CN114348222A - Ship power system combining fuel cell and lithium battery pack - Google Patents
Ship power system combining fuel cell and lithium battery pack Download PDFInfo
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- CN114348222A CN114348222A CN202210179232.2A CN202210179232A CN114348222A CN 114348222 A CN114348222 A CN 114348222A CN 202210179232 A CN202210179232 A CN 202210179232A CN 114348222 A CN114348222 A CN 114348222A
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- 239000000446 fuel Substances 0.000 title claims abstract description 125
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 title claims abstract description 111
- 229910052744 lithium Inorganic materials 0.000 title claims abstract description 111
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 97
- 239000001257 hydrogen Substances 0.000 claims abstract description 97
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 97
- 238000004891 communication Methods 0.000 claims abstract description 38
- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical compound O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 claims abstract description 35
- 238000009826 distribution Methods 0.000 claims abstract description 27
- 238000003860 storage Methods 0.000 claims abstract description 21
- 230000002457 bidirectional effect Effects 0.000 claims abstract description 15
- 238000001514 detection method Methods 0.000 claims description 27
- 238000012544 monitoring process Methods 0.000 claims description 17
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 claims description 9
- 229910001416 lithium ion Inorganic materials 0.000 claims description 9
- 239000007789 gas Substances 0.000 claims description 7
- 229920000642 polymer Polymers 0.000 claims description 7
- 230000001105 regulatory effect Effects 0.000 claims description 6
- 238000011161 development Methods 0.000 description 6
- 230000008901 benefit Effects 0.000 description 4
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- 230000008569 process Effects 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000004134 energy conservation Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 238000011946 reduction process Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
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- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/32—Waterborne vessels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H2021/003—Use of propulsion power plant or units on vessels the power plant using fuel cells for energy supply or accumulation, e.g. for buffering photovoltaic energy
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Ocean & Marine Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Fuel Cell (AREA)
Abstract
The invention relates to a ship power system combining a fuel cell and a lithium battery pack, which comprises a hydrogen storage system, wherein the hydrogen storage system is connected with a hydrogen energy fuel cell system, the hydrogen energy fuel cell system is connected with a power distribution unit through a DCDC converter, the lithium battery system is connected with the power distribution unit through a bidirectional DCDC converter, and the power distribution unit is connected with a ship load unit through a DCAC converter; the power supply distribution unit is connected with the motor through the main propulsion motor controller; the system also comprises a control management system which is in communication connection with the hydrogen energy fuel cell system, the lithium battery system and the main propulsion motor controller. The invention can realize stable power and improve the stable, continuous and environment-friendly output of the ship.
Description
Technical Field
The invention relates to the field of power assemblies of ships and yachts, in particular to a ship power system combining a fuel cell and a lithium battery pack.
Background
In recent years, with the requirements of environmental protection and sustainable development of energy on a global scale, the development and utilization of novel energy power is urgent. Development of new energy power technology with environmental protection, energy conservation and sustainable development has been proposed. And a hybrid battery system formed by combining the lithium ion battery and the fuel battery can meet the requirements of environmental protection, energy conservation and sustainable development at the same time, and is widely applied to the field of new energy ships.
The ship accounts for 3% of the total emission of carbon dioxide and 31% of the total emission of nitrogen oxides, so that the ship industry has huge emission reduction power to promote the upgrading of the industry, and particularly, along with the development of a new energy technology, particularly a hydrogen energy fuel cell technology, the ship is bound to convert the traditional fuel oil power into the new energy, particularly the hydrogen energy fuel cell power.
Disclosure of Invention
In order to solve the technical problems, the invention aims to provide a ship power system combining a fuel cell and a lithium battery pack.
