CN118572812A - Ship electric power system for reducing power configuration of direct-current conversion unit of pure electric ship - Google Patents
Ship electric power system for reducing power configuration of direct-current conversion unit of pure electric ship Download PDFInfo
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- CN118572812A CN118572812A CN202410344123.0A CN202410344123A CN118572812A CN 118572812 A CN118572812 A CN 118572812A CN 202410344123 A CN202410344123 A CN 202410344123A CN 118572812 A CN118572812 A CN 118572812A
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- propulsion
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- 238000006243 chemical reaction Methods 0.000 title claims abstract description 67
- 230000003749 cleanliness Effects 0.000 abstract 1
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000007599 discharging Methods 0.000 description 2
- 230000008676 import Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000003745 diagnosis Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
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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
- 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
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/10—Parallel operation of dc sources
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/10—Parallel operation of dc sources
- H02J1/106—Parallel operation of dc sources for load balancing, symmetrisation, or sharing
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J4/00—Circuit arrangements for mains or distribution networks not specified as ac or dc
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J5/00—Circuit arrangements for transfer of electric power between ac networks and dc networks
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J2207/20—Charging or discharging characterised by the power electronics converter
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Supply And Distribution Of Alternating Current (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention relates to the technical field of ships and ocean engineering, in particular to a ship power system for reducing the power configuration of a direct-current conversion unit of a pure electric ship, which is characterized in that a storage battery system is connected with the input end of a direct-current busbar, the output end of the direct-current busbar is respectively connected with the input end of a first propulsion frequency converter and the input end of a second propulsion frequency converter, so that the first propulsion frequency converter and the second propulsion frequency converter have a larger voltage application range, and the voltage variation caused by the charge and discharge of a storage battery in the storage battery system can be solved through the adjustment of the first propulsion frequency converter and the second propulsion frequency converter; the boost or buck control of the first DC/DC conversion unit and the second DC/DC conversion unit can ensure the stability and availability of the input terminal voltage of the first daily inverter and the input terminal voltage of the second inverter, and at the same time ensure the cleanliness of the power grid.
Description
The present application is a divisional application which takes an invention patent with the application number 201910141859.7 as a parent application and the name of a ship power system as a parent application, wherein the application date is 2019, 02 and 26.
Technical Field
The invention relates to the technical field of ships and ocean engineering, in particular to a ship power system for reducing power allocation of a direct current conversion unit of a pure electric ship.
Background
The pure electric propulsion ship is a ship which uses a storage battery to provide a power source for the whole ship, and a typical electric power system mainly comprises a storage battery system, a power management system, a direct current distribution board, an alternating current distribution board, a DC/DC direct current conversion unit, a propulsion frequency converter, a daily inverter, a propulsion motor, a transformer, an AC380V ship daily load, an AC220V ship daily load and the like. In a traditional electric power system, the power consumption requirements of all loads (a propulsion motor load, an AC380V ship daily load and an AC220V ship daily load) are directly or indirectly provided by a direct current busbar in a direct current distribution board, and the direct current busbar power is provided by the output end of a DC/DC (direct current/direct current) conversion unit, at the moment, the power of the DC/DC conversion unit is larger than the sum of the propulsion motor and the ship daily load (the AC380V load and the AC220V load), and compared with a power supply system for a pure electric propulsion ship, the propulsion motor power is often much larger than the ship daily load, so that the DC/DC conversion unit with larger power is required to be selected to meet the power supply and distribution requirements. At present, the technology of a domestic high-power DC/DC direct-current conversion unit is immature, the equipment is selected and used depending on a powerful unit to temporarily develop or purchase import equipment with a plurality of fingers, and if the temporary development is performed, the initial investment is large; and purchasing import equipment has low cost performance. The large power DC/DC conversion unit occupies a relatively large space, whether it is installed in a DC power distribution board or independent of the DC power distribution board. And because the DC/DC conversion unit is positioned on the necessary path from the ship power supply to the propulsion power load and the daily load of the ship, when the DC/DC conversion unit fails, the power supply failure of a subsequent circuit is directly caused, and the safety of the ship is affected.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: a marine power system is provided.
