Power optimization-based ship-engine-paddle matching system of pure electric yacht

Abstract

The invention discloses a pure electric yacht machine paddle matching system based on power optimization. The pure electric yacht machine paddle matching system comprises an electric power system composed of a motor, a controller, a transmission system and a battery module, and a propeller system composed of a propeller, a shaft system matched with the propeller and a sealing piece. The ship body resistance optimization module reduces the resistance of the ship body when the ship body sails in water through ship body design and simulation calculation, and ensures that the ship-engine-propeller matching system can effectively run; according to the method, an electric power system, propellers and hull resistance optimization are highly integrated innovatively, and an intelligent optimization algorithm is adopted for dynamic matching adjustment; through the refined matching of the ship, the machine and the propeller, the defects of the prior art in the application of small and medium-sized electric ships are overcome, the propelling efficiency is remarkably improved, the cruising ability is prolonged, and the energy consumption and emission are reduced. The part playing a key role in solving the technical problem and the technical effect generated by the part are shown in the specification.

Description

Technical Field

[0001] The present invention belongs to the field of intelligent ship perception, and in particular relates to a pure electric yacht engine-propeller matching system based on power optimization. Background Art

[0002] With the continuous growth of global maritime trade and the deepening development of marine resources, the navigation environment for ships has become increasingly complex and diverse. Traditional ship navigation systems rely primarily on manual control and basic electronic navigation equipment. However, faced with complex navigation environments such as high-traffic waters, adverse weather conditions, narrow waterways, and unknown obstacles, traditional navigation methods are unable to cope. This not only increases the risks of ship operations but also places higher demands on navigation safety and efficiency.

[0003] The concept of smart ships has emerged. By combining advanced sensor technology, artificial intelligence algorithms, data analysis, and automated control systems, they enable autonomous decision-making and intelligent control in a variety of complex navigation scenarios. To effectively cope with the complexity of the navigation environment, smart ships must be able to perceive the complexity of the scene—that is, to monitor and assess the complexity of the current navigation environment in real time and adjust navigation strategies accordingly.

[0004] Currently, existing intelligent ship systems focus primarily on autonomous driving and intelligent navigation technologies, while relatively little research has been conducted on the perception and processing of navigation scene complexity. However, complex navigation environments often carry higher risks. Failure to accurately perceive and predict scene complexity can lead to incorrect decisions and even safety accidents.

[0005] Although smart ship perception technologies have made significant progress in their development, these technologies still face some key challenges and shortcomings.

[0006] Regarding multi-sensor fusion technology, sensor fusion relies on data acquired from different sensors, which may be inconsistent in time and space. Furthermore, fusing data from multiple sensors requires complex computations and high-performance processors, especially in real-time systems. This increases hardware costs and energy consumption, limiting its application in resource-constrained environments. Different sensors also perform differently in different environmental conditions, significantly impacting the accuracy of the fusion results.

[0007] In acoustic sensing technology, while sonar can detect underwater targets, its resolution is typically low, making it difficult to discern small objects or details. Furthermore, sonar's detection range is limited, especially in the deep ocean, where the attenuation and scattering of sound waves significantly reduce detection effectiveness. Furthermore, the ocean environment is plagued by numerous noise sources, such as wind and waves, and sonar signals from other ships. These noises can interfere with acoustic sensing systems, reducing detection effectiveness.

[0008] Therefore, it is necessary to design a pure electric yacht engine-propeller matching system based on power optimization to solve the above problems. Summary of the Invention

[0009] The technical problem to be solved by the present invention is to provide a pure electric yacht engine-propeller matching system based on power optimization, aiming to solve the above technical problems.

