Marine energy integrated drive ship structure

Abstract

The invention discloses a sea energy integrated drive ship structure which comprises a ship body, the ship body comprises an upper ship body and a diving body which are arranged up and down in a spaced mode, the upper ship body and the diving body are connected through at least two transversely-arranged ship shell connecting parts, and a ship middle water channel is formed between every two adjacent ship shell connecting parts; the ship body is connected with a sea energy ship integrated driving system located at the tail end of the ship middle water channel. The rear section of the upper ship body is connected with a wind energy collecting column, a vertical sea wave energy collector is connected into a notch in the middle of the ship shell connecting part, and the wind energy collecting column and the vertical sea wave energy collector are both in linkage with a sea energy ship integrated driving system. The sea energy integrated driving ship structure provided by the invention can integrate the collected energy for driving navigation and power supply.

Description

Technical Field

[0001] This invention relates to the field of offshore work vessels, and more particularly to a marine energy integrated drive vessel structure. Background Technology

[0002] A trimaran consists of three hulls sharing a main deck and superstructure. Compared to a monohull, a trimaran offers a larger deck space, better overall layout, and a smaller waterline, which reduces wave-making drag at high speeds. The two hulls on either side of the trimaran provide good stability and improve seakeeping performance in high sea states, thus enhancing its seaworthiness. However, current trimarans primarily use traditional internal combustion engines to drive propellers or waterjet propulsion. The fuel used by these engines requires timely replenishment, placing extremely high demands on the ship's logistical support. In the event of severe weather, such as storms, logistical support at sea becomes extremely difficult.

[0003] The ocean possesses vast renewable energy resources, including offshore wind power, tidal currents, ocean currents, tidal range, wave energy, ocean thermal energy, salinity gradients, and bioenergy. Utilizing the ocean's inherent energy for energy- and freshwater-sufficient navigation has been a long-standing human goal. This not only effectively reduces environmental pollution from fossil fuel consumption but also significantly extends the operational time of ships on a single voyage. Existing ship designs are inadequate for the demands of modern maritime transport and cannot meet the needs of carrying specialized scientific equipment.

[0004] Using the ocean's own energy for navigation has been a long-standing human goal, but research on ships that utilize multiple ocean renewable energy sources is still scarce, and research on integrating collected ocean energy to propel ships is even rarer.

[0005] The marine energy integrated propulsion system proposed in this solution needs to achieve the following objectives:

[0006] 1. It can scientifically integrate and transmit the collected ocean energy.

[0007] 2. It can utilize a portion of the integrated energy for offshore living electricity, ensuring normal and sustainable offshore operations.

[0008] 3. The integrated drive system meets the seaworthiness requirements of ships at low and medium speeds. Summary of the Invention

[0009] The purpose of this invention is to provide a marine energy integrated decoy ship structure that can solve the above-mentioned technical problems.

[0010] To achieve the above objectives, the present invention provides a marine energy integrated propulsion vessel structure, including a hull, which comprises an upper hull and a submerged hull arranged at intervals. The upper hull and the submerged hull are connected by at least two transversely arranged hull connection parts, forming a central channel between adjacent hull connection parts. A marine energy integrated propulsion system located at the end of the central channel is connected to the hull. A wind energy collection column is connected to the rear section of the upper hull, and a vertical wave energy collector is connected to the notch in the middle of the hull connection part. Both the wind energy collection column and the vertical wave energy collector are linked to the marine energy integrated propulsion system.

[0011] Furthermore, the width of the rear section of the upper hull is greater than the width of both the front section of the upper hull and the submersible; an outer float is connected to the lower part of the rear section of the upper hull via an outer float column; the outer float includes a hydrogen storage tank, and the front and rear ends of the outer float are provided with first water-dividing tips.

[0012] Furthermore, a vertical energy harvester for sea waves is connected between the rear section of the upper hull and the outer floating body.

[0013] Furthermore, the front end of the hull connection is provided with a vertical water-dividing tip, and the front end of the submersible is provided with a horizontal water-dividing tip.

