A ship and control method based on a solid hydrogen pool

Abstract

This invention relates to the field of electric underwater transportation technology, specifically to a ship and control method based on a solid hydrogen pool. The ship includes a hull, a propeller module, a fuel cell module, a solid hydrogen pool module, and an integrated heat dissipation module. The fuel cell module includes a fuel cell stack unit and an air intake / exhaust unit. The solid hydrogen pool module includes a solid hydrogen storage unit, a water injection unit, and a hydrogen transport buffer unit. In the integrated heat dissipation module, a first heat dissipation unit includes a first heat exchanger circulating seawater; a second heat dissipation unit includes a first medium circulation pipeline connecting the fuel cell stack unit and the first heat exchanger; and a third heat dissipation unit includes a second medium circulation pipeline connecting the solid hydrogen storage unit and the first heat exchanger. This invention supplies hydrogen to the fuel cell stack unit through hydrolysis within the solid hydrogen storage unit, and deeply integrates the heat dissipation systems of the fuel cell module and the solid hydrogen pool module, using seawater for unified heat dissipation to meet the needs of long-distance cruising.

Description

Technical Field

[0001] This invention relates to the field of electric underwater transportation technology, and in particular to a ship and control method based on a solid hydrogen pool. Background Technology

[0002] Conventional ships typically use diesel fuel, causing significant air pollution. Currently, most international trade is conducted via shipping, making the resulting environmental pollution a serious concern. In recent years, new energy ships have been actively developing, with commercial vessels using methanol, LNG, and other energy sources, which also generate carbon emissions. Ships using pure electric or battery-swapping modes are suitable for small and medium-sized vessels, but have limited range, high-cost battery-swapping infrastructure, and are limited to fixed routes. Furthermore, the power batteries pose safety hazards such as fire risks.

[0003] Hydrogen energy is a renewable secondary energy source and a crucial resource for addressing future energy crises. With the continuous depletion of fossil fuels and increasing pollution levels, hydrogen energy is considered a clean and viable alternative to traditional energy sources. Furthermore, due to its pollution-free byproducts, high environmental friendliness, and high energy conversion efficiency, hydrogen energy is playing a vital social role, particularly in transportation and power generation / storage, providing a continuous supply of electricity and heat to these sectors as a replacement for traditional fossil fuels. Hydrogen energy is primarily used to convert hydrogen into electricity through fuel cells, applicable to various sectors requiring electricity, including sea, land, air, and space, with particularly innovative applications in the marine sector in recent years. Hydrogen fuel cells mainly use gaseous or liquid hydrogen to store the fuel needed for power. However, given the limited space and weight of aircraft, they cannot carry large amounts of fuel, restricting the cruising capacity of ships and hindering long-distance transportation.

[0004] Currently, solid-state hydrogen storage can achieve high safety and high hydrogen storage density. However, existing solid-state hydrogen storage methods cannot meet the needs of ships, especially for hydrogen storage materials with high hydrogen storage density. After hydrolysis, the hydrogen storage density is much higher than that of existing gaseous, liquid, and conventional solid-state hydrogen storage materials. Furthermore, the heat generated by hydrolysis is relatively large, which means that current hydrogen fuel cell ships using gaseous hydrogen storage or conventional solid-state hydrogen storage cannot solve the problem of long-range operation. Summary of the Invention

[0005] The technical problem to be solved by the embodiments of the present invention is to provide a ship and control method based on a solid hydrogen fuel cell, so as to solve the problem that hydrogen energy fuel cells in the prior art cannot meet the long-range requirements of ships.

[0006] This invention discloses a ship based on a solid hydrogen pool, including a hull, a propeller module disposed at the stern of the hull, and a fuel cell module, a solid hydrogen pool module, and an integrated heat dissipation module disposed within the hull.

[0007] The fuel cell module includes a battery stack unit and an air intake and exhaust unit. The battery stack unit is connected to the propeller module, and the air intake and exhaust unit is connected to the battery stack unit for metering air supply to the battery stack unit.

[0008] The solid hydrogen pool module includes a solid hydrogen storage unit, a water injection unit, and a hydrogen delivery buffer unit. The water injection unit is connected to the solid hydrogen storage unit and is used to introduce seawater and inject it into the solid hydrogen storage unit. The hydrogen delivery buffer unit is connected to the solid hydrogen storage unit and the battery stack unit and is used to buffer the hydrogen release pressure of the solid hydrogen storage unit and deliver hydrogen to the battery stack unit.

[0009] The integrated heat dissipation module includes a first heat dissipation unit, a second heat dissipation unit, and a third heat dissipation unit. The first heat dissipation unit includes a first heat exchanger and a first water pump. The first heat exchanger is provided with a first medium channel, a second medium channel, and a third medium channel. The inlet of the first water pump is connected to seawater, and the medium outlet of the first water pump is connected to the medium inlet of the first medium channel. The medium outlet of the first medium channel is open to seawater. The second heat dissipation unit includes a first medium circulation pipeline. The battery stack unit is connected to the second medium channel for heat exchange through the first medium circulation pipeline. The third heat dissipation unit includes a second medium circulation pipeline. The solid hydrogen storage unit is connected to the third medium channel for heat exchange through the second medium circulation pipeline.

[0010] Optionally, the second heat dissipation unit further includes a second water pump and a second heat exchanger disposed in the battery stack unit. The medium outlet of the second heat exchanger, the second water pump, the medium inlet of the second medium channel, the medium outlet of the second medium channel, and the medium inlet of the second heat exchanger are connected in sequence through the first medium circulation pipeline.

[0011] The second heat dissipation unit also includes a first medium compensation tank, a first compensation pipeline connecting the medium outlet of the first medium compensation tank to the medium inlet of the second water pump, and a first recovery pipeline connecting the medium inlet of the first medium compensation tank to the medium outlet of the second medium channel.

[0012] Optionally, the third heat dissipation unit further includes a third water pump, a media filter, and a third heat exchanger disposed in the solid hydrogen storage unit. The media outlet of the third heat exchanger, the third water pump, the media inlet of the third media channel, the media outlet of the third media channel, the media filter, and the media inlet of the third heat exchanger are sequentially connected through the second media circulation pipeline.

[0013] The third heat dissipation unit further includes a second medium compensation tank, a second compensation pipeline connecting the medium outlet of the second medium compensation tank to the medium inlet of the third water pump, and a second recovery pipeline connecting the medium inlet of the second medium compensation tank to the medium outlet of the third medium channel.

