Marine LNG (Liquefied Natural Gas) cold energy-solid hydrogen storage-battery energy storage coupling system

Abstract

The invention provides a marine LNG (Liquefied Natural Gas) cold energy-solid hydrogen storage-battery energy storage coupling system. The LNG cold energy module comprises an LNG liquid storage tank, an LNG vaporizer and a Rankine cycle generator set; liquid LNG in the LNG storage tank is gasified by the LNG vaporizer to release cold energy, and the Rankine cycle generator set is connected with the LNG vaporizer so as to utilize the cold energy to generate electricity. The solid hydrogen storage module comprises a hydrogen storage unit, a hydrogen storage loop and a hydrogen desorption loop; the hydrogen storage loop is connected with the LNG cold energy module and extracts cold energy from the LNG cold energy module so as to provide cold capacity for maintaining a low-temperature adsorption environment for the hydrogen storage unit; the hydrogen desorption loop is used for introducing engine waste heat and providing heat required by hydrogen desorption for the hydrogen storage unit; the battery energy storage module is connected with the LNG cold energy module and is used for pre-cooling the electrolyte; the control unit is used for dynamically dispatching distribution of cold energy, hydrogen energy and electric energy based on system parameters and ship working condition information collected by the sensor. The response capability and the comprehensive utilization efficiency of the energy system are improved; and the carbon emission is reduced.

Description

Technical Field

[0001] This invention belongs to the field of integrated energy utilization technology, and specifically relates to a marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system. Background Technology

[0002] Liquefied natural gas (LNG), with its low sulfur and low nitrogen emissions, has become one of the core clean fuels for ship propulsion systems. As the operational scale of LNG-powered ships continues to expand, the industry is placing higher demands on the deep utilization of LNG energy—not only achieving efficient combustion of LNG, but also addressing key issues such as the recovery and utilization of cold energy during LNG vaporization, the synergistic integration of clean energy sources like hydrogen, and the stable regulation of the power grid when ship operating conditions change, in order to further improve energy efficiency and reduce carbon emissions throughout the entire life cycle.

[0003] In existing LNG-powered ship energy systems, liquid LNG is vaporized by an LNG vaporizer and directly supplied to the ship's main engine for combustion to provide navigation power. At the same time, it is equipped with an independent Rankine cycle power generation unit, which uses part of the cold energy released by LNG vaporization to convert into electrical energy. Hydrogen energy is stored in a high-pressure gaseous hydrogen storage tank, and the hydrogen flow is controlled by a flow controller and delivered to a hydrogen fuel cell to provide auxiliary power for the ship.

[0004] The existing solution has significant technical limitations: the LNG cold energy recovery, hydrogen storage, and power regulation systems operate independently. The cold energy cannot be allocated to the hydrogen storage stage as needed to maintain the low-temperature environment required for hydrogen storage. It requires additional ship power to drive the refrigeration equipment to cool the hydrogen storage system, resulting in energy waste. At the same time, the hydrogen release rate lacks dynamic coordination with changes in ship power load, and power regulation relies solely on the Rankine cycle power generation unit. When the ship's operating conditions change (such as acceleration or berthing), grid frequency fluctuations are likely to occur, making it difficult to meet the high standards of ships for comprehensive energy utilization efficiency and power quality. Summary of the Invention

[0005] To address the aforementioned technical problems, this application provides a marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system to solve or alleviate the problems existing in the prior art.

[0006] To achieve the above objectives, this application provides the following technical solution: This application provides a marine LNG cold energy-solid-solid hydrogen storage-battery energy storage coupling system, comprising: an LNG cold energy module, a solid-state hydrogen storage module, a battery energy storage module, and a control unit; the LNG cold energy module includes an LNG storage tank, an LNG vaporizer, and a Rankine cycle generator set; the liquid LNG in the LNG storage tank is vaporized by the LNG vaporizer to release cold energy, and the Rankine cycle generator set is connected to the LNG vaporizer to generate electricity using the cold energy; the solid-state hydrogen storage module includes a hydrogen storage unit, a hydrogen storage circuit, and a hydrogen release circuit; the hydrogen storage circuit is connected to the LNG cold energy module and receives hydrogen from the LNG storage unit. The LNG cold energy module extracts cold energy to provide the cooling capacity for maintaining the low-temperature adsorption environment of the hydrogen storage unit; the hydrogen release circuit is used to introduce waste heat from the engine to provide the heat required for hydrogen desorption in the hydrogen storage unit; the battery energy storage module is connected to the LNG cold energy module and receives the cold energy provided by the LNG cold energy module to pre-cool the electrolyte, so that the battery energy storage module is maintained within a preset temperature range; the control unit is signal-connected to the LNG cold energy module, the solid hydrogen storage module, and the battery energy storage module, and is used to dynamically schedule the distribution of cold energy, hydrogen energy, and electrical energy based on system parameters and ship operating condition information collected by sensors.

[0007] Optionally, the LNG cooling module further includes an LNG cryogenic pump, which is installed on the pipeline between the LNG storage tank and the LNG vaporizer and is configured to pressurize and transport the liquid LNG in the LNG storage tank to the LNG vaporizer.

[0008] Optionally, the hydrogen storage unit is a magnesium-based alloy hydrogen storage tank. The hydrogen storage circuit includes: a refrigerant storage tank, a first refrigerant circulation pump, an ethylene glycol storage tank, an ethylene glycol circulation pump, a first plate-fin heat exchanger, and a magnesium-based alloy hydrogen storage tank. The first inlet of the refrigerant storage tank is connected to the first outlet of the LNG vaporizer, and the first outlet of the refrigerant storage tank is connected to the first inlet of the first plate-fin heat exchanger, so that the refrigerant flowing out of the LNG vaporizer enters the first plate-fin heat exchanger via the refrigerant storage tank and the first refrigerant circulation pump. The outlet of the ethylene glycol storage tank is connected to the second inlet of the first plate-fin heat exchanger via the ethylene glycol circulation pump, the first outlet of the first plate-fin heat exchanger is connected to the magnesium-based alloy hydrogen storage tank, and the refrigerant outlet of the magnesium-based alloy hydrogen storage tank is connected to the inlet of the ethylene glycol storage tank.

[0009] Optionally, the Rankine cycle generator set is equipped with a Rankine cycle power generation circuit, which includes a propane storage tank, a propane circulation pump, and a second plate-fin heat exchanger. The propane storage tank, propane circulation pump, first inlet of the second plate-fin heat exchanger, first outlet of the second plate-fin heat exchanger, and Rankine cycle generator set are connected in sequence through pipelines. The propane circulation pump is configured to transport liquid propane from the propane storage tank to the first inlet of the second plate-fin heat exchanger, so that the liquid propane enters the second plate-fin heat exchanger.

[0010] Optionally, the second plate-fin heat exchanger is further provided with a second inlet, and the Rankine cycle power generation circuit also includes a seawater buffer tank and a seawater circulation pump; the seawater buffer tank, the seawater circulation pump and the second inlet of the second plate-fin heat exchanger are connected in sequence by pipelines, and the seawater circulation pump is configured to transport seawater in the seawater buffer tank to the second inlet of the second plate-fin heat exchanger, so that the seawater enters the second plate-fin heat exchanger to exchange heat with liquid propane.

[0011] Optionally, the liquid propane exchanges heat with seawater in the second plate-fin heat exchanger and then vaporizes to form propane vapor. The propane vapor flows out from the first outlet of the second plate-fin heat exchanger and is transported through a pipeline to the Rankine cycle generator set to drive the Rankine cycle generator set to generate electricity.

[0012] Optionally, the Rankine cycle power generation circuit further includes a condenser. The inlet of the condenser is connected to the exhaust gas outlet of the Rankine cycle generator set via a pipeline, and the outlet of the condenser is connected to a propane storage tank via a pipeline. The propane exhaust gas generated after the Rankine cycle generator set generates electricity enters the condenser and is condensed into liquid propane. The condensed liquid propane is then returned to the propane storage tank for recycling.

[0013] Optionally, a cold energy transmission path is provided between the condenser and the second outlet of the first plate-fin heat exchanger. A second electrically controlled valve is provided on the cold energy transmission path, through which cold energy is transferred to the condenser to assist the condensation of propane exhaust gas into liquid propane.

[0014] Optionally, the Rankine cycle generator set has an output power of 5MW, which matches the ship's power demand during navigation, excluding the main drive power, including power supply for ship equipment, lighting, and charging demand for battery storage modules.

[0015] Optionally, the hydrogen release circuit includes a thermal oil furnace, a thermal oil circulation pump, a magnesium-based alloy hydrogen storage tank, and a hydrogen tank; the hydrogen inlet of the hydrogen tank is connected to the hydrogen outlet of the magnesium-based alloy hydrogen storage tank, the outlet of the thermal oil circulation pump is connected to the hot medium circulation inlet of the magnesium-based alloy hydrogen storage tank, and the cold medium inlet of the thermal oil furnace is connected to the cold medium outlet of the magnesium-based alloy hydrogen storage tank; the thermal oil outlet of the thermal oil furnace is connected to the inlet of the thermal oil circulation pump; the thermal oil inlet of the thermal oil furnace is connected to the waste heat source of the engine, so that the heat from the waste heat source heats the thermal oil furnace, and the heated thermal oil is used by the thermal oil circulation pump to heat and release hydrogen from the magnesium-based alloy hydrogen storage tank, and the released hydrogen is stored in the hydrogen tank.

[0016] Optionally, the waste heat source of the engine is a natural gas combustion chamber; an electrically controlled three-way valve is provided on the pipeline between the natural gas combustion chamber and the thermal oil furnace to control the flow direction of waste heat, and the thermal oil inlet of the thermal oil furnace is connected to the electrically controlled three-way valve.

[0017] Optionally, the battery energy storage module includes a lithium-ion battery pack; the lithium-ion battery pack is connected to the first outlet of the LNG vaporizer via a second refrigerant circulation pump and a refrigerant storage tank to obtain cold energy and transfer it to the heat exchanger of the lithium-ion battery pack.

[0018] Optionally, the system further includes a ship propulsion system comprising a BOG storage tank, a first electrically controlled valve, a natural gas combustion chamber, a hydrogen combustion chamber, and a steam turbine connected in sequence via pipelines; the inlet of the BOG storage tank is connected to the second outlet of the LNG vaporizer.