[0010] In order to solve the above technical problems, the technical solution adopted by the present invention is: A pure electric yacht engine and propeller matching system based on power optimization, comprising: Electric powertrain: includes an electric motor, controller, transmission system, and battery module. The motor is responsible for converting electrical energy into mechanical energy and transmitting the power to the propeller through the transmission system. Propeller system: It consists of the propeller and its supporting shaft system and seals. The propeller design is optimized according to the characteristics of the motor to maximize propulsion efficiency; Hull resistance optimization module: Through hull design and simulation calculations, it reduces the resistance of the hull when sailing in the water and ensures that the ship-engine-propeller matching system can operate effectively; The electric powertrain is connected to the propeller via a drive shaft, transferring the mechanical energy generated by the motor to the propeller. The hull resistance optimization module, through simulation calculations and actual testing, provides feedback on the matching of the propeller design and the powertrain, ensuring efficient operation of the entire system.

[0011] Preferably, the steps include: S1, electric power system parameter setting: Determine the power, torque, and speed range of the electric motor based on the operating requirements of the electric vessel, select the appropriate battery pack and controller, and ensure the system can output stable power at different speeds; S2, Propeller Design and Optimization: Using graphical design methods, combined with regression fitting and intelligent algorithms, we optimize the propeller's geometric parameters, including diameter, pitch, number of blades, and disk ratio. We also simulate and analyze the propeller's thrust, torque, and efficiency to ensure it adapts to the motor's output characteristics. S3, simulation and optimization of hull resistance: A CFD-based hull resistance model is established to calculate the resistance distribution of the hull at different speeds. Combined with the simulation results, the hull line shape is optimized to reduce the hull resistance and improve the propeller propulsion efficiency.

[0012] Preferably, a refined matching between the power system and the propeller is achieved: Matching the motor and propeller: Based on the motor's characteristic curve, including power, torque, and speed characteristics, matching propeller parameters such as diameter, pitch, and number of blades are designed. The propeller design takes into account the motor's efficient operating range to ensure optimal propulsion efficiency at all speeds. Simulation optimization: Through the computational fluid dynamics (CFD) simulation model, the resistance distribution of the hull in water, as well as the thrust, torque and efficiency of the propeller under different operating conditions are calculated; the simulation process includes simulation analysis of the propeller's open water performance, and combines the hull resistance and ship speed to determine the optimal ship engine and propeller configuration.

[0013] Preferably, the continuity equation of the CFD simulation model is as follows: When the calculation satisfies the continuity equation, it can be guaranteed that the calculation satisfies the mass conservation equation, that is, the mass of the fluid flowing into the control volume and the mass of the fluid flowing out of the control volume per unit time are equal; considering water as an incompressible fluid, the density is constant, and the differential form of the continuity equation can be simplified as shown below: ; represent the components of flow velocity in the x, y, and z directions respectively, and ρ is the density of water.

[0014] Preferably, the Navier-Stokes equations of the CFD simulation model are as follows: The Navier-Stokes equation describes that the sum of the external forces acting on the control volume is equal to the rate of change of the fluid momentum in the control volume with respect to time. It is also a momentum equation, and its expression is as follows: ; ; ; Where X, Y, and Z are the forces acting on the fluid element in three directions, p represents pressure, and v represents the kinematic viscosity coefficient.

[0015] Preferably, the Reynolds average equation of the CFD simulation model is as follows: Turbulence is a ubiquitous phenomenon in fluids, including the flow field surrounding ships. Turbulent motion is complex and highly random, making it difficult to accurately simulate using CFD. However, from an engineering perspective, the average motion caused by turbulence can be simulated by applying the Reynolds-averaged RANS equations to the time-averaged governing equations.

[0016] The equation expression is as follows: ; ; Where t is time, μ is the dynamic viscosity coefficient of the fluid, ρ is the fluid density, 、 is the time-averaged value of the velocity component, and p represents the hydrostatic pressure; is the Reynolds stress.

[0017] Preferably, the turbulence model of the CFD simulation model is as follows: In the actual navigation environment of ships, the flow of fluids is mostly turbulent. Therefore, the influence of turbulence needs to be considered in the prediction of ship resistance. No matter how complex the turbulent motion is, the NS equations and the transient continuity equations are applicable: ; ; ; ; Where u, v, and w are the components of velocity in the x, y, and z directions. The continuity equation and momentum equation are collectively called the instantaneous governing equations of turbulence.

