Paddle wheel rail-winding propulsion and power generation circulation power transportation system

Abstract

The invention discloses a paddle wheel rail-around propulsion and power generation circulating power transportation system, which relates to the related technical field of ship manufacturing, comprises a ship on which a power driving system and paddle wheels are arranged, and further comprises a circulating guide rail system which is arranged on two sides of the ship in a liftable manner, comprising a circulating guide rail and a transmission chain structure arranged in the circulating guide rail, and the power driving system is connected with a chain wheel of the transmission chain structure; the power generation system comprises a power generator, the paddle wheel is installed on a shaft rod of the power generator, the power generator is arranged on a chain of the transmission chain mechanism, and the load torque of the power generator forms resistance to rotation of the paddle wheel; based on the power of the power driving system, the transmission chain structure drives the paddle wheel to run along the circulating guide rail; and the energy management system is electrically connected to the power generation system and the power driving system and is used for managing electric energy distribution.

Description

Technical Field

[0001] This invention relates to the field of shipbuilding technology, specifically to a paddlewheel-driven circular power transportation system that combines propulsion and power generation. Background Technology

[0002] As is widely known, ships, as water transport vehicles, traditionally rely on internal combustion engines to drive propellers, resulting in high energy consumption, low energy efficiency (traditional propeller propulsion systems typically have an energy efficiency of only 30%-40%), and high pollutant emissions. With global energy shortages and increasingly stringent environmental requirements, energy conservation and low-carbonization of ship propulsion systems have become core directions for industry development.

[0003] Existing ship energy recovery technologies are mostly focused on "waste heat recovery" and "braking energy recovery," such as using the exhaust waste heat of the ship's main engine to heat the working fluid to generate electricity, or recovering the inertial kinetic energy of the propeller when the ship decelerates. However, these technologies have the drawbacks of "limited recovery scenarios" and "low energy recovery efficiency"—waste heat recovery depends on the main engine operating at high load, and braking energy recovery only takes effect when the ship decelerates, and cannot achieve continuous energy recovery under all operating conditions of normal ship navigation.

[0004] Meanwhile, the propulsion control of existing propulsion systems mostly relies on adjusting the main engine speed or propeller pitch, which has problems such as "slow response speed" and "low propulsion adjustment accuracy". In addition, the propulsion system and the power generation system are independent of each other, requiring additional marine generators, resulting in a complex structure and large space occupation of the ship's power system.

[0005] To address the aforementioned issues, there is an urgent need in this field for a marine propulsion system that integrates propulsion and power generation, recovers energy under all operating conditions, and provides precise and controllable propulsion force. This system should meet the propulsion requirements of the ship while enabling continuous energy recovery during navigation, reducing dependence on external energy sources, and simplifying the system structure. Summary of the Invention

[0006] The purpose of this invention is to provide a paddlewheel-driven, orbit-rotating, and power-generating circular power transportation system, solving the technical problems in related technologies. To achieve the above objective, this invention provides the following technical solution: A paddlewheel-driven, track-based, and generator-powered circular power transportation system includes a vessel equipped with a power drive system and finned wheels. The system further includes: a circular guide rail system, which is vertically and retractably mounted on both sides of the vessel, comprising a circular guide rail and a transmission chain structure within the circular guide rail; the power drive system is connected to the sprockets of the transmission chain structure; a generator system, comprising a generator, with the finned wheels mounted on the generator's shaft and the generator mounted on the chain of the transmission chain mechanism; the load torque of the generator providing resistance to the rotation of the finned wheels; the transmission chain structure driving the finned wheels along the circular guide rail based on the power from the power drive system; and an energy management system electrically connected to the generator system and the power drive system for managing energy distribution.

[0007] The above also includes an energy replenishment module, which is connected to the energy management system and is used to replenish the energy loss during system operation.

[0008] The aforementioned circulating guide rail system also includes conductive wheel sets and matching electric rails.

[0009] As described above, the circulating guide rail system is provided with a sealed enclosure on the outside, and the shaft of the generator passes through the circumferential opening on the sealed enclosure and connects to the web wheel. A flexible seal is provided at the opening.

[0010] As mentioned above, the axial direction of the web wheel is perpendicular to the ship's heading.

[0011] As mentioned above, the load torque of the generator remains adjustable based on the amount of propulsion required for the ship's navigation.

[0012] As described above, the output power of the power drive system remains adjustable based on the required speed of the ship during navigation.

[0013] As mentioned above, the vessel has a steering adjustment mechanism for controlling the vessel's steering.

[0014] The aforementioned vessel is equipped with an energy monitoring and protection unit.

[0015] The aforementioned fin wheel includes a wheel-shaped body and eight fin plates evenly arranged in the circumference of the wheel-shaped body.

