Multi-source coordinated recovery method and system for ship waste heat

Abstract

According to the ship waste heat multi-source coordinated recovery method and system, ship multi-source temperature signals and heat exchange pipeline layout are collected, and heat value rating is carried out on the temperature signals to form heat grade distribution; high-quality hot spots are positioned to establish heat exchange contact, and a dense heating area is formed through cascade strengthening; constructing a thermal load fluctuation curve to identify an intermittent heat supply source, and establishing a thermal circuit intersection to form a flexible heat supply field; dividing effective temperature levels, configuring hierarchical heat exchange to generate a stepped utilization chain, and forming a heat storage and release network output coordination control table; exporting a flow direction guide field, identifying a heat loss node, setting a compensation channel, remodeling a network thermal state through gradient utilization network mapping to obtain a whole network thermal spectrum, and identifying heat flow convergence characteristics to determine a convergence center; and carrying out supply-demand coordination analysis to identify a supply-demand difference value and a reserve capacity, carrying out fluctuation evaluation to generate a coordination margin configuration regulation and control response strategy, completing waste heat multi-source coordination recovery, and improving the ship energy utilization efficiency and the system operation stability.

Description

Technical Field

[0001] This invention relates to the field of heat pump control technology, and in particular to a method and system for multi-source coordinated recovery of waste heat from ships. Background Technology

[0002] During the operation of ship main and auxiliary engines, approximately 50%-60% of the fuel energy is emitted in the form of exhaust, cooling water, and lubricating oil, with temperatures ranging from hundreds to tens of degrees Celsius, representing a huge potential for recovery. Existing recovery technologies mostly focus on a single temperature parameter, failing to comprehensively assess the impact of factors such as temperature, flow rate, and availability on the value of thermal energy. This results in high-quality heat sources not being prioritized for utilization, while low-quality heat sources are subject to excessive investment.

[0003] Meanwhile, ship auxiliary machinery frequently starts and stops based on electrical load, and some heat sources exhibit intermittent supply characteristics. The existing system lacks adjustment and buffering mechanisms, forcing shutdowns or causing a sharp drop in efficiency when heat sources are interrupted. In addition, when heat sources of multiple temperature levels converge into the same system, there is a lack of graded matching strategies and tiered utilization mechanisms. The pipeline network design lacks overall optimization, transmission losses are not identified and recovered, and the dynamic matching capability between supply and demand is insufficient, which restricts the overall performance and stability of waste heat recovery. Summary of the Invention

[0004] This invention discloses a method and system for multi-source coordinated recovery of waste heat from ships. By collecting multi-source temperature signals and performing calorific value rating to form a heat grade distribution, high-quality hot spots are located and dense heat collection zones are formed through cascade reinforcement. For heat load fluctuations, intermittent heat sources are identified and a flexible heating field is established. A tiered heat exchange and heat storage / release network is configured to achieve tiered temperature utilization. A flow direction guiding field is derived to obtain the thermal spectrum of the entire network and the confluence center is located. Supply and demand coordination analysis is performed and control response strategies are configured to ultimately achieve tiered, efficient, and coordinated recovery of multi-source waste heat.

[0005] The first aspect of this invention proposes a method for coordinated multi-source recovery of waste heat from ships, comprising the following steps: Collect multi-source temperature signals and heat exchange pipeline layout during ship operation. The multi-source temperature signals cover the high-temperature section of the main engine and the medium-temperature section of the auxiliary engine. Perform calorific value rating on the multi-source temperature signals to form a heat grade distribution. Based on the heat quality distribution, high-quality hot spots are located, and the heat dissipation location is obtained by source analysis of the high-quality hot spots. Heat exchange contact is established at the heat dissipation location to generate heat collection conditions. Through the heat collection conditions, cascade enhancement is implemented to form a dense heat collection area. A heat load fluctuation curve is constructed based on the fluctuation pattern of the auxiliary machine in the medium temperature range. Intermittent heat sources are identified from the heat load fluctuation curve. The intermittent heat sources are matched with the heat exchange pipeline layout to establish heat path intersection points. The flow distribution is derived from the heat path intersection points to form a flexible heating field. Based on the temperature difference of the dense heating zone, an effective temperature level is divided. Within the effective temperature level, a hierarchical heat exchange is configured to generate a stepped utilization chain. A heat storage and release network is formed based on the stepped utilization chain. A coordinated control table is output based on the cross arrangement of the heat storage and release network and the flexible heating field. The flow direction guidance field is derived from the resistance distribution of the coordinated control table. The network thermal state is reshaped based on the flow direction guidance field to obtain the whole network thermal spectrum. The convergence feature of the whole network thermal spectrum is identified to determine the confluence center. Based on the supply and demand coordination analysis conducted at the confluence center, the supply and demand gap and reserve capacity are identified. Fluctuation assessments are performed on the supply and demand gap and the reserve capacity to generate a coordination margin. Based on the coordination margin, a control response strategy is configured to complete the multi-source coordinated recovery of waste heat.

[0006] A second aspect of this invention proposes a multi-source coordinated recovery system for ship waste heat, comprising: The heat source rating module is used to collect multi-source temperature signals and heat exchange pipeline layout during ship operation. The multi-source temperature signals cover the high-temperature section of the main engine and the medium-temperature section of the auxiliary engine. The module performs calorific value rating on the multi-source temperature signals to form a heat grade distribution. The heat flow capture module is used to locate high-quality hot spots based on the heat quality distribution, perform source analysis on the high-quality hot spots to obtain heat dissipation locations, establish heat exchange contact at the heat dissipation locations to generate heat collection conditions, and implement cascade enhancement through the heat collection conditions to form a dense heat collection area. The heating distribution module is used to construct a heat load fluctuation curve based on the fluctuation pattern of the auxiliary machine in the medium temperature range, identify intermittent heat sources from the heat load fluctuation curve, match the intermittent heat sources with the heat exchange pipeline layout to establish heat path intersection points, and use the heat path intersection points to deduce flow distribution to form a flexible heating field. The heat storage coordination module is used to divide the effective temperature steps based on the temperature difference of the dense heat collection area, configure the hierarchical heat exchange to generate a stepped utilization chain within the effective temperature steps, form a heat storage and release network based on the stepped utilization chain, and output a coordination control table according to the cross arrangement of the heat storage and release network and the flexible heating field. The heating network optimization module is used to derive the flow direction guidance field through the resistance distribution of the coordination control table, reshape the network thermal state based on the flow direction guidance field to obtain the whole network thermal spectrum, and identify the convergence characteristics of the whole network thermal spectrum to determine the confluence center. The supply and demand balancing module is used to perform supply and demand coordination analysis based on the confluence center to identify the supply and demand difference and reserve capacity, perform fluctuation assessment on the supply and demand difference and the reserve capacity to generate a coordination margin, configure the control response strategy based on the coordination margin, and complete the multi-source coordinated recovery of waste heat.

[0007] The beneficial effects of this invention are reflected in the following points: 1. A multi-dimensional evaluation system for temperature signals is established, and the heat source is classified according to its comprehensive analysis of temperature, heat scale, and transmission loss, providing a basis for differentiated configuration of heat sources of different qualities. In the heat acquisition stage, heat exchange contact is established at the heat dissipation location of high-quality hot spots to generate heat collection conditions, heat blocking boundaries are established to block heat diffusion outward, and heat flow path optimization guides heat to converge towards the working fluid channel, forming a priority heat transfer path to promote directional heat transfer, so that the dispersed heat is gathered into a concentrated area to form a high heat flux zone. Through cascade enhancement and boundary compaction, a dense heat collection zone with high power density is constructed in a compact space, meeting the heat capture requirements under the limited space conditions of ship engine room. 2. To address the intermittent heating problem caused by the intermittent operation of auxiliary machinery, the start-up and shutdown patterns of heat sources are identified through heat load fluctuation curve analysis and heating intermittency. At the pipeline confluence node, the mixed flow driving force converted from flow velocity deviation is used to achieve adaptive flow allocation, so that the flow distribution can automatically adapt to changes in upstream heat sources. Simultaneously, based on the temperature gradient, effective temperature levels are divided to configure multi-stage heat exchange, forming a tiered utilization chain. Phase change thermal storage technology is introduced, and the heat release start point is generated by aligning the thermal storage working window with the low-load period. The circulation sequence of the thermal storage medium is arranged according to temperature levels to form a heat replenishment sequence. Energy is stored during periods of excess heat source and released to replenish during periods of deficiency, enhancing the system's tolerance to heat source fluctuations. 3. A global heat flow analysis framework for the pipeline network is constructed. The flow direction guidance field is derived through resistance distribution, identifying heat loss nodes formed at locations such as valve throttling, sudden changes in pipe diameter, and abrupt changes in flow direction. Traditional waste heat recovery systems only focus on the primary utilization of the main heat source, while heat loss due to concentrated resistance during pipeline transmission is often considered an unavoidable loss. By setting compensation channels at heat loss nodes and using small heat exchangers to capture this lost heat, and connecting multiple compensation channels in series according to temperature levels to form a tiered utilization network, the heat that was originally considered a loss is converted into usable heat resources, realizing the secondary recovery of waste heat. Furthermore, by identifying key heat collection locations through the entire network's thermal spectrum, a real-time supply and demand comparison mechanism was established. The supply and demand difference was quantified and corresponding reserve capacity was configured. Based on the system's coordination margin, three-level control strategies of conventional, active, and emergency were configured, achieving coordinated operation under multiple heat sources and multiple operating conditions, and optimized utilization of heat throughout the entire process.

[0008] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0009] The accompanying drawings illustrate specific examples of the technical solutions described in this invention and, together with the detailed embodiments, form part of the specification, serving to explain the technical solutions, principles, and effects of this invention.

[0010] Unless otherwise specified, the same reference numerals in different figures represent the same or similar technical features, and different reference numerals may be used to represent the same or similar technical features.

[0011] Figure 1 This is a schematic flowchart of the multi-source coordinated recovery method for ship waste heat according to the present invention.

[0012] Figure 2 This is a structural block diagram of the ship waste heat multi-source coordinated recovery system of the present invention. Detailed Implementation

[0013] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0014] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0015] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0016] The technical solutions of the embodiments of this application will be described below.

[0017] like Figure 1 As shown, this embodiment of the invention provides a method for coordinated multi-source recovery of waste heat from ships, including the following steps S110-S160: Step S110: Collect multi-source temperature signals and heat exchange pipeline layout during ship operation. The multi-source temperature signals cover the high-temperature section of the main engine and the medium-temperature section of the auxiliary engine. Perform calorific value rating on the multi-source temperature signals to form a heat grade distribution.