[0014] Furthermore, the marine energy ship integrated drive system includes an energy-collecting drive shaft and a rotating sleeve assembly that are rotatably connected to each other, with the rotating sleeve assembly rotatably connected to the hull; a propeller is also rotatably connected to one side of the rotating sleeve assembly, and the energy-collecting drive shaft is linked to the propeller shaft; the energy-collecting drive shaft is linked to the wind column mechanical energy input shaft of the wind energy collection column and the floating mechanical energy input shaft of the vertical energy collector of the ocean waves; the rotating sleeve assembly is also linked to the ship direction control force transmission rod.

[0015] Furthermore, the energy-gathering drive shaft is also linked to the fuel engine mechanical energy input shaft, which is equipped with a sliding transmission switching mechanism; the energy-gathering drive shaft is equipped with a third ratchet mechanism, and the sliding transmission switching mechanism cooperates with the third ratchet mechanism.

[0016] Furthermore, the energy-gathering drive shaft is equipped with a first ratchet mechanism and a second ratchet mechanism; the marine energy ship integrated drive system also includes a first DC generator coupling and a second DC generator coupling; both the wind column mechanical energy input shaft and the duckweed mechanical energy input shaft are equipped with sliding transmission switching mechanisms; the sliding transmission switching mechanism of the wind column mechanical energy input shaft cooperates with the first ratchet mechanism and the first DC generator coupling respectively; the sliding transmission switching mechanism of the duckweed mechanical energy input shaft cooperates with the second ratchet mechanism and the second DC generator coupling respectively.

[0017] Furthermore, the sliding transmission switching mechanism includes an electrically controlled push-pull device and a helical gear sleeve that are linked together. The helical gear sleeve is slidably mounted on the wind column mechanical energy input shaft and the duckweed mechanical energy input shaft. Both ends of the helical gear sleeve are provided with first helical gear transmission wheels. The first helical gear transmission wheel at one end meshes with the first ratchet mechanism and the second ratchet mechanism, while the first helical gear transmission wheel at the other end meshes with the second helical gear transmission wheels on both the first DC generator connecting shaft and the second DC generator connecting shaft.

[0018] Furthermore, the rotating sleeve assembly includes a rotating sleeve and a mounting base connected together, with the rotating sleeve rotatably connected to the hull; a third helical gear drive wheel is connected to the rotating sleeve, and a fourth helical gear drive wheel is provided on the ship's directional control force transmission rod, with the fourth helical gear drive wheel meshing with the third helical gear drive wheel; the middle part of the propeller shaft passes through the mounting base and the two are rotatably connected; the energy-collecting drive shaft is rotatably engaged with the rotating sleeve, with one end of the energy-collecting drive shaft extending into the mounting base; a fifth helical gear drive wheel is provided on the energy-collecting drive shaft, and a sixth helical gear drive wheel is provided on the propeller shaft, with the fifth helical gear drive wheel meshing with the sixth helical gear drive wheel.

[0019] Furthermore, the top surface of the submersible located at the end of the middle channel of the ship is provided with a downward slope; the propeller is located behind the downward slope at the end of the middle channel of the ship.

[0020] Beneficial effects

[0021] Compared with the prior art, the advantages of the marine energy integrated destructive vessel structure of the present invention are as follows:

[0022] 1. Due to the enormous energy of sea waves and sea winds, especially under conditions of strong winds and waves, a large amount of energy can be collected through sea wave vertical energy harvesters and wind energy harvesting columns to serve as propulsion energy for ships and for power generation. This eliminates the need for fuel and refueling at sea, significantly extending the time of a single voyage. This is beneficial for ships to conduct long-term operations at sea and solves the extremely difficult special needs of island power supply, offshore operation power supply, and marine foundation construction, making the development and utilization of the ocean and islands easier and more efficient.

[0023] 2. When the sea surface is relatively calm, the energy collected by the wave vertical energy harvester and wind energy harvesting column is insufficient to propel the ship. In such cases, the fuel engine can provide power to the vessel, ensuring sufficient power for navigation in all situations. This auxiliary power system, activated only in special circumstances, allows for a smaller and easier-to-install active propulsion system.

[0024] 3. In addition to powering the ship's navigation and operation, the ocean energy collected by the vertical energy harvester and wind energy harvesting column can also be used for electrolysis to produce hydrogen and store it in hydrogen storage tanks in the two outer floats. The two outer floats can also improve the stability of the ship.