[0016] The beneficial effects of this invention are as follows: by achieving the integration of "propulsion and power generation" through the cyclic motion of the paddle wheel around the track, the energy of the water flow is continuously recovered under all operating conditions of normal ship navigation. Compared with traditional propeller propulsion, the energy utilization rate is higher. Therefore, it is obvious that the design of this invention can effectively improve the energy-saving effect. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0018] Figure 1 This is a three-dimensional structural diagram of a paddle wheel orbital propulsion and power generation circulating power transportation system provided in an embodiment of the present invention; Figure 2 This is a three-dimensional structural diagram of the internal structure of a paddlewheel-driven, orbital propulsion and power generation circulating power transportation system provided in an embodiment of the present invention.

[0019] Explanation of reference numerals in the attached figures: 1. Ship; 2. Circulating guide rail system; 21. Circulating guide rail; 22. Transmission chain structure; 3. Power drive system; 4. Power generation system; 40. Generator; 41. Webbed wheel; 42. Shaft; 43. Webbed plate; 5. Sealed enclosure. Detailed Implementation

[0020] To enable those skilled in the art to better understand the technical solution of the present invention, the following will be described in conjunction with the appendix. Figure 1 To be continued Figure 2 The present invention will now be described in further detail.

[0021] This invention provides a paddlewheel-driven, track-circulating, power-generating, and circulating power transportation system, including a vessel 1. The vessel 1 is equipped with a power drive system 3 and a paddlewheel 41. It also includes: a circulating guide rail system 2, which is vertically and retractably arranged on both sides of the vessel 1, comprising a circulating guide rail 21 and a transmission chain structure 22 disposed within the circulating guide rail 21; the power drive system 3 is connected to the sprocket of the transmission chain structure 22; a power generation system 4, comprising a generator 40; the paddlewheel 41 is mounted on the shaft 42 of the generator 40; the generator 40 is disposed on the chain of the transmission chain mechanism; the load torque of the generator 40 constitutes resistance to the rotation of the paddlewheel 41; based on the power of the power drive system 3, the transmission chain structure 22 drives the paddlewheel 41 to run along the circulating guide rail 21; and an energy management system, electrically connected to the power generation system 4 and the power drive system 3, for managing power distribution.

[0022] It also includes an energy replenishment module, which is connected to the energy management system and is used to replenish the energy lost during system operation.

[0023] The circulating guide rail system 2 also includes a conductive wheel assembly and a matching electric rail; used to realize the transmission of electrical energy and signals between each power generation unit and the energy management system during system operation.

[0024] The circulating guide rail system 2 is provided with a sealed enclosure 5. The shaft 42 of the generator 40 passes through the circumferential opening on the sealed enclosure 5 and is connected to the web wheel 41. A flexible seal is provided at the opening.

[0025] The axial direction of the web wheel 41 is perpendicular to the heading of the ship 1, ensuring that the fluid kinetic energy is fully converted into electrical energy.

[0026] The load torque of the generator 40 remains adjustable based on the amount of propulsion required for the vessel 1 to navigate.

[0027] The output power of the power drive system 3 remains adjustable based on the required speed of the vessel 1 during navigation.

[0028] The vessel 1 has a steering adjustment mechanism for controlling the steering of the vessel 1.

[0029] The vessel 1 is equipped with an energy monitoring and protection unit.

[0030] The fin wheel 41 includes a wheel-shaped body and eight fin plates 43 evenly arranged around the circumference of the wheel-shaped body.

[0031] I. System Overall Composition: The system includes an external energy replenishment module, a circulating guide rail system 2, a power generation system 4, a power drive system 3, and an energy management system. Each module works in concert to form a closed-loop system of "propulsion power output" and "water flow energy recovery". At the same time, the external energy replenishment module makes up for the inherent energy loss in the system operation to ensure the stable operation of the system.

[0032] II. Specific structure and function of each module: External energy replenishment module: The external energy replenishment module is a marine DC power supply (such as the main battery pack of ship 1 or marine diesel generator 40), whose output voltage is matched with the input voltage of the energy management system (e.g. DC 24V or DC 48V), and is used to replenish the unavoidable energy losses during system operation, such as guide rail friction loss, motor copper loss, and line loss, to ensure that the power drive system 3 obtains a continuous and stable power input.

[0033] Circulating guide rail system 2: Basic Structure: Installed on both sides of the ship 1 (one set on each side, symmetrically arranged), the structure is a closed ring formed by "two vertically lying U-shaped joints connected". Its three-dimensional shape is similar to two equal diameter wheels of the same thickness fitted with a long belt with a width equal to the thickness of the wheels. It includes a vertical double-rail circulating guide rail 21, a web wheel 41 propulsion mechanism, a coaxial double sprocket transmission mechanism, a hinged seat assembly, a copper-based conductive link, a series-wound DC motor drive mechanism, and a power generation component. The vertical double-rail circulating guide rail 21 structure is the basis for guiding the cyclic motion components of the system. The web wheel 41 propulsion mechanism, along with the generator 40, is evenly distributed on the transmission chain and moves along the guide rail with the chain. The system enables orbital motion; the coaxial double sprocket transmission mechanism is located at both ends of the vertical double-rail circulating guide rail 21 structure, providing power transmission for cyclic transport; the hinged seat assembly is rolled and assembled on the vertical double-rail circulating guide rail 21 structure, and is connected to a pin on the chain of the coaxial double sprocket transmission mechanism through the U-shaped groove connector, for carrying materials and power generation components; the copper-based conductive link is located inside the vertical double-rail circulating guide rail 21 structure, providing stable power supply for system auxiliary equipment; the series-wound DC motor drive mechanism is connected to the coaxial double sprocket transmission mechanism, providing driving power for the system; the power generation component is integrated on the hinged seat assembly and moves cyclically with the hinged seat assembly.

