closed position and the second two-position switch 928 is in the open position, the battery system 914 operates in a connected state (shown in Figure 9A). When the first two-position switch 924 is in the open position and the second two-position switch 928 is in the closed position, the battery system 914 operates in a bypass state (shown in Figure 9B). When both two-position switches 924 and 928 are in the open position, the battery system 914 operates in a disconnected state (shown in Figure 9C). Both two-position switches 924 and 928 may be moved between positions according to commands generated by the BMS 922 and operated by the switch control device 926. In exemplary embodiments, the BMS 922 and the switch control device 926 are identical or substantially the same as the BMS 122A to 122C and the switch control devices 126A to 126C described above with reference to Figures 3 to 6. Therefore, the BMS922 operates the battery system 914 according to processes 700 and 800 described above with reference to Figures 7 and 8.

[0042] Certain terms have been used in this disclosure for the sake of brevity, clarity, and understanding. Such terms are used solely for convenience and are intended to be interpreted broadly, so as not to imply any unnecessary limitations beyond the requirements of the prior art. The different systems and methods described herein may be used alone or in combination with other systems and apparatus. Various equivalents, alternatives, and modifications are possible within the appended claims.

Claims

1. A plurality of marine battery systems configured to supply energy to a ship load, arranged in either parallel or series configuration with the ship load, wherein each marine battery system is Batteries and A three-position contactor configured to operate the aforementioned marine battery system in one of the following states: connected, disconnected, or bypassed; A marine battery system equipped with, A control device coupled to each of the aforementioned multiple marine battery systems, To search for preferred failure measures for the aforementioned multiple marine battery systems, and In response to the detection of a fault condition in the vessel, at least one 3-position contactor of the plurality of marine battery systems is controlled according to the preferred fault response. A control device configured in such a way Equipped with, The aforementioned preferred fault response is based on the arrangement of the plurality of marine battery systems and includes operating the marine battery system in the disconnected state or operating the marine battery system in the bypass state, A power storage system for ships.

2. The power storage system according to claim 1, wherein the preferred fault response includes operating the battery systems in the disconnected state when the plurality of marine battery systems are arranged in parallel with the ship load.

3. The power storage system according to claim 1, wherein the preferred fault response includes operating the battery systems in the bypass state when the plurality of marine battery systems are arranged in series with the ship load.

4. The power storage system according to claim 1, wherein the failure condition includes exceeding a battery housing temperature threshold.

5. The power storage system according to claim 1, wherein the fault condition includes exceeding a voltage threshold.

6. The power storage system according to claim 1, wherein the fault condition includes exceeding a current threshold.

7. The control device is In response to the detection of an emergency stop condition in the aforementioned vessel, each of the three position contactors is further configured to be controlled to operate each of the plurality of marine battery systems in the disconnected state. The power storage system according to claim 1.

8. The power storage system according to claim 7, wherein the emergency shutdown condition includes a loss of high-voltage insulation.

9. The power storage system according to claim 7, wherein the emergency shutdown condition includes a ground fault.

10. Searching for a preferred fault procedure for a plurality of marine battery systems configured to supply energy to a ship load and arranged in either parallel or series with the ship load, each comprising a battery and a three-position contactor configured to operate the marine battery system in one of connected, disconnected, or bypassed states. In response to the detection of a fault condition in the vessel, control at least one of the three-position contactors of the plurality of marine battery systems in accordance with the preferred fault response. including and The aforementioned preferred fault response is based on the arrangement of the plurality of marine battery systems and includes operating the marine battery system in the disconnected state or operating the marine battery system in the bypass state, A method for operating a power storage system for ships.

11. The method according to claim 10, wherein the preferred fault response includes operating the battery systems in the disconnected state when the plurality of marine battery systems are arranged in parallel with the ship load.

12. The method according to claim 10, wherein the preferred fault response includes operating the battery systems in a bypass state when the plurality of marine battery systems are arranged in series with the ship load.

13. The method according to claim 10, wherein the failure condition includes exceeding a battery housing temperature threshold.

14. The method according to claim 10, wherein the fault condition includes exceeding a voltage threshold.

15. The method according to claim 10, wherein the fault condition includes exceeding a current threshold.

16. The method according to claim 10, further comprising controlling each of the three position contactors to operate each of the plurality of marine battery systems in the disconnected state in response to the detection of an emergency stop condition in the vessel.

17. The method according to claim 16, wherein the emergency stop condition includes a loss of high-voltage insulation.

18. The method according to claim 16, wherein the emergency stop condition includes a ground fault.

19. A plurality of marine battery systems configured to supply energy to a ship load, arranged in either parallel or series configuration with the ship load, wherein each marine battery system is Batteries and A three-position contactor configured to operate the aforementioned marine battery system in one of the following states: connected, disconnected, or bypassed; Multiple marine battery systems equipped with, A control device coupled to each of the aforementioned multiple marine battery systems, The system detects that at least one of the multiple marine battery systems has reached the minimum charge threshold state, and The three position contactors are used to control the operating state of at least one of the multiple marine battery systems, and the operating state is based on the arrangement of the multiple marine battery systems. A control device configured in such a way A power storage system for ships that includes the following features.

20. Controlling at least one of the operating states of the plurality of marine battery systems using the three position contactors includes operating the marine battery systems in the disconnected state when the plurality of marine battery systems are arranged in parallel with the ship load, and Controlling at least one of the operating states of the plurality of marine battery systems using the three position contactors includes operating the marine battery systems in the bypass state when the plurality of marine battery systems are arranged in series with the ship load. The power storage system according to claim 19.

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