[0019] Optionally, the solid-state hydrogen storage module further includes a flow controller. The hydrogen tank is connected to the hydrogen combustion chamber via the flow controller. The hydrogen combustion chamber is connected to a steam turbine. The hydrogen is burned in the hydrogen combustion chamber, which drives the steam turbine to rotate faster.

[0020] Optionally, it also includes an air conditioning refrigeration / heating circuit, which is connected in sequence via pipes to a Rankine cycle generator set, a condenser, an air conditioning unit, a seawater buffer tank, a seawater circulation pump, a second plate-fin heat exchanger, and a waste heat exchanger; wherein the second plate-fin heat exchanger is provided with a second inlet and a second outlet; the waste heat exchanger is connected via pipes to the natural gas combustion chamber and the second outlet of the second plate-fin heat exchanger respectively, forming a heat exchange path.

[0021] Optionally, the refrigeration circuit of the air conditioning cooling / heating circuit is specifically as follows: the liquid propane outlet of the condenser is connected to the cooling capacity inlet of the air conditioning unit through a pipeline, and the propane return port of the air conditioning unit is connected to the propane storage tank through a pipeline; when air conditioning cooling is required, the propane exhaust gas generated after the Rankine cycle generator set generates electricity is condensed into low-temperature liquid propane by the condenser, and the low-temperature liquid propane flows into the heat exchange components inside the air conditioning unit to release cooling capacity, thereby achieving cabin cooling. The liquid propane after releasing heat flows back to the propane storage tank along the pipeline, completing the refrigeration cycle.

[0022] Optionally, the heating circuit of the air conditioning cooling / heating circuit is specifically as follows: an electrically controlled three-way valve is installed on the pipeline between the natural gas combustion chamber and the heat exchanger; the seawater inlet of the heat exchanger is connected to the second outlet of the second plate-fin heat exchanger through a pipeline; the seawater outlet of the heat exchanger is connected to the heat inlet of the air conditioning unit through a pipeline; and the seawater return port of the air conditioning unit is connected to the seawater buffer tank through a pipeline. When air conditioning heating is required, excess heat generated by the natural gas combustion chamber is introduced into the heat exchanger through the electrically controlled three-way valve to exchange heat with the low-temperature seawater flowing out from the second outlet of the second plate-fin heat exchanger. The heated seawater flows into the heat exchange components inside the air conditioning unit to release heat, thereby achieving cabin heating. The heated seawater flows back to the seawater buffer tank along the pipeline, completing the heating cycle.

[0023] Optionally, the control unit is configured to identify acceleration, cruising, and berthing conditions and execute different energy dispatch strategies. In acceleration condition, the control unit controls the heat transfer oil circulation loop to heat and release hydrogen from the hydrogen storage unit to supplement power. In cruising condition, the control unit controls the LNG cold energy module to operate in a cascaded manner, with cold energy sequentially used for solid-state hydrogen storage cooling, Rankine cycle power generation, and air conditioning. In berthing condition, the control unit controls the LNG cold energy module to prioritize the use of cold energy for pre-cooling the electrolyte in the battery energy storage module and controls the battery energy storage module to participate in grid voltage stabilization.

[0024] In the technical solution of this application, after the LNG cold energy module releases cold energy through the LNG vaporizer, it is also connected to the hydrogen storage circuit of the solid hydrogen storage module and the battery energy storage module respectively. The cold energy can be distributed to the hydrogen storage unit (to maintain the low-temperature adsorption environment) and the battery electrolyte (to pre-cool to optimize energy storage performance) as needed, realizing the multi-scenario reuse of cold energy for "power generation-hydrogen storage-battery assistance", significantly reducing the waste of cold energy resources. In addition, the hydrogen storage circuit of the solid hydrogen storage module directly extracts cold energy from the LNG cold energy module, without the need to consume additional ship power to drive refrigeration equipment. The hydrogen storage circuit can stably provide cooling capacity, avoiding temperature fluctuations caused by the failure of traditional refrigeration equipment; the hydrogen release circuit introduces the engine waste heat to provide desorption heat for the hydrogen storage unit, eliminating the need for a separate heating source. This design of "cold energy taken from LNG and heat energy taken from waste heat" utilizes the existing energy in the system, avoids the additional energy consumption of traditional solutions, and reduces the operating cost of the solid hydrogen storage system. Furthermore, the battery energy storage module connects to the LNG cold energy module, allowing it to receive cold energy to pre-cool the electrolyte and improve battery energy storage efficiency. Additionally, as an auxiliary energy source for the ship's electrical system, it can be flexibly charged and discharged. Combined with the control unit's dynamic scheduling based on operating condition information, it can effectively smooth out grid frequency fluctuations and improve the stability of the ship's power grid. Through the control unit's scheduling function, the dynamic coordination of cold energy, hydrogen energy, and electrical energy enables the efficient flow of different forms of energy according to demand, reducing the ship's overall energy operating costs and carbon emissions. Attached Figure Description

[0025] The accompanying drawings, which form part of this application, are used to provide a further understanding of the application and to make other features, objects, and advantages of the application more apparent. The illustrative embodiments and descriptions of the accompanying drawings are used to explain the application and do not constitute an undue limitation of the application. In the drawings: Figure 1 This is a schematic diagram of the system structure according to the embodiments of this application; Figure 2 This is a schematic diagram of the working condition response and energy distribution process according to the embodiments of this application; Figure 3 This is a schematic diagram of the system module control logic according to the embodiments of this application; The labels in the diagram indicate: 100. LNG cold energy module; 200. Solid hydrogen storage module; 300. Battery energy storage module; 400. Control unit; 500. Marine propulsion system; 1. LNG storage tank; 2. LNG cryogenic pump; 3. LNG vaporizer; 4. BOG storage tank; 5. First electrically controlled valve; 6. Natural gas combustion chamber; 7. Steam turbine; 8. Hydrogen combustion chamber; 9. Ethylene glycol storage tank; 10. Refrigerant storage tank; 11. Ethylene glycol circulation pump; 12. First refrigerant circulation pump; 13. First plate-fin heat exchanger; 14. Electrically controlled tee. 15. Valves; 16. Thermal oil heater; 17. Thermal oil circulating pump; 18. Magnesium-based alloy hydrogen storage tank; 19. Flow controller; 20. Hydrogen tank; 21. Main generator set; 22. Propane storage tank; 23. Propane circulating pump; 24. Second plate-fin heat exchanger; 25. Second electrically controlled valve; 26. Waste heat exchanger; 27. Rankine cycle generator set; 28. Ship's power supply; 29. ​​Second refrigerant circulating pump; 30. Seawater circulating pump; 31. Seawater buffer tank; 32. Condenser; 33. Air conditioning unit; 44. Lithium-ion battery pack. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the term "comprising" in the specification, claims, and accompanying drawings of this application is intended to cover non-exclusive inclusion. In this application, the terms "upper," "lower," "front," "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily used to better describe this application and its embodiments and are not intended to limit the indicated components to having a specific orientation. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances.

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0029] Figure 1 This is a schematic diagram of the system structure according to the embodiments of this application; Figure 2 This is a schematic diagram of the working condition response and energy distribution process according to the embodiments of this application; Figure 3 This is a schematic diagram of the system module control logic according to the embodiments of this application; such as Figure 1 - Figure 3 As shown, this application provides a marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system, which includes: an LNG cold energy module 100, a solid hydrogen storage module 200, a battery energy storage module 300, and a control unit 400. The LNG cold energy module 100 includes an LNG storage tank 1, an LNG vaporizer 3, and a Rankine cycle generator set 26. The liquid LNG in the LNG storage tank 1 is vaporized by the LNG vaporizer 3 to release cold energy. The Rankine cycle generator set 26 is connected to the LNG vaporizer 3 to generate electricity using the cold energy. The solid-state hydrogen storage module 200 includes a hydrogen storage unit, a hydrogen storage circuit, and a hydrogen release circuit; the hydrogen storage circuit is connected to the LNG cold energy module 100 and extracts cold energy from the LNG cold energy module 100 to provide the hydrogen storage unit with the cooling capacity to maintain the low-temperature adsorption environment; the hydrogen release circuit is used to introduce waste heat from the engine to provide the hydrogen storage unit with the heat required for hydrogen desorption. The battery energy storage module 300 is connected to the LNG cold energy module 100. By receiving the cold energy provided by the LNG cold energy module 100, the battery energy storage module 300 is used to pre-cool the electrolyte, so that the battery energy storage module 300 is maintained within a preset temperature range. The control unit 400 is signal-connected to the LNG cold energy module 100, the solid hydrogen storage module 200, and the battery energy storage module 300, and is used to dynamically schedule the distribution of cold energy, hydrogen energy, and electrical energy based on system parameters and ship operating condition information collected by sensors.

[0030] In this embodiment, through the coordinated operation of the hydrogen storage circuit, the Rankine cycle generator set 26 and the battery energy storage module 300, the cold energy released by the LNG vaporizer 3 is distributed in stages according to demand, giving priority to providing a low-temperature adsorption environment for the hydrogen storage unit, and then using the remaining cold energy to drive power generation and pre-cool the battery electrolyte, thus avoiding the idleness of cold energy resources and greatly improving the overall utilization efficiency of LNG cold energy.

[0031] In the solid-state hydrogen storage process, traditional solid-state hydrogen storage systems require additional refrigeration equipment to maintain low temperatures and separate fuel combustion to provide desorption heat, consuming a large amount of additional energy. This system directly extracts cooling energy from the LNG cold energy module 100 to stabilize the low-temperature environment for hydrogen storage, and introduces the waste heat generated during engine operation through the hydrogen release circuit to provide energy for hydrogen desorption. It does not rely on additional energy equipment, significantly reducing the operating energy consumption and cost of solid-state hydrogen storage, while ensuring the stability of the hydrogen storage process.