[0034] Key components: The guide rail body is made of high-strength aluminum alloy (model 6061-T6) with a U-shaped groove structure and a wear-resistant coating (PTFE coating, 0.5mm thick) inside the groove; the straight section of the guide rail is parallel to the water surface to ensure uniform force distribution on the fin wheel 41 during underwater movement; the guide rail height adjustment mechanism is a hydraulic telescopic rod (model HOB40*100, rated thrust 5kN), one end fixed to the ship's side steel structure and the other end connected to the guide rail body; the hydraulic system is controlled by the control system in the ship's bridge. The telescopic rod's extension range adjusts the height of the guide rail above the water surface, thereby ensuring that the radial length of the fin wheel 41 submerged in water remains consistently at "two-thirds of the radius of the fin wheel 41" (radial distance from the central axis of the fin wheel 41 downwards to the water surface). The sealing canopy 5 is a cover structure made of 304 stainless steel (1.5mm thick), covering the outside of the guide rail body, with "connection openings" reserved only around the outer wall of the guide rail (corresponding to the water entry area of ​​the fin wheel 41) – the opening shape is two vertical, horizontally lying U-shaped openings. The connection has a 20mm gap diameter (5mm larger than the diameter of the coupling between the fin wheel 41 and the generator 40, which has a diameter of 15mm), ensuring that the coupling can smoothly pass through and enter the sleeve located at the center of the fin wheel 41. A flexible sealing sleeve (made of nitrile rubber, 3mm thick) is installed on the outside of the opening, fitted onto the outside of the coupling. Support plates are required on the outer walls of the guide rails at both ends to ensure that the rubber always maintains the form of a drive belt, covering the opening of the enclosure. This prevents seawater, rainwater, or impurities from entering the guide rails through the opening, avoiding corrosion of the components. In addition to functional components, the guide rail system also includes a copper-based conductive wheel assembly and a matching copper-based electric rail. The copper-based conductive wheel assembly (copper alloy material, model CUZn39Pb3) is fixed to the PP plate on the hinge seat with screws and slides in contact with the copper-based electric rail (copper strip thickness 2mm, fixed on the insulator plane installed in the guide rail). The copper-based conductive wheel assembly is electrically connected to the generator 40 of the power generation unit, and the copper-based electric rail is electrically connected to the energy management system, realizing the dual functions of "power transmission" and "signal transmission".