[0018] Specifically, a network of temperature sensors is deployed at key locations in the waste heat emissions of the ship's main engine and auxiliary engines to monitor the temperature data of each waste heat source in real time. Thermocouple temperature sensors are installed at locations such as the main engine exhaust manifold outlet, the turbocharger rear end, the cylinder liner cooling water outlet, and the lubricating oil cooler outlet. The high-temperature section of the main engine includes the main engine exhaust system and the turbocharger exhaust gas system, where temperatures typically range from 300℃ to 500℃. The main engine exhaust manifold outlet temperature reflects the initial temperature of the exhaust gas after combustion, while the turbocharger rear end temperature reflects the exhaust gas temperature after the turbocharging process. Temperature acquisition points are set at the exhaust pipes, cooling water circuits, and lubricating oil cooling system outlets of the auxiliary engine diesel generator set. The medium-temperature section of the auxiliary engine includes the cylinder liner cooling water system and the lubricating oil cooling system, where temperatures typically range from 60℃ to 100℃. Real-time values ​​at each temperature measurement point are recorded, with a sampling frequency set to once per second to ensure that the dynamic temperature changes can be captured. In actual ship operation, when the main engine accelerates from economic speed to full speed, the main engine exhaust temperature rises from 350℃ to 450℃, and the cylinder liner water temperature rises from 75℃ to 85℃. These temperature changes directly reflect changes in heat source supply capacity. The following steps are taken: Collect heat exchange pipeline layout information, including the routing, diameter, length, and material of each waste heat source to the heat exchanger. Record the layout path and spatial location of the main engine exhaust pipeline from the manifold outlet to the waste heat boiler. Record the connection method and pipeline parameters of the cylinder liner water pipeline from the main engine cooling water outlet to the plate heat exchanger. Identify the connection nodes of each pipeline, including heat source outlet nodes, pipeline branch nodes, pipeline confluence nodes, and heat exchanger inlet nodes. Record the connection relationships between nodes to form pipeline topology data.

[0019] Calorific value rating is performed on multi-source temperature signals to form a heat grade distribution. Temperature values ​​and fluctuation characteristics of each measuring point are extracted from the multi-source temperature signal database. Combined with pipe parameters from the heat exchange pipe layout database, the available heat corresponding to each measuring point is analyzed. The heat flow rate of each heat source is obtained through temperature measuring point values ​​and corresponding pipe flow data. Although the main engine exhaust temperature is high, the pipe heat loss is significant; the cylinder liner water temperature is moderate, but the flow rate is large and the pipe heat loss is small. A calorific value rating standard is established, comprehensively considering temperature, heat quantity, and utilization difficulty. The main engine exhaust is rated as Grade 1 calorific value, the turbocharger exhaust gas as Grade 2 calorific value, the cylinder liner water as Grade 3 calorific value, and the lubricating oil cooling water as Grade 4 calorific value. The spatial distribution characteristics of the calorific value rating are analyzed. Grade 1 and 2 calorific values ​​are concentrated in the main engine exhaust system area, while Grade 3 and 4 calorific values ​​are distributed in the cooling water circulation system area. The heat percentage of each calorific value grade was statistically analyzed: Grade 1 accounted for 50%-60% of the total usable heat, Grade 2 for 20%-25%, Grade 3 for 15%-20%, and Grade 4 for 5%-10%. The spatial coordinates of each measuring point were recorded: exhaust gas measuring point (2.5m, 0.3m, 1.8m) and turbocharger measuring point (3.2m, -0.5m, 2.1m). The heat percentage at each point was statistically analyzed: exhaust gas 54%, turbocharger 22.5%, cylinder liner water 16.5%, and lubricating oil 5.4%. Temperature fluctuation rate was analyzed: exhaust gas 26%, turbocharger 22%, cylinder liner water 9%, and lubricating oil 10%. Heat grade distribution data was generated, including the calorific value grade, spatial coordinates, heat percentage, and temperature stability parameters for each measuring point.

[0020] Step S120: Based on the heat quality distribution, locate high-quality hot spots, perform source analysis on the high-quality hot spots to obtain heat dissipation locations, establish heat exchange contact at the heat dissipation locations to generate heat collection conditions, and implement cascade enhancement through heat collection conditions to form dense heat collection areas.

[0021] Specifically, high-quality hot spots are located based on the heat grade distribution. High-temperature regions corresponding to primary and secondary calorific values ​​are identified from the heat grade distribution. The spatial coordinates and temperature values ​​of primary calorific value measuring points are extracted; these points correspond to key locations in the main engine exhaust system. The spatial coordinates and temperature values ​​of secondary calorific value measuring points are also extracted; these points correspond to locations at the turbocharger exhaust gas output. The heat percentage and temperature stability of each high-temperature measuring point are analyzed. Measuring points with a heat percentage greater than 10% of the total available heat are marked as candidates for high-quality hot spots. Measuring points with temperature fluctuations less than 20% of the average value exhibit better stability and are preferentially marked as high-quality hot spots. Measuring points meeting both heat percentage and stability criteria are determined as high-quality hot spots. In the marine main engine system, the exhaust manifold convergence point has the highest temperature and the largest exhaust gas flow; this location is usually identified as the first high-quality hot spot. Although the turbocharger turbine outlet temperature is slightly lower, the heat is stable, and this location is identified as the second high-quality hot spot. The temporal variation characteristics of high-quality hot spots are analyzed; the temperature and heat of high-quality hot spots exhibit regular fluctuations under different main engine loads. Under full load conditions, the temperature of the first high-quality hot spot can reach 480℃, while under half load conditions it drops to about 380℃.

[0022] Source analysis was conducted to identify heat dissipation locations for high-quality hot spots. The primary hot spot, the main engine exhaust manifold, was analyzed, tracing its heat origin to the combustion exhaust gas from each cylinder. The flow path and temperature change of exhaust gas from the cylinders to the manifold were analyzed. The exhaust manifold surface was identified as the primary heat dissipation location, with convective and radiative heat dissipation occurring through contact with ambient air on the manifold's outer wall. The secondary hot spot, the turbocharger turbine, was analyzed, tracing its heat origin to the high-temperature, high-pressure exhaust gas driving the turbine impeller. The turbine housing surface was identified as the primary heat dissipation location, with its high-temperature outer wall radiating heat to the surrounding environment. For the auxiliary generator set's exhaust duct, the heat source was traced back to diesel engine combustion exhaust gas, and the outer surface of the exhaust duct was identified as the heat dissipation location. In the marine engine room environment, the surface temperature of the main engine exhaust manifold can reach over 400°C. Without heat recovery, this high-grade heat will be dissipated into the engine room space through natural convection and radiation, wasting energy and increasing engine room temperature. The heat dissipation power at each location was measured, and the natural heat dissipation was estimated using surface temperature, area, and heat transfer coefficient. The natural heat dissipation power of the exhaust manifold can reach 20-30kW, and if this heat can be effectively recovered, the system efficiency will be significantly improved.

[0023] To generate heat collection conditions, heat exchange contacts are established at the heat dissipation locations. The heat exchange contact scheme is determined based on the geometry and temperature characteristics of the heat dissipation locations. For the heat dissipation surface of the main unit's exhaust manifold, a heat exchange contact relationship is established between the working fluid and the heat dissipation surface; the working fluid absorbs heat from the heat dissipation surface through its flow. Heat exchange contact gap parameters are set; the gap distance affects contact thermal resistance and working fluid flow resistance. For the heat dissipation surface of the turbocharger turbine housing, an attached heat exchange contact relationship is established to reduce contact thermal resistance. For the heat dissipation surface of the exhaust duct, an extended heat exchange contact relationship is established to increase the heat collection capacity by increasing the heat exchange contact area. A working fluid circulation system is established by connecting the working fluid flow paths of each heat dissipation location. The working fluid circulation flow rate parameters are set, and the working fluid flow rate is adjusted to achieve a stable operating state for the heat exchange contacts. The temperature field distribution at the heat exchange contact locations is monitored; temperature monitoring points are arranged on the surface of the heat collection area and in the surrounding space to obtain the temperature values ​​at each monitoring point. The inlet and outlet temperatures and flow rates of the working fluid are monitored; when all parameters reach stability and meet design requirements, the heat collection condition is determined to have been formed. In a marine organic Rankine cycle system, when the working fluid flows through the heat exchange contact point of the main engine exhaust manifold, the inlet working fluid temperature is at the set value, the outlet working fluid temperature rises to the set value, and the temperature difference remains stable, indicating successful establishment of the heat collection condition. The operational stability under different working fluid flow rates is tested, and the characteristic curves of flow rate versus temperature rise are plotted to determine the optimal operating flow rate point. Heat collection condition data is generated, including the temperature field distribution, working fluid flow rate, inlet and outlet temperatures, and heat exchange power at each location.

[0024] In some embodiments, the step of forming a dense heat collection zone through cascaded enhancement of the heat collection conditions includes: identifying heat diffusion boundaries based on temperature field distribution analysis of the heat collection conditions; establishing heat blocking boundaries at the heat diffusion boundaries to form a heat loss control region; optimizing heat flow paths within the heat loss control region to form a high heat flux region; and determining the range of the dense heat collection zone based on the power density distribution of the high heat flux region.

[0025] The thermal diffusion boundary is identified based on the temperature field distribution analysis of the heat collector operating conditions. Temperature field distribution information is extracted from the heat collector operating condition data. Temperature data of the surface and surrounding space of the heat collector area are measured, and temperature monitoring points are arranged at different distances on the surface and its outer side. Temperature values ​​at each monitoring point are obtained, and temperature distribution curves as a function of spatial distance are plotted. The temperature decay law along space is analyzed to identify the magnitude and direction characteristics of the temperature gradient. The thermal diffusion boundary is defined as the spatial location where the temperature difference between the surface of the heat collector area and the ambient temperature decreases to a certain proportion of the initial difference. Outside the exhaust heat collector area of ​​the main unit, there is a significant temperature difference between the surface temperature and the ambient temperature. When the temperature difference decreases significantly at a certain distance from the surface, this location is the thermal diffusion boundary. The distance to the thermal diffusion boundary around each heat collector area is measured. A closer boundary distance indicates a smaller heat diffusion range, while a farther boundary distance indicates a larger heat loss. The spatial shape characteristics of the thermal diffusion boundary are analyzed to identify the main direction and area of ​​heat loss. The heat power lost from the diffusion boundary to the environment is estimated by integrating the temperature field. Without control measures, the heat loss from each heat collector area to the environment can reach a certain proportion of the heat collection power.