[0014] Optionally, the vessel further includes a cryogenic self-starting module, which includes a first three-way valve, a medium bypass, and a fourth heat exchanger. The first three-way valve is disposed on a pipeline connecting the medium outlet of the second medium channel and the medium inlet of the second heat exchanger. One end of the medium bypass is connected to the first three-way valve, and the other end of the medium bypass is connected to the medium outlet of the third water pump. The fourth heat exchanger is disposed on the medium bypass, and the medium inlet of the fourth heat exchanger is connected to the medium outlet of the third heat exchanger, while the medium outlet of the fourth heat exchanger is connected to the medium inlet of the third medium channel.

[0015] Optionally, the solid hydrogen storage unit includes a reaction tank and a plurality of solid hydrogen storage components disposed in the reaction tank. The water injection unit includes a water storage tank, a fourth water pump and a water sprayer. The water storage tank, the fourth water pump, the water sprayer and the reaction tank are connected in sequence, and the water storage tank is provided with a seawater injection pipeline.

[0016] The hydrogen transport buffer unit includes a buffer tank and a pressure sensor. The buffer tank is connected to the reaction tank and the battery stack unit. A one-way valve is provided at the hydrogen inlet of the buffer tank, and a safety valve and a shut-off valve are provided in sequence at the hydrogen outlet of the buffer tank. The pressure sensor is located on the outlet side of the buffer tank.

[0017] Optionally, an air inlet is provided at the cathode of the battery stack unit and on the air filter, respectively. The air inlet and outlet unit includes an air filter, an air compressor, and an intercooler connected in sequence. The intercooler is connected to the air inlet of the battery stack unit.

[0018] The intercooler is provided with a medium inlet and a medium outlet. The medium inlet of the intercooler is connected to the medium inlet of the second heat exchanger, and the medium outlet of the intercooler is connected to the medium inlet of the second water pump.

[0019] Optionally, a tail outlet is provided at the cathode of the battery stack unit, and the tail outlet of the battery stack unit is connected in sequence to a first steam-water separator and a second steam-water separator, and a tail outlet throttle valve is provided on the inlet side of the first steam-water separator.

[0020] A second three-way valve is installed on the pipeline connecting the intercooler to the air inlet of the battery stack unit, and the second three-way valve is connected to the second steam-water separator to lead compressed air into the second steam-water separator.

[0021] Optionally, the battery stack unit is further provided with a hydrogen inlet and a product outlet at the anode;

[0022] The fuel cell module also includes an anode reaction cycle unit, which includes an ejector and a third gas-water separator. The ejector is connected to the hydrogen inlet of the hydrogen delivery buffer unit and the fuel cell stack unit, and the ejector is provided with an ejection inlet.

[0023] The inlet of the third gas-water separator is connected to the product outlet of the battery stack unit, the separated gas outlet of the third gas-water separator is connected to the ejector inlet of the ejector, and the separated liquid outlet of the third gas-water separator is connected to the inlet of the second gas-water separator.

[0024] Optionally, the vessel also includes a power drive module, a power battery module, and a ship control module;

[0025] The solid hydrogen pool module, the power battery module, and the integrated heat dissipation module are all located at the bottom of the hull and close to the seawater, while the fuel cell module is located close to the deck of the hull.

[0026] The power drive module includes a DC-DC conversion unit, a DC-AC conversion unit, a drive motor, and a gearbox. The power output terminal of the battery stack unit is electrically connected to the DC-DC conversion unit, and the DC-DC conversion unit and the power battery module are respectively electrically connected to the DC-AC conversion unit. The DC-AC conversion unit is electrically connected to the drive motor, and the output terminal of the drive motor is connected to the propeller module through the gearbox.

[0027] The ship control module is communicatively connected to the power drive module, the power battery module, the fuel cell module, and the solid hydrogen pool module, and is used to control the operation of each module in a closed loop according to the ship's power requirements.

[0028] The present invention also discloses a control method for controlling the aforementioned vessel, the control method comprising:

[0029] In response to the ship's standby power-on, the operating status of each unit in the fuel cell module, the solid hydrogen pool module, and the integrated heat dissipation module is inspected.

[0030] In response to the fact that the working status of each inspection unit meets the preset cruise conditions, the fuel cell module, the solid hydrogen pool module and the integrated heat dissipation module are controlled to enter the standby state, and the hydrogen pressure status in the hydrogen delivery buffer unit is detected.

[0031] In response to the detection that the hydrogen pressure in the hydrogen delivery buffer unit meets the preset start-up conditions, the solid hydrogen pool module and the fuel cell module are started in sequence, and the fuel cell module supplies power to drive the propeller module until the ship starts cruising.

[0032] The output power of the fuel cell module is dynamically adjusted according to the cruise status of the ship, and the hydrogen release rate, hydrogen release pressure and hydrogen release temperature of the solid hydrogen pool module are dynamically adjusted according to the hydrogen demand of the fuel cell module.

[0033] In response to the ship entering a shutdown state, the propeller module reverses to put the ship into the reverse thrust phase, and dynamically adjusts the hydrogen release rate of the solid hydrogen pool module to maintain the hydrogen pressure in the hydrogen delivery buffer unit as the fuel cell module increases its output power.

[0034] In response to the complete shutdown of the ship, the fuel cell module is controlled to sequentially enter a cooling and continuous discharge state until the fuel cell module shuts down. Then, the solid hydrogen pool module is controlled to enter a stopped hydrogen release state until the solid hydrogen pool module shuts down.