[0025] 4. The width of the rear section of the upper hull is greater than the width of the front section of the upper hull and the submersible, which makes the planar structure of the marine energy integrated drive ship rocket-shaped, which helps to reduce sailing resistance and has good stability. It is generally divided into 4 layers.

[0026] 5. The outer float has a first water-dividing tip at both the front and rear ends, a vertical water-dividing tip at the front of the hull connection, and a horizontal water-dividing tip at the front of the submersible, which can reduce water flow resistance.

[0027] 6. The marine energy ship integrated drive system can integrate the collected mechanical energy from wind columns, floating plants, and fuel generators onto the same energy-collecting drive shaft to drive the ship, which is environmentally friendly and energy-saving.

[0028] 7. The electrically controlled push-pull mechanism on the wind column mechanical energy input shaft and the duckweed mechanical energy input shaft can flexibly change the input state of mechanical energy, switching between driving the propeller to rotate or generating electricity for the DC generator.

[0029] 8. The mechanical energy obtained through integration can not only drive the ship's navigation, but also be used for power generation for offshore operations and living conditions, ensuring continuous operation at sea.

[0030] 9. When an additional power source is needed, the fuel mechanical energy (fuel engine mechanical energy input shaft) can be controlled by an electronically controlled push-pull device to push the helical toothed sleeve of the fuel engine mechanical energy input shaft to engage with the third ratchet mechanism, so that the fuel engine can participate in driving the propeller.

[0031] 10. The counterweight ball and fairing allow for lower resistance at the mounting base of the rotating sleeve assembly, resulting in more stable operation.

[0032] The invention will become clearer from the following description, taken in conjunction with the accompanying drawings, which are used to explain embodiments of the invention. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 A top view of the structure of a marine energy integrated destroyer;

[0035] Figure 2 A front view of the structure of the marine energy integrated steering vessel;

[0036] Figure 3Left view of the structure of the marine energy integrated destroyer;

[0037] Figure 4 for Figure 2 1-1 view;

[0038] Figure 5 for Figure 2 2-2 view;

[0039] Figure 6 for Figure 2 3-3 view;

[0040] Figure 7 for Figure 2 4-4 view;

[0041] Figure 8 A partial sectional view of the main view of the integrated drive system for marine energy vessels;

[0042] Figure 9 for Figure 8 A magnified view of a portion of the image;

[0043] Figure 10 This is a right view of the rotating sleeve assembly. Detailed Implementation

[0044] Embodiments of the present invention will now be described with reference to the accompanying drawings.

[0045] Example

[0046] Specific embodiments of the present invention are as follows: Figures 1 to 10 As shown, a marine energy integrated propulsion vessel structure includes a hull 10, which comprises an upper hull 100 and a submersible hull 101 arranged at intervals. The upper hull 100 and the submersible hull 101 are connected by at least two transversely arranged hull connection parts 105, forming a midship channel 1052 between adjacent hull connection parts 105. A marine energy integrated propulsion system 20 is connected to the hull 10 and located at the end of the midship channel 1052. This system can reduce the ship's sailing resistance. Simultaneously, the vertical wave energy collector behind the conical splitter experiences minimal interference during ship navigation, resulting in a very slight increase in ship resistance. The midship channel 1052 can significantly reduce the ship's wave-making resistance while providing a better energy collection environment for the wave energy collector.

[0047] A wind energy collection column 4 is connected to the top surface of the rear section of the upper hull 100, and a vertical wave energy collector 6 is connected to the notch in the middle of the hull connection part 105. Both the wind energy collection column 4 and the vertical wave energy collector 6 are linked to the marine energy ship integrated drive system 20. In this embodiment, there are two hull connection parts 105, which are symmetrically arranged on both sides of the hull 10.

[0048] There are multiple wind energy collection columns 4, all arranged vertically, and adjacent wind energy collection columns 4 are connected and fixed by a horizontal grid 43. The wind energy collection columns 4 are arranged in a grid pattern, and the wind energy collection column 4 located in the middle is connected to the top surface of the hull 100 by multiple anti-bending cable stays 42 to improve the stability of each wind energy collection column 4 and has good wind and turbulence resistance.