[0018] Preferably, in the CFD simulation model, the dynamic interaction between the fluid and the solid is as follows: The equilibrium equation of ship motion is expressed as: ; ; In the formula is the resultant force on the ship in the Z direction, τ represents the shear stress on a small area of ​​the ship's surface, p represents the pressure on a small area of ​​the ship, mg is the ship's gravity, Indicates the Y-axis moment acting on the ship. During the solution process, the Z-direction resultant force on the ship's surface determines the ship's heave, and the moment on the local Y-axis determines the ship's pitch.

[0019] Preferably, in the CFD simulation model, the dynamic interaction between fluid and solid is as follows: Hull resistance optimization includes improving the hull line shape, reducing the wetted surface area, and using the feedback results in propeller design to further improve the overall efficiency of the system.

[0020] Preferably, system integration and verification are also included: The electric power system, propeller and hull resistance optimization module are integrated into the entire system; the matching system is verified through physical experiments and actual ship tests to ensure its reliability and efficiency in actual operation.

[0021] The beneficial effects of the present invention are: 1. Refined Matching for Electric Power Systems: Traditional ship engine-propeller matching technology typically focuses on fuel-powered systems, with matching designs based on the engine's characteristics. However, fuel engine characteristics, such as torque output and power curves, are highly volatile, with significant variations in efficiency under different operating conditions, leading to inefficient propulsion systems. The present invention, however, utilizes a specialized design specifically tailored to the electric power system, meticulously matching the motor's efficient and stable power output with the propeller's design parameters. This fully leverages the motor's fast start-up, stable torque, and high efficiency. By analyzing the motor's output characteristic curve, the present invention optimizes the propeller design for each specific operating condition, ensuring the system always operates within the optimal efficiency range. In particular, the motor provides maximum torque at startup, significantly improving the ship's acceleration performance while reducing energy waste. Through this refined matching design of the power system and propeller, the system's energy conversion efficiency is significantly improved, making pure electric ships more energy-efficient and efficient during navigation and extending battery life.

[0022] 2. The coordinated optimization between propeller design and hull resistance is another major innovation of the present invention. The existing technology often considers propeller design and hull design separately, which results in the propulsion system's performance not being fully utilized during actual operation of the ship, and even problems of insufficient power or excess energy. In order to overcome this shortcoming, the present invention uses computational fluid dynamics (CFD) simulation technology to analyze the resistance distribution of the hull and adjust the design parameters of the propeller according to the hull characteristics to minimize the resistance of the hull in the water; through CFD simulation analysis, the resistance of the hull at different speeds is accurately calculated, and the geometric parameters of the propeller are optimized to ensure that the propeller can provide sufficient thrust during actual navigation while avoiding excessive energy consumption. This coordinated optimization design greatly improves the energy utilization of the ship under various working conditions, and the overall efficiency of the propulsion system is significantly improved. In addition, reducing hull resistance also effectively reduces the energy consumption of the ship, thereby extending the ship's endurance.

[0023] 3. Existing ship-engine-propeller matching technology is mainly used in large commercial ships or ocean-going ships. Small and medium-sized ships often lack special matching designs due to high design costs and large system complexity. The innovation of the present invention is to develop a special ship-engine-propeller matching system based on the characteristics of small and medium-sized pure electric ships. This system reduces the design and implementation costs through simplified design processes and optimized technical paths, while ensuring the high efficiency and reliability of the system; the present invention pays special attention to the actual needs of small and medium-sized ships in low-speed navigation and complex waters. Through the matching design of the electric system and the propeller, energy waste is reduced and the control performance is improved, especially the adaptability of small electric ships in harsh waters or complex working conditions is enhanced; this special design significantly improves the economy and operational efficiency of small and medium-sized electric ships. Especially in application scenarios such as small yachts and sightseeing boats, the refined matching system can provide a more comfortable riding experience and a safer navigation environment while ensuring efficient propulsion.