In order to solve the technical problems, the invention adopts the following technical scheme:
a ship power system comprises a storage battery system and a direct current distribution board;
The direct current distribution board comprises a direct current busbar, a first propulsion frequency converter, a second propulsion frequency converter, a first DC/DC conversion unit, a second DC/DC conversion unit, a first daily inverter and a second daily inverter, wherein the storage battery system is connected with the input end of the direct current busbar, the output end of the direct current busbar is respectively connected with the input end of the first propulsion frequency converter and the input end of the second propulsion frequency converter, the output end of the direct current busbar is connected with the input end of the first daily inverter through the first DC/DC conversion unit, and the output end of the direct current busbar is connected with the input end of the second daily inverter through the second DC/DC conversion unit.
The invention has the beneficial effects that:
The storage battery system is connected with the input end of the direct current busbar, and the output end of the direct current busbar is respectively connected with the input end of the first propulsion frequency converter and the input end of the second propulsion frequency converter, so that the first propulsion frequency converter and the second propulsion frequency converter have a larger voltage application range, and the voltage variation caused by the charge and discharge of the storage battery in the storage battery system can be solved through the adjustment of the first propulsion frequency converter and the second propulsion frequency converter; the output end of the direct current busbar is connected with the input end of the first daily inverter through the first DC/DC conversion unit, the output end of the direct current busbar is connected with the input end of the second daily inverter through the second DC/DC conversion unit, and the voltage boosting or voltage reducing control of the first DC/DC conversion unit and the second DC/DC conversion unit can ensure the stability and the usability of the voltage of the input end of the first daily inverter and the voltage of the input end of the second inverter, and meanwhile, the cleanness of a power grid is ensured. And the ship power system designed by the scheme can reduce the system risk possibly existing in the power system and caused by the fault of the shared circuit.
Drawings
Fig. 1 is a schematic structural view of a marine power system according to the present invention;
description of the reference numerals:
1. a battery system; 101. a first battery subsystem; 102. a second battery subsystem; 103. a first battery management system; 104. a second battery management system;
2. A DC power distribution board; 201. a direct current busbar; 202. a first propulsion frequency converter; 203. a second propulsion frequency converter; 204. a first DC/DC conversion unit; 205. a second DC/DC conversion unit; 206. a first daily inverter; 207. a second daily inverter; k1, a first switch; k2, a second switch; k3, a third switch;
3. an alternating current busbar;
4. a first propulsion motor;
5. a second propulsion motor;
6. a first daily load;
7. a second daily load;
T1, a first transformer; t2, a second transformer.
Detailed Description
In order to describe the technical contents, the achieved objects and effects of the present invention in detail, the following description will be made with reference to the embodiments in conjunction with the accompanying drawings.
The most critical concept of the invention is as follows: by directly connecting the storage battery system with the direct current busbar, the system risk possibly existing in the power system and caused by the fault of the shared circuit is reduced.
Referring to fig. 1, the present invention provides the following technical solutions:
a ship power system comprises a storage battery system and a direct current distribution board;
The direct current distribution board comprises a direct current busbar, a first propulsion frequency converter, a second propulsion frequency converter, a first DC/DC conversion unit, a second DC/DC conversion unit, a first daily inverter and a second daily inverter, wherein the storage battery system is connected with the input end of the direct current busbar, the output end of the direct current busbar is respectively connected with the input end of the first propulsion frequency converter and the input end of the second propulsion frequency converter, the output end of the direct current busbar is connected with the input end of the first daily inverter through the first DC/DC conversion unit, and the output end of the direct current busbar is connected with the input end of the second daily inverter through the second DC/DC conversion unit.