[0035] Compared with the prior art, the ship and control method based on a solid hydrogen pool provided in this invention have the following advantages:

[0036] By incorporating fuel cell modules, solid-state hydrogen storage modules, and integrated heat dissipation modules within the ship's hull, a super solid-state hydrogen storage system is constructed. Hydrogen is produced through hydrolysis within the solid-state hydrogen storage unit and supplied to the fuel cell stack unit. Hydrogen supplied by a hydrogen transport buffer unit and air provided by an air intake / exhaust unit undergoes an electrochemical reaction within the stack unit, releasing electrical energy which is then converted into power to drive the propeller module. Simultaneously, seawater is directly extracted as the water source for the hydrogen decomposition reaction in the solid-state hydrogen storage unit, providing readily available water without the need for external water supplies. Furthermore, seawater is directly extracted by the first heat dissipation unit as a heat exchange medium, exchanging heat with the heat exchange medium in both the first and second medium circulation pipelines. This deeply integrates the heat dissipation systems of the fuel cell module and the solid-state hydrogen storage module, using continuous and unified seawater cooling. This not only saves resources but also promotes efficient response in both the fuel cell module and the solid-state hydrogen storage module, thereby improving the ship's continuous cruising range. Attached Figure Description

[0037] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. In the accompanying drawings:

[0038] Figure 1 This is a schematic diagram of the overall structure of a ship provided in an embodiment of the present invention;

[0039] Figure 2 This is a schematic block diagram of the heat dissipation coupling structure of the fuel cell module and the solid hydrogen pool module provided in an embodiment of the present invention;

[0040] Figure 3 This is a schematic diagram of the hydrogen delivery line and air delivery line of the fuel cell module provided in an embodiment of the present invention;

[0041] Figure 4 This is a schematic block diagram of the structure for ship-wide control provided in an embodiment of the present invention.

[0042] The markings in the attached diagram are as follows:

[0043] 1. Hull; 2. Propeller Module; 3. Fuel Cell Module; 31. Battery Stack Unit; 32. Air Intake and Exhaust Unit; 321. Air Filter; 322. Air Compressor; 323. Intercooler; 324. Second Three-Way Valve; 33. First Gas-Water Separator; 34. Second Gas-Water Separator; 35. Tail Exhaust Throttle Valve; 36. Ejector; 37. Third Gas-Water Separator; 4. Solid Hydrogen Pool Module; 41. Solid Hydrogen Storage Unit; 411. Reaction Pool; 412. Solid Hydrogen Storage Components; 42. Water Injection Unit; 421. Water Tank; 422. Fourth Water Pump; 423. Water Sprayer; 43. Hydrogen Transport Buffer Unit; 431. Buffer Tank; 432. Pressure Sensor; 433. Check Valve; 434. Safety Valve; 435, Shut-off valve; 5, Integrated heat dissipation module; 51, First heat dissipation unit; 511, First heat exchanger; 512, First water pump; 52, Second heat dissipation unit; 521, First medium circulation pipeline; 522, Second water pump; 523, First medium compensation tank; 53, Third heat dissipation unit; 531, Second medium circulation pipeline; 532, Third water pump; 533, Medium filter; 534, Second medium compensation tank; 54, First three-way valve; 55, Medium bypass; 56, Fourth heat exchanger; 6, Power drive module; 61, DC-DC conversion unit; 62, DC-AC conversion unit; 63, Drive motor; 64, Gearbox; 7, Power battery module; 8, Ship control module. Detailed Implementation

[0044] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0045] This invention discloses a ship based on a solid-state hydrogen pool, such as... Figure 1 and Figure 2 As shown, the system includes a hull 1, a propeller module 2 located at the stern of the hull 1, and a fuel cell module 3, a solid hydrogen pool module 4, and an integrated heat dissipation module 5 all located within the hull 1. The fuel cell module 3 includes a fuel cell stack unit 31 and an air intake / exhaust unit 32. The fuel cell stack unit 31 is connected to the propeller module 2, and the air intake / exhaust unit 32 is connected to the fuel cell stack unit 31, used to quantitatively supply air to the fuel cell stack unit 31. The solid hydrogen pool module 4 includes a solid hydrogen storage unit 41, a water injection unit 42, and a hydrogen delivery buffer unit 43. The water injection unit 42 is connected to the solid hydrogen storage unit 41 and is used to introduce seawater and inject it into the solid hydrogen storage unit 41. The hydrogen delivery buffer unit 43 connects the solid hydrogen storage unit 41 and the fuel cell stack unit 31, used to buffer the hydrogen release pressure of the solid hydrogen storage unit 41 and deliver hydrogen to the fuel cell stack unit 31. The integrated heat dissipation module 5 includes a first heat dissipation unit 51, a second heat dissipation unit 52, and a third heat dissipation unit 53. The first heat dissipation unit 51 includes a first heat exchanger 511 and a first water pump 512. The first heat exchanger 511 is provided with a first medium channel, a second medium channel, and a third medium channel. The inlet of the first water pump 512 is connected to seawater, and the medium outlet of the first water pump 512 is connected to the medium inlet of the first medium channel. The medium outlet of the first medium channel is open to seawater. The second heat dissipation unit 52 includes a first medium circulation pipe 521, and the battery stack unit 31 is connected to the second medium channel for heat exchange through the first medium circulation pipe 521. The third heat dissipation unit 53 includes a second medium circulation pipe 531, and the solid hydrogen storage unit 41 is connected to the third medium channel for heat exchange through the second medium circulation pipe 531.

[0046] Through the implementation of the above-described ship embodiment, a super solid-state hydrogen pool system is constructed by combining the fuel cell module 3 and the solid-state hydrogen pool module 4. Hydrogen is produced through hydrolysis within the solid-state hydrogen storage unit 41 and supplied to the fuel cell stack unit 31. Hydrogen supplied by the hydrogen delivery buffer unit 43 and air provided by the air intake and exhaust unit 32 undergo an electrochemical reaction within the fuel cell stack unit 31 to release electrical energy, which is then converted into power to drive the propeller module 2. Simultaneously, seawater is directly extracted as the water source for the hydrolysis reaction in the solid-state hydrogen storage unit 41, allowing for readily available water without the need for additional water resources, significantly reducing costs. Furthermore, the hydrogen delivery buffer unit 43 provides a stable hydrogen storage capacity, ensuring that the fuel cell module 3 can maintain its needs even when no hydrogen release reaction occurs within the solid-state hydrogen storage unit 41. Based on this, combined with the integrated heat dissipation module 5, the first heat dissipation unit 51 uses seawater as the heat exchange medium. The first water pump 512 directly pumps the seawater into the first medium channel of the first heat exchanger 511, and the pumped seawater is discharged back into the external seawater from the medium outlet of the first medium channel, thus forming a seawater medium circulation. The first heat exchanger 511 then exchanges heat with the heat exchange medium in the first medium circulation pipe 521 and the second medium circulation pipe 531 respectively. Therefore, based on the marine application scenario, the heat dissipation systems of the fuel cell module 3 and the solid hydrogen storage module 4 are deeply integrated, using continuous and unified heat exchange with seawater. The second heat dissipation unit 52 dissipates heat from the battery stack unit 31, and the third heat dissipation unit 53 dissipates heat from the solid hydrogen storage unit 41. The solid hydrogen storage unit 41 has a relatively wide temperature control range, needing to meet the requirements of 60℃-90℃, while the battery stack unit 31 requires relatively precise temperature control, maintaining a temperature range of 70℃-90℃ at different power levels. This means that by making full use of existing seawater resources, the thermal management of the entire integrated heat dissipation module 5 can be fully maintained, ensuring that the solid hydrogen storage unit 41 can stably and continuously release hydrogen, and the battery stack unit 31 can stably and continuously supply power. This can save resources significantly and enable the fuel cell module 3 and the solid hydrogen pool module 4 to respond efficiently, thereby improving the ship's continuous sailing capability.