In order to achieve the purpose, the invention adopts the following technical scheme:
a ship power system combining a fuel cell and a lithium battery pack comprises a first hydrogen storage system and a second hydrogen storage system, wherein the output end of the first hydrogen storage system is connected with the input end of a first hydrogen energy fuel cell system, the output end of the first hydrogen energy fuel cell system is connected with the input end of a first DCDC converter, the output end of the first DCDC converter is connected with the first path of input end of a power distribution unit, the output end of the second hydrogen storage system is connected with the input end of a second hydrogen energy fuel cell system, the output end of the second hydrogen energy fuel cell system is connected with the input end of a second DCDC converter, and the output end of the second DCDC converter is connected with the second path of input end of the power distribution unit;
the output end of the first lithium battery system is connected with the input end of the first bidirectional DCDC converter, the output end of the first bidirectional DCDC converter is connected with the third input end of the power distribution unit, the output end of the second lithium battery system is connected with the input end of the second bidirectional DCDC converter, and the output end of the second bidirectional DCDC converter is connected with the fourth input end of the power distribution unit;
the first path of output end of the power distribution unit is connected with the input end of a first DCAC converter, and the output end of the first DCAC converter is connected with the input end of a marine load unit; the second path of output end of the power distribution unit is connected with the input end of a first main propulsion motor controller, and the output end of the first main propulsion motor controller is connected with the input end of a first motor; the output end of the third path of the power distribution unit is connected with the input end of a second main propulsion motor controller, and the output end of the second main propulsion motor controller is connected with the input end of a second motor;
still include control management system, control management system and first hydrogen energy fuel cell system and second hydrogen energy fuel cell system looks communication connection, control management system and first lithium battery system, second lithium battery system, first main propulsion motor control and the main propulsion motor controller looks communication connection of second.
Preferably, the ship power system combining the fuel cell and the lithium battery pack comprises a hydrogen cylinder set, an explosion-proof protection device and an auxiliary system, wherein the hydrogen cylinder set is provided with the explosion-proof protection device, and the hydrogen cylinder set is connected with the auxiliary system through a hydrogen pipeline.
Preferably, the marine power system combining the fuel cell and the lithium battery pack comprises an air compressor, a humidifier, a pressure regulating device, a gas flow controller, a temperature controller and a power regulator, wherein the air compressor, the pressure regulating device, the gas flow controller and the power regulator are connected with a hydrogen cylinder pack through a hydrogen pipeline, and the humidifier is arranged on the periphery of the hydrogen cylinder pack through the temperature controller.
Preferably, the first hydrogen energy fuel cell system and the second hydrogen energy fuel cell system respectively comprise a plurality of independent fuel cell units and fuel cell controllers of the fuel cell units correspondingly matched with the independent fuel cell units, the fuel cell units are connected with the fuel cell controllers, and the fuel cell controllers are in communication connection with the control management system.
Preferably, the ship power system combining the fuel cell and the lithium battery pack comprises a first lithium battery pack, a second lithium battery pack, a third lithium battery pack, a fourth lithium battery pack, a fifth lithium battery pack, a sixth lithium battery pack, a sixth lithium battery pack, a.
Preferably, the control management system of the ship power system combining the fuel cell and the lithium battery pack comprises a controller and a monitor, wherein the controller is in communication connection with the monitor, and the monitor is in communication connection with the detection system.
Preferably, a boats and ships driving system of fuel cell and lithium cell group combination, detecting system includes fire alarm detection sensor, hydrogen content detection sensor and temperature monitoring sensor, all is provided with fire alarm detection sensor, hydrogen content detection sensor and temperature monitoring sensor in first hydrogen fuel cell system and the second hydrogen fuel cell system, all is provided with in first lithium cell system, second lithium cell system, first main propulsion motor controller and the second main propulsion motor controller fire alarm sensor and temperature monitoring sensor.
Preferably, the ship power system combining the fuel cell and the lithium battery pack comprises an emergency cut-off device, wherein the emergency cut-off device is connected with a control management system, and the emergency cut-off device is installed in a first hydrogen energy fuel cell system, a second hydrogen energy fuel cell system, a first lithium cell system and a second lithium cell system.
Preferably, the fuel cell and lithium battery pack combined ship power system comprises 2 controllers, wherein one controller is a master controller, and the other controller is a standby controller, and the controllers are mutually connected in a communication manner.