From the above description, the beneficial effects of the invention are as follows:
The storage battery system is connected with the input end of the direct current busbar, and the output end of the direct current busbar is respectively connected with the input end of the first propulsion frequency converter and the input end of the second propulsion frequency converter, so that the first propulsion frequency converter and the second propulsion frequency converter have a larger voltage application range, and the voltage variation caused by the charge and discharge of the storage battery in the storage battery system can be solved through the adjustment of the first propulsion frequency converter and the second propulsion frequency converter; the output end of the direct current busbar is connected with the input end of the first daily inverter through the first DC/DC conversion unit, the output end of the direct current busbar is connected with the input end of the second daily inverter through the second DC/DC conversion unit, and the voltage boosting or voltage reducing control of the first DC/DC conversion unit and the second DC/DC conversion unit can ensure the stability and the usability of the voltage of the input end of the first daily inverter and the voltage of the input end of the second inverter, and meanwhile, the cleanness of a power grid is ensured. And the ship power system designed by the scheme can reduce the system risk possibly existing in the power system and caused by the fault of the shared circuit.
Further, the direct current distribution board further comprises a first switch and a second switch, the storage battery system comprises a first storage battery subsystem, a second storage battery subsystem, a first storage battery management system and a second storage battery management system, the first storage battery subsystem is connected with the first storage battery management system, the second storage battery subsystem is connected with the second storage battery management system, the first storage battery management system is connected with the direct current busbar through the first switch, and the second storage battery management system is connected with the direct current busbar through the second switch.
As can be seen from the above description, the battery system is connected to the dc bus via the first switch and the second switch, so that each battery subsystem in the battery system can independently supply power to the power system.
Further, a third switch is arranged on the direct current busbar, one end of the third switch is connected with one end of the first switch, and the other end of the third switch is connected with one end of the second switch.
Further, the voltage of the direct current busbar is 460-1000V.
Further, the power supply system further comprises an alternating current busbar, wherein the input end of the alternating current busbar is respectively connected with the output end of the first daily inverter and the output end of the second daily inverter.
As can be seen from the above description, the input ends of the ac busbar are respectively connected with the output ends of the first daily inverter and the second daily inverter to obtain a power supply to provide power for loads in the power system.
Further, the power supply further comprises a first transformer, a second transformer, a first daily load and a second daily load, wherein the output end of the alternating current busbar is respectively connected with one end of the first transformer, one end of the second transformer and the second daily load, and the first daily load is respectively connected with the other end of the first transformer and the other end of the second transformer.
Further, the power of the first DC/DC conversion unit is greater than the power of the first daily load and the power of the second daily load, respectively, and the power of the second DC/DC conversion unit is greater than the power of the first daily load and the power of the second daily load, respectively.
From the above description, it is known that the significant reduction of the power of the first DC/DC conversion unit and the power of the second DC/DC conversion unit can directly reduce the purchase difficulty and purchase cost of the equipment, and simultaneously reduce the volume of the equipment and the size of the direct current power distribution board, thereby saving space for the arrangement of the ship equipment.
Further, the motor driving device further comprises a first propulsion motor and a second propulsion motor, wherein the first propulsion motor is connected with the output end of the first propulsion inverter, and the second propulsion motor is connected with the output end of the second propulsion inverter.
As can be seen from the above description, the first propulsion motor is connected to the output end of the first propulsion inverter, the second propulsion motor is connected to the output end of the second propulsion inverter, the first propulsion motor obtains power from the first propulsion inverter, and the second propulsion motor obtains power from the second propulsion inverter to respectively provide propulsion power for the ship, and the voltage change of the dc bus caused by charging and discharging the storage battery is adapted by controlling the first propulsion inverter and the second propulsion inverter, so as to meet the propulsion power requirement of the ship.