[0047] Furthermore, combined Figure 3 As shown, the second heat dissipation unit 52 also includes a second water pump 522 and a second heat exchanger disposed within the battery stack unit 31. The medium outlet of the second heat exchanger, the second water pump 522, the medium inlet of the second medium channel, the medium outlet of the second medium channel, and the medium inlet of the second heat exchanger are sequentially connected via a first medium circulation pipeline 521. The second heat dissipation unit 52 also includes a first medium compensation tank 523. A first compensation pipeline connects the medium outlet of the first medium compensation tank 523 to the medium inlet of the second water pump 522, and a first recovery pipeline connects the medium inlet of the first medium compensation tank 523 to the medium outlet of the second medium channel.

[0048] In the implementation of the above-described ship embodiment, the second water pump 522 is a key component of the second heat dissipation unit 52. It is responsible for extracting the heat exchange medium from the second heat exchanger, cooling it through the first heat exchanger 511, and then re-entering the second heat exchanger to exchange the heat generated by the electrochemical reaction inside the battery stack unit 31, thereby meeting the power supply temperature of the battery stack unit 31 and preventing overheating. The rotational speed of the second water pump 522 allows for stable control of the heat exchange, ensuring efficient heat management of the electrochemical reaction process inside the battery stack unit 31. Furthermore, the second water pump 522 is used to replenish the heat exchange medium in the first medium circulation pipeline 521 when it is low, and to recover the heat exchange medium in the first medium circulation pipeline 521 to the first medium compensation tank 523 via the first recovery pipeline when the battery stack unit 31 is about to shut down, preventing medium residue in the first medium circulation pipeline 521.

[0049] Preferably, the heat exchange medium is a liquid medium, such as water.

[0050] Furthermore, the third heat dissipation unit 53 also includes a third water pump 532, a media filter 533, and a third heat exchanger disposed within the solid-state hydrogen storage unit 41. The media outlet of the third heat exchanger, the third water pump 532, the media inlet of the third media channel, the media outlet of the third media channel, the media filter 533, and the media inlet of the third heat exchanger are sequentially connected via a second media circulation pipeline 531. The third heat dissipation unit 53 also includes a second media compensation tank 534, with a second compensation pipeline connecting the media outlet of the second media compensation tank 534 to the media inlet of the third water pump 532, and a second recovery pipeline connecting the media inlet of the second media compensation tank 534 to the media outlet of the third media channel.

[0051] In the implementation of the above-described ship embodiment, the third water pump 532 is a key component in the third heat dissipation unit 53. It is responsible for extracting the heat exchange medium from the third heat exchanger, cooling it through the first heat exchanger 511, and then filtering out impurities from the cooling medium by the media filter 533. The filtered cooling medium then re-enters the third heat exchanger to exchange heat generated by hydrogen release inside the solid hydrogen storage unit 41. Stable control of the heat exchange can be achieved by controlling the rotational speed of the third water pump 532, ensuring efficient heat management during the hydrogen release process. Furthermore, the second media compensation tank 534 is used to replenish the heat exchange medium in the second media circulation pipeline 531 when it is low, and to recover the heat exchange medium in the second media circulation pipeline 531 to the second media compensation tank 534 via the second recovery pipeline when the solid hydrogen storage unit 41 is about to shut down, preventing media residue in the second media circulation pipeline 531.

[0052] Furthermore, the vessel also includes a cryogenic self-starting module. The cryogenic self-starting module includes a first three-way valve 54, a medium bypass 55, and a fourth heat exchanger 56. The first three-way valve 54 is located on a pipeline connecting the medium outlet of the second medium channel to the medium inlet of the second heat exchanger. One end of the medium bypass 55 is connected to the first three-way valve 54, and the other end of the medium bypass 55 is connected to the medium outlet of the third water pump 532. The fourth heat exchanger 56 is located on the medium bypass 55, with its medium inlet connected to the medium outlet of the third heat exchanger, and its medium outlet connected to the medium inlet of the third medium channel.

[0053] Through the implementation of the above-described ship embodiment, by utilizing the first three-way valve 54, the medium bypass 55, and the fourth heat exchanger 56, under winter conditions, the first three-way valve 54 is controlled to open the medium bypass 55, allowing the heat exchange medium at the outlet of the second heat exchanger to circulate along the medium bypass 55. Furthermore, through the heat exchange connection between the fourth heat exchanger 56 and the third heat exchanger, the high-temperature medium at the outlet of the third heat exchanger is introduced into the fourth heat exchanger 56, preheating the medium in the medium bypass 55 at a low temperature. This preheated medium then enters the second heat exchanger, continuously raising the temperature inside the battery stack unit 31 to ensure that the entire battery stack unit 31 does not freeze at low temperatures. Thus, at the ship-wide level, the heat from the hydrolysis of hydrogen in the solid hydrogen storage unit 41 is directly converted to the battery stack unit 31 for reuse, increasing the overall energy utilization rate and thereby accelerating the response speed of the ship's propulsion system.

[0054] Furthermore, the solid hydrogen storage unit 41 includes a reaction tank 411 and multiple solid hydrogen storage components 412 disposed within the reaction tank 411. The water injection unit 42 includes a water storage tank 421, a fourth water pump 422, and a water sprayer 423. The water storage tank 421, the fourth water pump 422, the water sprayer 423, and the reaction tank 411 are connected in sequence, and a seawater injection pipeline is provided on the water storage tank 421.