[0026] A heat-blocking boundary is established at the heat diffusion boundary to form a heat loss control zone. Based on the location and temperature distribution characteristics of the heat diffusion boundary, a thermal resistance enhancement scheme is determined. The heat transfer modes at the heat diffusion boundary are analyzed, including two main forms: convective heat transfer and radiative heat transfer. The total heat transfer coefficient at the boundary is calculated, which consists of the convective and radiative heat transfer coefficients. A thermal resistance enhancement target is set to increase the thermal resistance at the boundary location by several times, as thermal resistance is inversely proportional to the heat transfer coefficient. Thermal resistance enhancement is achieved by reducing the heat transfer coefficient at the boundary, which can be achieved by controlling the temperature gradient and surface emission characteristics outside the boundary. A target temperature control value is set for the outside of the boundary to be close to the ambient temperature, with the temperature difference controlled within a set range. The actual temperature outside the boundary is monitored; when the actual temperature approaches the target temperature, the heat-blocking boundary is considered successfully established. The resulting heat loss control zone is the spatial region inside the heat-blocking boundary. The heat retention rate in this region is the ratio of the retained heat to the initial heat; a higher ratio indicates better heat loss control. In ship engine room applications, by increasing thermal resistance, the temperature outside the boundary is reduced from a high value to close to the ambient temperature, and the heat retention rate is significantly improved.

[0027] For example, the step of optimizing the heat flow path within the heat loss control region to form a high heat flux region includes: obtaining a thermal driving force field based on the temperature gradient distribution of the heat loss control region; determining a heat transfer enhancement region based on the thermal driving force field; performing heat flow directionality analysis within the heat transfer enhancement region to form a preferred heat transfer path; and forming a high heat flux region through the heat flow aggregation effect of the preferred heat transfer path.

[0028] The thermal driving force field is obtained based on the temperature gradient distribution within the heat loss control region. Temperature distribution data within the heat loss control region is extracted. Temperature values ​​are acquired at different spatial locations between the heat source surface and the working fluid channel. The spatial trend of temperature change is analyzed to identify the rate and direction of temperature change. The temperature gradient at each location is calculated, defined as the temperature change per unit distance. The temperature gradient is obtained by the temperature difference and distance between adjacent locations, G = ΔT / Δx, where ΔT is the temperature difference and Δx is the spatial distance. The direction of the temperature gradient points towards the direction of decreasing temperature, i.e., the main direction of heat transfer. The magnitude of the temperature gradient reflects the driving force intensity of heat transfer; the larger the gradient, the stronger the driving force. The temperature gradient values ​​and directions at each spatial location are combined to form the thermal driving force field. This field describes the distribution of the driving force for heat transfer within the heat loss control region. In a ship's thermal collector system, the heat source surface temperature is high while the working fluid channel temperature is relatively low, resulting in a significant temperature gradient that generates a thermal driving force to propel heat transfer. The regions with the strongest driving force in the thermal driving force field are identified; these regions correspond to the spatial locations with the largest temperature gradients. Analyzing the spatial uniformity of the thermal driving force field, the non-uniform distribution of the driving force indicates the presence of a heat transfer bottleneck.

[0029] The heat transfer enhancement region is determined based on the thermal driving force field. The thermal driving force values ​​at each location in the thermal driving force field are extracted, and each value corresponds to the magnitude of the temperature gradient at that location. The thermal driving force values ​​are classified into three levels: high, medium, and low. High-level and low-level thresholds are set. Locations with thermal driving forces greater than the high-level threshold are designated as high-driving-force regions, those between the high and low thresholds as medium-driving-force regions, and those less than the low-level threshold as low-driving-force regions. A mapping relationship is established between the degree of heat transfer enhancement and the thermal driving force level: high-driving-force regions are assigned a high enhancement coefficient, medium-driving-force regions as a medium enhancement coefficient, and low-driving-force regions as a low enhancement coefficient. The enhancement coefficient reflects the multiple by which heat transfer capacity is enhanced; the larger the coefficient, the greater the improvement in heat transfer capacity. Regions with configured enhancement coefficients are defined as heat transfer enhancement regions. The heat transfer coefficient of a heat transfer enhancement region is the base heat transfer coefficient multiplied by the enhancement coefficient. In a ship exhaust heat collection system, the region with the largest temperature gradient is designated as a high-driving-force region and assigned the highest enhancement coefficient; the heat transfer coefficient improvement in this region is the most significant.

[0030] In the heat transfer enhancement region, heat flow directionality analysis is performed to identify preferred heat transfer paths. A path search method is established to traverse all possible paths from each high-temperature point on the heat source surface to each location in the working fluid channel. Heat transfer resistance is evaluated for each candidate path, including path length resistance and path thermal resistance. Path length resistance is proportional to path length, while path thermal resistance is related to the thermal resistance distribution of the area traversed by the path. A comprehensive path resistance index is defined, taking into account the effects of path length and path thermal resistance; the comprehensive resistance index is composed of a weighted average of length and thermal resistance terms. The comprehensive resistance index values ​​for all candidate paths are calculated and sorted from smallest to largest. Several paths with the lowest comprehensive resistance index are selected as preferred heat transfer paths. The spatial distribution characteristics of the preferred heat transfer paths are analyzed to identify the starting point, ending point, and intermediate areas traversed by the paths. The proportion of heat flow in the preferred heat transfer path to the total heat flow reflects the path's heat flow carrying capacity. By adjusting heat transfer parameters, the proportion of heat flow in the preferred paths is increased from a lower value to a higher value. In ship thermal collection systems, the path with the least heat transfer resistance is identified through path search and resistance assessment as the preferred heat transfer path, and the heat flow of this path is significantly higher than that of other paths.

[0031] High heat flux zones are formed through the heat flow aggregation effect of preferential heat transfer paths. The heat flow aggregation at the endpoints of these preferential heat transfer paths is analyzed. Multiple preferential heat transfer paths converge heat from different spatial locations into a limited area near the working fluid channel. The area of ​​this aggregation region is much smaller than the total surface area of ​​the heat source. The heat flux density of the aggregation region is evaluated; heat flux density is the heat flow rate per unit area. Since the total heat flow remains relatively constant while the aggregation region area decreases, the heat flux density of the aggregation region increases significantly. Regions with high heat flux densities are defined as high heat flux zones. These high heat flux zones are located directly above or adjacent to the working fluid channel, allowing for efficient heat transfer to the flowing working fluid. In ship exhaust heat collection systems, the design of preferential heat transfer paths concentrates heat from a larger heat source surface area into a smaller working fluid channel area, resulting in a significant increase in heat flux density. The heat flux density of the high heat flux zone is measured and compared with the surrounding area to verify the aggregation effect. The establishment of high heat flux zones allows the working fluid to absorb sufficient heat within a shorter channel length, resulting in a corresponding reduction in heat exchanger size. Analyze the temperature stability and heat flux density fluctuation characteristics of the high heat flux region to ensure that high heat flux density does not lead to excessively high local temperatures or degradation of the working fluid.

[0032] The extent of the intensive heat collection zone is determined based on the power density distribution of the high heat flux zone. The spatial extent and power density distribution of the high heat flux zone are identified. The high heat flux zone is mainly concentrated in the limited space around the working fluid channel. Heat flux density data at various locations within the high heat flux zone are extracted, and the power density distribution is obtained by combining spatial geometric information. Power density is defined as the heat collection power per unit volume, obtained through volume integration ρ = Q / V, where Q is the heat collection power and V is the spatial volume. The spatial distribution characteristics of power density are analyzed to identify spatial regions where the power density reaches a set threshold. Regions with power density exceeding the threshold are defined as intensive heat collection zones, and the boundaries of these zones are determined by the power density threshold. In ship waste heat recovery systems, high heat collection power and a high power density are achieved within a limited space through cascade enhancement and heat flow path optimization. The spatial coordinates, geometric dimensions, total heat collection power, and average power density data of the intensive heat collection zone are recorded. The compactness of the intensive heat collection zone is analyzed; compactness is evaluated by heat collection power per unit volume, with higher values ​​indicating better compactness and higher heat collection capacity achieved in a smaller space.

[0033] Step S130: Construct a heat load fluctuation curve based on the fluctuation pattern of the auxiliary machine's medium temperature section, identify intermittent heat sources from the heat load fluctuation curve, match the intermittent heat sources with the heat exchange pipeline layout to establish heat path intersection points, and use the heat path intersection points to deduce flow distribution to form a flexible heating field.

[0034] Specifically, a heat load fluctuation curve was constructed based on the fluctuation pattern of the auxiliary engine's intermediate temperature section. The temperature variation characteristics of each measuring point in the intermediate temperature section of the auxiliary engine over time were analyzed. The operation of the auxiliary engine generator set is affected by the ship's electrical load. Load changes lead to generator start-up and shutdown and power adjustment, which in turn causes temperature fluctuations in the intermediate temperature section heat source. Time series data of temperature in the intermediate temperature section of the auxiliary engine were recorded under typical navigation conditions. During port berthing, only the auxiliary generator set operates, and the temperature of the intermediate temperature section heat source is relatively stable. During port departure and arrival phases, the ship's electrical load increases, multiple auxiliary engines operate simultaneously, and the temperature of the intermediate temperature section heat source rises. During ocean voyages, depending on the ship's automation level and electrical demand, the auxiliary engine may be operating as a single unit or in parallel with multiple units, and the temperature exhibits periodic fluctuations. The heat load value of the intermediate temperature section of the auxiliary engine at each moment was obtained through temperature data and heat percentage information in the heat grade distribution. Heat load is defined as the amount of heat that can be recovered per unit time and is closely related to temperature and flow rate. In actual ship operation, when auxiliary engines are started from a stopped state, the cylinder liner water temperature gradually rises from ambient temperature to operating temperature, and the heat load increases from zero to the rated value. This process takes 10-20 minutes. When the auxiliary engines are stopped, the cylinder liner water temperature gradually decreases, and the heat load decreases accordingly until it disappears. Plot a curve of heat load versus time, with time on the horizontal axis and heat load value on the vertical axis. The curve clearly shows the fluctuation characteristics of the auxiliary engine's heat load in the mid-temperature range, including the fluctuation amplitude, frequency, and trend. Identify the peaks and troughs in the curve; peaks correspond to times when the auxiliary engine is operating at full load, and troughs correspond to times when the auxiliary engine is stopped or operating at low load.