[0024] 4. In the design of ship-engine-propeller matching, the present invention introduces an intelligent optimization algorithm for dynamic matching optimization of the system. Traditional matching designs are usually based on static working conditions and are difficult to adapt to the performance requirements of ships under different navigation conditions. Through intelligent algorithms, the present invention can dynamically adjust the matching parameters according to the real-time working conditions of the ship to achieve efficient operation under all working conditions. The intelligent algorithm can monitor the ship's load, speed, environmental conditions and other parameters in real time, and automatically adjust the working state of the propeller and the power output of the motor to keep the system in the best matching state at all times. This dynamic optimization capability significantly enhances the adaptability of ships under complex working conditions; compared with traditional static matching solutions, the application of intelligent optimization algorithms enables ships to maintain high propulsion efficiency in a changing navigation environment, and significantly reduces energy consumption and maintenance costs in operation. At the same time, intelligent optimization can extend the service life of ship equipment and reduce the risk of failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a structural block diagram of the present invention; Figure 2 This is a schematic diagram of the ship engine propeller matching process in the present invention; Figure 3 This is a schematic diagram of a thrust solving module in an embodiment of the present invention; Figure 4 Schematic diagram of a torque solving module in an embodiment of the present invention; Figure 5 Schematic diagram of the calculation module of the speed coefficient J in an embodiment of the present invention; Figure 6 This is a simulation model diagram of the ship engine propeller matching in an embodiment of the present invention. DETAILED DESCRIPTION

[0026] Example 1: like Figure 1 As shown, a pure electric yacht engine-propeller matching system based on power optimization includes: Electric powertrain: includes an electric motor, controller, transmission system, and battery module. The motor is responsible for converting electrical energy into mechanical energy and transmitting the power to the propeller through the transmission system. Propeller system: It consists of the propeller and its supporting shaft system and seals. The propeller design is optimized according to the characteristics of the motor to maximize propulsion efficiency; Hull resistance optimization module: Through hull design and simulation calculations, it reduces the resistance of the hull when sailing in the water and ensures that the ship-engine-propeller matching system can operate effectively; The electric powertrain is connected to the propeller via a drive shaft, transferring the mechanical energy generated by the motor to the propeller. The hull resistance optimization module, through simulation calculations and actual testing, provides feedback on the matching of the propeller design and the powertrain, ensuring efficient operation of the entire system.

[0027] Preferably, the steps include: S1, electric power system parameter setting: Determine the power, torque, and speed range of the electric motor based on the operating requirements of the electric vessel, select the appropriate battery pack and controller, and ensure the system can output stable power at different speeds; S2, Propeller Design and Optimization: Using graphical design methods, combined with regression fitting and intelligent algorithms, we optimize the propeller's geometric parameters, including diameter, pitch, number of blades, and disk ratio. We also simulate and analyze the propeller's thrust, torque, and efficiency to ensure it adapts to the motor's output characteristics. S3, simulation and optimization of hull resistance: A CFD-based hull resistance model is established to calculate the resistance distribution of the hull at different speeds. Combined with the simulation results, the hull line shape is optimized to reduce the hull resistance and improve the propeller propulsion efficiency.

[0028] Furthermore, the atlas design uses a series of propeller open water tests to draw a special atlas, which is convenient to calculate and easy to master. The design results of selecting the appropriate atlas are more accurate and widely used. However, the atlas method cannot take into account the influence of wake unevenness; at the same time, it is limited by the series of propeller types and cannot design special propeller forms such as large side skew. Well-known propeller series include the B-type propeller of the Dutch ship model tank, the AU-type propeller of Japan and the German Gohn series propeller.