[0055] The hydrogen transport buffer unit 43 includes a buffer tank 431 and a pressure sensor 432. The buffer tank 431 is connected to the reaction tank 411 and the battery stack unit 31. A one-way valve 433 is provided at the hydrogen inlet of the buffer tank 431, and a safety valve 434 and a shut-off valve 435 are sequentially provided at the hydrogen outlet of the buffer tank 431. The pressure sensor 432 is located on the outlet side of the buffer tank 431.

[0056] In the above-described ship embodiment, the reaction tank 411 is the site where the solid hydrogen storage component 412 reacts with the aqueous solution to release hydrogen through hydrolysis. Seawater is pumped into a storage tank 421 via a seawater injection pipeline. A fourth water pump 422 draws water from the storage tank 421 and pumps it to a spray nozzle 423. By adjusting the opening of the spray nozzle 423, the required amount of reaction water can be sprayed into the reaction tank 411 and onto the solid hydrogen storage component 412 to control the rate of hydrogen release. The hydrogen released from hydrolysis gathers at the top of the reaction tank 411 and enters a buffer tank 431 for buffered storage. The buffer tank 431 quantitatively stores the hydrogen released from the solid hydrogen storage component 412, creating a stable hydrogen storage level. This ensures the continued operation of the battery stack unit 31 even when no hydrogen release reaction occurs in the reaction tank 411, and reduces the pressure fluctuations caused by the hydrogen release reaction of the solid hydrogen storage component 412. The pressure sensor 432 allows for real-time monitoring of the hydrogen supply pressure, and the reaction rate can be adjusted at any time via the one-way valve 433 to ensure that the hydrogen supplied to the battery stack unit 31 remains within a relatively stable pressure range. This allows for dynamic adjustment of the hydrogen release rate and pressure based on the hydrogen demand of the battery stack unit 31. Furthermore, the safety valve 434 has a set pressure limit to protect the entire system and ensure timely pressure relief in case of overpressure. The shut-off valve 435 acts as a shut-off switch for the entire hydrogen inlet route.

[0057] As described above, the solid-state hydrogen storage component 412 is preferably constructed by injecting hydrogen using a high-hydrogen-density hydrogen storage material. This high-hydrogen-density material includes metallic and non-metallic hydrogen storage materials, primarily high-hydrogen-density materials capable of releasing hydrogen upon the addition of water. Examples include metallic materials such as magnesium (Mg), calcium (Ca), and aluminum (Al), hydrogen storage alloys, inorganic ionic compound hydrogen storage materials, carbonaceous hydrogen storage materials, and metal-organic framework compound hydrogen storage materials. Hydrogen storage alloys include binary, ternary, and multi-component systems, such as lithium hydride (LiH), sodium hydride (NaH), potassium hydride (KH), and magnesium dihydrogen hydride (MgH2O). ), calcium dihydrogen phosphate ( Aluminum trihydride ( Inorganic ionic compound hydrogen storage materials mainly include coordination hydrides and amino compounds, such as sodium aluminum tetrahydride (...). Lithium boron tetrahydrogenide () Both hydrogen storage materials with high hydrogen storage density are arsenic and ammonia borane. In the solid-state hydrogen pool module, one or more hydrogen storage materials with high hydrogen storage density can be selected, without requiring reversible hydrogen storage, only high hydrogen storage density. Furthermore, the multiple solid-state hydrogen storage components 412 within the reaction pool 411 can increase the hydrogen storage density of the solid-state hydrogen pool module 4. Utilizing the aqueous solution injection gap formed between adjacent solid-state hydrogen storage components 412, the contact area between the hydrogen storage material and the reaction water can be effectively increased, achieving controllability of the contact area between the solid-state hydrogen storage component 412 and the reaction water. This allows for control over the hydrogen release rate and magnitude, and enables the entire solid-state hydrogen pool module 4 to form a high-energy-density integrated structure. This results in a compact structure, high integration, and modularization and matrixing capabilities for the solid-state hydrogen pool module 4. To ensure versatility in storing and replacing other fuels, the solid-state hydrogen storage unit 41 can also achieve compatibility across different technical states. In particular, the multiple solid-state hydrogen storage components 412 within the reaction pool 411 can be quickly replaced.

[0058] Furthermore, air inlets are respectively provided at the cathode of the battery stack unit 31 and on the air filter 321. The air inlet and outlet unit 32 includes an air filter 321, an air compressor 322, and an intercooler 323 connected in sequence. The intercooler 323 is connected to the air inlet of the battery stack unit 31. The intercooler 323 is provided with a medium inlet and a medium outlet. The medium inlet of the intercooler 323 is connected to the medium inlet of the second heat exchanger, and the medium outlet of the intercooler 323 is connected to the medium inlet of the second water pump 522.

[0059] Through the implementation of the above-described ship embodiment, the air filter 321 serves as the first line of defense for the air intake and exhaust unit 32, filtering out dust, impurities, and particles from the air to ensure that the air entering subsequent components and the battery stack unit 31 remains clean. The air compressor 322 is responsible for compressing the filtered air to a certain pressure to provide compressed air for the subsequent cooling process. The intercooler 323 is used to cool the compressed air and allows the cooled air to enter the battery stack unit 31 through a third three-way valve, thereby improving the efficiency of the air-hydrogen mixing reaction within the battery stack unit 31 by lowering the air temperature. Furthermore, by utilizing the intercooler 323 to exchange heat with the first medium circulation pipeline 521, the air intake and exhaust unit 32 and the battery stack unit 31 share a common heat exchange system. That is, the heat-absorbing medium in the intercooler 323, after heat exchange with the air, is introduced into the first medium circulation pipeline 521 by the second water pump 522, and then cooled by the first heat exchanger 511 before returning to the intercooler 323 for further heat exchange. Considering the limited usable space on ships, the entire fuel cell module 3 has a compact structure, high integration, and can achieve modularity and matrixing, ensuring the versatility of other fuel storage and replacement, and contributing to the simplification of the fuel cell module 3.

[0060] Furthermore, a tail outlet is provided at the cathode of the battery stack unit 31. The tail outlet of the battery stack unit 31 is sequentially connected to a first steam-water separator 33 and a second steam-water separator 34. A tail outlet throttle valve 35 is provided on the inlet side of the first steam-water separator 33. A second three-way valve 324 is provided on the pipeline connecting the intercooler 323 and the air inlet of the battery stack unit 31. The second three-way valve 324 is connected to the second steam-water separator 34 and is used to draw compressed air into the second steam-water separator 34.