[0035] Identify intermittent heat sources from the heat load fluctuation curve. Continuous heat sources correspond to sections of the curve that remain stable or change slowly for extended periods, while intermittent heat sources correspond to sections of the curve that frequently experience abrupt changes and interruptions. Identify the points in the curve where the heat load suddenly drops to zero or near zero; these points mark the occurrence of heat interruptions. Statistically analyze the duration and frequency of heat interruptions. Intermittent interruptions lasting less than 30 minutes are marked as short-term interruptions, those lasting between 30 minutes and 2 hours are marked as medium-term interruptions, and those lasting more than 2 hours are marked as long-term interruptions. Intermittent heat sources with high frequency of occurrence have a greater impact on the stability of the waste heat recovery system. Analyze the operating modes of each auxiliary unit to identify which units operate continuously and which operate intermittently. Continuously operating main and auxiliary units typically serve as continuous heat sources, providing a stable heat input to the waste heat recovery system. Intermittently operating auxiliary generator units are intermittent heat sources, with frequent start-stop cycles and unpredictable operating times. In marine applications, emergency generator sets are typically in standby mode, only activated under special circumstances, and their heat load curves exhibit a distinctly intermittent characteristic. Identified intermittent heat sources are categorized, including information such as heat source number, system affiliation, interruption frequency, and interruption duration.

[0036] In some embodiments, the step of matching the intermittent heat source with the heat exchange pipeline layout to establish a heat path intersection point includes: performing a heating time sequence analysis on the intermittent heat source to generate a heating intermittency; constructing a pipeline connection chain based on the heat exchange pipeline layout; spatially mapping the heating intermittency with the pipeline connection chain to form a heat flow distribution coefficient; and establishing a heat path intersection point according to the heat flow distribution coefficient.

[0037] Heating intermittent intervals are generated through heating time sequence analysis of intermittent heating sources. Start-up and shutdown time records for each heating source are extracted from the identified intermittent heating source data. The operating time and shutdown time of each intermittent heating source within the statistical period are analyzed. Operating time is the time the heating source provides heat while in operation, and shutdown time is the time the heating source does not provide heat while in a stopped state. Based on the ratio of operating time to shutdown time, the heating intermittent interval I is defined as I = t_stop / (t_run + t_stop), where t_run is the operating time and t_stop is the shutdown time, with a value ranging from 0 to 1. A larger heating intermittent interval indicates a higher proportion of shutdown time for the heating source, and stronger intermittency in heating. A smaller heating intermittent interval indicates a higher proportion of operating time for the heating source, and better continuity of heating. As a continuously operating power unit, the heating intermittent interval of a ship's engine is typically less than 0.1, indicating a high degree of heating continuity. Auxiliary generator sets start and stop according to the electricity load, and their heating intermittency may be between 0.3 and 0.7, indicating that the heating supply exhibits obvious intermittent characteristics. Emergency generator sets are normally in standby mode, and their heating intermittency is close to 1, indicating that they provide almost no continuous heating.

[0038] Constructing pipe connection chains based on heat exchanger pipe layout. Extracting pipe topology information from heat exchanger pipe layout data. Identifying pipe connection nodes from each heat source to the heat exchanger, extracting the connection relationships between nodes, and determining the upstream and downstream nodes of each node. Representing the pipe path as a pipe connection chain, the chain consists of nodes and connecting segments. Nodes in the chain represent pipe connection points, and connecting segments represent the pipes between nodes. Analyzing the structural types of pipe connection chains. In a series-type chain, nodes are connected sequentially, with the outlet of one node directly connecting to the inlet of the next, and heat flow is transferred along a single path. In a parallel-type chain, multiple pipes branch from a common starting node and converge at the terminating node, with heat flow transferred in parallel along multiple paths. Identifying the key node types in the chain. At a branch node, a single pipe splits into multiple branches, and flow is distributed at the branch node. At a confluence node, multiple branches merge into a main path, and flow converges at the confluence node. In the piping layout of a ship's waste heat recovery system, the piping chains connecting multiple heat sources, such as main engine exhaust, cylinder liner water, and lubricating oil, converge at a junction point before the evaporator inlet. This junction point is a critical convergence location for the piping chains. When the auxiliary generator sets are arranged in parallel, the cooling water piping of each unit forms a parallel piping chain, converging at the main pipeline inlet node.

[0039] A heat flow distribution coefficient is formed by spatially mapping heating intermittency to pipeline connection chains. The heating intermittency of each intermittent heating source is marked at the starting point of the corresponding pipeline connection chain. The propagation effect of heating intermittency along the pipeline connection chain is analyzed. The intermittency of intermittent heating sources will propagate along the pipelines they are connected to, affecting the flow stability of downstream nodes. At the pipeline confluence point, the heating intermittency of multiple upstream pipelines jointly affects the flow characteristics of the confluence point. A heat flow distribution coefficient is established at the confluence point to reflect the relative magnitude of the contribution of each upstream pipeline to the flow at the confluence point. The heat flow distribution coefficient K_i = Q_i / Q_total, where Q_i is the heat flow of the i-th upstream pipeline, and Q_total is the total heat flow at the confluence point. The heat flow is related to the pipeline flow rate and temperature; pipelines with high flow rates and high temperatures have larger heat flow distribution coefficients. The influence of heating intermittency on the heat flow distribution coefficient is considered. Pipelines with high heating intermittency have poor temporal stability of the heat flow distribution coefficient, which often undergoes abrupt changes. Pipelines with low heating intermittency have relatively stable heat flow distribution coefficients. The main engine cylinder liner water pipeline, due to its very low heating intermittency, maintains a consistently high heat flow distribution coefficient. Auxiliary equipment pipelines, due to their higher heating intermittency, experience abrupt changes in their heat flow distribution coefficient during auxiliary equipment start-up and shutdown; the coefficient increases during operation and drops to zero during shutdown.

[0040] Thermal junctions are established based on heat flow distribution coefficients. Nodes with the most significant changes in heat flow distribution coefficients within the pipeline chain are identified. These nodes are typically located at the confluence of multiple pipelines, with at least one pipeline connected to an intermittent heat source. The temporal variation characteristics of the heat flow distribution coefficient at these nodes are analyzed. When the intermittent heat source starts, the heat flow distribution coefficient of the corresponding pipeline suddenly increases from zero to a certain value, increasing the total flow at the junction. When the intermittent heat source stops, the heat flow distribution coefficient of the corresponding pipeline drops to zero, decreasing the total flow at the junction. Nodes with heat flow distribution coefficient fluctuations exceeding a certain threshold are selected as thermal junctions. The fluctuation amplitude is defined as the difference between the maximum and minimum values ​​of the heat flow distribution coefficient; nodes with fluctuation amplitudes greater than 0.2 are marked as significant fluctuation nodes. The junction of the auxiliary engine cooling water main and the main engine cooling water pipeline is identified as a critical thermal junction due to the large fluctuation amplitude of the heat flow distribution coefficient at this point caused by the frequent start-up and shutdown of the auxiliary engine.

[0041] In some embodiments, the step of using the thermal junction to derive flow distribution to form a flexible heating field includes: identifying the flow velocity deviation of the heat transfer medium at the thermal junction; converting the flow velocity deviation into a mixing driving force to generate adaptive flow splitting; performing heat load change analysis on the adaptive flow splitting to form a dynamic ratio; and constructing a flexible heating field through the dynamic ratio.

[0042] Identify the velocity deviation of the heat transfer medium at the junction of heat supply lines. Install velocity measuring devices at the junction to monitor the velocity of each pipe flowing into that point. Velocity measurement uses ultrasonic flow meters or turbine flow meters to obtain real-time velocity data. Analyze the magnitude and trend of the velocity in each pipe. The main engine side pipes typically maintain a high velocity level due to their large and stable flow rate. The auxiliary engine side pipes exhibit fluctuating velocity characteristics due to changes in flow rate caused by the start-up and shutdown of the main engine. Velocity deviation is defined as the difference between the velocity of each pipe and the average velocity. When the velocity of a pipe is higher than the average, that pipe contributes significantly to the flow at the junction. When the velocity of a pipe is lower than the average, that pipe contributes less to the flow at the junction. During ship operation, when the auxiliary engine suddenly starts, the velocity in the auxiliary engine side pipes rises rapidly from zero, while the velocity in the main engine side pipes remains stable, resulting in a significant velocity deviation between the two sides. Analyze the temporal variation characteristics of the velocity deviation. Sudden changes in velocity deviation correspond to the start-up and shutdown events of the intermittent heat supply source. The slow change in flow velocity deviation corresponds to the gradual adjustment process of heat load.

[0043] The flow velocity deviation is converted into a mixing driving force to generate adaptive flow splitting. At the junction of hot paths, fluids with different velocities meet and produce mixed flow. The fluid with a higher velocity exerts a driving force on the fluid with a lower velocity, promoting their mixing. The greater the flow velocity deviation, the stronger the mixing driving force. The relationship between flow velocity deviation and mixing driving force is established, showing that the driving force is proportional to the square of the velocity difference. The influence of the mixing driving force on fluid distribution is analyzed. Downstream of the junction, fluid is distributed to each outlet pipe according to a certain ratio. The presence of the mixing driving force changes the fluid distribution ratio, causing the flow distribution to automatically adjust to adapt to changes in upstream flow. This automatic adjustment process based on fluid dynamics principles is called adaptive flow splitting. In ship systems, when auxiliary machinery starts, causing an increase in flow velocity on the auxiliary machinery side, the mixing driving force is enhanced, and the fluid on the auxiliary machinery side occupies a larger share of the flow downstream of the junction, automatically forming a new flow distribution balance. The response time of adaptive flow splitting is analyzed. The inertia of fluid flow means that flow distribution adjustment requires a certain amount of time, typically between a few seconds and tens of seconds.

[0044] A dynamic heat load ratio is formed by analyzing the heat load changes of the adaptive heat distribution system. After the adaptive heat distribution is established, the flow rate and temperature of each branch are measured. By combining the flow rate and temperature with the specific heat capacity of the heat transfer medium, the heat load of each branch is obtained as Q = m × c × ΔT, where m is the mass flow rate, c is the specific heat capacity, and ΔT is the temperature difference. The heat load redistribution caused by the adaptive heat distribution is analyzed, showing that the heat load of some branches increases while that of others decreases. The ratio of the heat load of each branch to the total heat load is defined as the dynamic heat load ratio R_i = Q_i / Q_total, where R_i is the dynamic heat load ratio of the i-th branch, Q_i is the heat load of the i-th branch, and Q_total is the total heat load. The dynamic heat load ratio reflects the real-time distribution of heat load among the heat-using equipment. In the ship's waste heat recovery system, the preheating section, boiling section, and superheating section of the evaporator require different heat load ratios, and the design ratio of each section is determined based on the phase change characteristics of the working fluid. In actual ship operation, when the auxiliary engine suddenly stops, causing the total heat load to drop, the dynamic ratio of each section changes. If no adjustment is made, the heat load of the boiling section may be insufficient.