[0032] The battery energy storage module 300 utilizes LNG cold energy to pre-cool the electrolyte, improving the ion migration characteristics of the electrolyte and enhancing the battery energy storage efficiency and charge / discharge performance. At the same time, as an auxiliary energy source for the ship's power system, it can flexibly charge and discharge when the output of the Rankine cycle generator set 26 fluctuates or the power load changes suddenly, effectively smoothing grid fluctuations and improving the operational stability of the ship's power grid.

[0033] In addition, the dynamic scheduling of each module by the control unit 400 breaks down the barriers of independent operation of cold energy, hydrogen energy and electricity in traditional energy systems, realizes the efficient flow of different energy forms according to the needs of the working conditions, improves the overall energy utilization efficiency of the system, and each module can be adapted to existing LNG ship facilities without large-scale modification, which lowers the technical threshold for implementation. At the same time, the stable operating environment also reduces the risk of hydrogen leakage and equipment failure, and improves the safety of system operation.

[0034] Optionally, the LNG cold energy module 100 further includes an LNG cryogenic pump 2, which is installed on the pipeline between the LNG storage tank 1 and the LNG vaporizer 3 and is configured to pressurize and transport the liquid LNG in the LNG storage tank 1 to the LNG vaporizer 3.

[0035] Optionally, the hydrogen storage unit is a magnesium-based alloy hydrogen storage tank 17, and the hydrogen storage circuit includes: a refrigerant storage tank 10, a first refrigerant circulation pump 12, an ethylene glycol storage tank 9, an ethylene glycol circulation pump 11, a first plate-fin heat exchanger 13, and a magnesium-based alloy hydrogen storage tank 17. The first inlet of the refrigerant storage tank 10 is connected to the first outlet c of the LNG vaporizer 3, and the first outlet of the refrigerant storage tank 10 is connected to the first inlet e of the first plate-fin heat exchanger 13, so that the refrigerant flowing out of the LNG vaporizer 3 enters the first plate-fin heat exchanger 13 through the refrigerant storage tank 10 and the first refrigerant circulation pump 12. The outlet of the ethylene glycol storage tank 9 is connected to the second inlet d of the first plate-fin heat exchanger 13 via the ethylene glycol circulation pump 11. The first outlet f of the first plate-fin heat exchanger 13 is connected to the magnesium-based alloy hydrogen storage tank 17. The refrigerant outlet of the magnesium-based alloy hydrogen storage tank 17 is connected to the inlet of the ethylene glycol storage tank 9.

[0036] In this embodiment, the LNG cryogenic pump 2 is installed on the pipeline between the LNG storage tank 1 and the LNG vaporizer 3. Since liquid LNG is prone to flow obstruction during transportation due to pipeline resistance and slight fluctuations in ambient temperature, the LNG cryogenic pump 2 can pressurize and stably push the liquid LNG in the LNG storage tank 1 to the LNG vaporizer 3, ensuring that the vaporizer can continuously receive a sufficient amount of liquid LNG, thereby ensuring the stability of the LNG vaporization process and providing a continuous cold source for subsequent cold energy utilization. The hydrogen storage circuit of the solid-state hydrogen storage module 200 relies on the precise connection and cyclical cooperation of multiple components. The first inlet of the refrigerant storage tank 10 is directly connected to the first outlet of the LNG vaporizer 3. The cold energy released by the LNG vaporizer 3 during the liquid LNG vaporization process can be directly transferred to the refrigerant in the refrigerant storage tank 10, lowering the refrigerant temperature. Subsequently, the first refrigerant circulation pump 12 starts, transporting the cooled refrigerant from the first outlet of the refrigerant storage tank 10 to the first inlet of the first plate-fin heat exchanger 13, providing a cold source for the heat exchanger. Meanwhile, the ethylene glycol in the ethylene glycol storage tank 9 is pressurized by the ethylene glycol circulation pump 11 and enters the interior of the first plate-fin heat exchanger 13 through the second inlet. It forms a highly efficient heat exchange with the refrigerant in the heat exchanger. After absorbing the cold energy of the refrigerant, the temperature of the ethylene glycol drops significantly. It then flows out from the first outlet of the first plate-fin heat exchanger 13 and flows along the pipeline to the magnesium-based alloy hydrogen storage tank 17. This creates a low-temperature environment around the magnesium-based alloy hydrogen storage tank 17, meeting the adsorption requirements of the magnesium-based alloy for hydrogen. The ethylene glycol that has completed the cold transfer will flow back from the refrigerant outlet of the magnesium-based alloy hydrogen storage tank 17 to the ethylene glycol storage tank 9, forming a closed-loop circulation of ethylene glycol and ensuring the continuous stability of the low-temperature environment in the magnesium-based alloy hydrogen storage tank 17.

[0037] This solution ensures stable delivery of liquid LNG through the LNG cryogenic pump 2, laying the foundation for continuous release of cold energy. Then, through a hydrogen storage loop constructed from components such as refrigerant, first plate-fin heat exchanger 13, and ethylene glycol, the "idle cold energy" released by the LNG vaporizer 3 is directionally transferred to the magnesium-based alloy hydrogen storage tank 17, replacing the traditional independent refrigeration unit. This achieves an internal closed loop of "cold energy generation-transfer-utilization-circulation", which avoids cold energy waste and reduces additional energy consumption.

[0038] Taking the ship's cruise operation as an example, the ship has a high demand for energy stability at this time, and needs to continuously maintain the low temperature environment of the hydrogen storage system and the stable vaporization of LNG. After the control unit 400 identifies the cruise operation, it will drive the LNG cryogenic pump 2 to maintain a stable speed, and uniformly pressurize and transport the liquid LNG in the LNG storage tank 1 to the LNG vaporizer 3. The vaporizer continuously vaporizes the LNG and releases cold energy, and the refrigerant in the refrigerant storage tank 10 is cooled accordingly. The first refrigerant circulation pump 12 and the ethylene glycol circulation pump 11 start synchronously. The refrigerant and ethylene glycol exchange heat stably in the first plate-fin heat exchanger 13. The low temperature ethylene glycol continuously flows to the magnesium-based alloy hydrogen storage tank 17, so that the temperature inside the tank is maintained in a suitable range for hydrogen adsorption, and hydrogen escape is avoided due to insufficient cooling. At the same time, the stable LNG vaporization also provides continuous cold energy for the Rankine cycle generator set 26, ensuring stable power output. The whole process does not require the additional start of refrigeration equipment or replenishment of energy, realizing the coordinated energy-saving operation of each module.

[0039] The application of the LNG cryogenic pump 2 significantly improves the stability of liquefied LNG transportation, avoiding LNG vaporization stagnation and cold energy supply interruption due to transportation interruptions, indirectly ensuring the stable operation of subsequent hydrogen storage, power generation, and other modules. The hydrogen storage circuit of the solid hydrogen storage module 200 reuses the cold energy of the LNG vaporizer 3, replacing the traditional independent refrigeration unit, which greatly reduces the additional energy consumption of the solid hydrogen storage process and reduces energy waste. The cyclic design of ethylene glycol and refrigerant makes the loss of cold energy during the transfer process less, improves the cold energy utilization efficiency, and thus improves the hydrogen adsorption efficiency of the magnesium-based alloy hydrogen storage tank 17. In addition, the entire module relies on the existing cold source and pipeline structure of the LNG cold energy module 100, without the need to build an additional independent cold energy generation system, which improves the reuse rate of system components and reduces the overall complexity and operating cost of the system. At the same time, the stable low temperature environment also reduces the risk of hydrogen leakage in the magnesium-based alloy hydrogen storage tank 17, improves the safety of solid hydrogen storage, and further enhances the comprehensive energy utilization efficiency of the system.

[0040] Optionally, the hydrogen release circuit includes a thermal oil furnace 15, a thermal oil circulation pump 16, a magnesium-based alloy hydrogen storage tank 17, and a hydrogen tank 19. The hydrogen inlet of hydrogen tank 19 is connected to the hydrogen outlet of magnesium-based alloy hydrogen storage tank 17, the outlet of heat transfer oil circulation pump 16 is connected to the hot medium circulation inlet of magnesium-based alloy hydrogen storage tank 17, and the cold medium inlet of heat transfer oil furnace 15 is connected to the cold medium outlet of magnesium-based alloy hydrogen storage tank 17. The heat transfer oil outlet of heat transfer oil furnace 15 is connected to the inlet of heat transfer oil circulation pump 16. The heat transfer oil inlet of heat transfer oil furnace 15 is connected to the waste heat source of the engine, so that the heat from the waste heat source heats the heat transfer oil furnace 15. The heated heat transfer oil is then pumped by heat transfer oil circulation pump 16 to heat and release hydrogen from magnesium-based alloy hydrogen storage tank 17. The released hydrogen is stored in hydrogen tank 19.

[0041] Optionally, the waste heat source of the engine is a natural gas combustion chamber 6; an electrically controlled three-way valve 14 is provided on the pipeline between the natural gas combustion chamber 6 and the thermal oil furnace 15 to control the flow direction of waste heat, and the thermal oil inlet of the thermal oil furnace 15 is connected to the electrically controlled three-way valve 14.

[0042] In this embodiment, the hydrogen release loop, through the design of "waste heat utilization + closed-loop circulation + dynamic control", combined with the synergy of the natural gas combustion chamber 6, the electronically controlled three-way valve 14, the heat transfer oil circulation components and the hydrogen storage / hydrogen storage carrier, brings multiple technical benefits, and each benefit is deeply bound to the core technical features of the loop: First, it significantly reduces the additional energy consumption of the hydrogen release process. Traditional solid-state hydrogen storage systems often require separate electric heating devices or fuel heaters for hydrogen desorption, consuming additional ship power or fuel and resulting in energy waste. This circuit directly uses the engine's waste heat source (natural gas combustion chamber 6) as the heat source for hydrogen release. The waste heat generated by the natural gas combustion chamber 6 while providing power to the ship can be piped to the thermal oil heater 15 without additional energy consumption, replacing the traditional independent heating device to power hydrogen release. This fundamentally reduces the dependence on additional energy for the hydrogen release process and lowers the overall system energy consumption.