By the scheme, the invention at least has the following advantages:
1. the invention can solve the problems of short endurance mileage, slow charging and short service life of the lithium ion battery for the ship by matching the fuel cell system with the lithium battery system, and can provide sufficient power for the new energy ship.
2. The novel fuel cell unit and the lithium battery pack are adopted as the power system to replace the original diesel engine power system or pure battery power system, and compared with the diesel engine power system, the system has the advantages of 0 emission and low noise; compared with a pure battery power system, the system has the advantage of high endurance mileage.
3. The controller provided by the invention combines the characteristics of the fuel cell unit and the lithium battery pack, and adopts a quick response controller with high performance and ultrahigh integration level based on an EEA framework.
4. The invention adopts the unitization and the modularization control, and then organically combines all subsystems together through the controller and the CAN communication protocol, so the expandability of the system is strong. The power system requirement of the existing ship is met, and the ship has the characteristic of batch replication, so that the ship is also suitable for batch ships and series ships.
5. The fuel cell unit system is successfully applied to the ship, the lithium battery pack is used as an auxiliary energy source, the fuel cell unit system and the lithium battery pack are matched with each other, and the power requirement and the endurance mileage of the ship are realized and met by effectively and integrally controlling the fuel cell pack and the lithium battery pack.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical solutions of the present invention more clearly understood and to implement them in accordance with the contents of the description, the following detailed description is given with reference to the preferred embodiments of the present invention and the accompanying drawings.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a diagram of the power system network architecture of the present invention;
fig. 3 is a schematic diagram of a fuel cell and lithium battery pack connection of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present application, it should be noted that the terms "vertical", "horizontal", "inside", "outside", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that the products of the application usually place when in use, and are used only for convenience in describing the present application and for simplification of description, but do not indicate or imply that the devices or elements that are referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like are used merely to distinguish one description from another, and are not to be construed as indicating or implying relative importance.
Furthermore, the terms "horizontal", "vertical" and the like do not imply that the components are required to be absolutely horizontal or vertical, but may be slightly inclined. For example, "horizontal" merely means that the direction is more horizontal than "vertical" and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.
In the description of the present application, it is further noted that, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
Examples
As shown in fig. 1, fig. 2 and fig. 3, a ship power system combining a fuel cell and a lithium battery pack includes a first hydrogen storage system 1 and a second hydrogen storage system 2, an output end of the first hydrogen storage system 1 is connected to an input end of a first hydrogen energy fuel cell system 3, an output end of the first hydrogen energy fuel cell system 3 is connected to an input end of a first DCDC converter 4, an output end of the first DCDC converter 4 is connected to a first input end of a power distribution unit 5, an output end of the second hydrogen storage system 2 is connected to an input end of a second hydrogen energy fuel cell system 6, an output end of the second hydrogen energy fuel cell system 6 is connected to an input end of a second DCDC converter 7, and an output end of the second DCDC converter 7 is connected to a second input end of the power distribution unit 5;
the power supply system further comprises a first lithium battery system 8 and a second lithium battery system 9, wherein the output end of the first lithium battery system 8 is connected with the input end of a first bidirectional DCDC converter 10, the output end of the first bidirectional DCDC converter 10 is connected with the third input end of the power distribution unit 5, the output end of the second lithium battery system 9 is connected with the input end of a second bidirectional DCDC converter 11, and the output end of the second bidirectional DCDC converter 11 is connected with the fourth input end of the power distribution unit 5;
a first path of output end of the power distribution unit 5 is connected with an input end of a first DCAC converter 12, and an output end of the first DCAC converter 12 is connected with an input end of a marine load unit 13; the second output end of the power distribution unit 5 is connected with the input end of a first main propulsion motor controller 14, and the output end of the first main propulsion motor controller 14 is connected with the input end of a first motor 15; the third path output end of the power distribution unit 5 is connected with the input end of a second main propulsion motor controller 16, and the output end of the second main propulsion motor controller 16 is connected with the input end of a second motor 17;
the system is characterized by further comprising a control management system 18, wherein the control management system 18 is in communication connection with the first hydrogen energy fuel cell system 3 and the second hydrogen energy fuel cell system 6, and the control management system 18 is in communication connection with the first lithium cell system 8, the second lithium cell system 9, the first main propulsion motor controller 14 and the second main propulsion motor controller 16.