[0045] A flexible heating field is constructed through dynamic proportioning. The design proportioning data of each heat-consuming device is extracted as the proportioning benchmark. The real-time monitored dynamic proportioning is compared with the design proportioning, and the proportioning deviation ΔR_i = R_i - R_i_design is calculated, where R_i is the real-time dynamic proportioning and R_i_design is the design proportioning. When the proportioning deviation exceeds a set threshold, a flow regulation mechanism is activated. Based on the sign and magnitude of the proportioning deviation, the direction and magnitude of flow adjustment for each branch are determined. A negative proportioning deviation indicates insufficient heat load in that branch, requiring increased flow to compensate. A positive proportioning deviation indicates excessive heat load in that branch, allowing for a reduction in flow. A feedback regulation loop for the dynamic proportioning is established, with the proportioning deviation used as a feedback signal input to the flow regulation device. The regulation device adjusts the flow distribution of each branch based on the feedback signal, gradually bringing the dynamic proportioning back to the design proportioning. The heat path intersection point with dynamic proportioning feedback regulation capability and its downstream flow distribution area are defined as the flexible heating field. When an auxiliary machine shuts down, causing a decrease in the total heat load, the flexible heating field detects a negative deviation in the boiling section's distribution ratio. It automatically increases the flow proportion of the boiling section branches while decreasing the flow proportion of the superheated section, prioritizing the heating demand of the boiling section. Through continuous monitoring and feedback adjustment of the dynamic distribution ratio, the flexible heating field achieves adaptive adjustment to fluctuations in intermittent heat sources.

[0046] Step S140: Based on the temperature difference of the dense heating area, the effective temperature level is divided, and a hierarchical heat exchange is configured within the effective temperature level to generate a stepped utilization chain. Based on the stepped utilization chain, a heat storage and release network is formed, and a coordinated control table is output according to the cross arrangement of the heat storage and release network and the flexible heating field.

[0047] Specifically, effective temperature levels are defined based on the temperature differences between densely populated heating zones. The temperature characteristics of each densely populated heating zone are analyzed to identify temperature differences. The first densely populated heating zone corresponds to the main engine exhaust system, with a heat source temperature in the range of 350℃-450℃, belonging to the high-temperature zone. The second densely populated heating zone corresponds to the turbocharger exhaust gas, with a heat source temperature in the range of 280℃-350℃, belonging to the medium-high temperature zone. The third densely populated heating zone corresponds to the cylinder liner cooling water, with a heat source temperature in the range of 75℃-90℃, belonging to the medium-temperature zone. Temperature difference is defined as the temperature difference between different heating zones. The temperature difference between the high-temperature zone and the medium-high-temperature zone is approximately 70℃-100℃, and the temperature difference between the medium-high-temperature zone and the medium-temperature zone is approximately 190℃-260℃. Effective temperature levels are defined based on these temperature differences. An effective temperature level refers to a temperature difference suitable for tiered utilization; a small temperature difference limits utilization, while a large temperature difference requires multiple stages of heat exchange. Adjacent heating zones with a temperature difference greater than 50℃ are defined as one effective temperature level. In a ship's waste heat recovery system, a first effective temperature range is formed between the main engine exhaust and the turbocharger exhaust, with the temperature dropping from 450°C to 280°C. This temperature range is suitable for driving high-temperature evaporation processes. A second effective temperature range is formed between the turbocharger exhaust and the cylinder liner water, with the temperature dropping from 350°C to 75°C. This temperature range is suitable for multi-stage preheating.

[0048] A tiered heat exchange system is configured within the effective temperature range to create a stepped utilization chain. Within the first effective temperature range, a high-temperature stage heat exchange is configured as the first stage. The temperature range of the high-temperature stage heat exchange is determined to match the temperature span of the first effective temperature range, enabling the working fluid to absorb high-grade heat from the main engine exhaust. A temperature rise target for the working fluid in the high-temperature stage heat exchange is set, increasing the working fluid temperature from the inlet temperature to the intermediate temperature. Within the second effective temperature range, a medium-temperature stage heat exchange is configured as the second stage. The temperature range of the medium-temperature stage heat exchange is determined to match the second effective temperature range, utilizing the heat from the turbocharger exhaust gas and part of the cylinder liner water to further heat the working fluid. A temperature rise target for the working fluid in the medium-temperature stage heat exchange is set, increasing the working fluid temperature from the intermediate temperature to a higher temperature. Within the third effective temperature range, a low-temperature stage heat exchange is configured as the third stage. The temperature range of the low-temperature stage heat exchange is determined to match the third effective temperature range, utilizing the remaining waste heat from the cylinder liner water to supplement the heating of the working fluid. The flow connection relationship of the working fluid between the tiered heat exchange stages is established. The working fluid flow sequence is determined, with the fluid sequentially flowing through low-temperature, medium-temperature, and high-temperature heat exchange stages, forming a stepped utilization path with progressively increasing temperatures. The heat exchange matching of the stepped utilization chain is analyzed, ensuring that the temperature range of each heat exchange stage corresponds to the temperature range of its effective temperature level. In a ship's organic Rankine cycle system, the working fluid flows along the stepped utilization chain, undergoing heating processes at multiple temperature levels, each corresponding to an effective temperature level, thus achieving full absorption of waste heat at each temperature level.

[0049] A heat storage and release network is formed based on a tiered utilization chain. Temperature levels and heat load data for each stage of heat exchange are extracted from the tiered utilization chain. The heat supply and demand matching characteristics of each temperature level are analyzed to identify temperature segments where supply and demand time mismatch exists. Heat storage nodes are set up in these temperature segments where supply and demand time mismatch exists; the role of these nodes is to achieve heat transfer over time. The required heat storage capacity of the nodes is determined based on the amplitude of heat source fluctuations in each temperature segment; temperature segments with large fluctuation amplitudes require larger heat storage capacities. The required heat charging and releasing rates of the nodes are determined based on the duration of heat source fluctuations; longer durations require higher heat charging and releasing rates. High-temperature heat storage nodes are configured in the high-temperature segment, with their heat storage temperature range matching the heat exchange temperature of the high-temperature segment. Medium-temperature heat storage nodes are configured in the medium-temperature segment, with their heat storage temperature range matching the heat exchange temperature of the medium-temperature segment. Low-temperature heat storage nodes are configured in the low-temperature segment. When a sudden increase in the main unit load leads to an excess of heat in the high-temperature segment, the high-temperature heat storage nodes absorb and store the excess heat. When a decrease in the main unit load leads to a shortage of heat in the high-temperature segment, the high-temperature heat storage nodes release the stored heat to supplement it. Establish the heat flow connections between each heat storage node and each stage of the tiered utilization chain, and determine the heat charging and heat dissipation paths. The heat charging path connects the heat source side to the heat storage node, realizing the transfer of excess heat to the heat storage node. The heat dissipation path connects the heat storage node to the heat consumption side, realizing the transfer of stored heat to the heat consumption side.

[0050] In some embodiments, the step of cross-arranging and outputting a coordinated control table based on the heat storage and release network and the flexible heating field includes: extracting phase change heat storage temperature zones from the heat storage and release network; matching the phase change heat storage temperature zones with the low-load period of the flexible heating field to generate a heat replenishment sequence; embedding high-temperature waste heat transfer instructions into the heat replenishment sequence to form a heat balance chain; and expanding along the heat balance chain to generate a coordinated control table.

[0051] Phase change heat storage temperature zones were extracted from the thermal energy storage network. The characteristics of the phase change materials used at each heat storage node in the network were analyzed. During the solid-liquid phase change process, the phase change material absorbs or releases a large amount of latent heat while maintaining a constant temperature. This constant temperature is called the phase change temperature, and the corresponding temperature range is called the phase change heat storage temperature zone. The phase change heat storage temperature zones for the high-temperature heat storage nodes were extracted. Molten salt materials are used in the high-temperature section, with phase change temperatures ranging from 220℃ to 240℃, suitable for storing high-grade heat. The phase change heat storage temperature zones for the medium-temperature heat storage nodes were extracted. Paraffin wax materials are used in the medium-temperature section, with phase change temperatures ranging from 120℃ to 140℃, suitable for storing medium-grade heat. The phase change heat storage temperature zones for the low-temperature heat storage nodes were extracted. Hydrated salt materials are used in the low-temperature section, with phase change temperatures ranging from 80℃ to 100℃, suitable for storing low-grade heat. The heat storage capacity is related to the quality of the phase change material and the latent heat of phase change; the larger the capacity, the stronger the energy storage capability.

[0052] For example, the step of matching the phase change thermal storage temperature zone with the low-load period of the flexible heating field to generate a heat replenishment sequence includes: determining the thermal storage working window based on the temperature range of the phase change thermal storage temperature zone; identifying the low-load period in the flexible heating field to obtain a heat replenishment opportunity; aligning the thermal storage working window with the heat replenishment opportunity in time to generate a heat release start point; and arranging the thermal storage medium circulation sequence according to the heat release start point to form a heat replenishment sequence.

[0053] The thermal storage operating window is determined based on the temperature range of the phase change thermal storage temperature zones. The upper and lower limits of each phase change thermal storage temperature zone are extracted. In the high-temperature zone, the phase change temperature of the phase change material is between 220℃ and 240℃. The lower limit of 220℃ corresponds to the beginning of solid-phase melting, and the upper limit of 240℃ corresponds to the complete formation of the liquid phase. The thermal storage operating window is defined as the temperature range within which the phase change material can effectively store and release heat. During thermal storage, the heat source temperature must be higher than the upper limit of the phase change temperature to transfer sufficient heat to the phase change material. During heat release, the heat-using side temperature must be lower than the lower limit of the phase change temperature to obtain heat from the phase change material. The matching relationship between each phase change thermal storage temperature zone and the stepped utilization chain temperature is analyzed. The high-temperature thermal storage operating window matches the main engine exhaust temperature, which is typically in the range of 350℃-450℃, far exceeding the upper limit of the thermal storage operating window, thus meeting the charging conditions. The medium-temperature thermal storage operating window matches the turbocharger exhaust temperature, with a suitable temperature range. The low-temperature thermal storage operating window matches the cylinder liner water temperature. By rationally selecting the phase change temperature of the phase change material, the thermal storage working window is matched with the heat source and heat demand at each temperature level, thus achieving efficient heat storage and release.

[0054] Identifying low-load periods in flexible heating systems to determine when to replenish heat. Analyzing load fluctuation data of the flexible heating system to identify periods of insufficient heat supply. Low-load periods are characterized by flow rates and temperatures at heat path junctions below set values. Flow monitoring reveals that intermittent heat source shutdowns cause a decrease in total flow, while temperature monitoring reveals that main engine load reduction leads to a decrease in heat source temperature. Statistical analysis of low-load period occurrence patterns, including start time, duration, and load reduction magnitude, is conducted. Some low-load periods are regular, such as main engine load reduction during nighttime anchoring. Others are random, such as auxiliary engine shutdowns. The timing for replenishing heat is determined when the heat storage device needs to be activated to release heat after the start of the low-load period. The timing for replenishing heat may not perfectly coincide with the start time of the low-load period; system thermal inertia and response time must be considered. During ship operation, when a decrease in main engine load is detected, it is predicted that a low-load period is imminent, allowing for advance preparation for the heat storage device to release heat.