[0043] Secondly, it improves the stability of heat transfer and utilization. The hydrogen release circuit constructs a closed-loop heat transfer oil circulation path of "heat transfer oil furnace 15 - heat transfer oil circulation pump 16 - magnesium-based alloy hydrogen storage tank 17": the heat transfer oil furnace 15 absorbs waste heat and heats the heat transfer oil, the heat transfer oil circulation pump 16 stably delivers the hot oil to the heat medium circulation inlet of the magnesium-based alloy hydrogen storage tank 17, uniformly heating the hydrogen storage tank, and the cooled oil that has completed heat exchange flows back from the cold medium outlet of the hydrogen storage tank to the heat transfer oil furnace 15 for reheating. This closed-loop design avoids disordered heat loss during the transfer process, ensures continuous and stable heat transfer to the hydrogen storage tank, ensures uniform and continuous hydrogen desorption process, avoids desorption interruption or unstable hydrogen release caused by heat supply fluctuations, and improves the reliability of the hydrogen release process.

[0044] Furthermore, it improves the flexibility and adaptability of waste heat utilization. The electrically controlled three-way valve 14 between the natural gas combustion chamber 6 and the thermal oil furnace 15 can dynamically control the flow of waste heat according to the ship's operating conditions: when the ship is in acceleration mode and needs to release hydrogen quickly, the electrically controlled three-way valve 14 can increase the flow of waste heat to the thermal oil furnace 15, improve the heating efficiency of the thermal oil, and accelerate the hydrogen desorption rate to meet the power replenishment needs; when the ship is in cruising mode and does not need to release a large amount of hydrogen, it can reduce or cut off the flow of waste heat to the thermal oil furnace 15, directing the waste heat to other heat-requiring links (such as air conditioning heating) or reducing waste heat waste. This dynamic control capability makes waste heat utilization no longer fixed and singular, and can accurately adapt to the hydrogen release needs under different ship operating conditions, improving the comprehensive utilization efficiency of waste heat resources.

[0045] Meanwhile, this design ensures the stability and dispatchability of hydrogen energy supply. In the hydrogen release circuit, hydrogen tank 19 is connected to the hydrogen outlet of magnesium-based alloy hydrogen storage tank 17. The hydrogen produced during desorption can be stored in hydrogen tank 19 instead of being directly delivered to hydrogen-consuming components. This design avoids fluctuations in hydrogen energy supply caused by variations in the hydrogen release rate: when hydrogen demand is low, hydrogen can be temporarily stored in hydrogen tank 19; when hydrogen demand increases sharply (such as during acceleration), hydrogen tank 19 can quickly release the stored hydrogen to supplement the immediate hydrogen demand gap, making the hydrogen energy supply more aligned with changes in ship power or electricity demand, thus improving the stability and dispatch flexibility of hydrogen energy utilization.

[0046] Furthermore, it reduces system complexity and implementation difficulty. The core heat source of the hydrogen release loop (natural gas combustion chamber 6) is an existing power component of the LNG-powered vessel, eliminating the need for additional heat source equipment for hydrogen release. The connection between the heat transfer oil circulation component and the hydrogen storage tank can also be optimized based on the vessel's existing pipeline layout, without requiring large-scale modifications to the vessel structure. This high degree of compatibility with existing facilities reduces the number of new system components, lowers the overall system complexity and manufacturing costs, and also makes the technology easier to implement on existing LNG vessels, improving its applicability and scalability.

[0047] Finally, the safety of the hydrogen storage and release process is improved. Stable heat transfer oil circulation heating can avoid the material performance degradation of the magnesium-based alloy hydrogen storage tank 17 due to local overheating or sudden temperature rises and falls, and reduce the risk of hydrogen leakage caused by temperature fluctuations in the hydrogen storage tank; at the same time, the temporary storage of desorbed hydrogen in the hydrogen tank 19 also avoids the safety hazards caused by direct hydrogen discharge or excessive transportation, making the entire hydrogen release and hydrogen energy storage process more controllable and safer, and further ensuring the reliability of system operation.

[0048] Optionally, the Rankine cycle generator set 26 is equipped with a Rankine cycle power generation circuit, which includes a propane storage tank 21, a propane circulation pump 22, and a second plate-fin heat exchanger 23. The propane storage tank 21, the propane circulation pump 22, the first inlet h of the second plate-fin heat exchanger 23, the first outlet j of the second plate-fin heat exchanger 23, and the Rankine cycle generator set 26 are connected in sequence by pipelines. The propane circulation pump 22 is configured to transport the liquid propane in the propane storage tank 21 to the first inlet h of the second plate-fin heat exchanger 23, so that the liquid propane enters the second plate-fin heat exchanger 23.

[0049] Optionally, the second plate-fin heat exchanger 23 is further provided with a second inlet i, and the Rankine cycle power generation circuit also includes a seawater buffer tank 30 and a seawater circulation pump 29; the seawater buffer tank 30, the seawater circulation pump 29 and the second inlet i of the second plate-fin heat exchanger 23 are connected in sequence by pipelines, and the seawater circulation pump 29 is configured to transport the seawater in the seawater buffer tank 30 to the second inlet i of the second plate-fin heat exchanger 23, so that the seawater enters the second plate-fin heat exchanger 23 to exchange heat with the liquid propane.

[0050] Optionally, the liquid propane exchanges heat with seawater in the second plate-fin heat exchanger 23 and then vaporizes to form propane vapor. The propane vapor flows out from the first outlet j of the second plate-fin heat exchanger 23 and is transported through a pipeline to the Rankine cycle generator set 26 to drive the Rankine cycle generator set 26 to generate electricity.

[0051] Optionally, the Rankine cycle power generation circuit further includes a condenser 31. The inlet of the condenser 31 is connected to the exhaust gas outlet of the Rankine cycle generator set 26 via a pipeline, and the outlet of the condenser 31 is connected to the propane storage tank 21 via a pipeline. The propane exhaust gas generated after the Rankine cycle generator set 26 generates electricity enters the condenser 31 and is condensed into liquid propane. The condensed liquid propane is then returned to the propane storage tank 21 for recycling.

[0052] Optionally, a cold energy transmission path is provided between the condenser 31 and the second outlet g of the first plate-fin heat exchanger 13. A second electrically controlled valve 24 is provided on the cold energy transmission path, through which cold energy is transferred to the condenser 31 to assist the condensation of propane exhaust gas into liquid propane.

[0053] Optionally, the Rankine cycle generator set 26 has an output power of 5MW, which matches the ship's power demand during navigation, excluding the main drive power, including power supply for ship equipment, lighting power supply and charging demand for battery storage module 300.

[0054] Traditional ship power supply relies solely on the main generator set 20 connected to the natural gas combustion chamber 6, which in turn connects to the ship's power supply 27. In this embodiment, in addition to the traditional power supply method, a Rankine cycle power generation loop is incorporated. Through closed-loop collaboration of multiple components and cold energy reuse design, a stable conversion of cold energy into electrical energy is achieved. Key details revolve around working fluid circulation, heat exchange matching, and cold energy assistance. A propane storage tank 21 stores liquid propane as the working fluid, providing a continuous source for the circulation. A propane circulation pump 22 is installed on the pipeline between the propane storage tank 21 and the second plate-fin heat exchanger 23. This pump pressurizes and delivers the liquid propane from the tank to the first inlet h of the second plate-fin heat exchanger 23, ensuring that the working fluid overcomes pipeline resistance and stably enters the heat exchanger to participate in heat exchange. The second plate-fin heat exchanger 23 is also equipped with a second inlet i. Seawater in the seawater buffer tank 30 is pressurized by the seawater circulation pump 29 and sent into the heat exchanger through inlet i. It forms a counter-current heat exchange with the liquid propane entering from the first inlet h. The heat of the seawater is transferred to the liquid propane, causing the propane to heat up and vaporize to form high-pressure propane vapor, thus completing the conversion of heat into working fluid energy. Subsequently, the propane vapor flows out from the first outlet j of the second plate-fin heat exchanger 23 and is transported along the pipeline to the Rankine cycle generator set 26, which drives the turbine inside the unit to rotate, thereby driving the generator to generate electricity. Its output power can match the power demand of the ship except for the main drive, covering scenarios such as equipment, lighting and battery energy storage module 300 charging.

[0055] Propane exhaust gas (low-pressure steam with released energy) generated during power generation enters condenser 31 through a pipeline. The inlet of condenser 31 is directly connected to the exhaust gas outlet of Rankine cycle generator set 26, providing condensation space for the exhaust gas. Simultaneously, a cold energy transfer path is provided between condenser 31 and the second outlet g of the first plate-fin heat exchanger 13. A second electrically controlled valve 24 on this path regulates the amount of cold energy transferred. The cold energy output from the first plate-fin heat exchanger 13 is transferred to condenser 31 through this path, assisting in the rapid cooling of the propane exhaust gas, causing it to condense into liquid propane. The condensed liquid propane then flows back to propane storage tank 21 through the outlet pipeline of condenser 31, re-entering the cycle and achieving reuse of the working fluid without frequent replenishment of new working fluid.

[0056] The Rankine cycle power generation loop combines "low-boiling-point working fluid with low-temperature heat exchange, closed-loop working fluid circulation, and cold energy reuse for efficiency enhancement," overcoming the limitations of traditional Rankine cycles in marine applications. Traditional Rankine cycles typically use water as the working fluid, requiring high temperature and pressure conditions for vaporization to perform work, making it difficult to utilize readily available low-temperature heat sources (such as seawater) in marine environments. Furthermore, traditional cycles often rely on natural cooling or additional energy consumption for working fluid recovery, resulting in significant energy waste. This solution specifically selects low-boiling-point propane as the working fluid, which can be vaporized through heat exchange with seawater at a relatively low temperature without the need for additional heating to a high temperature, perfectly matching the seawater heat source that is readily available on ships. At the same time, it constructs a closed loop of working fluid from "storage tank - circulating pump - heat exchanger - generator set - condenser - storage tank" to avoid working fluid loss and reduce resource consumption. Furthermore, it reuses the existing cold energy in the system (from the first plate-fin heat exchanger 13) through the cold energy transmission path to assist condensation, replacing the traditional additional energy-consuming cooling method, realizing low-consumption operation of the entire process of "heat source utilization - energy conversion - working fluid recovery", and the output power is precisely matched to the actual power demand of the ship, avoiding energy waste caused by excess or insufficient power.