The first hydrogen storage system 1 and the second hydrogen storage system 2 comprise hydrogen cylinder sets, explosion-proof protection devices and auxiliary systems, the hydrogen cylinder sets are provided with the explosion-proof protection devices, and the hydrogen cylinder sets are connected with the auxiliary systems through hydrogen pipelines. The auxiliary system comprises an air compressor, a humidifier, a pressure regulating device, a gas flow controller, a temperature controller and a power regulator, wherein the air compressor, the pressure regulating device, the gas flow controller and the power regulator are connected with the hydrogen cylinder group through a hydrogen pipeline, and the humidifier is arranged on the periphery of the hydrogen cylinder group through the temperature controller.
In the invention, the first hydrogen energy fuel cell system 3 and the second hydrogen energy fuel cell system 6 both comprise a plurality of independent fuel cell units and fuel cell controllers of the fuel cell units correspondingly matched with the independent fuel cell units, the fuel cell units are connected with the fuel cell controllers, and the fuel cell controllers are in communication connection with the control management system 18.
In the invention, the first lithium battery system 8 and the second lithium battery system 9 both comprise a polymer lithium ion battery pack and a lithium battery pack controller correspondingly matched with the polymer lithium ion battery pack, the polymer lithium ion battery pack is connected with the lithium battery pack controller, and the lithium battery pack controller is in communication connection with the control management system 18.
The control management system 18 of the present invention includes a controller and a monitor, the controller is communicatively coupled to the monitor, and the monitor is communicatively coupled to the detection system.
The detection system comprises a fire alarm detection sensor, a hydrogen content detection sensor and a temperature monitoring sensor, the fire alarm detection sensor, the hydrogen content detection sensor and the temperature monitoring sensor are arranged in the first hydrogen fuel cell system 3 and the second hydrogen fuel cell system 6, and the fire alarm detection sensor and the temperature monitoring sensor are arranged in the first lithium cell system 8, the second lithium cell system 9, the first main propulsion motor controller and the second main propulsion motor controller.
The emergency shutdown device is connected with the control management system 18 and is installed in the first hydrogen fuel cell system 3, the second hydrogen fuel cell system 6, the first lithium cell system 8 and the second lithium cell system 9.
The controller comprises 2 less controllers, wherein one controller is a master controller, and the other controller is a standby controller, and the controllers are in communication connection with each other.
Fuel cell system (FCS Fuel-cell control system): the system is mainly responsible for the safe and stable operation of the single fuel cell unit system. The power demand of the ship is usually large, so a plurality of fuel cell units are selected to meet the power demand of the ship in general; each fuel cell unit is controlled by a separate fuel cell controller. The fuel cell controller and the controller communicate through a CAN2.0 communication protocol, the fuel cell controller CAN send important alarm and emergency events to the controller according to preset alarm levels, the controller CAN make corresponding decisions according to the sent information, and the controller CAN inform the motor controller to reduce the speed in case of emergency so as to keep the safe and stable operation of the ship.
Lithium battery system: the lithium Battery pack control System comprises a polymer lithium ion Battery (Li-po) group and a lithium Battery pack controller (BMS Battery Management System), wherein the lithium Battery pack controller is mainly used for managing the normal operation of the lithium Battery pack and preventing the lithium Battery pack from being overcharged and overdischarged, meanwhile, when any Battery in the Battery pack breaks down, the Battery pack controller sends fault information to a main controller in time through a CAN2.0 communication protocol, and the controller CAN disconnect a switch of the Battery pack to cut off the Battery pack from a power grid.