[0061] Through the implementation of the above-described ship embodiment, the first steam-water separator 33 separates the water vapor emitted from the tail gas after the electrochemical reaction at the cathode in the battery stack unit 31. The separated water is directly discharged from the hull 1, and the separated gas is transported to the second steam-water separator 34 for secondary steam-water separation. This process fully extracts and discharges the moisture from the tail gas emitted after the electrochemical reaction in the battery stack unit 31, preventing excessive humidity and water accumulation inside the fuel cell module 3, thereby improving the response capability and service life of the fuel cell module 3. Furthermore, since the air at the outlet of the intercooler 323 is compressed air, the compressed air is controlled to be introduced into the second steam-water separator 34 through the second three-way valve 324 to balance the pressure within the second steam-water separator 34 and ensure stable operation of the entire tail gas system.

[0062] Furthermore, the fuel cell stack unit 31 is also provided with a hydrogen inlet and a product outlet at the anode. The fuel cell module 3 also includes an anode reaction cycle unit, which includes an ejector 36 and a third vapor-liquid separator 37. The ejector 36 is connected to the hydrogen inlet of the hydrogen supply buffer unit 43 and the fuel cell stack unit 31, and the ejector 36 is provided with an ejection inlet. The inlet of the third vapor-liquid separator 37 is connected to the product outlet of the fuel cell stack unit 31, the separated gas outlet of the third vapor-liquid separator 37 is connected to the ejection inlet of the ejector 36, and the separated liquid outlet of the third vapor-liquid separator 37 is connected to the inlet of the second vapor-liquid separator 34.

[0063] Through the implementation of the above-described ship embodiment, in the hydrogen fuel cell, the anode is where hydrogen enters and is oxidized to generate an electric current. However, while the electrochemical reaction is taking place within the fuel cell stack unit 31, some reaction products flow out from the anode, mainly including unreacted hydrogen and a small amount of water vapor. Therefore, a third vapor-liquid separator 37 is used to perform gas-liquid separation on the reaction products flowing out from the anode of the fuel cell stack unit 31 to separate the unreacted hydrogen. Furthermore, the ejector 36 is used to create a low-pressure area for the hydrogen produced by the solid hydrogen storage unit 41 and flowing at high speed through the ejector 36, thereby drawing in the hydrogen separated by the third vapor-liquid separator 37 and circulating it back to the anode of the fuel cell stack unit 31. This optimizes the utilization rate of hydrogen, improves the power supply efficiency and stability of the fuel cell stack unit 31, and reduces hydrogen waste. Simultaneously, the separated water from the outlet of the third vapor-liquid separator 37 is introduced into a second vapor-liquid separator 34 for further vapor-liquid separation to fully extract and discharge the water contained within the fuel cell module 3, thereby improving the responsiveness and service life of the fuel cell module 3.

[0064] Furthermore, combined Figure 1 and Figure 4 As shown, the vessel also includes a power drive module 6, a power battery module 7, and a ship control module 8. The solid-state hydrogen pool module 4, power battery module 7, and integrated heat dissipation module 5 are all located at the bottom of the hull 1, close to the seawater, while the fuel cell module 3 is positioned close to the deck of the hull 1. The power drive module 6 includes a DC-DC converter unit 61, a DC-AC converter unit 62, a drive motor 63, and a gearbox 64. The power output terminal of the battery stack unit 31 is electrically connected to the DC-DC converter unit 61, and the DC-DC converter unit 61 and the power battery module 7 are electrically connected to the DC-AC converter unit 62. The DC-AC converter unit 62 is electrically connected to the drive motor 63, and the output terminal of the drive motor 63 is connected to the propeller module 2 via the gearbox 64. The ship control module 8 is communicatively connected to the power drive module 6, power battery module 7, fuel cell module 3, and solid-state hydrogen pool module 4, and is used to perform closed-loop control of the operation of each module according to the vessel's power requirements.

[0065] In the above-described ship embodiment, the solid hydrogen fuel cell module 4, the power battery module 7, and the integrated heat dissipation module 5 are all located at the bottom of the hull 1, close to the seawater. This allows the solid hydrogen fuel cell module 4 and the integrated heat dissipation module 5 to draw seawater at close range for their respective functions, and the flowing seawater can more effectively remove heat from the solid hydrogen fuel cell module 4 and the power battery module 7, thereby improving the heat dissipation efficiency of the integrated heat dissipation module 5. Positioning the fuel cell module 3 close to the deck of the hull 1 provides more space for other parts of the ship and protects the fuel cell module 3 from damage in the event of a collision, improving the ship's safety. The propeller module 2 preferably includes a tail rotor.

[0066] Furthermore, the power battery module 7 is a pure electric battery. The addition of power battery module 7 enables the entire ship's propulsion system to adopt a hybrid mode combining fuel cell module 3 and power battery module 7. This allows for rapid load changes and addresses the demands of high dynamic response, ensuring the ship's stability during sea cruising. Moreover, when the ship is preparing to start, power battery module 7 can provide the energy required for the entire ultra-solid-state hydrogen pool system. Once fuel cell module 3 is actually started, the entire ultra-solid-state hydrogen pool system can achieve self-sufficiency without external energy.

[0067] The power drive module 6 is the main component of the entire vessel, responsible for converting electrical energy into mechanical energy to drive the propeller module 2, thereby propelling the vessel for cruising at sea. The DC-DC converter 61 converts DC power of varying voltages to the required voltage level, allowing the DC power generated by the battery stack unit 31 to be regulated into compatible DC power. The DC-AC converter 62 converts DC power to AC power and simultaneously converts the electrical energy from the battery stack unit 31 and the power battery module 7 into AC power sufficient to start the drive motor 63. This enables a hybrid mode using the fuel cell module 3 and the power battery module 7, allowing for rapid load changes and handling of high dynamic response requirements. The gearbox 64 allows adjustment of the ratio between the output speed of the drive motor 63 and the required speed of the tail propeller. The drive motor 63 typically operates at a higher speed, while the tail propeller requires a lower speed to effectively propel the hull 1. Therefore, the gearbox 64 increases the output torque of the drive motor 63 by reducing speed, efficiently starting the tail propeller and overcoming water resistance, thus adapting to different cruising states of the vessel, such as starting, cruising, accelerating, or stopping.

[0068] The present invention also discloses a control method for controlling the aforementioned vessel, comprising:

[0069] In response to the ship's standby power-on, the working status of each unit in fuel cell module 3, solid hydrogen pool module 4 and integrated heat dissipation module 5 is inspected.