[0057] Taking the ship's cruising condition as an example, the ship's main propulsion power is stable, and the power demand (such as navigation equipment, communication systems, cabin lighting, and charging of battery storage module 300) is at a low level. After the control unit 400 identifies the cruising condition, it starts the Rankine cycle power generation circuit: the propane circulation pump 22 and the seawater circulation pump 29 operate synchronously, and the liquid propane and seawater stably enter the second plate-fin heat exchanger 23 for heat exchange. After the propane vaporizes, it drives the Rankine cycle generator set 26 to output electrical energy, continuously supplying power to all ship equipment, and at the same time replenishing the battery storage module 300. During this period, the control unit 400 adjusts the opening of the second electrically controlled valve 24 according to the condensation state of the propane exhaust gas in the condenser 31, so that the cold energy of the first plate-fin heat exchanger 13 is appropriately delivered to the condenser 31 to assist in the condensation of the exhaust gas and ensure that the liquid propane flows back to the storage tank stably. Since the output power of the generator set matches the ship's power demand in addition to the main propulsion power, it realizes the continuous supply of electrical energy and the reuse of working fluid, which meets the requirements of energy stability and economy in the cruising condition.

[0058] The Rankine cycle power generation loop uses seawater as a heat source, eliminating the need for additional ship fuel or electricity to heat the working fluid, thus reducing additional energy consumption in the power generation process. Furthermore, seawater is a readily available resource during ship navigation, improving the convenience and economy of heat source acquisition. The working fluid's closed-loop cycle design of "vaporization-work-condensation-reflux" avoids one-time consumption, significantly reducing the frequency and cost of replenishment and improving resource utilization efficiency. By reusing internal cold energy for assisted condensation through cold energy transmission paths, replacing traditional methods relying on additional cooling equipment, condensation efficiency is improved while reducing energy consumption in the cooling process, further enhancing... The system improves the overall energy utilization level of the entire circuit; the generator set output power is precisely matched to the ship's power demand other than the main drive, avoiding energy waste caused by excess power or the need to start backup equipment due to insufficient power, thus improving the matching degree between power supply and power demand; the component connections and operating logic of the entire circuit are closely aligned with the characteristics of the ship's scenario, eliminating the need for large-scale modifications to the ship's existing structure, thereby improving the system's adaptability and feasibility for implementation on the ship; the closed-loop circulation and cold energy-assisted condensation design reduces the risk of working fluid leakage and equipment failure due to temperature fluctuations, improving the stability and reliability of the circuit operation, and indirectly reducing system maintenance costs.

[0059] Optionally, the battery energy storage module 300 includes a lithium-ion battery pack 33; the lithium-ion battery pack 33 is connected to the first outlet c of the LNG vaporizer 3 through a second refrigerant circulation pump 28 and a refrigerant storage tank 10 to obtain cold energy and transmit it to the heat exchanger of the lithium-ion battery pack 33.

[0060] Optionally, the system further includes a ship propulsion system 500, which includes a BOG storage tank 4, a first electrically controlled valve 5, a natural gas combustion chamber 6, a hydrogen combustion chamber 8, and a steam turbine 7 connected in sequence by pipelines; the inlet of the BOG storage tank 4 is connected to the second outlet of the LNG vaporizer 3.

[0061] Optionally, the solid hydrogen storage module 200 further includes a flow controller 18. The hydrogen tank 19 is connected to the hydrogen combustion chamber 8 through the flow controller 18. The hydrogen combustion chamber 8 is connected to the steam turbine 7. Hydrogen is burned in the hydrogen combustion chamber 8, which drives the steam turbine 7 to rotate faster.

[0062] In this embodiment, the cold energy acquisition of the lithium-ion battery pack 33 relies on a complete transmission link of "LNG vaporizer 3 - refrigerant storage tank 10 - second refrigerant circulation pump 28 - heat exchanger". The inlet of the refrigerant storage tank 10 is connected to the first outlet of the LNG vaporizer 3. The cold energy released by the LNG vaporizer 3 during the vaporization of liquid LNG can directly cool the refrigerant in the refrigerant storage tank 10 to a low temperature. The second refrigerant circulation pump 28 is located between the refrigerant storage tank 10 and the heat exchanger of the lithium-ion battery pack 33. Its core function is to pressurize and transport the low-temperature refrigerant from the refrigerant storage tank 10 to the heat exchanger. The heat exchanger is in close contact with the lithium-ion battery pack 33. The low-temperature refrigerant indirectly exchanges heat with the battery pack in the heat exchanger, transferring the cold energy to the lithium-ion battery pack 33, which acts on the battery electrolyte, stabilizing the electrolyte temperature in the low-temperature range where it can operate normally.

[0063] The operation of the ship propulsion system 500 relies on the pipeline connection and sequential cooperation of multiple components. The inlet of the BOG storage tank 4 is directly connected to the second outlet of the LNG vaporizer 3. The evaporated gas generated by the LNG vaporizer 3 is transported to the BOG storage tank 4 through pipeline for sealed storage. The first electrically controlled valve 5 is installed on the pipeline between the BOG storage tank 4 and the natural gas combustion chamber 6. It can adjust the BOG delivery flow according to the ship's power demand. When a stable power supply is required, the first electrically controlled valve 5 is opened appropriately, so that the BOG enters the natural gas combustion chamber 6 at a uniform speed for combustion. The natural gas combustion chamber 6 is connected in sequence to the hydrogen combustion chamber 8 and the steam turbine 7. The heat energy generated by the combustion of the natural gas combustion chamber 6 and the heat energy generated by the combustion of the hydrogen combustion chamber 8 work together to drive the steam turbine 7 to rotate and provide the ship's propulsion. The hydrogen source of the hydrogen combustion chamber 8 is connected to the hydrogen tank 19 of the solid hydrogen storage module 200 to ensure that hydrogen energy can be replenished to the propulsion system as needed.

[0064] The flow controller 18 of the solid-state hydrogen storage module 200 is a key component for precise hydrogen supply. One end of it is connected to the hydrogen tank 19, and the other end is directly connected to the hydrogen combustion chamber 8, forming a hydrogen energy delivery path of "hydrogen tank 19 - flow controller 18 - hydrogen combustion chamber 8". The flow controller 18 can receive signal commands from the control unit 400 and dynamically adjust the hydrogen delivery volume according to the ship's operating conditions. When the ship needs additional power, the flow controller 18 increases its opening, allowing the hydrogen stored in the hydrogen tank 19 to flow into the hydrogen combustion chamber 8 at a higher rate. When the ship's power demand is low, the flow controller 18 decreases its opening, reducing the hydrogen delivery volume to avoid hydrogen waste, while ensuring stable combustion of hydrogen in the hydrogen combustion chamber 8, which, together with the heat energy from natural gas combustion, drives the steam turbine 7.

[0065] Traditional ships often lack precise control over hydrogen supply, making them prone to power fluctuations due to oversupply or undersupply. This solution addresses this by repurposing LNG cold energy into the battery storage module 300, replacing traditional additional cooling methods and achieving energy conversion from cold energy to optimized battery performance. It also stores evaporated gases in the BOG tank 4 and uses the flow controller 18 to provide hydrogen energy on demand, ensuring precise matching between hydrogen energy and the ship's power requirements. This breaks the limitations of traditional systems with their "energy independence and rigid control," forming a synergistic closed loop of "cold energy - electricity - hydrogen energy - propulsion power."

[0066] Taking the ship's full-condition process of "berthing-departure acceleration-cruising" as an example: When the ship berths, the demand for main drive power drops sharply, but the LNG vaporizer 3 still generates cold energy. At this time, the control unit 400 starts the second refrigerant circulation pump 28 to transport the low-temperature refrigerant in the refrigerant storage tank 10 to the heat exchanger of the lithium-ion battery pack 33 to pre-cool the electrolyte of the battery pack. When the ship needs to accelerate to set sail, the control unit 400 identifies the acceleration condition. On the one hand, it controls the first electronically controlled valve 5 to increase the BOG delivery flow to ensure a stable power supply to the natural gas combustion chamber 6. On the other hand, it sends a command to the flow controller 18 to increase the hydrogen delivery. The opening degree allows hydrogen in the hydrogen tank 19 to flow rapidly into the hydrogen combustion chamber 8 for combustion. The additional heat energy generated drives the steam turbine 7 to accelerate, meeting the increased power demand for ship acceleration. When the ship enters the cruising state, the power demand tends to stabilize. The control unit 400 adjusts the first electronically controlled valve 5 to a suitable opening degree to maintain a stable BOG delivery. At the same time, it reduces the opening degree of the flow controller 18 to reduce hydrogen consumption, allowing the ship to use natural gas as the main driving fuel. The lithium-ion battery pack 33 then enters a standby state. If the power grid experiences slight fluctuations due to equipment start-up and shutdown, the battery pack can quickly charge and discharge to suppress the fluctuations and ensure stable power supply for the ship.

[0067] The battery energy storage module 300 utilizes LNG cold energy to pre-cool the electrolyte, effectively improving the energy storage efficiency and charge / discharge stability of the lithium-ion battery pack 33, and enhancing the energy utilization economy of the battery module. The marine propulsion system 500 stores the evaporated gas generated by the LNG vaporizer 3 in the BOG storage tank 4, converting fuel into propulsion power; the first electronically controlled valve 5 regulates the BOG flow rate, further ensuring a stable supply of propulsion power and avoiding power fluctuations caused by fuel supply volatility. The flow controller 18 of the solid-state hydrogen storage module 200 enables on-demand hydrogen supply, improving the adaptability of hydrogen combustion power and avoiding waste caused by excessive hydrogen supply or power gaps caused by insufficient supply, while also improving the power response speed during ship operating condition switching; combined with the connection between the hydrogen combustion chamber 8 and the steam turbine 7, hydrogen energy becomes a flexible supplementary power source for ship propulsion, further improving the redundancy and adaptability of the ship propulsion system. Furthermore, the coordinated operation of the three modules breaks down the barriers of independent operation of traditional ship subsystems, improving the energy coordination efficiency and operational reliability of the entire coupled system.