Control Management System (Yacht Management System): the controller can control the fuel cell and the lithium battery pack to simultaneously supply power to the load when the power demand of the load is high; when the load power demand is small, the controller can control the fuel cell to independently supply power to the load, and simultaneously charge the lithium battery pack until the electric quantity of the lithium battery pack reaches 80% of the rated electric quantity; when the ship is emergently braked, the controller controls the output power of the fuel cell to be rapidly reduced and simultaneously commands the motor controller and the fuel cell to simultaneously charge the lithium battery pack so as to receive electric energy generated in the process that the fuel cell is reduced from a large load to a small load until the load is 0 and electric energy generated in the process that the motor is rapidly reduced from high-speed rotation to low rotation speed until the rotation speed is 0. The monitor is responsible for monitoring the power system of the whole ship, and when the system operation parameters exceed the preset alarm values, the system can activate corresponding alarms to inform operators on board to check and process in time.
Emergency Shutdown system (ESD Emergency Shutdown Device): the system is used as an independent control system, and under an emergency condition, the safety and stable operation of the whole ship are ensured by switching off or cutting off corresponding equipment. When the system is in emergency, the emergency cut-off measures are taken. For example: when a crew inspects the ship, hydrogen leakage in a certain area is found, and when an emergency stop button in the area is pressed down, the emergency cut-off system can cut off corresponding equipment according to a pre-designed program, and normal operation of ship equipment in other areas is guaranteed. The security system is mainly responsible for the stability and safety of the whole power system of the ship and the navigation of the ship, for example: when a fire occurs at a certain position of the ship, the main controller sends a command to shut off the supply of hydrogen in the corresponding area and shut down the corresponding fuel cell so as to ensure the normal navigation of the ship.
Motor controller (DCAC): the controller mainly ensures the safe and normal operation of the main propulsion motor, and after receiving a rotating speed signal sent by the operating handle, the controller is used as an execution device to control the propulsion motor to correspondingly accelerate and decelerate so as to meet the corresponding operation performance of the ship.
Detection System (MS: Monitoring system): the System comprises a Fire alarm Detection System (FDS Fire Detection System), a hydrogen content Detection System (GDS Gas Detection System) and a Temperature Monitoring System (TMS Temperature Monitoring System). The Fire Detection System (FDS) mainly detects fire in each area of the ship and sends corresponding alarm to the main controller through CAN2.0 communication protocol, and the controller CAN analyze and judge and make corresponding decision.
Hydrogen content detection system (GDS): the hydrogen leakage monitoring system mainly monitors every area of a ship where hydrogen leakage is likely to occur, when the gas concentration reaches a certain degree, an alarm is activated, the corresponding alarm is sent to a main controller, and the controller analyzes, judges and makes corresponding decisions.
Temperature control system (TMS): the temperature monitoring system mainly monitors the temperature of a lithium battery pack, a motor, a fuel cell system and the like, when the temperature reaches a certain degree, an alarm is activated, a corresponding alarm is sent to the controller, and the controller analyzes, judges and makes a corresponding decision.
The fuel cell and the lithium battery pack are simultaneously connected in parallel on a bus of the direct current power distribution system, and meanwhile, the direct current power distribution system outputs electric energy to the input side (DCAC) of a motor controller of the main electric power propulsion system. The operating handle of the ship cab communicates with the motor controller in a hard wire and CAN2.0 communication mode and sends a speed command to the motor controller, the motor controller controls the rotating speed of a ship main propulsion motor by changing output voltage and frequency after receiving the real-time speed command, and the rear end of the motor is directly connected with a propeller so as to control the forward and backward speeds of the ship. When the ship has a high-power demand, the fuel cell and the lithium battery pack can release electric energy to the load side at the same time so as to meet the power demand of the load side; when the power demand of a ship is low, the navigational speed is low or the emergency brake is performed, the fuel cell can also charge the lithium battery pack besides meeting the power demand of the load side.