[0049] Multiple vertical wave energy collectors 6 are connected to the notches in the middle of the hull connection parts 105 on both the left and right sides. Each vertical wave energy collector 6 is rectangular and arranged in a straight line. Steel columns 102 are provided between adjacent vertical wave energy collectors 6. The upper and lower ends of the steel columns 102 are connected to the upper and lower sides of the notches in the middle of the hull connection parts 105, respectively, to provide support. The floating structures of the vertical wave energy collectors 6 can move up and down with the waves. The floating structures slide in cooperation with the vertically arranged float positioning slide rods 62, which are fixedly connected to the hull connection parts 105.

[0050] The aft section of the upper hull 100 is wider than both the forward section and the submersible hull 101, reducing wind resistance during navigation. Simultaneously, the wider stern provides ample space for energy collection from the wind turbine, while also minimizing the impact of wind on ship stability. Outer floats 103 are connected to both sides of the aft section of the upper hull 100 via outer float pillars 104. The outer floats 103 include hydrogen storage tanks for storing hydrogen produced by electrolyzing seawater. First water-dividing tips 1031 are located at both ends of the outer floats 103. The outer floats 103 enhance ship stability and also serve as hydrogen energy storage tanks.

[0051] A vertical energy harvester 6 is connected between the rear section of the upper hull 100 and the outer floating body 103.

[0052] The hull connection 105 has a vertical water-dividing tip 1051 at its front end, and the submersible 101 has a transverse water-dividing tip 1011 at its front end. The submersible 101 contains a stowage compartment 106. When the ship's cargo load changes, the actual draft of the ship can be adjusted to the design draft by adjusting the water level in the stowage compartment 106, ensuring the ship always maintains good wave energy collection conditions.

[0053] The upper hull 100, from top to bottom, includes a cabin roof, an upper passenger and cargo cabin 107, and a middle passenger and cargo cabin 108. Aft of the middle passenger and cargo cabin 108 are a seawater desalination plant, a hydrogen compressor room, an energy storage room, an electrolysis hydrogen / oxidation plant, a power distribution room, an oxygen compressor room, and a power plant. A stern manhole 1081 connects the aft side of the middle passenger and cargo cabin 108 to the aft side of the hull connection 105. The submersible hull 101 contains a lower passenger and cargo cabin. Stairs or elevators within the hull 10 connect the upper passenger and cargo cabin 107, the middle passenger and cargo cabin 108, the hull connection 105, and the lower passenger and cargo cabin of the submersible hull 101 sequentially.

[0054] The marine integrated propulsion system 20 includes an energy-collecting drive shaft 1 and a rotating sleeve assembly 2 rotatably connected to each other, with the rotating sleeve assembly 2 rotatably connected to the hull. A propeller 3 is also rotatably connected to one side of the rotating sleeve assembly 2, and the energy-collecting drive shaft 1 is linked to the propeller shaft 31 of the propeller 3. The energy-collecting drive shaft 1 is linked to the wind column mechanical energy input shaft 41 of the wind energy collection column 4 and the floating mechanical energy input shaft 61 of the wave vertical energy collector 6. The rotating sleeve assembly 2 is also linked to a ship direction control force transmission rod 9.

[0055] The wind column mechanical energy input shaft 41 is arranged horizontally and perpendicular to the wind energy collection column 4. The vertical rotating shaft in the wind energy collection column 4, which collects wind energy, is linked to the wind column mechanical energy input shaft 41 through a bevel gear set. The input end of the wind column mechanical energy input shaft 41 is engaged with the wind energy collection column, which includes a linked impeller and a vertical shaft. The vertical shaft is rotatably connected to the hull. When the sea breeze causes the impeller to rotate, it drives the vertical shaft, which in turn drives the wind column mechanical energy input shaft 41 to rotate, thereby transmitting power to the propeller 3.

[0056] The vertical energy harvester 6 generates liquid pressure through the rise and fall of the duckweed, and uses the liquid pressure to drive the water turbine of the high-pressure water turbine to rotate. The output shaft of the high-pressure water turbine rotates and is linked to the mechanical energy input shaft 61 of the duckweed.