[0068] Optionally, it also includes an air conditioning refrigeration / heating circuit, which is connected in sequence via pipes to a Rankine cycle generator set 26, a condenser 31, an air conditioning unit 32, a seawater buffer tank 30, a seawater circulation pump 29, a second plate-fin heat exchanger 23, and a waste heat exchanger 25; wherein, the second plate-fin heat exchanger 23 is provided with a second inlet i and a second outlet k; the waste heat exchanger 25 is connected via pipes to the natural gas combustion chamber 6 and the second outlet k of the second plate-fin heat exchanger 23, respectively, forming a heat exchange path.

[0069] Optionally, the refrigeration circuit of the air conditioning cooling / heating circuit is specifically as follows: the liquid propane outlet of the condenser 31 is connected to the cooling capacity inlet of the air conditioning unit 32 through a pipeline, and the propane return port of the air conditioning unit 32 is connected to the propane storage tank 21 through a pipeline; when air conditioning cooling is required, the propane exhaust gas generated after the Rankine cycle generator set 26 generates electricity is condensed into low-temperature liquid propane by the condenser 31, and the low-temperature liquid propane flows into the heat exchange components inside the air conditioning unit 32 to release cooling capacity, thereby achieving cabin cooling. The liquid propane after releasing heat flows back to the propane storage tank 21 through the pipeline, completing the refrigeration cycle.

[0070] Optionally, the heating circuit of the air conditioning cooling / heating circuit is specifically as follows: an electrically controlled three-way valve 14 is installed on the pipeline between the natural gas combustion chamber 6 and the heat exchanger; the seawater inlet of the heat exchanger is connected to the second outlet k of the second plate-fin heat exchanger 23 through a pipeline; the seawater outlet of the heat exchanger is connected to the heat inlet of the air conditioning unit 32 through a pipeline; and the seawater return port of the air conditioning unit 32 is connected to the seawater buffer tank 30 through a pipeline. When air conditioning heating is required, the excess heat generated by the natural gas combustion chamber 6 is introduced into the heat exchanger through the electrically controlled three-way valve 14 to exchange heat with the low-temperature seawater flowing out from the second outlet k of the second plate-fin heat exchanger 23. The heated seawater flows into the heat exchange components inside the air conditioning unit 32 to release heat, thereby achieving cabin heating. The heated seawater flows back to the seawater buffer tank 30 along the pipeline, completing the heating cycle.

[0071] In this embodiment, the operation of the air conditioning cooling / heating circuit relies on a dual-path design of "cold energy reuse + waste heat utilization," achieving precise regulation of the cabin environment through multi-component pipeline connections and operating condition adaptation. In the cooling circuit, the liquid propane outlet of the condenser 31 is directly connected to the cooling capacity inlet of the air conditioning unit 32 via a pipeline, while the propane return port of the air conditioning unit 32 is connected to the propane storage tank 21 via a pipeline, forming a closed-loop path for the propane working fluid. When the ship needs cooling, the propane exhaust gas generated after the Rankine cycle generator set 26 generates electricity will first enter the condenser 31 to complete condensation and be converted into low-temperature liquid propane. This low-temperature liquid propane flows along the pipeline into the heat exchange components inside the air conditioning unit 32, where it indirectly exchanges heat with the air in the cabin. After releasing cooling capacity to lower the cabin temperature, it flows back along the propane return pipeline to the propane storage tank 21 to rejoin the Rankine cycle, thus completing both cooling and reusing the working fluid.

[0072] The core of the heating circuit lies in the heat exchange cooperation between waste heat and seawater. Waste heat exchanger 25, as a key heat exchange component, is connected to the natural gas combustion chamber 6 at one end through a pipeline, and connected to the second outlet k of the second plate-fin heat exchanger 23 at the other end through a pipeline. At the same time, it also forms a seawater circulation path with the air conditioning unit 32 and the seawater buffer tank 30 through a pipeline. An electrically controlled three-way valve 14 is installed on the pipeline between the natural gas combustion chamber 6 and the waste heat exchanger 25 to precisely control the flow of waste heat. When heating is required, the electrically controlled three-way valve 14 opens, directing the excess heat generated by the natural gas combustion chamber 6 into the waste heat exchanger 25. At this time, the low-temperature seawater flowing out of the second outlet k of the second plate-fin heat exchanger 23 also enters the waste heat exchanger 25 along the pipeline, fully exchanging heat with the waste heat of the natural gas combustion chamber 6. After absorbing heat, the seawater temperature rises, and then flows along the pipeline into the heat exchange components inside the air conditioning unit 32, releasing heat to raise the cabin temperature. The seawater that has released heat then flows back to the seawater buffer tank 30 through the seawater return port of the air conditioning unit 32, storing seawater for the next heating cycle.

[0073] The air conditioning / heating loop achieves targeted recovery and recycling of redundant energy within the system, overcoming the limitations of traditional ship air conditioning systems that rely on "independent energy consumption." Traditional ship air conditioning systems often rely on independent compressor-type refrigeration units for cooling, requiring additional ship power or fuel for operation; heating typically uses electric heating or independent fuel-fired heaters, which also suffer from high additional energy consumption and low energy utilization. This solution reuses the propane exhaust gas cooling energy generated by Rankine cycle power generation in the cooling loop—energy that would otherwise be wasted if not utilized—by converting it into a cooling source for air conditioning. The heating loop reuses excess waste heat from the natural gas combustion chamber 6—heat that might otherwise be lost—by transferring it to seawater through the waste heat exchanger 25, converting it into a heat source for air conditioning. The entire loop eliminates the need for independent cooling and heating power equipment, instead relying on the system's existing energy and working fluid to form a closed loop of "energy recovery-utilization-recycling," achieving tiered energy utilization and fundamentally reducing additional energy consumption.

[0074] Taking the two typical operating conditions of a ship, "summer berthing cooling" and "winter cruising heating," as examples, the adaptability of the circuit can be clearly demonstrated. When a ship berths in summer, the activity of personnel and the operation of equipment in the cabin can easily lead to an increase in temperature, requiring the air conditioning to be activated. After the control unit 400 identifies the cooling demand, it does not need to start an independent cooling device. Instead, it uses the propane exhaust gas continuously generated by the Rankine cycle generator set 26 to condense it into low-temperature liquid propane through the condenser 31. The low-temperature propane flows into the air conditioning unit 32 to release cooling capacity, quickly reducing the cabin temperature. The propane after releasing heat flows back to the propane storage tank 21. During this process, only a small amount of circulation pump power is consumed, significantly reducing power consumption. When the ship is cruising in winter, the cabin needs to maintain a suitable temperature. At this time, the heating circuit is activated: the control unit 400 controls the opening of the electrically controlled three-way valve 14 to introduce the excess heat generated by the combustion of natural gas in the combustion chamber 6 into the waste heat exchanger 25; at the same time, the seawater in the seawater buffer tank 30 is transported to the waste heat exchanger 25 by the circulation pump, absorbs the waste heat and heats up, and then flows into the air conditioning unit 32 to release heat, so that the cabin temperature is stabilized in a suitable range; the seawater after releasing heat flows back to the buffer tank. The whole process does not require additional fuel combustion or the use of electric heating, which perfectly meets the energy economy requirements under cruising conditions.

[0075] The air conditioning cooling / heating loop offers several technological benefits through energy reuse and closed-loop design. Firstly, it reduces the additional energy consumption of the air conditioning system. Cooling relies on propane exhaust gas cooling energy, and heating relies on the waste heat from the natural gas combustion chamber 6, eliminating the need for independent cooling and heating power equipment. This reduces additional consumption of the ship's electricity or fuel, improving energy efficiency. Secondly, it increases the utilization rate of redundant energy within the system. Previously wasted propane exhaust gas cooling energy and natural gas combustion chamber 6 waste heat are directionally recovered and converted into cooling and heating sources for the air conditioning system, preventing idle energy loss and improving the overall energy efficiency of the coupled system. Thirdly, it enhances the flexibility of environmental regulation. Precise control of the waste heat flow direction via the electrically controlled three-way valve 14 allows for rapid switching between cooling and heating modes, adapting to the environmental needs of the ship under different seasons and operating conditions, avoiding the lag in traditional air conditioning mode switching. Simultaneously, it reduces system complexity and maintenance costs. The loop is built upon existing pipes and components, eliminating the need for a large number of additional devices, reducing the number of system components and space occupied, and also reducing the maintenance difficulty and costs associated with increased equipment. The closed-loop circulation of propane in the refrigeration circuit and seawater in the heating circuit enhances the stability of environmental regulation, ensuring a continuous supply of heat and cold sources. This avoids the temperature fluctuations caused by energy supply fluctuations in traditional air conditioning, keeping the cabin environment within a more stable range. Optionally, the control unit 400 is configured to identify acceleration, cruising, and berthing conditions and execute different energy dispatching strategies.

[0076] Under the acceleration condition, the control unit 400 controls the heat transfer oil circulation loop to heat and release hydrogen from the hydrogen storage unit to supplement power; Under the cruise conditions, the control unit 400 controls the LNG cold energy module 100 to operate in a cascade manner, with the cold energy being used sequentially for solid hydrogen storage cooling, Rankine cycle power generation, and air conditioning refrigeration. Under the port berthing condition, the control unit 400 controls the LNG cold energy module 100 to prioritize the use of cold energy to pre-cool the electrolyte of the battery energy storage module 300, and controls the battery energy storage module 300 to participate in grid voltage stabilization.

[0077] In this embodiment, the dynamic scheduling of the control unit 400 relies on a closed-loop logic of "parameter acquisition - operating condition identification - command output," deeply linking the core components of the LNG cold energy module 100, solid hydrogen storage module 200, battery energy storage module 300, and air conditioning cooling / heating circuit. First, the control unit 400 collects system parameters and ship operating condition information in real time through multiple sets of sensors: for the LNG cold energy module 100, it collects the propane temperature in the propane storage tank 21, the inlet and outlet temperatures and pressures of the second plate-fin heat exchanger 23, and the output power of the Rankine cycle generator set 26; for the solid hydrogen storage module 200, it collects the temperature of the magnesium-based alloy hydrogen storage tank 17, the pressure of the hydrogen tank 19, and the oil temperature of the heat transfer oil circulation circuit; for the battery energy storage module 300, it collects the state of charge, electrolyte temperature, and individual cell voltage of the lithium-ion battery pack 33; for ship operating conditions, it collects the main engine speed, rudder angle signal, port berthing command, and cabin temperature; and for air conditioning adjustment trigger signals, it collects the cabin temperature.