The working principle of the invention is as follows:
the fuel cell unit is used as a main power source of the ship to provide energy for the ship, the lithium battery pack is used as an auxiliary energy source to be assisted by the bidirectional DCDC converter, and when the power demand of the ship is high, the stored electric energy is released to a direct current power grid to provide power for the ship; when the ship is in emergency deceleration or braking, the electric energy generated in the load reduction process of the fuel cell and the speed reduction process of the propeller is stored, and the safety and the stability of equipment and facilities are ensured. The controller realizes the energy management system of the whole ship through double-network communication among the fuel cell controller, the hydrogen storage unit controller, the lithium battery pack battery management system controller, the propulsion motor controller, the fire alarm system, the hydrogen detection system and the emergency cut-off system so as to ensure the safe and stable operation of the ship.
The controller of the power system in the invention adopts an advanced EEA (Electrical/Electric Architecture) framework to realize the rapid processing of data, and lays a solid foundation for the safety and stability of the whole ship power system through the powerful operation speed.
The main monitoring panel of the invention presents the main parameters of the whole ship power system to the operators and the operators on duty in a man-machine interface mode, such as: the GPS position of the ship, the real-time navigational speed, the rotating speed of the main propulsion motor, the winding temperature of the propulsion motor, the output current of the main propulsion motor controller, the torque force, the residual hydrogen amount of the hydrogen storage system, the real-time power generation power of the fuel cell, whether the lithium battery pack is charged or discharged, the residual electric quantity, the communication state among all systems and the like. Meanwhile, the monitoring system can also collect main alarm information of each subsystem and the main control system so as to prompt an operator on duty to find and process the problem quickly and timely.
The controller transmits contents to be transmitted to the shore through the data acquisition terminal module by a CAN communication protocol so as to record, analyze and judge; if VSAT communication is adopted, the ship only needs to be provided with an IP address for the system, and the controller CAN send data to the Ethernet topology through the CAN and the Ethernet communication conversion module and then send the data to the shore. Besides the main data of the whole power system, the data also comprises shipboard GPS information, navigational speed information and the like.
The controller and each subsystem controller realize redundancy through double CAN communication networks, and when one CAN network communication is interrupted, the other CAN network CAN still work normally, so as to ensure the stability of the whole system. Meanwhile, the controllers adopt a redundancy design, and are provided with two sets of controllers, one set of controllers is used, the other set of controllers is used and the other set of controllers is hot standby, so that when the running controllers are in failure, the other controller can take over the controllers in front of the controllers without disturbance, and the stability of the system is further enhanced.
The DCDC converter is used for boosting the voltage of the fuel cell DCDC to about 580VDC only by the action of unidirectional boosting, and then the voltage of the fuel cell DCDC is sent to the direct current bus, and the DCDC is controlled by the fuel cell controller. The lithium battery pack DCDC is a bidirectional DCDC converter, and when the voltage of the busbar is lower than the voltage of the lithium battery pack boosted by the DCDC, electric energy is released to the direct-current busbar; and when the direct-current busbar voltage is higher than 660VDC, charging the lithium battery pack. The DCDC converter is controlled by a controller.
A main propulsion motor controller (DCAC) having a maximum drive capability of 350Kva for driving a main propulsion motor rated at 250Kw, 3000 rpm. The master control handle has two paths of signals to be sent to the motor controller, and one path is that the CAN2.0 communication interface is sent to the CAN2.0 communication interface 1 of the motor controller; in the other path, a +/-10V control handle potentiometer signal is sent to a signal input side wiring terminal of the motor controller through a hard wire (a two-core shielding wire), then the motor controller converts the +/-10V electric signal into a +/-3000 rpm motor corresponding rotating speed signal which is taken as a target, and finally the feedback rotating speed of the motor is consistent with the target rotating speed in a VVVF mode. Simultaneously, the controller also CAN be cut the communication line to motor controller CAN2.0 communication interface 2 through the mode of CAN2.0 communication and communicate, and motor controller CAN send some main parameters of this controller and motor operation to the controller, and then sends main control interface and shore through the controller to operating personnel data manages. And the controller can send a rapid load shedding signal (rapid speed reduction signal) to the motor controller in an emergency so as to ensure the stability of the ship power system. For example: a certain fuel cell unit suddenly fails and stops working, etc.