Referring to fig. 1, a first embodiment of the present invention is as follows:
a ship power system comprises a storage battery system 1 and a direct current distribution board 2;
The direct current distribution board 2 comprises a direct current busbar 201, a first propulsion frequency converter 202, a second propulsion frequency converter 203, a first DC/DC conversion unit 204, a second DC/DC conversion unit 205, a first daily inverter 206 and a second daily inverter 207, the storage battery system 1 is connected with the input end of the direct current busbar 201, the output end of the direct current busbar 201 is respectively connected with the input end of the first propulsion frequency converter 202 and the input end of the second propulsion frequency converter 203, the output end of the direct current busbar 201 is connected with the input end of the first daily inverter 206 through the first DC/DC conversion unit 204, and the output end of the direct current busbar 201 is connected with the input end of the second daily inverter 207 through the second DC/DC conversion unit 205.
The direct current distribution board 2 further comprises a first switch K1 and a second switch K2, the storage battery system 1 comprises a first storage battery subsystem 101, a second storage battery subsystem 102, a first storage battery management system 103 and a second storage battery management system 104, the first storage battery subsystem 101 is connected with the first storage battery management system 103, the second storage battery subsystem 102 is connected with the second storage battery management system 104, the first storage battery management system 103 is connected with the direct current busbar 201 through the first switch K1, and the second storage battery management system 104 is connected with the direct current busbar 201 through the second switch K2.
The first battery subsystem 101 and the second battery subsystem 102 are each comprised of a number of batteries in series.
The first battery management system 103 and the second battery management system 104 are the same battery management system, have functions of battery state monitoring and analysis, charge and discharge control, fault diagnosis and the like, and are divided into an upper management system and a lower management system, wherein the lower management system monitors parameters such as voltage, current, temperature and the like of a single battery, and transmits the information to the upper management system; the upper management system is connected with the lower management system, monitors the voltage, the current, the battery system functions and the like of the battery subsystem, and transmits the information to the direct current distribution board.
The dc busbar 201 is provided with a third switch K3, one end of the third switch K3 is connected with one end of the first switch K1, and the other end of the third switch K3 is connected with one end of the second switch K2.
The voltage of the direct current busbar 201 is 460-1000V.
The power supply system further comprises an alternating current busbar 3, wherein the input end of the alternating current busbar 3 is respectively connected with the output end of the first daily inverter 206 and the output end of the second daily inverter 207.
The voltage of the alternating current busbar 3 is 380V.
The alternating current busbar is characterized by further comprising a first transformer T1, a second transformer T2, a first daily load 6 and a second daily load 7, wherein the output end of the alternating current busbar 3 is respectively connected with one end of the first transformer T1, one end of the second transformer T2 and the second daily load 7, and the first daily load 6 is respectively connected with the other end of the first transformer T1 and the other end of the second transformer T2.
The first daily load 6 is an AC220V load, i.e. using an AC power supply, and has a rated voltage of 220V.
The second daily load 7 is an AC380V load, i.e. using an alternating current power supply, and has a rated voltage of 380V.
The power of the first DC/DC conversion unit 204 is greater than the power of the first daily load 6 and the power of the second daily load 7, respectively, and the power of the second DC/DC conversion unit 205 is greater than the power of the first daily load 6 and the power of the second daily load 7, respectively.
The first propulsion motor 4 is connected with the output end of the first propulsion inverter 202, and the second propulsion motor 5 is connected with the output end of the second propulsion inverter 203.
Compared with a conventional power system, the scheme mainly has the following advantages:
1) The first propulsion frequency converter 202 and the second propulsion frequency converter 203 have larger voltage application range, and voltage variation caused by charging and discharging of the storage battery in the storage battery system 1 can be solved by adjusting the first propulsion frequency converter 202 and the second propulsion frequency converter 203.