[0078] Based on the above parameters, the control unit 400 identifies the operating conditions through a preset algorithm: when the main engine speed suddenly increases and continuously exceeds the cruise speed threshold, and the rudder angle signal indicates that the ship is accelerating, it is determined to be an acceleration condition; when the main engine speed is stable within the preset cruise range, with no obvious speed fluctuations and no port signal, it is determined to be a cruise condition; when a port berthing instruction is received, the main engine speed drops to idle speed, and the load on the LNG vaporizer 3 decreases, it is determined to be a berthing condition. After identifying the operating conditions, the control unit 400 sends precise instructions to the actuators of each module: for example, it sends start / stop / speed adjustment instructions to the heat transfer oil circulation pump 16 and the electrically controlled three-way valve 14 in the heat transfer oil circulation loop, sends flow control instructions to the propane circulation pump 22 and the second electrically controlled valve 24 in the LNG cold energy module 100, sends charging / discharging mode instructions to the charging and discharging power supply device in the battery energy storage module 300, and sends switch / flow instructions to the electrically controlled three-way valve 14 and the seawater circulation pump 29 in the air conditioning loop, thereby realizing closed-loop control of energy dispatch.

[0079] The operation of the air conditioning cooling / heating circuit depends on the operating condition adaptation and scheduling of the control unit 400. In cooling mode, when the control unit 400 identifies the cruise condition and the cabin temperature is higher than the preset cooling threshold, it will prioritize the implementation of the cold energy cascade utilization strategy: first, it controls the cold energy of the LNG cold energy module 100 to be used for solid hydrogen storage cooling. After the temperature of the hydrogen storage tank stabilizes, it sends an opening command to the second electrically controlled valve 24 to allow the surplus cold energy of the first plate-fin heat exchanger 13 to assist the condenser 31 in working. At the same time, it controls the opening of the pipeline valve between the condenser 31 and the air conditioning unit 32, so that the propane exhaust gas generated by the Rankine cycle is condensed into low-temperature liquid propane by the condenser 31 and flows into the heat exchange components of the air conditioning unit 32 along the pipeline to release cold energy. After the cabin temperature drops to the target range, the control unit 400 reduces the propane delivery flow to avoid wasting cold energy.

[0080] In heating mode, if the control unit 400 identifies the cruising condition and the cabin temperature is lower than the preset heating threshold, it will send an opening command to the electrically controlled three-way valve 14 between the natural gas combustion chamber 6 and the waste heat exchanger 25 to introduce the excess heat from the natural gas combustion chamber 6 into the waste heat exchanger 25. At the same time, it controls the seawater circulation pump 29 to start, transporting the low-temperature seawater flowing out of the second outlet k of the second plate-fin heat exchanger 23 to the waste heat exchanger 25. After exchanging heat with the waste heat and raising the temperature, it controls the heat inlet valve of the air conditioning unit 32 to open, allowing the heated seawater to flow into the air conditioning unit 32 to release heat. When the cabin temperature reaches the standard, the control unit 400 reduces the opening of the electrically controlled three-way valve 14 to reduce the amount of waste heat introduced, and simultaneously adjusts the speed of the seawater circulation pump 29 to reduce the amount of seawater delivered, maintaining stable heating.

[0081] In this embodiment, the control unit 400 serves as the core hub, breaking the "static allocation" mode of energy through operating condition identification: prioritizing power during acceleration, achieving cascaded utilization of cold energy during cruising, and optimizing battery performance during berthing, ensuring that each energy source can match the core needs of the current operating condition; while the air conditioning circuit, relying on the scheduling of the control unit 400, converts the originally idle cold energy and waste heat in the system into the cold and heat source of the air conditioner, without relying on independent power equipment, forming a precise matching closed loop of "operating condition-energy-air conditioning demand", realizing cascaded utilization of energy and system synergy.

[0082] The initiation and operation of the acceleration mode rely on the operating condition identification of the control unit 400 and the coordinated action of multiple components. First, the control unit 400, by collecting the ship's main engine speed signal, rudder angle signal, and power demand parameters, determines that the ship has entered the acceleration mode and then sends scheduling commands to each actuator. For the electrically controlled three-way valve 14, the control unit 400 controls it to open port I and port N and close port M, so that the natural gas combustion chamber 6 and the thermal oil furnace 15 form a passage. The heat generated by the combustion in the natural gas combustion chamber 6 is introduced into the thermal oil furnace 15 through the pipeline via port I and port N to heat the thermal oil in the furnace. Subsequently, the control unit 400 starts the thermal oil circulation pump 16 to deliver the heated thermal oil to the heat medium circulation inlet of the magnesium-based alloy hydrogen storage tank 17. When the thermal oil flows through the internal channel of the hydrogen storage tank, it releases heat, causing the magnesium-based alloy in the magnesium-based alloy hydrogen storage tank 17 to desorb hydrogen upon heating. The hydrogen produced by desorption is transported through pipelines and enters the hydrogen combustion chamber 8 at a flow rate of no less than 200 L / min. It mixes with the combustion medium inside the combustion chamber and undergoes complete combustion. The high-temperature, high-pressure gas generated by combustion acts on the blades of the steam turbine 7, driving the steam turbine 7 to accelerate, thereby providing additional acceleration power for the ship and meeting the power increment requirements during changes in ship operating conditions. Throughout the process, the control unit 400 monitors the hydrogen delivery data collected by the hydrogen flow sensor and the oil temperature data collected by the heat transfer oil temperature sensor in real time, dynamically fine-tuning the speed of the heat transfer oil circulation pump 16 to ensure a stable hydrogen release rate that meets power requirements.

[0083] The accelerated operating mode design significantly improves the power response speed during ship operation mode switching. By replenishing power with hydrogen stored in hydrogen tank 19, there is no need to start a backup fuel unit or increase natural gas combustion, reducing dependence on and consumption of traditional fuels. At the same time, the existing heat in the natural gas combustion chamber 6 is used to heat the heat transfer oil, rather than configuring an additional independent heating device, reducing additional energy consumption during acceleration. In addition, hydrogen enters the combustion chamber at a stable flow rate, ensuring that the steam turbine 7 obtains a continuous and uniform power increment, avoiding ship navigation stability problems caused by power fluctuations, and further improving the reliability and safety of the ship's acceleration process.

[0084] The core of the cruise mode operation is "direct natural gas power supply + cascaded utilization of cold energy", which relies on the precise scheduling and valve switching of the control unit 400. After the control unit 400 collects signals of main engine speed, ship sailing resistance and power demand, it determines that the ship has entered the cruise mode. First, it issues an adjustment command to the electrically controlled three-way valve 14, controlling it to open port 1 and port 2 and close port 3, cutting off the passage between the natural gas combustion chamber 6 and the thermal oil furnace 15, stopping the transfer of heat to the thermal oil furnace 15. At this time, the thermal oil circulation pump 16 stops running, and the magnesium-based alloy hydrogen storage tank 17 no longer receives heating, and instead enters the cold energy maintenance mode. Subsequently, the control unit 400 schedules the cold energy released by the LNG cold energy module 100 and allocates it according to a tiered utilization logic: the cold energy is preferentially transported to the magnesium-based alloy hydrogen storage tank 17 through the hydrogen storage circuit to maintain the low-temperature adsorption environment required by the hydrogen storage tank and prevent hydrogen from escaping; after the temperature of the hydrogen storage tank stabilizes, the remaining cold energy is allocated to the Rankine cycle generator set 26 to drive the generator set to generate electricity, power the ship's equipment, provide lighting, and charge the battery energy storage module 300; if there is still surplus cold energy, the control unit 400 directs it to the air conditioning cooling circuit to meet the cabin environment regulation requirements. At the same time, the control unit 400 controls the natural gas combustion chamber 6 to directly receive natural gas after LNG vaporization or BOG stored in the BOG storage tank 4, and regulates the natural gas delivery flow through the first electrically controlled valve 5 to ensure that the heat energy generated by natural gas combustion stably drives the steam turbine 7 to maintain the uniform speed power required for ship cruising.

[0085] The cruise mode utilizes direct natural gas power, meeting the ship's requirements for power stability and economy during cruise. Compared to the acceleration mode, it reduces hydrogen consumption and lowers operating costs. By closing port n of the electrically controlled three-way valve 14 to stop heating the thermal oil heater 15, unnecessary heat consumption is avoided, further improving energy efficiency. Furthermore, the cascaded utilization design of cold energy allows previously idle cold energy to be used sequentially for hydrogen storage, power generation, air conditioning, and other processes, significantly reducing cold energy waste and improving the comprehensive utilization level of LNG cold energy. Simultaneously, it ensures that the magnesium-based alloy hydrogen storage tank 17 maintains a stable hydrogen storage state during cruise, providing reserves for hydrogen energy deployment during subsequent mode switching.

[0086] The battery collaborative operating conditions are divided into two scenarios: "port berthing pre-cooling" and "operating condition switching voltage stabilization," both of which require the coordinated action of the control unit 400 and the lithium-ion battery pack 33. In the port berthing scenario, the control unit 400 determines that the ship has entered the port berthing condition by receiving signals such as port berthing instructions, main engine speed dropping to idle speed, and load reduction of the LNG cooling module 100. Then, it allocates the surplus cooling energy of the LNG cooling module 100: it controls the start of the second refrigerant circulation pump 28 between the refrigerant storage tank 10 and the lithium-ion battery pack 33, and delivers the low-temperature refrigerant generated during LNG vaporization to the electrolyte cooling jacket of the lithium-ion battery pack 33. The refrigerant exchanges heat with the electrolyte through indirect heat exchange, completing the electrolyte pre-cooling. During this period, the control unit 400 monitors the electrolyte temperature through a temperature sensor and dynamically adjusts the refrigerant delivery flow rate to ensure stable pre-cooling effect. In ship operating condition switching scenarios, when the control unit 400 detects fluctuations in the output power of the hydrogen fuel cell and an increase in the grid distortion rate through the grid parameter sensor, it immediately sends a command to the charging and discharging power supply device of the lithium-ion battery pack 33 to trigger the virtual synchro function of the battery pack: the battery pack quickly adjusts the charging and discharging power through the bidirectional DC / AC converter—when the hydrogen fuel cell output is excessive, the battery pack absorbs the excess electrical energy; when the output is insufficient, the battery pack releases the stored electrical energy, thereby smoothing out grid frequency fluctuations and maintaining grid operation stability.