[0057] The energy-collecting drive shaft 1 is also linked to the fuel engine mechanical energy input shaft 8, which is equipped with a sliding transmission switching mechanism 7. The energy-collecting drive shaft 1 is equipped with a third ratchet mechanism 15, and the sliding transmission switching mechanism 7 cooperates with the third ratchet mechanism 15.

[0058] In this embodiment, both the energy-collecting drive shaft 1 and the rotating sleeve assembly 2 are arranged vertically, and the upper section of the energy-collecting drive shaft 1 and the rotating sleeve assembly 2 are rotatably connected to the hull 20 through support bearings. The wind column mechanical energy input shaft 41, the duckweed mechanical energy input shaft 61, and the fuel engine mechanical energy input shaft 8 are all arranged horizontally.

[0059] The energy-collecting drive shaft 1 is equipped with a first ratchet mechanism 13 and a second ratchet mechanism 14. It also includes a first DC generator coupling 51 and a second DC generator coupling 52. Both the wind column mechanical energy input shaft 41 and the duckweed mechanical energy input shaft 61 are equipped with sliding transmission switching mechanisms 7. The sliding transmission switching mechanism 7 of the wind column mechanical energy input shaft 41 cooperates with the first ratchet mechanism 13 and the first DC generator coupling 51, respectively. The sliding transmission switching mechanism 7 of the duckweed mechanical energy input shaft 61 cooperates with the second ratchet mechanism 14 and the second DC generator coupling 52, respectively.

[0060] The first ratchet mechanism 13, the second ratchet mechanism 14, and the third ratchet mechanism 15 are all unidirectional transmission structures, and their working principle is the same as that of the unidirectional transmission ratchet mechanism connected to the bicycle pedal.

[0061] The sliding transmission switching mechanism 7 includes an electrically controlled push-pull device 72 and helical gear sleeves 71 that are linked together. The three helical gear sleeves 71 are axially slidably mounted on the three shafts: the wind column mechanical energy input shaft 41, the duckweed mechanical energy input shaft 61, and the fuel engine mechanical energy input shaft 8. Each end of the helical gear sleeve 71 is provided with a first helical gear drive wheel. The first helical gear drive wheel at one end meshes with the first ratchet mechanism 13, the second ratchet mechanism 14, and the third ratchet mechanism 15. The first helical gear drive wheel at the other end meshes with the second helical gear drive wheels on both the first DC generator connecting shaft 51 and the second DC generator connecting shaft 52.

[0062] The electrically controlled push-pull device 72 can be a linear motor or a hydraulic telescopic cylinder. By driving the helical toothed sleeve 71 to slide along the axis through the electrically controlled push-pull device 72, the direction of power transmission can be switched.

[0063] The rotating sleeve assembly 2 includes a rotating sleeve 21 and a mounting base 22 connected together. The rotating sleeve 21 is rotatably connected to the hull via a support bearing. A third helical gear drive wheel 23 is connected to the upper end of the rotating sleeve 21, and a fourth helical gear drive wheel 91 is provided on the ship direction control force transmission rod 9. The fourth helical gear drive wheel 91 meshes with the third helical gear drive wheel 23. When the ship direction control force transmission rod 9 rotates, it can drive the rotating sleeve assembly 2 to rotate along the vertical axis, thereby changing the angle between the propeller shaft 31 and the center line of the hull, and thus changing the ship's sailing direction.

[0064] The middle part of the propeller shaft 31 passes through the mounting base 22 and the two are rotatably connected. The energy collection drive shaft 1 is rotatably engaged with the rotating sleeve 21 and one end of the energy collection drive shaft 1 extends into the mounting base 22. The energy collection drive shaft 1 is provided with a fifth helical gear drive wheel 11 and the propeller shaft 31 is provided with a sixth helical gear drive wheel 33. The fifth helical gear drive wheel 11 and the sixth helical gear drive wheel 33 mesh with each other.

[0065] Mounting base 22 includes an upper shell cover 221 and a lower shell cover 222 that interlock with each other. The fifth helical gear drive wheel 11 and the sixth helical gear drive wheel 33 are both located inside the mounting base 22. Both the upper shell cover 221 and the lower shell cover 222 are connected to the rotating sleeve 21. Bearing supports are provided inside both the upper shell cover 221 and the lower shell cover 222, and the propeller shaft 31 passes through the bearings of the bearing supports.