2) The power system of the scheme only needs to consider the voltage problem of the input end of the first daily inverter 206 and the input end of the second daily inverter 207, and a low-power first DC/DC conversion unit 204 and a low-power second DC/DC conversion unit 205 can be arranged at the input end of the first daily inverter 206, so that the problem of voltage stability can be solved, meanwhile, the cleanness of a power grid is ensured, and the power of the first DC/DC conversion unit 204 and the power of the second DC/DC conversion unit 205 only need to be larger than the power of the first daily load 6 and the power of the second daily load 7, so that the power configuration requirements of the first DC/DC conversion unit 204 and the second DC/DC conversion unit 205 are greatly reduced.
3) Since the input end of the direct current busbar 201 reduces the first DC/DC conversion unit 204 and the second DC/DC conversion unit 205, the common circuit of the first propulsion motor circuit and the second propulsion motor circuit and the first daily load power supply circuit and the second daily load power supply circuit can be reduced, and the possible system risk caused by the fault of the common circuit is reduced.
4) The power of the DC/DC conversion unit is changed from the original requirement that the power is larger than the sum of the propulsion motor and the daily load to the requirement that the power is larger than the daily load, the power of the DC/DC conversion unit is obviously reduced, the purchase difficulty and the purchase cost of equipment are directly reduced, the size of the equipment is reduced, the size of a direct-current power distribution plate is reduced, and the space is saved for the arrangement of ship equipment.
In summary, in the ship electric power system provided by the invention, the storage battery system is connected with the input end of the direct current busbar, and the output end of the direct current busbar is respectively connected with the input end of the first propulsion frequency converter and the input end of the second propulsion frequency converter, so that the first propulsion frequency converter and the second propulsion frequency converter have a larger voltage application range, and the voltage variation caused by the charge and discharge of the storage battery in the storage battery system can be solved through the adjustment of the first propulsion frequency converter and the second propulsion frequency converter; the output end of the direct current busbar is connected with the input end of the first daily inverter through the first DC/DC conversion unit, the output end of the direct current busbar is connected with the input end of the second daily inverter through the second DC/DC conversion unit, and the voltage boosting or voltage reducing control of the first DC/DC conversion unit and the second DC/DC conversion unit can ensure the stability and the usability of the voltage of the input end of the first daily inverter and the voltage of the input end of the second inverter, and meanwhile, the cleanness of a power grid is ensured. And the ship power system designed by the scheme can reduce the system risk possibly existing in the power system and caused by the fault of the shared circuit.
The foregoing description is only illustrative of the present invention and is not intended to limit the scope of the invention, and all equivalent changes made by the specification and drawings of the present invention, or direct or indirect application in the relevant art, are included in the scope of the present invention.
Claims (6)
1. The ship power system for reducing the power configuration of the direct-current conversion unit of the pure electric ship is characterized by comprising a storage battery system and a direct-current distribution board;
The direct current distribution board comprises a direct current busbar, a first propulsion frequency converter, a second propulsion frequency converter, a first DC/DC conversion unit, a second DC/DC conversion unit, a first daily inverter and a second daily inverter, wherein the storage battery system is connected with the input end of the direct current busbar, the output end of the direct current busbar is respectively connected with the input end of the first propulsion frequency converter and the input end of the second propulsion frequency converter, the output end of the direct current busbar is connected with the input end of the first daily inverter through the first DC/DC conversion unit, and the output end of the direct current busbar is connected with the input end of the second daily inverter through the second DC/DC conversion unit;
The input end of the alternating current busbar is respectively connected with the output end of the first daily inverter and the output end of the second daily inverter;
The power supply system comprises a first transformer, a second transformer, a first daily load and a second daily load, wherein the output end of an alternating current busbar is respectively connected with one end of the first transformer, one end of the second transformer and the second daily load, the first daily load is respectively connected with the other end of the first transformer and the other end of the second transformer, the first daily load is an AC220V load, and the second daily load is an AC380V load.
2. The marine power system for reducing power profile of a direct current conversion unit for a battery powered marine vessel of claim 1, wherein the direct current power distribution board further comprises a first switch and a second switch, the battery system comprises a first battery subsystem, a second battery subsystem, a first battery management system, and a second battery management system, the first battery subsystem is connected to the first battery management system, the second battery subsystem is connected to the second battery management system, the first battery management system is connected to the direct current busbar through the first switch, and the second battery management system is connected to the direct current busbar through the second switch.