[0087] When docked, surplus cold energy is used to pre-cool the electrolyte, eliminating the need for additional independent refrigeration equipment and reducing the operating energy consumption of the battery storage module 300. This also effectively improves the energy storage efficiency and charge / discharge performance of the lithium-ion battery pack 33. During operating condition switching, the lithium-ion battery pack 33 uses a virtual synchro function to smooth grid fluctuations, compensating for the unstable output of the hydrogen fuel cell, reducing grid distortion, and significantly improving the operational stability and power quality of the ship's power grid. Furthermore, the utilization of surplus cold energy further enhances the utilization rate of LNG cold energy, avoiding idle waste of cold energy during docking, achieving synergistic optimization of "cold energy-electric energy," and ensuring the efficient operation of the ship's energy system.

[0088] The coordinated design of the control unit 400 and the air conditioning / heating circuit brings several technical benefits. First, it improves the overall energy utilization rate within the system: the control unit 400, through condition-adaptive scheduling, directs previously idle energy sources such as LNG cold energy and waste heat from the natural gas combustion chamber to scenarios like air conditioning regulation and battery pre-cooling, avoiding energy waste. The air conditioning circuit does not rely on independent cooling or heating equipment, reducing the ship's additional electrical or fuel consumption and indirectly improving the overall system's energy utilization level. Second, it enhances the stability and adaptability of cabin environment regulation: the control unit 400 can dynamically adjust the operating parameters of the air conditioning circuit, such as cold energy delivery and waste heat input, according to different operating conditions and environmental requirements, avoiding temperature fluctuations caused by the frequent start-stop cycles of traditional air conditioning systems, and maintaining the cabin temperature within a more stable range. Simultaneously, the design of cascaded cold energy utilization and waste heat reuse means that air conditioning regulation does not require waiting for independent equipment to start, improving response speed. Furthermore, it improves the voltage stabilization capability of the ship's power grid and battery performance: Under berthing conditions, the control unit 400 prioritizes the pre-cooling of the battery electrolyte using cold energy, improving the battery's energy storage efficiency and charge / discharge stability; simultaneously, it triggers the battery to participate in grid voltage stabilization, compensating for grid fluctuations during shore power access or operating condition switching, avoiding power quality problems caused by traditional reliance on a single power generation device, and indirectly reducing the risk of equipment failure. Finally, it enhances the overall system's synergy and operational economy: As the central hub, the control unit 400 breaks down the independent operation barriers of the LNG cold energy module 100, the air conditioning circuit, and the battery energy storage module 300, enabling each module to work collaboratively according to operating conditions; it eliminates the need for an independent power system for the air conditioning system and reduces the additional energy consumption required for battery voltage stabilization, thereby reducing the ship's energy and maintenance costs from a long-term operational perspective, while also aligning with the green and low-carbon development requirements of ships.

[0089] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system, characterized in that, include: LNG cold energy module, solid hydrogen storage module, battery energy storage module and control unit; The LNG cold energy module includes an LNG storage tank, an LNG vaporizer, and a Rankine cycle generator set; the liquid LNG in the LNG storage tank is vaporized by the LNG vaporizer to release cold energy, and the Rankine cycle generator set is connected to the LNG vaporizer to generate electricity using the cold energy; The solid-state hydrogen storage module includes a hydrogen storage unit, a hydrogen storage circuit, and a hydrogen release circuit; the hydrogen storage circuit is connected to the LNG cold energy module and extracts cold energy from the LNG cold energy module to provide the hydrogen storage unit with the cooling capacity to maintain the low-temperature adsorption environment; the hydrogen release circuit is used to introduce waste heat from the engine to provide the hydrogen storage unit with the heat required for hydrogen desorption. The battery energy storage module is connected to the LNG cold energy module and receives cold energy from the LNG cold energy module to pre-cool the electrolyte, so that the battery energy storage module is maintained within a preset temperature range. The control unit is connected to the LNG cold energy module, solid hydrogen storage module and battery energy storage module by signal, and is used to dynamically schedule the distribution of cold energy, hydrogen energy and electric energy based on system parameters and ship operating condition information collected by sensors.

2. The marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system according to claim 1, characterized in that, The hydrogen storage unit is a magnesium-based alloy hydrogen storage tank, and the hydrogen storage circuit includes: a refrigerant storage tank, a first refrigerant circulation pump, an ethylene glycol storage tank, an ethylene glycol circulation pump, a first plate-fin heat exchanger, and a magnesium-based alloy hydrogen storage tank. The first inlet of the refrigerant storage tank is connected to the first outlet of the LNG vaporizer, and the first outlet of the refrigerant storage tank is connected to the first inlet of the first plate-fin heat exchanger, so that the refrigerant flowing out of the LNG vaporizer enters the first plate-fin heat exchanger through the refrigerant storage tank and the first refrigerant circulation pump. The outlet of the ethylene glycol storage tank is connected to the second inlet of the first plate-fin heat exchanger via an ethylene glycol circulation pump. The first outlet of the first plate-fin heat exchanger is connected to the magnesium-based alloy hydrogen storage tank. The refrigerant outlet of the magnesium-based alloy hydrogen storage tank is connected to the inlet of the ethylene glycol storage tank.

3. The marine LNG cold energy-solid-state hydrogen storage-battery energy storage coupling system according to claim 1, characterized in that, The Rankine cycle generator set is equipped with a Rankine cycle power generation circuit, which includes a propane storage tank, a propane circulation pump and a second plate-fin heat exchanger. The propane storage tank, propane circulation pump, first inlet of the second plate-fin heat exchanger, first outlet of the second plate-fin heat exchanger, and Rankine cycle generator set are connected in sequence by pipelines. The propane circulation pump is configured to transport liquid propane in the propane storage tank to the first inlet of the second plate-fin heat exchanger, so that liquid propane enters the second plate-fin heat exchanger.

4. The marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system according to claim 3, characterized in that, The second plate-fin heat exchanger is also provided with a second inlet, and the Rankine cycle power generation circuit also includes a seawater buffer tank and a seawater circulation pump; The seawater buffer tank, the seawater circulation pump, and the second inlet of the second plate-fin heat exchanger are connected in sequence by pipelines. The seawater circulation pump is configured to transport seawater from the seawater buffer tank to the second inlet of the second plate-fin heat exchanger, so that the seawater enters the second plate-fin heat exchanger and exchanges heat with liquid propane.

5. The marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system according to claim 4, characterized in that, The liquid propane exchanges heat with seawater in the second plate-fin heat exchanger and then vaporizes to form propane vapor. The propane vapor flows out from the first outlet of the second plate-fin heat exchanger and is transported through a pipeline to the Rankine cycle generator set to drive the Rankine cycle generator set to generate electricity.

6. The marine LNG cold energy-solid-state hydrogen storage-battery energy storage coupling system according to claim 1, characterized in that, The hydrogen release circuit includes a thermal oil furnace, a thermal oil circulation pump, a magnesium-based alloy hydrogen storage tank, and a hydrogen tank. The hydrogen inlet of the hydrogen tank is connected to the hydrogen outlet of the magnesium-based alloy hydrogen storage tank, the outlet of the heat transfer oil circulation pump is connected to the hot medium circulation inlet of the magnesium-based alloy hydrogen storage tank, and the cold medium inlet of the heat transfer oil furnace is connected to the cold medium outlet of the magnesium-based alloy hydrogen storage tank. The outlet of the thermal oil furnace is connected to the inlet of the thermal oil circulation pump; the inlet of the thermal oil furnace is connected to the waste heat source of the engine, so that the heat from the waste heat source heats the thermal oil furnace. The heated thermal oil is then pumped through the thermal oil circulation pump to heat and release hydrogen from the magnesium-based alloy hydrogen storage tank. The released hydrogen is stored in the hydrogen tank.

7. The marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system according to claim 1, characterized in that, The battery energy storage module includes a lithium-ion battery pack; the lithium-ion battery pack is connected to the first outlet of the LNG vaporizer via a second refrigerant circulation pump and a refrigerant storage tank to obtain cold energy and transfer it to the heat exchanger of the lithium-ion battery pack.

8. The marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system according to claim 1, characterized in that, The system also includes a ship propulsion system, which comprises a BOG storage tank, a first electrically controlled valve, a natural gas combustion chamber, a hydrogen combustion chamber, and a steam turbine connected in sequence by pipelines. The inlet of the BOG storage tank is connected to the second outlet of the LNG vaporizer.

9. The marine LNG cold energy-solid hydrogen storage-battery energy storage coupling system according to claim 1, characterized in that, It also includes an air conditioning refrigeration / heating circuit, which is connected in sequence to a Rankine cycle generator set, a condenser, an air conditioning unit, a seawater buffer tank, a seawater circulation pump, a second plate-fin heat exchanger, and a waste heat exchanger via pipelines. The second plate-fin heat exchanger is provided with a second inlet and a second outlet. The waste heat exchanger is connected to the natural gas combustion chamber and the second outlet of the second plate-fin heat exchanger via pipelines, forming a heat exchange pathway.

10. The marine LNG cold energy-solid-state hydrogen storage-battery energy storage coupling system according to claim 1, characterized in that, The control unit is configured to identify acceleration, cruising, and berthing conditions and execute different energy dispatching strategies. Under the acceleration condition, the control unit controls the heat transfer oil circulation loop to heat the hydrogen storage unit and release hydrogen to supplement power; Under the cruise conditions, the control unit controls the LNG cold energy module to operate in a cascade manner, with the cold energy being used sequentially for solid hydrogen storage cooling, Rankine cycle power generation, and air conditioning refrigeration. Under the port berthing condition, the control unit controls the LNG cold energy module to prioritize the use of cold energy to pre-cool the electrolyte of the battery energy storage module, and controls the battery energy storage module to participate in grid voltage stabilization.

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