Liquid hydrogen high-temperature superconducting motor and magnetofluid dual-power propulsion system

Abstract

The invention discloses a liquid hydrogen high-temperature superconducting motor and magnetofluid dual-power propulsion system, and aims to solve the problems that an existing ship propulsion system is single in power mode and insufficient in power density. The system comprises a liquid hydrogen storage and supply unit, a cooling unit, an energy conversion unit, a superconducting motor propulsion unit and a magnetofluid propulsion unit, the liquid hydrogen storage and supply unit conveys liquid hydrogen to the superconducting part through the cooling loop, the liquid hydrogen is converted into hydrogen through the heat exchanger after being cooled, the energy conversion unit converts the hydrogen into electric energy and outputs the electric energy in a matched mode, and the superconducting motor propulsion unit and the magnetic fluid propulsion unit generate mechanical energy or electromagnetic force through the electric energy to drive a ship. And the superconducting component is cooled by the cooling loop. The liquid hydrogen in the system has the dual functions of a cooling medium and fuel, a coolant and fuel do not need to be additionally configured, the requirements for silence, high thrust and rapid maneuvering are met, the power density is high, the environmental protection property is good, and the system is suitable for high-performance propelling scenes such as ships, especially submarines.

Description

Technical Field

[0001] This invention relates to the field of marine propulsion system technology, and more specifically, to a dual-power propulsion system of liquid hydrogen high-temperature superconducting motor and magnetohydrodynamics. Background Technology

[0002] In the field of marine engineering, the propulsion system, as the core power unit, directly determines the ship's speed, maneuverability, stealth, and endurance. With the upgrading of needs in marine development and national defense security, the requirements for ship propulsion systems are becoming increasingly stringent. They not only need to possess the core characteristics of high power density, low noise, and long endurance, but also need to be adaptable to various operating conditions such as rapid maneuverability and quiet cruising.

[0003] Currently, mainstream ship propulsion systems are mainly divided into two categories: traditional propeller propulsion systems and single new propulsion systems. Traditional propeller propulsion systems rely on internal combustion engines or conventional electric motors for drive. While technologically mature, they have inherent drawbacks: First, they offer a single power mode, failing to balance rapid maneuverability with quiet navigation. For example, they generate excessive noise at high speeds and insufficient thrust during quiet cruising. Second, they have low power density, as internal combustion engines or conventional electric motors are large and heavy, occupying significant hull space and limiting the ship's load capacity and range. Third, they are environmentally unfriendly, as internal combustion engines rely on fossil fuels, emitting large amounts of pollutants, which contradicts the trend of green shipping. Furthermore, existing propulsion systems have low energy efficiency, with cooling and energy supply systems operating independently, leading to energy waste.

[0004] To address the aforementioned issues, the industry urgently needs a propulsion system that integrates multiple power modes, is energy-efficient, compact in structure, and safe and reliable. By optimizing the power architecture and energy configuration, it can solve the core pain points of existing systems, such as single power mode, insufficient power density, poor noise control, and energy waste, in order to meet the needs of modern ships, especially submarines, for high-performance, multi-condition, and high-safety propulsion systems. Summary of the Invention

[0005] The present invention aims to solve the problems of single power mode and insufficient power density in existing ship propulsion systems.

[0006] To address the aforementioned problems, this invention provides a dual-power propulsion system combining a liquid hydrogen high-temperature superconducting motor and a magnetohydrodynamic (MHD) system, comprising: a liquid hydrogen storage and supply unit for storing liquid hydrogen and supplying it to the system, the liquid hydrogen storage and supply unit including a liquid hydrogen storage tank; a cooling unit connected to the liquid hydrogen storage and supply unit for providing cooling to the superconducting components, the cooling unit including a cooling circuit and a heat exchanger, the cooling circuit guiding the liquid hydrogen from the liquid hydrogen storage tank to the superconducting components for cooling before introducing it into the heat exchanger to convert it into hydrogen gas; an energy conversion unit connected to the heat exchanger for converting the hydrogen gas discharged from the heat exchanger into electrical energy; a superconducting motor propulsion unit connected to the energy conversion unit and the cooling unit respectively, for converting electrical energy into mechanical energy to generate propulsion force, the superconducting motor propulsion unit including a high-temperature superconducting motor and an impeller, the high-temperature superconducting motor driving the impeller to rotate, the high-temperature superconducting motor being connected to the energy conversion unit and the cooling circuit respectively; and a magnetohydrodynamic (MHD) propulsion unit connected to the energy conversion unit and the cooling circuit respectively, for generating propulsion force by driving the fluid through electromagnetic force.