[0070] In response to the fact that the working status of each unit in the inspection meets the preset cruise conditions, the fuel cell module 3, the solid hydrogen pool module 4 and the integrated heat dissipation module 5 are controlled to enter the standby state, and the hydrogen pressure status in the hydrogen delivery buffer unit 43 is detected.

[0071] In response to the hydrogen pressure state in the hydrogen supply buffer unit 43 meeting the preset start-up conditions, the solid hydrogen pool module 4 and the fuel cell module 3 are started in sequence, and the fuel cell module 3 supplies power to drive the propeller module 2 until the ship starts cruising.

[0072] The output power of the fuel cell module 3 is dynamically adjusted according to the ship's cruise status, and the hydrogen release rate, hydrogen release pressure and hydrogen release temperature of the solid hydrogen pool module 4 are dynamically adjusted according to the hydrogen demand after the adjustment of the fuel cell module 3.

[0073] In response to the ship entering a shutdown state, the propeller module 2 reverses to put the ship into the reverse thrust phase, and with the increase in the output power demand of the fuel cell module 3, the hydrogen release rate of the solid hydrogen pool module 4 is dynamically adjusted to maintain the hydrogen pressure in the hydrogen transport buffer unit 43.

[0074] In response to a complete shutdown of the ship, the control of fuel cell module 3 sequentially enters a cooling and continuous discharge state until fuel cell module 3 shuts down, and then the control of solid hydrogen pool module 4 enters a stopped hydrogen release state until solid hydrogen pool module 4 shuts down.

[0075] Through the implementation of the above control method embodiments, during the ship's power-on startup preparation phase: fault detection is performed on each system, and the system can proceed to the startup preparation phase only after passing the detection. The startup of the solid hydrogen pool module 4 is generally better than that of the fuel cell module 3, ensuring that the solid hydrogen pool module 4 supplies hydrogen to the fuel cell module 3. Due to the large system power output and high hydrogen consumption in the short term during the ship's startup phase, it is necessary to ensure that the hydrogen pressure in the hydrogen supply buffer unit 43 is higher than the specified limit before the fuel cell module 3 can be started. During the ship's power system operation phase: the fuel cell module 3 provides different power outputs according to different operating states of the ship, using seawater as the hydrolysis feedstock, and controlling the hydrogen release rate by controlling the water sprayer 423. During the operation phase, the temperature control accuracy requirement for the hydrogen release reaction in the solid hydrogen storage unit 41 is relatively low, and it can usually react normally within the range of 60℃-90℃. The temperature control of the fuel cell module 3 is relatively precise, using seawater convection heat exchange in the form of heat exchange, highly integrating the heat dissipation of the fuel cell module 3 and the solid hydrogen pool module 4, with the temperature control of the fuel cell module 3 as the main factor and the temperature control of the solid hydrogen pool module 4 as the auxiliary factor, for overall thermal management. During ship shutdown: The propulsion system reverses thrust, increasing power demand. Solid hydrogen pool module 4 accelerates hydrogen production to maintain hydrogen pressure in response to increased hydrogen consumption. During propulsion system shutdown: Fuel cell module 3 first enters the shutdown phase, then shuts down solid hydrogen pool module 4, ceasing hydrogen production.

[0076] The solid-state hydrogen storage unit 41 of this invention significantly increases the hydrogen storage density of the ship, which is 3-10 times higher than the fuel storage energy density of current technologies, greatly improving the cruising capability of the aircraft. Furthermore, during refueling or rapid refueling, only the solid-state hydrogen storage unit 41 needs to be replaced, making the operation more convenient. Because hydrogen is stored in a solid material, there is no risk of leakage, combustion, or explosion. The maximum transportable quantity per trip is large, and the manufacturing, transportation, and refueling costs are low. There is no waste during storage, and it can be stored in confined spaces without the risk of explosion during collisions, thus improving intrinsic safety.

[0077] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Those skilled in the art can modify the technical solutions described in the above embodiments, or make equivalent substitutions for some of the technical features; and all such modifications and substitutions should fall within the protection scope of the appended claims of the present invention.

Claims

1. A ship based on a solid-state hydrogen pool, characterized in that: The vessel includes a hull, a propeller module located at the stern of the hull, and a fuel cell module, a solid hydrogen pool module, and an integrated heat dissipation module located within the hull. The fuel cell module includes a battery stack unit and an air intake and exhaust unit. The battery stack unit is connected to the propeller module, and the air intake and exhaust unit is connected to the battery stack unit for metering air supply to the battery stack unit. The solid hydrogen pool module includes a solid hydrogen storage unit, a water injection unit, and a hydrogen delivery buffer unit. The solid hydrogen storage unit includes a reaction tank and multiple solid hydrogen storage components disposed within the reaction tank. The water injection unit is connected to the solid hydrogen storage unit and is used to introduce seawater and inject it into the solid hydrogen storage unit. The water injection unit includes a water tank, a fourth water pump, and a water sprayer. The water tank, the fourth water pump, the water sprayer, and the reaction tank are connected in sequence, and the water tank is provided with a seawater injection pipeline. The hydrogen delivery buffer unit is connected to the solid hydrogen storage unit and the battery stack unit and is used to buffer the hydrogen release pressure of the solid hydrogen storage unit and deliver hydrogen to the battery stack unit. Seawater is pumped into the storage tank through the seawater injection pipeline for storage. The fourth water pump is responsible for pumping water from the storage tank to the sprayer. By adjusting the opening of the sprayer, the required amount of reaction water can be sprayed into the reaction tank and onto the solid hydrogen storage component to control the rate of hydrogen release reaction. The integrated heat dissipation module includes a first heat dissipation unit, a second heat dissipation unit, and a third heat dissipation unit. The first heat dissipation unit includes a first heat exchanger and a first water pump. The first heat exchanger is provided with a first medium channel, a second medium channel, and a third medium channel. The inlet of the first water pump is connected to seawater, and the medium outlet of the first water pump is connected to the medium inlet of the first medium channel. The medium outlet of the first medium channel is open to seawater. The second heat dissipation unit includes a first medium circulation pipeline. The battery stack unit is connected to the second medium channel for heat exchange through the first medium circulation pipeline. The third heat dissipation unit includes a second medium circulation pipeline. The solid hydrogen storage unit is connected to the third medium channel for heat exchange through the second medium circulation pipeline.