[0066] The propeller 3 is connected to one end of the propeller shaft 31, and the other end of the propeller shaft 31 is connected to a gravity balancing steel ball 32. A flow-rectifying cover 24 is provided outside the mounting base 22, with one end of the flow-rectifying cover 24 fitted over the outside of the gravity balancing steel ball 32. The gravity balancing steel ball 32 is located in front of the mounting base 22, and its curved surface reduces water flow resistance. The rear end of the flow-rectifying cover 24 is streamlined, reducing tail turbulence and thus lowering resistance.

[0067] The submersible 101, located at the end of the intermediate channel 1052, has a downward slope 1012 on its top surface, with a slope of 10%-20%. The propeller 3 is located behind the downward slope 1012 at the end of the intermediate channel 1052. The end of the downward slope 1012 is lower than its front end. The slope design ensures that there are no obstructions in front of the propeller, making the power drive smoother and reducing frictional resistance and energy loss caused by the tortuous flow of water.

[0068] The following is a case study:

[0069] The main performance characteristics of the "integrated marine energy deflector structure" are as follows: Main body dimensions (length x width x height): 68m x 15m x 13.6m; stern widened dimensions (length x width x height): 16m x 29m x 10.4m; design draft: 5.1m.

[0070] 1. The design displacement is 3264 tons, the design speed is 15 knots, the maximum speed is 20 knots, and the power should be 2500 kWh. Under normal sea conditions, the energy consumption is approximately 1550 kWh at a speed of 15 knots and approximately 760 kWh at a speed of 10 knots.

[0071] 2. Equipped with 18 vertical wave energy collectors (6.46m*4.76m*0.5m in total), it can generate 443.6 kWh of mechanical energy based on an average wave height of 1.5m and a wave frequency of (waves / 6s).

[0072] 3. Equipped with 15 wind energy collection columns, each 30m high and 2.2m wide, which can generate 432 kWh of mechanical energy based on an average wind speed of 7.5 m / s.

[0073] 4. Equipped with a 100m³ hydrogen storage tank 3 The energy storage pressure is 8 MPa, which is equivalent to 25,600 kWh of energy storage.

[0074] 5. Equipped with 5 tons of emergency fuel, equivalent to 40,000 kWh of energy storage.

[0075] It can be seen that the "integrated marine energy driving vessel structure" can move at full speed (15 knots) during 24 hours under half-operation and half-stop conditions, achieving energy self-sufficiency and freshwater self-sufficiency.

[0076] The "integrated marine propulsion vessel structure" can only maintain a low speed (about 10 knots) if it needs to sail for 24 hours. In an emergency, it can maintain full speed (15 knots) for about 12 hours using only its reserve fuel.

[0077] The present invention has been described above in conjunction with the preferred embodiments, but the present invention is not limited to the embodiments disclosed above, but should cover various modifications and equivalent combinations made in accordance with the essence of the present invention.

Claims

1. A marine energy integrated propulsion vessel structure, comprising a hull (10), characterized in that, The hull (10) includes an upper hull (100) and a submersible (101) arranged at intervals above and below each other. The upper hull (100) and the submersible (101) are connected by at least two transversely arranged hull connection parts (105). A midship channel (1052) is formed between adjacent hull connection parts (1052). A marine energy ship integrated drive system (20) located at the end of the midship channel (1052) is connected to the hull (10). A wind energy collection column (4) is connected to the rear section of the upper hull (100). A vertical wave energy collector (6) is connected to the notch in the middle of the hull connection part (105). The wind energy collection column (4) and the vertical wave energy collector are connected to the hull. (6) All are linked with the marine energy ship integrated drive system (20); the width of the rear section of the upper hull (100) is greater than the width of the front section of the upper hull (100) and the submersible (101); the lower part of the rear section of the upper hull (100) is connected to the outer float (103) through the outer float column (104); the outer float (103) includes a hydrogen storage tank, and the front and rear ends of the outer float (103) are provided with the first water-dividing tip (1031); the front end of the hull connection part (105) is provided with the vertical water-dividing tip (1051), and the front end of the submersible (101) is provided with the horizontal water-dividing tip (1011); the submersible (101) is provided with the loading compartment (106).