[0055] The system aligns the thermal storage working window with the reheating timing to generate a heat release initiation point. It correlates the temperature information of the thermal storage working window with the time information of the reheating timing. When the reheating timing arrives, the temperature status of each thermal storage device is checked to determine if it is within the thermal storage working window. Only thermal storage devices with temperatures within the working window and where the thermal storage material is fully charged can initiate heat release. A heat release initiation point is generated, containing information in both time and temperature dimensions. The time dimension specifies when heat release should begin, and the temperature dimension specifies the temperature conditions under which heat release should begin. In the ship's system, when entering nighttime anchoring conditions, the system determines that the temperature of the high-temperature thermal storage device is at 240℃, the upper limit of the working window, and the thermal storage material is fully melted and in a charged state; this is the heat release initiation point for the high-temperature segment. The heat release initiation points for the medium-temperature and low-temperature thermal storage devices are then determined sequentially. Through time alignment, it ensures that thermal storage devices at each temperature level release heat at the appropriate time, avoiding release too early or too late.

[0056] The reheating sequence is formed by arranging the circulation order of the heat storage medium according to the heat release start-up points. The heat storage medium refers to the heat-carrying fluid that circulates between the heat storage device and the heat exchanger. Priority is given to starting the circulation of the heat storage medium in the high-temperature section, as the high-temperature section releases the highest grade of heat, thus prioritizing the high-grade heat demand. After absorbing heat from the heat storage device, the high-temperature section heat storage medium flows to the high-temperature heat exchanger to release heat, and then returns to the heat storage device, forming a cycle. After the high-temperature section has achieved a certain level of reheating, the circulation of the heat storage medium in the medium-temperature section is started. The medium-temperature section replenishes medium-grade heat, further improving the system's heating capacity. Finally, the circulation of the low-temperature section heat storage device is started to replenish low-grade heat. The resulting reheating sequence specifies the start-up order, start-up time, circulation flow rate, and duration of each temperature level heat storage device. During nighttime anchoring conditions, the reheating sequence first starts the high-temperature section heat storage device at 22:00, with the circulation flow rate set to 80% of the rated value, lasting for 2 hours. Then, at 00:00, the medium-temperature section heat storage device is started, with the circulation flow rate set to 60% of the rated value, and maintained for 3 hours. Finally, at 03:00, the low-temperature section heat storage device is started, with the circulation flow rate set to 40% of the rated value, and maintained for 2 hours. Through this orderly heat replenishment sequence, the waste heat recovery system maintains stable operation during low-load periods.

[0057] A heat balance chain is formed by embedding high-temperature waste heat transfer instructions into the reheating sequence. The excess high-temperature waste heat during high-load periods is analyzed. When the main unit operates at full load, the exhaust temperature may exceed the capacity of the waste heat recovery system, requiring the transfer of excess high-temperature waste heat. High-temperature waste heat transfer instructions are embedded into the reheating sequence, specifying the triggering conditions and transfer methods. The transfer instruction is triggered when the exhaust temperature exceeds a set threshold. Transfer methods include storing the high-temperature waste heat in a high-temperature section heat storage device or discharging it to the chimney via a bypass. A heat balance chain is established, connecting the heat source side, the heat storage side, and the heat consumption side. The heat source side provides heat, excess heat is transferred to the heat storage side, and the heat storage side releases heat to the heat consumption side when needed. The heat balance chain achieves time-based heat transfer and grade matching. Excess high-temperature waste heat generated during the daytime high-load operation of the main unit is stored in the heat storage device, and this heat is released at night when the main unit operates at low load, achieving peak shaving and valley filling of heat.

[0058] A coordinated control table is generated by unfolding along the heat balance chain. Along the path of the heat balance chain, each control node and controlled object is identified. The heat balance chain consists of three links: the heat source side, the heat storage side, and the heat consumption side. Control nodes on the heat source side include temperature and flow monitoring points for each heat source; control nodes on the heat storage side include the charging / discharging switching valves of the heat storage device; and control nodes on the heat consumption side include the flow regulating valves of each stage of heat exchangers. Control strategies for each control node are determined for different operating conditions. Under high load conditions, the heat source side provides sufficient heat, and the control strategy is heat storage mode, with the charging valve of the heat storage device open and the discharging valve closed. Under low load conditions, the heat source side provides insufficient heat, and the control strategy is heat dissipation mode, with the discharging valve of the heat storage device open and the charging valve closed. A coordinated control table is compiled, displaying the control parameter settings for different operating conditions in tabular form. The first column of the table is the operating condition name, such as high load condition, low load condition, transition condition, etc. The other columns of the table are the set values ​​for each controlled object, such as valve opening, flow rate setting, temperature setting, etc.

[0059] Step S150: The flow direction guidance field is derived by coordinating the resistance distribution of the control table. The network thermal state is reshaped based on the flow direction guidance field to obtain the whole network thermal spectrum. The convergence feature of the whole network thermal spectrum is identified to determine the confluence center.

[0060] Specifically, the flow guidance field is derived from the resistance distribution in the coordinated control table. Control parameter data such as valve opening and flow rate settings for each operating condition are extracted from the coordinated control table. The flow resistance characteristics at each control node are analyzed. Valve opening directly affects flow resistance; the smaller the opening, the greater the resistance, and vice versa. Flow rate settings affect the friction loss and local resistance of the pipeline; resistance increases quadratically with increasing flow rate. Valve opening data for different operating conditions are extracted from the coordinated control table and converted into corresponding resistance coefficients. The resistance coefficient is lowest in the fully open state, increases in the half-open state, and approaches infinity in the closed state. The spatial distribution characteristics of resistance in the entire pipeline network are analyzed. Main pipelines have relatively low friction loss per unit length due to large flow rates and large pipe diameters. Branch pipelines have relatively high friction loss per unit length due to small flow rates and small pipe diameters. Resistance values ​​increase significantly at locations where local resistance is concentrated, such as valves, elbows, and tees. In shipboard waste heat recovery systems, the opening degree of the switching valve at the inlet of the heat storage device differs significantly between heat storage and heat release modes, resulting in a significant variation in the resistance distribution at this location depending on the operating conditions. Based on the magnitude and direction of the resistance distribution, a flow guidance field is derived. The flow guidance field describes the preferred flow direction of fluid in the piping network. Paths with low resistance correspond to strong guidance directions in the flow guidance field, and fluid preferentially flows along these paths. Paths with high resistance correspond to weak guidance directions in the flow guidance field, resulting in lower fluid flow or no flow.

[0061] In some embodiments, obtaining the full network thermal spectrum by reshaping the network thermal state based on the flow guidance field includes: identifying resistance concentration points based on the flow guidance field to generate heat loss nodes; setting heat recovery branches at the heat loss nodes to form compensation channels; connecting the compensation channels in series to generate a cascade utilization network; and mapping the full network thermal spectrum through the cascade utilization network.

[0062] Heat loss nodes are generated by identifying resistance concentration points based on the flow guidance field. Resistance values ​​for each node are extracted from the flow guidance field. Resistance concentration points correspond to locations where the resistance value is significantly higher than that of surrounding nodes. The causes of resistance concentration are identified, including valve throttling, sudden changes in pipe diameter, and abrupt changes in flow direction. Resistance concentration caused by partial valve closure can be altered by adjusting the valve opening. Resistance concentration caused by sudden changes in pipe diameter and abrupt changes in flow direction is structural and difficult to eliminate through operational adjustments. The impact of resistance concentration points on the system is analyzed. Resistance concentration leads to increased local pressure drop and increased power consumption of fluid flow. Drastic changes in fluid velocity near resistance concentration points generate eddies and turbulence, increasing energy dissipation. This energy dissipation ultimately translates into heat loss. Resistance concentration points that cause significant heat loss are marked as heat loss nodes. In ship waste heat recovery systems, multiple control valves in the pipeline have a significant throttling effect when partially open, and changes in flow direction at pipe bends cause impact losses; these locations can all become heat loss nodes.

[0063] A heat recovery branch is established at the heat loss node to form a compensation channel. A small heat exchanger is installed near the heat loss node to recover the lost heat. One side of the heat exchanger is connected to the high-temperature area near the heat loss node, and the other side is connected to the low-temperature fluid that needs to be preheated. The heat from the heat loss node is transferred to the low-temperature fluid through the heat exchanger, realizing heat recovery and utilization. The piping connection of the heat recovery branch is designed, with the branch branching off from the heat loss node, passing through the heat exchanger, and then returning to the main pipeline or connecting to other heat-using equipment. The heat recovery branch forms a compensation channel, and the heat recovered in the compensation channel compensates for the heat loss at the heat loss node. In marine applications, the temperature at the bend of the main engine exhaust pipe is high and there is heat loss. A jacketed heat exchanger is installed on the outer wall of the bend, using a low-temperature working fluid to absorb the heat lost from the bend. The working fluid temperature rises from the inlet to the outlet, realizing partial heat loss recovery. The inlet and outlet temperature difference and flow rate of the compensation channel are measured to obtain the value of the recovered heat in the compensation channel.

[0064] A tiered utilization network is created by connecting compensation channels in series. The temperature levels of each compensation channel are analyzed, and the temperature classification of the compensation channels is determined based on the temperature of the heat loss nodes. High-temperature, medium-temperature, and low-temperature compensation channels are connected in series from highest to lowest temperature. The principle of series connection is that the outlet fluid of the high-temperature compensation channel enters the inlet of the medium-temperature compensation channel, and the outlet fluid of the medium-temperature compensation channel enters the inlet of the low-temperature compensation channel. A fluid circulation path is established between the compensation channels, and each compensation channel is connected sequentially through pipelines. The heat recovered by the high-temperature compensation channel is first transferred to the fluid requiring high-temperature preheating. After heat exchange, the cooled fluid flows into the medium-temperature compensation channel to continue recovering the heat loss in the medium-temperature section. The fluid at the outlet of the medium-temperature compensation channel then enters the low-temperature compensation channel to further recover the heat loss in the low-temperature section. Through this series connection, a multi-stage recovery tiered utilization network is formed. The high-temperature heat loss at the exhaust pipe bend is first recovered for preheating the working fluid, then flows through the cylinder liner water pipe valve to recover the medium-temperature heat loss, and finally flows through the low-temperature pipe section to recover waste heat, forming a complete tiered recovery path. Record the topology of the cascade utilization network, including the connection sequence of each compensation channel, fluid flow direction, and heat exchange power.