[0035] During normal operation, the electrical energy generated by the power generation unit is transmitted to the energy management system; Under specific operating conditions such as system startup and steering assistance, the system receives external supplementary electrical energy allocated by the energy management system to provide starting power for the generator 40; The conductive wheel assembly integrates signal transmission contacts (gold-plated material to reduce contact resistance) to transmit the operating parameters of the power generation unit (such as the speed of the fin wheel 41 and the output current of the generator 40) to the control module of the energy management system in real time. Hinged base assembly: The hinged base assembly is the core load-bearing, material fixing, and power generation integration component of the system. Its structure is completely matched to the actual object, as detailed below: Substrate structure: Made of cast steel plate, the cast steel plate is rectangular in shape, with a size of 30cm×15cm and a thickness of 7mm, to ensure sufficient structural strength to support materials, power generation components and other auxiliary parts, and to avoid deformation due to load during transportation; Guide and mating components: A steel shaft is welded to each of the two long sides (two sides along the 15cm width direction) of the steel cast plate; the steel shaft has a diameter of 20mm and a length of 39cm, and both ends of the steel shaft extend beyond the outer side of the steel cast plate; each of the two extended ends of each steel shaft (a total of 4 extended ends) is fitted with a bearing, the bearing having an outer diameter of 39mm and a thickness of 14mm; through the rolling engagement of the bearing with the inner sidewall of the vertical double-rail circulating guide rail 21 structure, the traditional slider guide structure is replaced, which greatly reduces the friction and wear of the hinge seat assembly when moving along the guide rail, while improving the stability during the movement process and avoiding jamming; Power generation component installation: A power generation component is fixedly installed on one side of the steel cast plate (the side facing away from the subsequent PP plate) by bolts. The power generation component includes a micro generator 40 and the fin wheel 41. When the hinged seat assembly moves cyclically along the guide rail with the transmission chain, the generator 40 moves synchronously with the assembly, and the fin wheel 41 of the shaft generator 40 also moves accordingly. When the assembly begins to reach the straight section of the bottom edge of the guide rail, two-thirds of the radius of the fin wheel 41 is immersed in the water. The fin wheel 41 moves from the bow to the stern, forming a condition where the fin plate 43 of the fin wheel 41 is opposed to the water flow. The reaction force of the fluid forces the fin wheel 41 to rotate, which drives the rotor of the generator 40 to rotate and generate electricity. Due to the load torque of the generator 40 in the system, this effect always constrains the fin wheel 41 to idle, so that the reaction force of the water flow on the fin plate 43 eventually reaches the hull and propels the boat forward, creating a synergy of power generation and propulsion, and realizing energy recovery and utilization. Insulation and Conductivity Coordination Components: An insulating PP board is tightly attached to the other side of the steel cast plate (the side opposite to the mounting surface of the power generation component). The PP board is made of polypropylene insulating material, and its thickness is adapted to the steel cast plate (to ensure a flat surface). Its function is to prevent the steel cast plate from directly contacting the subsequent conductive components, which could lead to leakage. On the surface of the insulating PP board, two copper-based conductive wheels are fixedly installed by bolts. The two copper-based conductive wheels are symmetrically distributed along the 30cm length of the steel cast plate and roll in contact with the copper-based electrical rails of the copper-based conductive link to ensure stable conduction of the power supply link for the system's auxiliary equipment. Transmission connection component: A U-shaped groove is welded to each of the two end faces (both ends along a 30cm length direction) of the steel cast plate; the opening of the U-shaped groove faces the transmission chain, and a circular connecting hole is provided at the groove opening; the diameter of the connecting hole is exactly the same as the diameter of the pin of the transmission chain in the coaxial double sprocket transmission mechanism; during assembly, the pin of the transmission chain is passed through the connecting hole of the U-shaped groove to realize the movable connection between the hinge seat assembly and the transmission chain, ensuring that the power of the coaxial double sprocket transmission mechanism is stably transmitted to the hinge seat assembly, driving it to move cyclically along the guide rail; Vertical double-rail circulating guide rail 21 structure: The vertical double-rail circulating guide rail 21 structure provides the foundation for the guiding track of the circulating motion components of the system. It includes two parallel vertical metal guide rails, the extension trajectories of which are both closed loops (forming two vertical inverted U-shaped connections), and the spacing between the two guide rails is adapted to the length of the steel shaft of the hinge seat assembly. The inner sidewall of the guide rail is a smooth arc surface, which rolls and fits against the outer ring of the bearing of the hinge seat assembly, ensuring smooth movement of the bearing along the guide rail. An insulating structure similar to the circulating trajectory of the guide rail is also fixedly installed in the internal space of the two guide rails. The insulating structure is made of high-strength insulating plastic, with a surface width of 15cm. Its surface corresponds to the bottom surface of the hinge seat, providing a closed-loop road surface for the copper-based conductive wheel. The function of the insulating structure is to provide an installation carrier for the copper-based conductive link, while avoiding direct contact between the copper-based conductive link and the metal guide rail, which could lead to leakage.

[0036] The propulsion mechanism of the finned wheel 41 and the coaxial double sprocket transmission mechanism: The propulsion mechanism of the fin wheel 41 includes a fin wheel 41 that is connected to the generator 40. The generator 40 is mounted on the plane of the hinge seat. The axis of the generator 40 is perpendicular to the heading of the ship 1. The steel shaft of the generator 40 extends out of the guide rail canopy. Its movement trajectory conforms to the open path of the closed loop structure of the two vertical inverted U-shaped openings. The fin wheel 41 is fitted onto the outer end of the steel shaft. The bushing screw is tightened so that the fin wheel 41 is outside the outer wall of the guide rail canopy. When the driving circulation guide rail system 2 is running, the fin wheel 41 unit appears to be in planetary orbital motion.

[0037] The shaft-driven double sprocket transmission mechanism includes two sprocket shafts, four sets of coaxial sprockets, and two transmission chains. At both ends of the vertical double-rail circulating guide rail 21 structure (the two turning ends of the circulating trajectory), one sprocket shaft is horizontally arranged. Each sprocket shaft is axially fitted with two sets of coaxial sprockets, with a spacing of 15cm between the two sets of sprockets, and each set corresponds to one of the two vertical guide rails. Each transmission chain is fitted onto the two sets of sprockets on the same side, forming a closed transmission chain. The pin of the transmission chain engages with the U-shaped groove connection hole of the hinge seat assembly to realize power transmission.

[0038] Series-wound DC motor drive mechanism: The drive mechanism of the circulating guide rail system 2 uses a series-wound DC motor as the core drive source; the output shaft of the series-wound DC motor is directly and rigidly connected to one of the sprocket shafts through a universal joint; after the series-wound DC motor is started, the motor output torque is transmitted to the sprocket shaft through the universal joint, driving the sprocket shaft and the coaxial sprocket to rotate synchronously, thereby driving the transmission chain to move around the track, and finally driving the hinge seat assembly and the web wheel 41 propulsion mechanism to achieve track-around movement along the vertical double-rail circulating guide rail 21 structure.