[0029] The theoretical design method for propellers is mainly the circulation design method. The theoretical design method can take into account the influence of wake unevenness and can design appropriate pitch and cross-sectional shape at each radius of the propeller. It is not restricted by the series of propeller types and can design special propeller forms such as large side skew. However, since the theoretical design method is based on circulation theory, it cannot accurately consider the viscous effect, so this method is not commonly used.

[0030] Preferably, a refined matching between the power system and the propeller is achieved: Matching the motor and propeller: Based on the motor's characteristic curve, including power, torque, and speed characteristics, matching propeller parameters such as diameter, pitch, and number of blades are designed. The propeller design takes into account the motor's efficient operating range to ensure optimal propulsion efficiency at all speeds. Simulation optimization: Through the computational fluid dynamics (CFD) simulation model, the resistance distribution of the hull in water, as well as the thrust, torque and efficiency of the propeller under different operating conditions are calculated; the simulation process includes simulation analysis of the propeller's open water performance, and combines the hull resistance and ship speed to determine the optimal ship engine and propeller configuration.

[0031] Preferably, the continuity equation of the CFD simulation model is as follows: When the calculation satisfies the continuity equation, it can be guaranteed that the calculation satisfies the mass conservation equation, that is, the mass of the fluid flowing into the control volume and the mass of the fluid flowing out of the control volume per unit time are equal; considering water as an incompressible fluid, the density is constant, and the differential form of the continuity equation can be simplified as shown below: ; represent the components of flow velocity in the x, y, and z directions respectively, and ρ is the density of water.

[0032] Preferably, the Navier-Stokes equations of the CFD simulation model are as follows: The Navier-Stokes equation describes that the sum of the external forces acting on the control volume is equal to the rate of change of the fluid momentum in the control volume with respect to time. It is also a momentum equation, and its expression is as follows: ; ; ; Where X, Y, and Z are the forces acting on the fluid element in three directions, p represents pressure, and v represents the kinematic viscosity coefficient.

[0033] Preferably, the Reynolds average equation of the CFD simulation model is as follows: Turbulence is a ubiquitous phenomenon in fluids, including the flow field surrounding ships. Turbulent motion is complex and highly random, making it difficult to accurately simulate using CFD. However, from an engineering perspective, the average motion caused by turbulence can be simulated by applying the Reynolds-averaged RANS equations to the time-averaged governing equations.

[0034] The equation expression is as follows: ; ; Where t is time, μ is the dynamic viscosity coefficient of the fluid, ρ is the fluid density, 、 is the time-averaged value of the velocity component, and p represents the hydrostatic pressure; is the Reynolds stress.

[0035] Preferably, the turbulence model of the CFD simulation model is as follows: In the actual navigation environment of ships, the flow of fluids is mostly turbulent. Therefore, the influence of turbulence needs to be considered in the prediction of ship resistance. No matter how complex the turbulent motion is, the NS equations and the transient continuity equations are applicable: ; ; ; ; Where u, v, and w are the components of velocity in the x, y, and z directions. The continuity equation and momentum equation are collectively called the instantaneous governing equations of turbulence.

[0036] Preferably, in the CFD simulation model, the dynamic interaction between the fluid and the solid is as follows: During navigation, the floating state of a ship will change with factors such as speed, wind, waves and currents. If the floating state of the ship is set to a fixed value in CFD calculations, the resistance calculation will be inaccurate and inconsistent with the actual situation. When optimizing the trim of a ship, the dynamic fluid interaction (DFBI) method can better simulate the actual situation and obtain calculation results that are closer to reality. The DFBI method takes into account the interaction between the ship and the fluid at different trim angles, and can dynamically adjust the trim angle and draft of the ship to reflect the performance of the ship under different operating conditions. In this way, the stability and performance of the ship under different working conditions can be more accurately evaluated, providing a more reliable reference and decision-making basis for trim optimization. Through the DFBI method, the complex fluid dynamics characteristics of the ship during operation can be more comprehensively considered, thereby achieving the optimal design of the ship's trim and improving the performance and efficiency of the ship. The equilibrium equation of ship motion can be expressed as: ; ; In the formula is the resultant force on the ship in the Z direction, τ represents the shear stress on a small area of ​​the ship's surface, p represents the pressure on a small area of ​​the ship, mg is the ship's gravity, Indicates the Y-axis moment acting on the ship. During the solution process, the Z-direction resultant force on the ship's surface determines the ship's heave, and the moment on the local Y-axis determines the ship's pitch.