[0065] A full-network thermal spectrum is generated by mapping the cascade utilization network. Heat flow data for each compensation channel in the cascade utilization network is extracted, including the mass flow rate, inlet and outlet temperatures, and recovered heat for each channel. A mapping relationship is established between the spatial coordinates of each compensation channel and its corresponding heat flow value. Based on this mapping relationship, the heat flow contribution of the cascade utilization network is superimposed on the original pipeline network's thermal distribution. For each spatial node, the heat flow of the main pipeline is numerically superimposed with the heat flow of the nearby compensation channel. The superimposed heat flow value updates the total heat flow of that node. This process is repeated for all nodes in the entire pipeline network. At heat loss nodes, the effective heat flow increases because the compensation channel recovers some heat loss. At nodes where compensation channels merge into the main pipeline, the heat flow of that node increases due to the heat input from the compensation channel. By updating the heat flow of all nodes in the network, a full-network heat flow distribution including the contribution of the cascade utilization network is obtained. The updated heat flow distribution is then displayed in graphical form, forming the full-network thermal spectrum.

[0066] The convergence center is determined by identifying the convergence characteristics of the entire network's thermal spectrum. The thermal spectrum contains heat flow distribution information for all nodes in the pipeline network. Analysis of the thermal spectrum can identify key locations for heat accumulation, providing core control points for system supply and demand coordination. The convergence characteristics of heat flow in the entire network's thermal spectrum are analyzed to identify nodes where multiple high-heat-flow pipelines converge; these nodes are key locations for heat accumulation. At the convergence nodes, heat flows from different heat sources or paths merge, reaching a peak total heat flow. The heat flow values ​​and the number of incoming pipelines at each convergence node are statistically analyzed. A formula for calculating the total heat flow at a convergence node is established: Q_node = ΣQ_i, where Q_node is the total heat flow at the convergence node, and Q_i is the heat flow of the i-th incoming pipeline. The node with the highest heat flow and the most incoming pipelines is defined as the convergence center. The convergence center is the core of heat accumulation in the entire pipeline network and has the greatest impact on system operation. In a ship's waste heat recovery system, the evaporator inlet is usually the confluence center, where pipelines from multiple heat sources, such as main engine exhaust, turbocharger exhaust, and cylinder liner water, converge, resulting in the largest total heat flow.

[0067] Step S160: Based on the supply and demand coordination analysis of the confluence center, identify the supply and demand difference and reserve capacity, conduct fluctuation assessment on the supply and demand difference and reserve capacity to generate coordination margin, configure control response strategies based on the coordination margin, and complete the multi-source coordinated recovery of waste heat.

[0068] In some embodiments, the step of identifying the supply-demand difference and reserve capacity based on the supply-demand coordination analysis of the confluence center includes: statistically analyzing the heat collection flow from the confluence center to form collected heat; analyzing the distributed flow of each outlet based on the confluence center to form distributed heat; performing a difference analysis on the collected heat and the distributed heat to generate a supply-demand difference; and adding a safety margin based on the supply-demand difference to generate reserve capacity.

[0069] The collected heat is generated by statistically analyzing the flow rate at the junction center. Real-time flow and temperature data are obtained from monitoring devices on each incoming pipeline at the junction center. The heat source type and heating characteristics corresponding to each incoming pipeline are identified. The main unit exhaust pipeline has a small flow rate but extremely high temperature, carrying a large amount of heat per unit mass flow rate. The cylinder liner water pipeline has a large flow rate but moderate temperature, resulting in a considerable total heat flow. The flow rate and temperature of the heat storage device's heat release pipeline vary according to the heat storage state. The heat flow rate of each incoming pipeline is calculated using the mass flow rate, specific heat capacity, and temperature of each pipeline. The formula for calculating the collected heat is established: Q_in = Σ(m_i × c_i × T_i), where Q_in is the collected heat, m_i is the mass flow rate of the i-th incoming pipeline, c_i is the specific heat capacity, and T_i is the temperature. The total collected heat at the junction center is obtained by summing the heat flows of all incoming pipelines. The collected heat represents the total heating capacity of the system at the current moment. During ship operation, the heat accumulation reaches its maximum during the day when both the main engine and auxiliary engines are running simultaneously, including heat contributions from main engine exhaust, turbocharger exhaust, and cylinder liner water from multiple auxiliary engines. At night, when only the main engine is running at low load, the heat accumulation decreases, mainly from main engine exhaust and contributions from individual auxiliary engines.

[0070] The distributed heat is determined by analyzing the flow rates at each outlet of the manifold. Real-time flow and temperature data are obtained from the monitoring devices on each outlet pipeline of the manifold. The heat-consuming equipment and heat demand characteristics corresponding to each outlet pipeline are identified. The preheating section of the evaporator requires a medium heat flow rate to heat the working fluid from a low temperature to the saturation temperature. The boiling section of the evaporator requires a large heat flow rate to provide the latent heat of vaporization required for the phase change of the working fluid. The superheating section of the evaporator requires a smaller heat flow rate to heat the saturated steam into superheated steam. The heat flow rate of each outlet pipeline is calculated using the mass flow rate, specific heat capacity, and temperature of each outlet pipeline. The distributed heat calculation formula is established: Q_out = Σ(m_j × c_j × T_j), where Q_out is the distributed heat, m_j is the mass flow rate of the j-th outlet pipeline, c_j is the specific heat capacity, and T_j is the temperature. The total distributed heat of the manifold is obtained by summing the heat flows of all outlet pipelines. The distributed heat represents the total heat demand of the system at the current moment. During ship operation, when the waste heat recovery system is running at full load, the heat distribution reaches its maximum value, and each section of the evaporator requires sufficient heat input. When the system is running at reduced load, the heat distribution decreases accordingly.

[0071] A difference analysis is performed on the collected heat and distributed heat to generate the supply-demand difference. The supply-demand difference ΔQ = Q_in - Q_out is calculated, where Q_in is the collected heat and Q_out is the distributed heat. The sign and magnitude of the supply-demand difference are analyzed. A positive supply-demand difference indicates that the heating capacity exceeds the heating demand, and the system has excess heat. A negative supply-demand difference indicates that the heating capacity is less than the heating demand, and the system has a heat deficit. The absolute value of the supply-demand difference reflects the degree of supply-demand imbalance; the larger the absolute value, the more severe the imbalance. In actual ship operation, during the day when the main and auxiliary engines operate at high loads while the waste heat recovery system may be at partial load, the supply-demand difference can be positive, reaching tens of kilowatts, indicating a large amount of excess heat not being utilized. At night, when the main and auxiliary engines operate at low loads while the waste heat recovery system needs to be maintained, the supply-demand difference is negative, indicating a heat deficit that needs to be supplemented by heat storage devices. The numerical range of the supply-demand difference under different operating conditions is statistically analyzed to identify the maximum positive and maximum negative difference. The absolute value of the maximum negative difference determines the lower limit of the system's required reserve capacity.

[0072] Reserve capacity is generated by adding a safety margin based on the supply-demand difference. The maximum negative difference value in the supply-demand difference statistics is extracted; this value corresponds to the maximum heat shortage faced by the system. This maximum negative difference value is used as the base demand value for the reserve capacity. Considering the uncertainties and safety margin requirements in actual operation, a safety margin is added to the base demand value. The principle for setting the safety margin is to ensure that the system can still maintain operation under the expected worst-case operating conditions. The safety margin is usually set as a certain percentage of the base demand value, and the percentage is determined according to the system reliability requirements. The generated reserve capacity C_reserve = |ΔQ_min| × (1 + α), where ΔQ_min is the maximum negative difference value, and α is the safety margin coefficient. The reserve capacity is realized through the capacity design of the thermal storage device; the total thermal storage capacity of the thermal storage device should not be less than the reserve capacity. Based on the supply-demand difference analysis under nighttime mooring conditions, the maximum heat shortage of the system may reach a certain value. Considering the safety margin, it is determined that the thermal storage device needs to have corresponding thermal storage capacity to continuously replenish heat and maintain system operation throughout the nighttime mooring period.

[0073] A coordination margin is generated by assessing the fluctuations in supply-demand gap and reserve capacity. Time-series data of the supply-demand gap are extracted, and its fluctuation amplitude is calculated. The fluctuation amplitude is the difference between the maximum and minimum supply-demand gap, reflecting the degree of supply-demand imbalance. The frequency of change in the supply-demand gap is statistically analyzed, and the fluctuation frequency is assessed by the number of positive and negative switching times per unit time. During high-load navigation periods, the supply-demand gap fluctuates in the positive range, while during low-load anchoring periods, it fluctuates in the negative range. Time-series data of reserve capacity are extracted, and the availability rate of reserve capacity is calculated. The availability rate is the ratio of current heat storage to total reserve capacity, reflecting the degree of reserve capacity availability. In actual ship operation, heat storage gradually increases and availability rises during daytime navigation, while heat storage gradually decreases and availability declines during nighttime anchoring, showing a periodic fluctuation in reserve capacity. A coordination margin calculation model is established, defining the coordination margin M = U / (1 + k × A), where U is the reserve capacity availability rate, A is the fluctuation amplitude of the supply-demand gap, and k is the fluctuation sensitivity coefficient. This formula indicates that the higher the availability of reserve capacity and the smaller the fluctuation range of the supply-demand gap, the greater the coordination margin. When the coordination margin is greater than the set sufficiency threshold, the system has ample room for adjustment. When the coordination margin is less than the set stress threshold, the system faces the risk of imbalance.

[0074] Control and response strategies are configured based on coordination margins. Different control strategies are formulated according to the size of the coordination margin. The coordination margin is divided into three levels: ample, moderate, and strained. The ample level corresponds to a coordination margin greater than a set threshold, where the system has sufficient adjustment margin to cope with fluctuations. The moderate level corresponds to a coordination margin within the normal range, where the system needs moderate adjustment to maintain balance. The strained level corresponds to a coordination margin less than a safety threshold, where the system needs to take proactive measures to prevent imbalance. For the ample level, a routine response strategy is configured. This includes operating according to standard procedures, regularly monitoring supply and demand, and performing preventative maintenance. For the moderate level, a proactive response strategy is configured. This includes real-time adjustment of heat source flow distribution, optimization of heat allocation to various heat-consuming equipment, and timely activation or deactivation of heat storage devices. For the strained level, an emergency response strategy is configured. This includes limiting the heat supply to secondary heat-consuming equipment, prioritizing the heat demand of critical equipment, activating backup heat sources, or increasing the output of the main heat source. During ship operation, when the coordination margin enters a stress level, the system automatically reduces the heat supply to the superheating section, concentrating heat to ensure stable operation of the boiling section, while simultaneously activating backup auxiliary engines to increase heat supply. Throughout the ship's voyage, multi-source coordinated recovery ensures stable operation of the waste heat recovery system under various operating conditions. When the main engine is under high load, excess heat is fully recovered and stored for backup; when the main engine is under low load, the stored heat is released to maintain system operation, ultimately achieving efficient utilization of waste heat resources.