[0039] Copper-based conductive links and power generation components: Copper-based conductive link: includes two copper-based electrical rails, which are fixedly installed on the surface of the insulating structure by bolts; the extension trajectory of the copper-based electrical rails is consistent with the guide rail circulation trajectory, and they make rolling contact with the copper-based conductive wheel of the hinge seat assembly. The conductive link mode is that the web wheel 41 is conductive when it enters the water and disconnects when it exits the water. Through the high conductivity of the copper-based material and the rolling contact method, the low resistance and high stability of the power supply link are ensured, avoiding the wear and poor contact problems of traditional slider contact.

[0040] III. Power Generation System 4: Composition structure: includes multiple power generation units (the number is determined according to the propulsion requirements of the ship 1, for example, 12 generators are configured on each side of a 500-ton ship 1, for a total of 24 on both sides). Each power generation unit includes a web wheel 41, a shaft (i.e., the shaft connecting the web wheel 41 and the generator 40, with a diameter of 15mm) and a hinge seat installed on each generator 40.

[0041] Key components: Generator 40: A permanent magnet synchronous generator 40 (model YS-100, rated power 200W, rated speed 1500r / min, output voltage DC 24V). Its stator housing is fixedly connected to the hinge seat, and the rotor is coaxially fixed to the web wheel 41 through a shaft (diameter 15mm). The load current of the generator 40 can be adjusted by the energy management system (adjustment range 0.5A-10A). The change in load current will change the load torque of the generator 40, thereby adjusting the rotational resistance of the web wheel 41.

[0042] The fin wheel 41 is a wheel-shaped structure made of engineering plastic (polypropylene PP, 20% reinforced glass fiber), with a wheel diameter of 200mm. Eight fin plates 43 are evenly arranged around the circumference of the wheel (fin plate 43 is 8mm thick, 50mm wide, and has an angle of 30° with the wheel axle). The fin plates 43 adopt a "foldable" design (a torsion spring is set at the root of the fin plate 43, with a torsion spring stiffness of 0.5N·m / rad). When the fin wheel 41 moves along the straight section of the bottom edge of the guide rail (opposite to the course of the ship 1), the water pressure causes the fin plates 43 to unfold and make full contact with the water flow to generate propulsion. When the fin wheel 41 moves along the side or top edge of the guide rail (outside the high resistance area underwater), the water resistance or gravity causes the fin plates 43 to fold, reducing the resistance to movement.

[0043] Shaft 42 (the connecting shaft between the fin wheel 41 and the generator 40): made of No. 45 steel (15mm in diameter and 150mm in length), with both ends fixed to the rotor of the generator 40 and the center of the fin wheel 41 via couplings to ensure that the three rotate coaxially; a sealed bearing (model 6004-2RS) is installed on the outside of the shaft 42 and fixed in the hinge seat to reduce frictional loss when the shaft rotates; the shaft 42 passes through the "connecting shaft through opening" of the sealed enclosure 5 of the circulation guide system 2, driving the fin wheel 41 to move underwater.

[0044] IV. Power Drive System 3: Core component: a series-wound DC motor (model Z4-112 / 4, rated power 5kW, rated speed 1500r / min), whose output shaft is connected to the drive gear set of the circulating guide rail system 2 through a reducer (reduction ratio 1:10); the power input terminal of the motor is electrically connected to the energy management system, receiving a mixed power supply of "electrical energy from the power generation system 4 + electrical energy from the external energy supplement module".

[0045] Functionality: By adjusting the input current of the series-wound DC motor (adjustment range 10A-50A), the output power of the motor is changed, thereby controlling the speed of the sprocket assembly and ultimately changing the operating speed of the circulating guide rail system 2. Since the propulsion force obtained by the web wheel 41 is positively correlated with the operating speed of the guide rail system, the speed of the ship 1 can be continuously controlled by adjusting the output power of the motor (speed adjustment range 3kn-12kn, suitable for inland waterway cargo ships or coastal engineering vessels).

[0046] V. Energy Management System: Hardware components include a control module (core chip is STM32F407ZGT6, main frequency 168MHz), a rectifier and filter module (using a three-phase bridge rectifier circuit, filter capacitor is 4700μF / 50V), a voltage regulator module (output voltage is stable at DC 24V, ripple coefficient ≤1%), a bus module (using copper busbar connection, current carrying capacity 100A) and a communication module (RS485 interface, baud rate 9600bps, communicating with the ship's bridge control system).

[0047] VI. Function Implementation: Power collection and distribution: Receives power (DC) transmitted from the power generation system 4 and power from the external energy replenishment module, and distributes it to the power drive system 3 after rectification, filtering and voltage stabilization; monitors the current of each branch in real time through a current sensor (model ACS712-20A) to ensure balanced power distribution.