The communication navigation equipment on the ship CAN convert GPS ship position signals, ship speed to ground and sea, draught, course, wind speed and other signals into CAN2.0 communication through a signal converter by a NEMA-0183 communication protocol, and further directly communicate with the main controller.
All fuel cell units and lithium battery packs in the power system are connected in parallel on a direct current bus, and under a normal sailing state, the power requirement of the ship power system is provided by electric energy generated by power generation of the fuel cell units; when the ship needs to operate at the highest navigational speed, the electric energy generated by the fuel cell can not completely cover the power requirement required by the power system, and at the moment, the lithium battery pack can be automatically put into use to release the electric energy to the power grid so as to meet the requirement of the power system; when the ship speed is low, the fuel cell can charge the lithium battery pack as required under the control of the main controller; when the ship is stopped, the lithium battery pack can release electric energy to a power grid to supply power for facilities and equipment such as air conditioners, lighting and kitchen equipment on the ship, and when the voltage of the lithium battery pack is close to the lower limit of the 522VDC release electric energy voltage, the fuel battery unit can be automatically put into operation under the control of the main controller, takes over the load of the lithium battery pack, continuously increases the power output and then reversely charges the lithium battery pack.
The command signal of the main control handle CAN be communicated with the controller in a CAN2.0 communication mode, and after the controller receives the command signal of the control handle, the controller CAN make a judgment according to the current situation of the power system, whether the operation of the fuel cell unit needs to be increased or reduced, and the operation of the lithium battery pack also comprises the input and the cut-off of the lithium battery pack and the like. Meanwhile, in order to ensure the stable operation of the system, the controller can send a load limiting value to the motor controller in real time, aiming at ensuring that the motor load can normally accelerate and decelerate at a certain speed according to a certain curve on the premise of ensuring the safe and stable operation of the fuel cell unit.
After the system is started, the controller firstly checks whether the lithium battery pack switch on the busbar is switched on, and if the lithium battery pack switch on the busbar is not switched on, the controller gives an alarm to inform an attendant to check, confirm and switch on the lithium battery pack switch so as to ensure that the auxiliary control equipment and the DC24V of the system supply power. At the same time, the controller will check whether the position of the joystick is at zero and whether the power system start button is pressed.
The starting conditions of the power system are as follows:
1. when the lithium battery pack is switched on, the fuse of the lithium battery pack works normally and the BMS works normally;
2. the operating handle is at a zero position;
3. the powertrain stop button is not activated.
If the conditions are not met, but the contacts of the start button are always in a locked state, the system will report a fault to notify the attendant to check the start button. If the start condition is met, then the operator needs to press the start button for more than 5 seconds before the start command for the powertrain will be activated.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, it should be noted that, for those skilled in the art, many modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (9)
1. A ship power system combining a fuel cell and a lithium battery pack is characterized in that: the hydrogen storage system comprises a first hydrogen storage system (1) and a second hydrogen storage system (2), wherein the output end of the first hydrogen storage system (1) is connected with the input end of a first hydrogen energy fuel cell system (3), the output end of the first hydrogen energy fuel cell system (3) is connected with the input end of a first DCDC converter (4), the output end of the first DCDC converter (4) is connected with the first path of input end of a power distribution unit (5), the output end of the second hydrogen storage system (2) is connected with the input end of a second hydrogen energy fuel cell system (6), the output end of the second hydrogen energy fuel cell system (6) is connected with the input end of a second DCDC converter (7), and the output end of the second DCDC converter (7) is connected with the second path of input end of the power distribution unit (5);
the power supply system is characterized by further comprising a first lithium battery system (8) and a second lithium battery system (9), wherein the output end of the first lithium battery system (8) is connected with the input end of a first bidirectional DCDC converter (10), the output end of the first bidirectional DCDC converter (10) is connected with the third input end of the power distribution unit (5), the output end of the second lithium battery system (9) is connected with the input end of a second bidirectional DCDC converter (11), and the output end of the second bidirectional DCDC converter (11) is connected with the fourth input end of the power distribution unit (5);
the first path of output end of the power distribution unit (5) is connected with the input end of a first DCAC converter (12), and the output end of the first DCAC converter (12) is connected with the input end of a marine load unit (13); the second output end of the power distribution unit (5) is connected with the input end of a first main propulsion motor controller (14), and the output end of the first main propulsion motor controller (14) is connected with the input end of a first motor (15); the third path output end of the power distribution unit (5) is connected with the input end of a second main propulsion motor controller (16), and the output end of the second main propulsion motor controller (16) is connected with the input end of a second motor (17);
the system is characterized by further comprising a control management system (18), wherein the control management system (18) is in communication connection with the first hydrogen fuel cell system (3) and the second hydrogen fuel cell system (6), and the control management system (18) is in communication connection with the first lithium battery system (8), the second lithium battery system (9), the first main propulsion motor controller (14) and the second main propulsion motor controller (16).