[0075] To implement the multi-source coordinated recovery method for ship waste heat corresponding to the above method embodiments, and to achieve the corresponding functions and technical effects. See also Figure 2 , Figure 2 A structural block diagram of a multi-source coordinated recovery system for ship waste heat provided in an embodiment of this application is shown. For ease of explanation, only the parts relevant to this embodiment are shown. The multi-source coordinated recovery system for ship waste heat provided in this embodiment includes: The heat source rating module 201 is used to collect multi-source temperature signals and heat exchange pipeline layout during ship operation. The multi-source temperature signals cover the high-temperature section of the main engine and the medium-temperature section of the auxiliary engine. The module performs calorific value rating on the multi-source temperature signals to form a heat grade distribution. The heat flow capture module 202 is used to locate high-quality hot spots based on the heat quality distribution, perform source analysis on the high-quality hot spots to obtain heat dissipation locations, establish heat exchange contact at the heat dissipation locations to generate heat collection conditions, and implement cascade enhancement through the heat collection conditions to form a dense heat collection area. The heating distribution module 203 is used to construct a heat load fluctuation curve based on the fluctuation pattern of the auxiliary machine in the medium temperature range, identify intermittent heat sources from the heat load fluctuation curve, match the intermittent heat sources with the heat exchange pipeline layout to establish heat path intersection points, and use the heat path intersection points to deduce flow distribution to form a flexible heating field. The heat storage coordination module 204 is used to divide the effective temperature steps based on the temperature difference of the dense heat collection area, configure the hierarchical heat exchange to generate a stepped utilization chain within the effective temperature steps, form a heat storage and release network based on the stepped utilization chain, and output a coordination control table according to the cross arrangement of the heat storage and release network and the flexible heating field. The heating network optimization module 205 is used to derive the flow direction guidance field through the resistance distribution of the coordination control table, reshape the network thermal state based on the flow direction guidance field to obtain the whole network thermal spectrum, and identify the convergence characteristics of the whole network thermal spectrum to determine the confluence center. The supply and demand balancing module 206 is used to perform supply and demand coordination analysis based on the confluence center to identify the supply and demand difference and reserve capacity, perform fluctuation assessment on the supply and demand difference and the reserve capacity to generate a coordination margin, configure a control response strategy based on the coordination margin, and complete the multi-source coordinated recovery of waste heat.

[0076] The aforementioned multi-source coordinated recovery system 200 for ship waste heat can implement the multi-source coordinated recovery method for ship waste heat described in the above-described method embodiments. The options described in the above method embodiments are also applicable to this embodiment and will not be detailed here. The remaining contents of this application's embodiments can be referred to the contents of the above method embodiments, and will not be repeated in this embodiment.

[0077] The purpose of the above embodiments is to reproduce and derive the technical solution of the present invention by way of example, and to fully describe the technical solution, purpose and effect of the present invention. The purpose is to enable the public to have a more thorough and comprehensive understanding of the disclosure of the present invention, and not to limit the scope of protection of the present invention.

[0078] The above embodiments are not an exhaustive list based on the present invention, and there may be many other embodiments not listed. Any substitutions and improvements made without departing from the concept of the present invention are within the protection scope of the present invention.

Claims

1. A method for coordinated recovery of waste heat from multiple sources in ships, characterized in that, include: Collect multi-source temperature signals and heat exchange pipeline layout during ship operation. The multi-source temperature signals cover the high-temperature section of the main engine and the medium-temperature section of the auxiliary engine. Perform calorific value rating on the multi-source temperature signals to form a heat grade distribution. Based on the heat quality distribution, high-quality hot spots are located, and the heat dissipation location is obtained by source analysis of the high-quality hot spots. Heat exchange contact is established at the heat dissipation location to generate heat collection conditions. Through the heat collection conditions, cascade enhancement is implemented to form a dense heat collection area. A heat load fluctuation curve is constructed based on the fluctuation pattern of the auxiliary machine in the medium temperature range. Intermittent heat sources are identified from the heat load fluctuation curve. The intermittent heat sources are matched with the heat exchange pipeline layout to establish heat path intersection points. The flow distribution is derived from the heat path intersection points to form a flexible heating field. Based on the temperature difference of the dense heating zone, an effective temperature level is divided. Within the effective temperature level, a hierarchical heat exchange is configured to generate a stepped utilization chain. A heat storage and release network is formed based on the stepped utilization chain. A coordinated control table is output based on the cross arrangement of the heat storage and release network and the flexible heating field. The flow direction guidance field is derived from the resistance distribution of the coordinated control table. The network thermal state is reshaped based on the flow direction guidance field to obtain the whole network thermal spectrum. The convergence feature of the whole network thermal spectrum is identified to determine the confluence center. Based on the supply and demand coordination analysis conducted at the confluence center, the supply and demand gap and reserve capacity are identified. Fluctuation assessments are performed on the supply and demand gap and the reserve capacity to generate a coordination margin. Based on the coordination margin, a control response strategy is configured to complete the multi-source coordinated recovery of waste heat.

2. The method according to claim 1, characterized in that, The cascade enhancement of the heat collection conditions to form a dense heat collection zone includes: Based on the temperature field distribution analysis of the aforementioned heat collection conditions, thermal diffusion boundaries were identified. A heat-blocking boundary is established at the heat diffusion boundary to form a heat loss control zone. Heat flow path optimization is performed within the heat loss control area to form a high heat flux zone; The range of the dense heat collection zone is determined based on the power density distribution of the high heat flux zone.

3. The method according to claim 1, characterized in that, The step of matching the intermittent heat source with the heat exchange pipeline layout to establish a heat path intersection point includes: The intermittent heat source is analyzed for heating timing to generate heating intermittency. Construct a pipeline connection chain based on the heat exchange pipeline layout; The heat flow distribution coefficient is formed by spatially mapping the heating intermittency with the pipeline connection chain. The heat flow distribution coefficient is used to establish the heat path junction point.

4. The method according to claim 1, characterized in that, The process of deriving flow distribution using the thermal junction to form a flexible heating field includes: Identify the flow rate deviation of the heat transfer medium at the junction of the thermal paths; The flow velocity deviation is converted into a mixing driving force to generate adaptive flow splitting; The adaptive flow distribution is analyzed for heat load changes to form a dynamic distribution ratio; A flexible heating field is constructed using the aforementioned dynamic proportions.

5. The method according to claim 1, characterized in that, The method of outputting a coordinated control table based on the cross-arrangement of the heat storage and release network and the flexible heating field includes: Extract the phase change thermal storage temperature zone from the thermal storage and release network; The phase change thermal storage temperature zone is matched with the low-load period of the flexible heating field to generate a heat replenishment sequence; A high-temperature waste heat transfer command is embedded in the reheating sequence to form a heat balance chain; A coordinated control table is generated by expanding along the heat balance chain.

6. The method according to claim 1, characterized in that, The process of reshaping the network thermal state based on the flow guidance field to obtain the full network thermal spectrum includes: Based on the flow guidance field, resistance concentration points are identified to generate heat loss nodes; A heat recovery branch is set at the heat loss node to form a compensation channel; The compensation channels are connected in series to create a cascade utilization network; The entire network thermal spectrum is generated through the aforementioned cascade utilization network mapping.

7. The method according to claim 1, characterized in that, The step of identifying the supply-demand gap and reserve capacity based on the supply and demand coordination analysis of the confluence center includes: The heat collection flow rate is statistically analyzed from the said confluence center to form collected heat; Based on the analysis of the flow distribution at each outlet of the confluence center, the distributed heat is generated. A supply-demand difference is generated by performing a difference analysis between the collected heat and the distributed heat. Based on the supply-demand difference, a safety margin is added to generate reserve capacity.

8. The method according to claim 2, characterized in that, The process of optimizing the heat flow path within the heat loss control area to form a high heat flux zone includes: The thermal driving force field is obtained based on the temperature gradient distribution of the heat loss control region. The heat transfer enhancement region is determined based on the thermal driving force field; Heat flow directionality analysis is performed within the heat transfer enhancement region to determine preferred heat transfer paths; A high heat flux zone is formed through the heat flow concentration effect of the preferred heat transfer path.

9. The method according to claim 5, characterized in that, The step of matching the phase change thermal storage temperature zone with the low-load period of the flexible heating field to generate a heat replenishment sequence includes: The thermal storage working window is determined based on the temperature range of the phase change thermal storage temperature zone. Identify low-load periods in the flexible heating field to determine when to replenish heat; The heat storage working window is aligned with the heat replenishment timing to generate a heat release start point; The heat storage medium circulation sequence is arranged according to the heat release start point to form a heat replenishment sequence.

10. A multi-source coordinated recovery system for ship waste heat, characterized in that, include: The heat source rating module is used to collect multi-source temperature signals and heat exchange pipeline layout during ship operation. The multi-source temperature signals cover the high-temperature section of the main engine and the medium-temperature section of the auxiliary engine. The module performs calorific value rating on the multi-source temperature signals to form a heat grade distribution. The heat flow capture module is used to locate high-quality hot spots based on the heat quality distribution, perform source analysis on the high-quality hot spots to obtain heat dissipation locations, establish heat exchange contact at the heat dissipation locations to generate heat collection conditions, and implement cascade enhancement through the heat collection conditions to form a dense heat collection area. The heating distribution module is used to construct a heat load fluctuation curve based on the fluctuation pattern of the auxiliary machine in the medium temperature range, identify intermittent heat sources from the heat load fluctuation curve, match the intermittent heat sources with the heat exchange pipeline layout to establish heat path intersection points, and use the heat path intersection points to deduce flow distribution to form a flexible heating field. The heat storage coordination module is used to divide the effective temperature steps based on the temperature difference of the dense heat collection area, configure the hierarchical heat exchange to generate a stepped utilization chain within the effective temperature steps, form a heat storage and release network based on the stepped utilization chain, and output a coordination control table according to the cross arrangement of the heat storage and release network and the flexible heating field. The heating network optimization module is used to derive the flow direction guidance field through the resistance distribution of the coordination control table, reshape the network thermal state based on the flow direction guidance field to obtain the whole network thermal spectrum, and identify the convergence characteristics of the whole network thermal spectrum to determine the confluence center. The supply and demand balancing module is used to perform supply and demand coordination analysis based on the confluence center to identify the supply and demand difference and reserve capacity, perform fluctuation assessment on the supply and demand difference and the reserve capacity to generate a coordination margin, configure the control response strategy based on the coordination margin, and complete the multi-source coordinated recovery of waste heat.

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