[0048] Propulsion control: Based on the speed command set in the bridge of ship 1, the required propulsion is calculated, and then the load current of generator 40 is adjusted (the correspondence between load current and propulsion is determined by the pre-stored "current-propulsion" curve, for example, a load current of 5A corresponds to a propulsion of 1kN, and a load current of 10A corresponds to a propulsion of 2.5kN), so as to achieve precise control of propulsion.

[0049] Energy monitoring and protection: The system voltage and temperature of each module are monitored in real time by voltage sensor (model LV25-P) and temperature sensor (model DS18B20). When “voltage abnormality (above 30V or below 20V)” or “temperature too high (motor temperature exceeds 80℃)” occurs, the control module automatically cuts off the power supply to some power generation units or reduces the power of the power drive system to avoid damage to components.

[0050] Data transmission: The system operating parameters (such as power generation, propulsion, and guide rail speed) are transmitted to the display screen in the ship's bridge via the communication module, while the control commands (such as speed adjustment and system start / stop) are received from the bridge.

[0051] VII. System Working Principle: Start-up phase: The external energy replenishment module supplies power to the power drive system 3 through the energy management system, and the series-wound DC motor drives the sprocket to rotate; the chain traction hinge seat moves cyclically along the track, and the rotating shaft of the generator 40 installed on the hinge seat extends out of the opening of the shed, and the web wheel 41 at the outer end of the shaft moves in a planetary orbital motion along the trajectory of the generator unit.

[0052] Propulsion and power generation stage: When the power generation unit moves to the straight section at the bottom edge of the guide rail (underwater area), the direction of movement of the fin wheel 41 is opposite to the heading of the ship 1 (for example, when the ship 1 is sailing forward, the fin wheel 41 moves along the guide rail towards the stern). The water flow generates a reaction force on the fin plate 43. Moreover, since the generator 40 is always supported by the load torque (resistance torque of the shaft), the ship gains greater propulsion. In other words, when the fin plate 43 of the fin wheel 41 is in opposition to the fluid, the "bending force" of the fluid on the fin plate 43 is transmitted to the guide rail body through the fin wheel 41, shaft, hinge seat, and chain, and then transmitted to the hull by the guide rail, forming the propulsion force of the ship 1. On the other hand, the reaction force forces the fin wheel 41 to rotate, driving the rotor of the generator 40 to rotate and generate electricity. The generated electrical energy is transmitted to the energy management system through the copper-based conductive wheel assembly and the copper-based electric rail.

[0053] When the power generation unit moves to the side or top edge of the guide rail (above water area), the fin wheel 41 disengages from the high resistance area underwater. At the same time, the generator 40 stops generating electricity (or only generates a small amount of inertial electrical energy). The guide rail drive motor continues to drive the power generation unit to circulate. The shaft always moves along the "coupling through the opening". The flexible sealing sleeve inside the opening ensures the sealing effect.

[0054] Energy cycle and replenishment stage: The energy management system combines the electrical energy generated by the power generation system 4 with the electrical energy from the external energy replenishment module and continuously supplies it to the power drive system 3; mechanical friction losses, motor copper losses, line losses, etc. during system operation are compensated by the electrical energy from the external energy replenishment module to ensure the continuous and stable operation of the system.

[0055] VIII. Beneficial Effects: High energy efficiency: The "propulsion-power generation" integration is achieved through the "circular motion of the web-wheel 41," continuously recovering water flow energy under all operating conditions during normal navigation of the ship 1; its core logic is explained as follows: Normally, both ships and aircraft rely on their propellers (or fan blades for aircraft) to push fluid backward during navigation, using the interaction force between the propeller and the fluid to propel forward. For the fluid's reaction force, a traditional propeller acts as a rigid support. Therefore, during the interaction of forces, a large amount of fluid is thrown backward. According to the law of conservation of momentum, the kinetic energy of this backward-thrown fluid is considerable. However, since the fluid's direction of motion is opposite to the ship's course, harvesting its kinetic energy would inevitably reduce the ship's propulsion, making it counterproductive. This is why traditional propellers cannot effectively recover the kinetic energy of ambient fluids. The circumferential propulsion and power generation system using the web-wheel 41 is different. This is because when the web-wheel 41's web plate 43 encounters the fluid, the fluid's reaction force acts as a support. The load torque from generator 40, which is the resistance torque of the shaft of fin wheel 41, resists the "bending force" of the fluid on fin plate 43, thus giving fin wheel 41 a tendency to rotate. This is equivalent to the fluid acting on a soft seat with the properties of a compression spring, so that the reaction force of the fluid is absorbed, and the fluid will not be thrown backward. Specifically, the energy of the backward-moving fluid is converted into electrical energy by generator 40. For the system, the power generation at this stage is still a by-product. Power generation does not change the equivalence between driving energy and propulsion, but there is a strong correlation among the three. That is, the greater the driving output power, the more power is generated, and the greater the propulsion force obtained by ship 1. The electrical energy is then combined through the energy replenishment module and the energy management system, and at the same time, the electrical energy is applied to the series-wound DC motor that drives the circulation guide rail system 2, thus forming an energy recycling system.