2. The combined fuel cell and lithium battery marine power system of claim 1, wherein: the first hydrogen storage system (1) and the second hydrogen storage system (2) comprise hydrogen cylinder sets, explosion-proof protection devices and auxiliary systems, the hydrogen cylinder sets are provided with the explosion-proof protection devices, and the hydrogen cylinder sets are connected with the auxiliary systems through hydrogen pipelines.
3. The combined fuel cell and lithium battery marine power system of claim 2, wherein: the auxiliary system (113) comprises an air compressor, a humidifier, a pressure regulating device, a gas flow controller, a temperature controller and a power regulator, wherein the air compressor, the pressure regulating device, the gas flow controller and the power regulator are connected with the hydrogen cylinder group (111) through a hydrogen pipeline, and the humidifier is arranged on the periphery of the hydrogen cylinder group (111) through the temperature controller.
4. The combined fuel cell and lithium battery marine power system of claim 1, wherein: the first hydrogen energy fuel cell system (3) and the second hydrogen energy fuel cell system (6) respectively comprise a plurality of independent fuel cell units and fuel cell controllers of the fuel cell units correspondingly matched with the independent fuel cell units, the fuel cell units are connected with the fuel cell controllers, and the fuel cell controllers are in communication connection with a control management system (18).
5. The combined fuel cell and lithium battery marine power system of claim 1, wherein: the first lithium battery system (8) and the second lithium battery system (9) both comprise a polymer lithium ion battery pack and a lithium battery pack controller correspondingly matched with the polymer lithium ion battery pack, the polymer lithium ion battery pack is connected with the lithium battery pack controller, and the lithium battery pack controller is in communication connection with the control management system (18).
6. The combined fuel cell and lithium battery marine power system of claim 1, 4 or 5, wherein: the control management system (18) includes a controller communicatively coupled to a monitor, and a monitor communicatively coupled to a detection system.
7. The combined fuel cell and lithium battery marine power system of claim 6, wherein: the detection system comprises a fire alarm detection sensor, a hydrogen content detection sensor and a temperature monitoring sensor, the fire alarm detection sensor, the hydrogen content detection sensor and the temperature monitoring sensor are arranged in the first hydrogen energy fuel cell system (3) and the second hydrogen energy fuel cell system (6), and the fire alarm detection sensor and the temperature monitoring sensor are arranged in the first lithium cell system (8), the second lithium cell system (9), the first main propulsion motor controller and the second main propulsion motor controller.
8. The combined fuel cell and lithium battery marine power system of claim 1, wherein: the emergency cut-off device is connected with a control management system (18) and installed in a first hydrogen fuel cell system (3), a second hydrogen fuel cell system (6), a first lithium battery system (8) and a second lithium battery system (9).
9. The combined fuel cell and lithium battery marine power system of claim 6, wherein: the controller comprises 2 sets of controllers, one is a master controller, the other is a standby controller, and the controllers are in communication connection with each other.
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| CN202210179232.2A CN114348222A (en) | 2022-02-25 | 2022-02-25 | Ship power system combining fuel cell and lithium battery pack |
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