3. The ship power system for reducing the power configuration of a direct current conversion unit of a pure electric ship according to claim 2, wherein a third switch is arranged on the direct current busbar, one end of the third switch is connected with one end of the first switch, and the other end of the third switch is connected with one end of the second switch.
4. The marine power system for reducing power configuration of a direct current conversion unit of a pure electric marine vessel of claim 1, wherein the voltage of the direct current busbar is 460-1000V.
5. The marine power system of claim 1, wherein the power of the first DC/DC conversion unit is greater than the power of the first daily load and the power of the second daily load, respectively, and the power of the second DC/DC conversion unit is greater than the power of the first daily load and the power of the second daily load, respectively.
6. The marine power system for reducing power configuration of a direct current conversion unit of a pure electric marine vessel of claim 1, further comprising a first propulsion motor and a second propulsion motor, the first propulsion motor being connected to an output of the first propulsion inverter and the second propulsion motor being connected to an output of the second propulsion inverter.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410344123.0A CN118572812A (en) | 2019-02-26 | 2019-02-26 | Ship electric power system for reducing power configuration of direct-current conversion unit of pure electric ship |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410344123.0A CN118572812A (en) | 2019-02-26 | 2019-02-26 | Ship electric power system for reducing power configuration of direct-current conversion unit of pure electric ship |
| CN201910141859.7A CN109888865B (en) | 2019-02-26 | 2019-02-26 | Ship electric power system |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910141859.7A Division CN109888865B (en) | 2019-02-26 | 2019-02-26 | Ship electric power system |
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| CN118572812A true CN118572812A (en) | 2024-08-30 |
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| CN202410344123.0A Pending CN118572812A (en) | 2019-02-26 | 2019-02-26 | Ship electric power system for reducing power configuration of direct-current conversion unit of pure electric ship |
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| CN110868095B (en) * | 2019-11-15 | 2021-08-10 | 中国舰船研究设计中心 | DC-AC inverter for ship regional power distribution |
| CN112436516A (en) * | 2020-11-05 | 2021-03-02 | 中船动力研究院有限公司 | Ship alternating current and direct current power system and control method thereof |
| CN113955064A (en) * | 2021-11-24 | 2022-01-21 | 江南造船(集团)有限责任公司 | Electric energy application system and application method of liquid hydrogen transport ship |
| CN113998090A (en) * | 2021-12-06 | 2022-02-01 | 国网智慧能源交通技术创新中心(苏州)有限公司 | Power configuration system of battery power ship and ship |
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| JP6676276B2 (en) * | 2014-08-19 | 2020-04-08 | ジャパンマリンユナイテッド株式会社 | Storage battery propulsion system and storage battery propulsion ship |
| CN105977984B (en) * | 2016-06-28 | 2018-12-21 | 江苏省镇江船厂（集团）有限公司 | Frequency conversion main power source Ship Power Station |
| CN106985992A (en) * | 2017-03-23 | 2017-07-28 | 山西汾西重工有限责任公司 | Ship direct current networking electric propulsion system and regulation and control method with pulse load |
| CN107416164A (en) * | 2017-03-23 | 2017-12-01 | 山西汾西重工有限责任公司 | Ship direct current networking electric propulsion system based on synchronous motor diesel generating set |
| CN209730839U (en) * | 2019-02-26 | 2019-12-03 | 福建省福船海洋工程技术研究院有限公司 | Ship electric power system |
-
2019
- 2019-02-26 CN CN201910141859.7A patent/CN109888865B/en active Active
- 2019-02-26 CN CN202410344123.0A patent/CN118572812A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| CN109888865B (en) | 2024-06-07 |
| CN109888865A (en) | 2019-06-14 |
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