[0037] Preferably, in the CFD simulation model, the dynamic interaction between fluid and solid is as follows: Hull resistance optimization includes improving the hull line shape, reducing the wetted surface area, and using the feedback results in propeller design to further improve the overall efficiency of the system.

[0038] Preferably, system integration and verification are also included: The electric power system, propeller and hull resistance optimization module are integrated into the entire system; the matching system is verified through physical experiments and actual ship tests to ensure its reliability and efficiency in actual operation.

[0039] Example 2: like Figures 2 to 6 As shown, the specific structure, composition, implementation process and steps of this embodiment, as well as the detailed function of each step, are described in detail below: 1. System structure and composition: The ship engine propeller matching system of the present invention includes the following main parts: The electric powertrain consists of an electric motor, a drive shaft, a battery pack, and a controller. The electric motor provides the primary propulsion power, transmitting it to the propeller via the drive shaft. The battery pack supplies power to the electric motor, while the controller regulates the motor's output power to suit different operating conditions.

[0040] Propeller system: The propeller consists of propeller blades, shafting, and sealing devices suitable for the electric power system. The diameter, pitch, and blade shape of the propeller blades are optimized according to the output characteristics of the electric power system to achieve the highest propulsion efficiency.

[0041] Hull resistance optimization module: Optimizes hull resistance through computational fluid dynamics (CFD) simulation, reducing the ship's resistance during navigation and improving propulsion efficiency. The hull's linear design is also optimized according to different speeds and operating conditions to ensure that hull resistance is minimized.

[0042] 2. Implementation process and steps: 2.1, Propeller thrust and torque model: The propeller works at a speed of n, and the advance velocity is VA; the propeller advance hp is the distance advanced by the propeller in one revolution: ; The advance velocity coefficient J is the ratio of the advance hp to the propeller diameter D: ; When the propeller works, it absorbs the main engine torque and pushes the water backward to generate thrust. The propeller thrust and torque can be expressed as follows: ; ; In the above formula, KT is the propeller thrust coefficient, p is the seawater density unit kg / m³, n is the propeller speed unit r / s, D is the propeller diameter unit m, and KQ is the propeller torque coefficient. According to the open water characteristic curve of the propeller, the thrust coefficient and the torque coefficient are both functions of the advance velocity coefficient J. KT and KQ are obtained by open water experiment when the propeller is designed, which can be found according to the model of the propeller.

[0043] A mathematical model for solving the thrust T and torque Q is established in MATLAB software. The propeller diameter D, speed n and thrust coefficient KT need to be input in the thrust solving model, and the seawater density is set to a constant 1025 kg / m³. The torque solving module is similar to the thrust solving module, which needs to input the propeller diameter D, speed n and torque coefficient KQ. The above two modules are packaged as a Simulink subsystem to prepare for the ship-engine-propeller matching simulation model built below.

[0044] 2.2, Ship motion mathematical model: According to Newton's law of motion, the total external force of the ship sailing is equal to the product of the total mass and the rate of change of speed. The total external force of the ship is the resistance and the propeller thrust. The mass in the model includes the mass of the ship and the mass of the attached water body moving with the ship body during sailing. The sailing resistance and the propeller thrust also act on the water attached to the ship body.

[0045] ; In the formula, m is the ship mass unit kg, Vs is the ship speed unit m / s, TE and R are the ship thrust and resistance units N respectively.