[0056] Compared to traditional propeller propulsion, its energy-saving effect is obvious. To further understand another core element of this invention—the synergy between power generation and propulsion—its principle is stated as follows: This invention achieves synergy between power generation and propulsion within the framework of energy conservation. In contrast, in traditional propeller propulsion, power generation and propulsion are mutually exclusive during application—a well-known fact. Therefore, it is necessary to elaborate on the principle of synergy between power generation and propulsion in this invention: Analysis of the energy mechanism and operating characteristics of the 41-wheel-driven, track-driven, and power-generating circular power transportation system: Firstly, the core drivers of the system and the main causes of energy consumption: Drive unit specifications: The drive source for the system's circulating guide rail 21 is a series-wound DC motor, whose load characteristics directly determine the stability of the guide rail's operation.

[0057] The main energy consumption factor: The core energy consumption of the circulating guide rail system 2 comes from the load torque of multiple power generation units. The magnitude of this torque is quantitatively determined by the relative counter-current velocity between the working surface of the generator 40 associated with the web plate 43 and the fluid. The two are positively correlated (which can be expressed as: T \propto v_{counter-current}, where T is the load torque and v_{counter-current} is the relative counter-current velocity between the web plate 43 and the fluid).

[0058] Secondly, based on the operating state characteristics of energy conservation: The power generation and guide rail (the moving components on the guide rail, hereinafter referred to as the guide rail) speed characteristics under different ship navigation states, according to the law of conservation of energy (Delta E_{total}=0, the total energy change of the system is 0), the influence of the ship's navigation state on the system's power generation efficiency and guide rail speed is as follows: Acceleration state: During the ship's acceleration, the system's kinetic energy is in dynamic change, and the load torque of the power generation unit fluctuates, resulting in low and unstable power generation; the operating speed of the circulating guide rail 21 is in an unstable range.

[0059] Constant speed state: After the ship enters constant speed navigation, the system kinetic energy tends to stabilize, the load torque of the power generation unit is constant, and the power generation increases and remains stable.

[0060] Under the condition that the input power P_{in} of the series-wound DC motor is constant (P_{in}=UI, U is the input voltage, I is the input current), since the ship's heading is opposite to the direction of the fluid collision between the fin wheel 41 and the fluid, the backward speed v_{back} of the fin plate 43 relative to the fluid decreases, which directly leads to a decrease in the motor load torque T.

[0061] According to the characteristic formula of a series-wound DC motor, P_{in}=T\omega (\omega is the angular velocity of the motor), when P_{in} remains constant and T decreases, \omega increases, which in turn drives the angular velocity of the circulating guide rail 21 to increase, shortens the guide rail's operating cycle, and stabilizes the operating speed in a higher range.

[0062] The core mechanism of the strong correlation between system propulsion and power generation: The essence of propulsion generation: The core determining factor of ship propulsion is the set load torque of generator 40. Without the support of this load torque, even if the rotation speed of the circulating guide rail 21 increases, the collision between the web plate 43 and the fluid cannot form an effective reaction force, and the system cannot output propulsion that meets the navigation requirements. This is the innovative core of this system, which is "strongly correlated between power generation and propulsion". It is verified entirely by the law of conservation of energy and is fundamentally different from the traditional "mutually exclusive power generation and propulsion" mechanism.

[0063] The quantitative derivation of the traditional "power generation-propulsion mutual exclusion" mechanism (assuming ideal conditions) is to clarify the differences. It assumes that the energy conversion efficiency eta = 100% in the traditional mechanism (this is only a theoretical analysis and does not exist in reality), and the derivation is based on energy conservation: When the ship tows generator 40 and fin wheel 41 to generate electricity in the water, the electrical energy output by generator 40, E_{electric}, is equal to the additional energy input by the ship's main engine, E_{main increase}, that is, E_{electric} = E_{main increase}.

[0064] If the main engine does not input additional energy (E_{main_increase}=0), then the generator's 40 electrical energy E_{electric} comes from the ship's own kinetic energy, which manifests as the ship gaining a backward "reverse propulsion force" F_{reverse}, resulting in a decrease in speed: Suppose that at the original speed the ship can travel from point A to point C (distance S_{AC}), but due to the reverse propulsion force, it can only travel to point B (distance S_{AB}), then E_{electric}=\Delta E_{kinetic}=F_{reverse} \cdot (S_{AC}-S_{AB}), where S_{AC}-S_{AB} is the "reverse distance".

[0065] Conclusion: In the traditional mechanism, power generation comes at the cost of sacrificing propulsion or additional energy consumption of the main engine, and the energy is applied in the opposite direction to the ship's course.