2. The ship according to claim 1, characterized in that: The second heat dissipation unit further includes a second water pump and a second heat exchanger disposed in the battery stack unit. The medium outlet of the second heat exchanger, the second water pump, the medium inlet of the second medium channel, the medium outlet of the second medium channel, and the medium inlet of the second heat exchanger are connected in sequence through the first medium circulation pipeline. The second heat dissipation unit also includes a first medium compensation tank, a first compensation pipeline connecting the medium outlet of the first medium compensation tank to the medium inlet of the second water pump, and a first recovery pipeline connecting the medium inlet of the first medium compensation tank to the medium outlet of the second medium channel.

3. The ship according to claim 2, characterized in that: The third heat dissipation unit also includes a third water pump, a media filter, and a third heat exchanger disposed in the solid hydrogen storage unit. The media outlet of the third heat exchanger, the third water pump, the media inlet of the third media channel, the media outlet of the third media channel, the media filter, and the media inlet of the third heat exchanger are connected in sequence through the second media circulation pipeline. The third heat dissipation unit further includes a second medium compensation tank, a second compensation pipeline connecting the medium outlet of the second medium compensation tank to the medium inlet of the third water pump, and a second recovery pipeline connecting the medium inlet of the second medium compensation tank to the medium outlet of the third medium channel.

4. The vessel according to claim 3, characterized in that: The vessel also includes a cryogenic self-starting module, which includes a first three-way valve, a medium bypass, and a fourth heat exchanger. The first three-way valve is installed on the pipeline connecting the medium outlet of the second medium channel and the medium inlet of the second heat exchanger. One end of the medium bypass is connected to the first three-way valve, and the other end of the medium bypass is connected to the medium outlet of the third water pump. The fourth heat exchanger is installed on the medium bypass, and the medium inlet of the fourth heat exchanger is connected to the medium outlet of the third heat exchanger. The medium outlet of the fourth heat exchanger is connected to the medium inlet of the third medium channel.

5. The ship according to claim 1, characterized in that: The hydrogen transport buffer unit includes a buffer tank and a pressure sensor. The buffer tank is connected to the reaction tank and the battery stack unit. A one-way valve is provided at the hydrogen inlet of the buffer tank, and a safety valve and a shut-off valve are provided in sequence at the hydrogen outlet of the buffer tank. The pressure sensor is located on the outlet side of the buffer tank.

6. The ship according to claim 2, characterized in that: Air inlets are provided at the cathode of the battery stack unit and on the air filter, respectively. The air inlet and outlet unit includes an air filter, an air compressor and an intercooler connected in sequence. The intercooler is connected to the air inlet of the battery stack unit. The intercooler is provided with a medium inlet and a medium outlet. The medium inlet of the intercooler is connected to the medium inlet of the second heat exchanger, and the medium outlet of the intercooler is connected to the medium inlet of the second water pump.

7. The ship according to claim 6, characterized in that: The battery stack unit has a tail outlet at the cathode, and the tail outlet of the battery stack unit is connected in sequence to a first steam-water separator and a second steam-water separator. The first steam-water separator has a tail outlet throttle valve at its inlet side. A second three-way valve is installed on the pipeline connecting the intercooler to the air inlet of the battery stack unit, and the second three-way valve is connected to the second steam-water separator to lead compressed air into the second steam-water separator.

8. The ship according to claim 7, characterized in that: The battery stack unit is also equipped with a hydrogen inlet and a product outlet at the anode. The fuel cell module also includes an anode reaction cycle unit, which includes an ejector and a third gas-water separator. The ejector is connected to the hydrogen inlet of the hydrogen delivery buffer unit and the fuel cell stack unit, and the ejector is provided with an ejection inlet. The inlet of the third gas-water separator is connected to the product outlet of the battery stack unit, the separated gas outlet of the third gas-water separator is connected to the ejector inlet of the ejector, and the separated liquid outlet of the third gas-water separator is connected to the inlet of the second gas-water separator.

9. The ship according to claim 1, characterized in that: The vessel also includes a power drive module, a power battery module, and a ship control module. The solid hydrogen pool module, the power battery module, and the integrated heat dissipation module are all located at the bottom of the hull and close to the seawater, while the fuel cell module is located close to the deck of the hull. The power drive module includes a DC-DC conversion unit, a DC-AC conversion unit, a drive motor, and a gearbox. The power output terminal of the battery stack unit is electrically connected to the DC-DC conversion unit, and the DC-DC conversion unit and the power battery module are respectively electrically connected to the DC-AC conversion unit. The DC-AC conversion unit is electrically connected to the drive motor, and the output terminal of the drive motor is connected to the propeller module through the gearbox. The ship control module is communicatively connected to the power drive module, the power battery module, the fuel cell module, and the solid hydrogen pool module, and is used to control the operation of each module in a closed loop according to the ship's power requirements.

10. A control method, characterized in that, The control method for controlling the vessel according to any one of claims 1-9 includes: In response to the ship's standby power-on, the operating status of each unit in the fuel cell module, the solid hydrogen pool module, and the integrated heat dissipation module is inspected. In response to the fact that the working status of each inspection unit meets the preset cruise conditions, the fuel cell module, the solid hydrogen pool module and the integrated heat dissipation module are controlled to enter the standby state, and the hydrogen pressure status in the hydrogen delivery buffer unit is detected. In response to the detection that the hydrogen pressure in the hydrogen delivery buffer unit meets the preset start-up conditions, the solid hydrogen pool module and the fuel cell module are started in sequence, and the fuel cell module supplies power to drive the propeller module until the ship starts cruising. The output power of the fuel cell module is dynamically adjusted according to the cruise status of the ship, and the hydrogen release rate, hydrogen release pressure and hydrogen release temperature of the solid hydrogen pool module are dynamically adjusted according to the hydrogen demand of the fuel cell module. In response to the ship entering a shutdown state, the propeller module reverses to put the ship into the reverse thrust phase, and dynamically adjusts the hydrogen release rate of the solid hydrogen pool module to maintain the hydrogen pressure in the hydrogen delivery buffer unit as the fuel cell module increases its output power. In response to the complete shutdown of the ship, the fuel cell module is controlled to sequentially enter a cooling and continuous discharge state until the fuel cell module shuts down. Then, the solid hydrogen pool module is controlled to enter a stopped hydrogen release state until the solid hydrogen pool module shuts down.

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