[0046] 2.3, Solution of thrust coefficient and torque coefficient: The thrust coefficient KT and torque coefficient KQ are related to propeller geometry. Each propeller has a corresponding KT and KQ graph, and the propeller open water performance curve includes KT and KQ curves. In this study, a real-time KT and KQ solution module was established using linear interpolation. Because KQ values ​​are relatively small compared to KT, they are generally expressed as 10 times KQ in the graphs. This requires linear interpolation to obtain the 10 times KQ value and then dividing it by 10 to determine the KQ value.

[0047] Drag is the force that balances the effective propeller thrust during a ship's voyage. The relationship between the experimental ship's drag and speed has already been determined in the trim optimization process. In this section, we will continue to use linear interpolation to establish a real-time drag acquisition model.

[0048] 2.4, Establishment of ship propeller simulation model: Import the input data into the input terminals of the various components encapsulated above, and connect the calculated data to the drawing module. In the entire simulation system, the only input data required are the propeller speed n and the propeller diameter D. The output signals include the motor output power P, propeller thrust T, speed V, and resistance R. Set an initial speed for the motor. At the moment the motor rotates, the propeller advance speed is VA = 0, the advance coefficient J = 0, and the propeller thrust reaches its maximum value. Under the action of maximum thrust, the ship begins to move gradually, the propeller advance coefficient gradually increases, the propeller thrust coefficient decreases accordingly, and the thrust also gradually decreases. As the speed increases, the ship's resistance gradually increases. When the propeller thrust decreases to equal the hull resistance, the net external force on the ship is 0. The ship moves at a constant speed, and at this time, the maximum speed the ship can reach at this speed can be obtained.

[0049] Through the above implementation, this embodiment effectively solves the technical difficulties of small and medium-sized pure electric ships in power matching, propeller design, and hull resistance optimization, significantly improving the propulsion efficiency of ships, extending the cruising time, and reducing the operating energy consumption and maintenance costs of ships. The specific effects are as follows: Improved propulsion efficiency: Through the refined matching design of the electric power system and the propeller, the propulsion efficiency has been increased by 15%-20%, which greatly improves the energy utilization rate of pure electric ships at low and high speeds.

[0050] Extended cruising time: The optimized system reduces hull resistance and energy loss, thereby extending the battery pack's endurance and enabling pure electric ships to travel longer distances on a single charge.

[0051] Significant environmental protection and energy-saving effects: By reducing energy waste and improving system efficiency, the present invention achieves energy saving and zero emissions, which is in line with global environmental protection trends and policy requirements.

[0052] In summary, this embodiment ensures efficient and stable operation of pure electric vessels under various operating conditions through the precise design and optimization of the electric power system, propeller, and hull resistance, integrated with an intelligent control system. Furthermore, the system exhibits strong adaptability and can dynamically adjust to actual sailing conditions, providing solid technical support for the market application of pure electric vessels.

[0053] The above embodiments are merely preferred technical solutions of the present invention and should not be construed as limiting the present invention. The embodiments and features in the embodiments of this application may be arbitrarily combined with each other unless they conflict. The scope of protection of the present invention shall be the technical solutions described in the claims, including equivalent alternatives to the technical features of the technical solutions described in the claims. Equivalent alternatives and improvements within this scope are also within the scope of protection of the present invention.

Claims

1. A pure electric yacht propeller matching system based on power optimization, characterized in that: It includes an electric power system and a propeller system. The electric power system includes an electric motor, which is connected to the transmission system and battery module, and the battery module is electrically connected to the controller. The propeller system consists of a propeller and its supporting shaft system and seals. It also includes a hull resistance optimization module: through hull design and simulation calculations, it reduces the resistance of the hull when sailing in the water and ensures that the ship-engine-propeller matching system can operate effectively. The electric power system is connected to the propeller through a drive shaft, which transmits the mechanical energy generated by the electric motor to the propeller. The hull resistance optimization module provides feedback on the propeller design and the matching of the power system through simulation calculations and actual tests.

2. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 1, characterized in that: The following steps are involved: S1, electric power system parameter setting: Determine the power, torque, and speed range of the electric motor based on the operating requirements of the electric vessel, select the appropriate battery pack and controller, and ensure the system can output stable power at different speeds; S2, Propeller Design and Optimization: Using graphical design methods, combined with regression fitting and intelligent algorithms, we optimize the propeller's geometric parameters, including diameter, pitch, number of blades, and disk ratio. We also simulate and analyze the propeller's thrust, torque, and efficiency to ensure it adapts to the motor's output characteristics. S3, simulation and optimization of hull resistance: A CFD-based hull resistance model is established to calculate the resistance distribution of the hull at different speeds. Combined with the simulation results, the hull line shape is optimized to reduce the hull resistance and improve the propeller propulsion efficiency.

3. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 2, characterized in that: Achieve refined matching between power system and propeller: Matching the motor and propeller: Based on the motor's characteristic curve, including power, torque, and speed characteristics, matching propeller parameters such as diameter, pitch, and number of blades are designed. The propeller design takes into account the motor's efficient operating range to ensure optimal propulsion efficiency at all speeds. Simulation optimization: Through the computational fluid dynamics (CFD) simulation model, the resistance distribution of the hull in water, as well as the thrust, torque and efficiency of the propeller under different operating conditions are calculated; the simulation process includes simulation analysis of the propeller's open water performance, and combines the hull resistance and ship speed to determine the optimal ship engine and propeller configuration.

4. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 3, characterized in that: The continuity equation of the CFD simulation model is as follows: When the calculation satisfies the continuity equation, it can be guaranteed that the calculation satisfies the mass conservation equation, that is, the mass of the fluid flowing into the control volume and the mass of the fluid flowing out of the control volume per unit time are equal; considering water as an incompressible fluid, the density is constant, and the differential form of the continuity equation can be simplified as shown below: ； represent the components of flow velocity in the x, y, and z directions respectively, and ρ is the density of water.

5. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 4, characterized in that: The Navier-Stokes equations for the CFD simulation model are as follows: ； ； ； Where X, Y, and Z are the forces acting on the fluid element in three directions, p represents pressure, and v represents the kinematic viscosity coefficient.

6. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 5, characterized in that: The Reynolds average equation of the CFD simulation model is as follows: ； ； Where t is time, μ is the dynamic viscosity coefficient of the fluid, ρ is the fluid density, 、 is the time-averaged value of the velocity component, and p represents the hydrostatic pressure; is the Reynolds stress.

7. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 6, characterized in that: The turbulence model of the CFD simulation model is as follows: ； ； ； ； Where u, v, and w are the components of velocity in the x, y, and z directions. The continuity equation and momentum equation are collectively called the instantaneous governing equations of turbulence.

8. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 7, characterized in that: In the CFD simulation model, the dynamic interaction between fluid and solid is as follows: The equilibrium equation of ship motion is expressed as: ； ； In the formula is the resultant force on the ship in the Z direction, τ represents the shear stress on a small area of ​​the ship's surface, p represents the pressure on a small area of ​​the ship, mg is the ship's gravity, Indicates the Y-axis moment acting on the ship; During the solution process, the resultant force in the Z direction on the ship's surface determines the heave of the ship, and the moment in the local Y axis on the ship determines the longitudinal tilt of the ship.

9. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 8, characterized in that: In the CFD simulation model, the dynamic interaction between fluid and solid is as follows: Hull resistance optimization involves improving the hull line shape, reducing the wetted surface area, and using the feedback results in propeller design to further improve the overall efficiency of the system.

10. The method for matching a propeller system for a pure electric yacht based on power optimization according to claim 2, characterized in that: Also includes system integration and verification: The electric power system, propeller and hull resistance optimization module are integrated into the entire system; the matching system is verified through physical experiments and actual ship tests to ensure its reliability and efficiency in actual operation.

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