2. The marine energy integrated propulsion vessel structure according to claim 1, characterized in that, A vertical energy harvester (6) is connected between the rear section of the upper hull (100) and the outer floating body (103).

3. The marine energy integrated propulsion vessel structure according to claim 1, characterized in that, The marine energy ship integrated drive system (20) includes an energy collection drive shaft (1) and a rotating sleeve assembly (2) that are rotatably connected to each other. The rotating sleeve assembly (2) is rotatably connected to the hull (10). A propeller (3) is also rotatably connected to one side of the rotating sleeve assembly (2). The energy collection drive shaft (1) is linked to the propeller shaft (31) of the propeller (3). The energy collection drive shaft (1) is linked to the wind column mechanical energy input shaft (41) of the wind energy collection column (4) and the floating mechanical energy input shaft (61) of the vertical energy collector (6). The rotating sleeve assembly (2) is also linked to the ship direction control force transmission rod (9).

4. The marine energy integrated propulsion vessel structure according to claim 3, characterized in that, The energy collection drive shaft (1) is also linked to the fuel engine mechanical energy input shaft (8), and the fuel engine mechanical energy input shaft (8) is provided with a sliding transmission switching mechanism (7); the energy collection drive shaft (1) is provided with a third ratchet mechanism (15), and the sliding transmission switching mechanism (7) cooperates with the third ratchet mechanism (15).

5. The marine energy integrated propulsion vessel structure according to claim 3, characterized in that, The energy collection drive shaft (1) is provided with a first ratchet mechanism (13) and a second ratchet mechanism (14); the marine energy ship integrated drive system (20) also includes a first DC generator coupling shaft (51) and a second DC generator coupling shaft (52); the wind column mechanical energy input shaft (41) and the duckweed mechanical energy input shaft (61) are both provided with a sliding transmission switching mechanism (7); the sliding transmission switching mechanism (7) of the wind column mechanical energy input shaft (41) is respectively engaged with the first ratchet mechanism (13) and the first DC generator coupling shaft (51); the sliding transmission switching mechanism (7) of the duckweed mechanical energy input shaft (61) is respectively engaged with the second ratchet mechanism (14) and the second DC generator coupling shaft (52).

6. The marine energy integrated propulsion vessel structure according to claim 5, characterized in that, The sliding transmission switching mechanism (7) includes an electrically controlled push-pull device (72) and a helical tooth sleeve (71) that are linked together. The helical tooth sleeve (71) is slidably mounted on the wind column mechanical energy input shaft (41) and the duckweed mechanical energy input shaft (61). Both ends of the helical tooth sleeve (71) are provided with first helical tooth transmission wheels. The first helical tooth transmission wheel at one end meshes with the first ratchet mechanism (13) and the second ratchet mechanism (14). The first helical tooth transmission wheel at the other end meshes with the second helical tooth transmission wheels on both the first DC generator connecting shaft (51) and the second DC generator connecting shaft (52).

7. The marine energy integrated propulsion vessel structure according to claim 3, characterized in that, The rotating sleeve assembly (2) includes a rotating sleeve (21) and a mounting base (22) connected to each other. The rotating sleeve (21) is rotatably connected to the hull. A third helical gear transmission wheel (23) is connected to the rotating sleeve (21). A fourth helical gear transmission wheel (91) is provided on the ship direction control force transmission rod (9). The fourth helical gear transmission wheel (91) meshes with the third helical gear transmission wheel (23). The middle part of the propeller shaft (31) passes through the mounting base (22) and the two are rotatably connected. The energy collection drive shaft (1) is rotatably engaged with the rotating sleeve (21) and one end of the energy collection drive shaft (1) extends into the mounting base (22). A fifth helical gear transmission wheel (11) is provided on the energy collection drive shaft (1). A sixth helical gear transmission wheel (33) is provided on the propeller shaft (31). The fifth helical gear transmission wheel (11) meshes with the sixth helical gear transmission wheel (33).

8. The marine energy integrated propulsion vessel structure according to claim 3, characterized in that, The top surface of the submersible (101) located at the end of the intermediate waterway (1052) of the ship is provided with a downward slope (1012); the propeller (3) is located behind the downward slope (1012) at the end of the intermediate waterway (1052) of the ship.

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