[0066] The energy interaction of this system differs from that of traditional mechanisms: System generator 40 mechanism and energy carrying: In the web wheel 41 orbital system, when the web wheels 41 on both sides of the ship (2 / 3 of the radius is submerged in water) move from the bow to the stern, the working surface of the web plate 43 is linearly opposed to the fluid. The fluid reaction force drives the web wheel 41 to rotate and drives the generator 40 to generate electricity. This mechanism is consistent with the traditional "ship towing web wheel 41 to generate electricity", and the energy in the power generation process is carried by the hull. However, there is a key difference: In this system, the direction of energy action is the same as the ship's course; in the traditional mechanism, the direction of energy action is opposite to the ship's course.

[0067] Both processes are "byproducts under the framework of energy conservation," with no energy created or lost out of thin air, thus conforming to the law of energy conservation.

[0068] System energy cycle structure: Cycle path: The electrical energy output by generator 40 is directly transmitted to the series-wound DC motor driving the circulation guide rail 21, forming an energy cycle system of "power generation-drive-regeneration". Necessity of external power supply: The system requires external power supply, the core reasons of which include: frictional losses of moving parts (such as sprockets and chains, wheel bearings, etc.); efficiency losses in the energy conversion process (such as electromagnetic losses of motor and generator 40).

[0069] Energy balance during constant-speed navigation: When the ship is sailing at a constant speed, the thrust power P_{thrust} obtained by the jet 41 in opposition to the fluid is balanced with the wave-making resistance power P_{resistance} and other additional resistance power P_{attached resistance}, i.e., P_{thrust} = P_{resistance} + P_{attached resistance}. In this balanced state, the system variables (such as rotational speed, torque, and power generation) remain constant, enabling continuous navigation.

[0070] In summary: The operation mechanism of the 41-wheel orbital propulsion and power generation cycle power transportation system fully follows the law of conservation of energy. Through the "power generation-propulsion strong correlation" design, it breaks through the limitation of the traditional "power generation-propulsion mutual exclusion". The system can achieve continuous operation through energy circulation and resistance balance in a constant speed state. External energy supplementation is only used to compensate for unavoidable losses, which has clear energy logic and engineering feasibility.

[0071] Precise and controllable thrust: By adjusting the load current of generator 40 (adjustment range 0.5A-10A), linear adjustment of thrust can be achieved (adjustment accuracy ±0.1kN), and the response speed is fast (it only takes 0.5s to adjust from minimum thrust to maximum thrust), which solves the problem of "low adjustment accuracy and slow response" of traditional propulsion systems.

[0072] High adaptability: The guide rail height can be adjusted according to the draft of the vessel 1 (such as the difference in draft when empty or fully loaded) through the guide rail height adjustment mechanism (hydraulic telescopic rod), ensuring that the immersion depth of the web wheel 41 is stable. It is suitable for various types of vessels 1 with large draft changes (such as cargo ships and engineering vessels). At the same time, the "coupling passage opening" and flexible sealing sleeve design of the sealed enclosure 5 not only ensures the smooth movement of the shaft, but also effectively prevents water and corrosion, enabling the system to operate stably in different water environments such as seawater and freshwater.

[0073] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of the claims of the present invention.

Claims

1. A paddle wheel around track propulsion and power generation circulating power transportation system, comprising a ship, a power drive system and a paddle wheel arranged on the ship, characterized in that, Also included are: A circulating rail system arranged in a liftable manner on the sides of the ship, comprising a circulating rail and a transmission chain structure arranged in the circulating rail, wherein the power driving system is connected to the sprocket of the transmission chain structure; A power generation system comprising a generator, wherein a paddle wheel is arranged on the shaft of the generator, and the generator is arranged on the chain of the transmission chain structure, and the load torque of the generator constitutes the resistance to the rotation of the paddle wheel; based on the power of the power driving system, the transmission chain structure drives the paddle wheel to run along the circulating rail; An energy management system electrically connected to the power generation system and the power driving system, for managing the distribution of electric energy.

2. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 1, characterized in that, Also included is an energy supplement module connected to the energy management system, for supplementing the energy loss during the operation of the system.

3. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 2, characterized in that, The circulating rail system further comprises a set of conductive wheels and a matching electric rail.

4. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 3, characterized in that, The circulating rail system is externally provided with a sealed canopy, and the shaft of the generator passes through a circumferential opening on the sealed canopy and is connected to the paddle wheel, and a flexible sealing element is arranged at the opening.

5. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 4, characterized in that, The axial direction of the paddle wheel is perpendicular to the heading direction of the ship.

6. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 1, characterized in that, Based on the required propulsion force when the ship is sailing, the load torque of the generator remains adjustable.

7. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 1, characterized in that, Based on the required speed when the ship is sailing, the output power of the power driving system remains adjustable.

8. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 1, characterized in that, The ship is provided with a steering adjustment mechanism for controlling the steering of the ship.

9. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 1, characterized in that, An energy monitoring and protection unit is arranged on the ship.

10. The paddle wheel around rail propulsion and power generation circulating power transportation system according to claim 5, characterized in that, The paddle wheel comprises a wheel body and 8 paddle plates arranged uniformly in the circumferential direction of the wheel body.

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