[0007] The present invention provides a liquid hydrogen high-temperature superconducting motor and magnetohydrodynamic dual-power propulsion system, which, compared with the prior art, has, but is not limited to, the following beneficial effects: To address the issues of limited power modes and insufficient power density in existing marine propulsion systems, this system features a liquid hydrogen storage and supply unit fixed to the ship's hull. The cooling circuit of the cooling unit is connected to the liquid hydrogen storage tank, and the energy conversion unit is connected to the heat exchanger outlet via a hydrogen pipeline. The superconducting motor propulsion unit and the magnetohydrodynamic (MHD) propulsion unit are respectively installed at the stern. Liquid hydrogen is output from the storage tank, guided through the cooling circuit to the superconducting components in the superconducting motor and MHD propulsion units for cooling, and then evaporated into hydrogen gas in the heat exchanger. The energy conversion unit converts the hydrogen gas from the heat exchanger into electrical energy, which is then supplied to the superconducting motor and MHD propulsion units after power conversion. The system allows for switching between power modes to drive the ship according to different operating conditions. Liquid hydrogen serves as both a cooling medium for the superconducting components in the high-temperature superconducting motor and magnetohydrodynamic propulsion unit, ensuring that the superconducting components enter the superconducting state, and as fuel for the hydrogen fuel cell. After heat exchange and evaporation, it participates in the electrochemical reaction to generate electricity, eliminating the need for additional coolant and fuel. Meanwhile, the superconducting motor propulsion unit and the magnetohydrodynamic propulsion unit are arranged in parallel and operate independently. Under the main propulsion mode of magnetohydrodynamic propulsion, there is no mechanical transmission noise, and the noise is reduced by more than 40% compared with traditional propeller propulsion, which greatly enhances the stealth of submarines. Under the dual-power coordinated operation mode, the maximum thrust is increased by 50% compared with the single propulsion system. The superconducting motor has a fast response speed under the main propulsion mode, which is suitable for rapid maneuvering requirements. It effectively enables ships to switch between different power modes according to needs, taking into account the requirements of high thrust and low noise, resulting in better performance.

[0008] Furthermore, the liquid hydrogen storage and supply unit also includes a cryogenic flange and a stainless steel bellows; the liquid hydrogen storage tank is connected to the stainless steel bellows via the cryogenic flange, and the other end of the stainless steel bellows is connected to the cooling circuit.

[0009] Furthermore, the cryogenic flange has a tongue and groove structure, is fitted with a metal spiral wound gasket, and has an annular leak detection cavity on the outside. The annular leak detection cavity is reserved with a helium leak detection interface and connected to a micro-flow sensor.

[0010] Furthermore, the cooling unit also includes a cryogenic flow regulating valve and a cryogenic shut-off valve; the cooling circuit includes a main cooling pipe located at the outlet of the liquid hydrogen storage tank and two branch pipes connected at the ends of the main cooling pipe via a tee joint. The cryogenic flow regulating valve adopts a parallel design of "one in use and one on standby" and is connected to the main cooling pipe. The two branch pipes are respectively connected to the superconducting motor propulsion unit and the magnetohydrodynamic propulsion unit. The motor propulsion unit and the magnetohydrodynamic propulsion unit are connected to the heat exchanger via a return pipe, which is used to guide the cooled liquid hydrogen back to the heat exchanger. The main cooling pipe is connected in series with the cryogenic shut-off valve to isolate the liquid hydrogen storage tank and the cooling circuit at any time.

[0011] Furthermore, the cooling unit also includes a shared vacuum Dewar, and the main cooling pipe, low-temperature flow regulating valve, low-temperature shut-off valve, and return pipe are all arranged inside the vacuum insulation layer of the shared vacuum Dewar.

[0012] Furthermore, the energy conversion unit includes a hydrogen fuel cell, a power converter, and an inverter; the hydrogen fuel cell is connected to the heat exchanger via a hydrogen pipeline, and its output is connected to the power converter; the power converter outputs direct current through one path and converts it to alternating current through the inverter.

[0013] Furthermore, the high-temperature superconducting motor includes a rotor winding and a stator winding. The rotor winding is a DC winding and is electrically connected to the power converter. The stator winding is an AC winding and is electrically connected to the inverter. The impeller is fixedly connected to the output end of the high-temperature superconducting motor via a drive shaft. The superconducting motor propulsion unit also includes a first cooling module, which is connected to a cooling circuit for cooling the rotor winding and the stator winding.

[0014] Furthermore, the magnetohydrodynamic propulsion unit includes a superconducting magnet coil, electrodes, and a fluid channel; the superconducting magnet coil is electrically connected to a power converter, and the electrodes are symmetrically arranged on the inner wall of the fluid channel and electrically connected to the power converter; the magnetohydrodynamic propulsion unit also includes a second cooling module, and the second cooling module is connected to a cooling circuit for cooling the superconducting magnet coil.

[0015] Furthermore, it also includes a control unit, which is electrically connected to the liquid hydrogen storage and supply unit, the cooling unit, the energy conversion unit, the superconducting motor propulsion unit, and the magnetohydrodynamic propulsion unit, respectively, and is used to control the switching of power modes and the operation of the system.

[0016] Furthermore, the control unit includes a controller and a condition detection module; the controller is used to control the system to switch between superconducting motor main propulsion mode, magnetohydrodynamic main propulsion mode, dual-power cooperative mode and emergency redundancy mode; the condition detection module includes a speed sensor, a noise sensor and a fault diagnosis component. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of a liquid hydrogen high-temperature superconducting motor and magnetohydrodynamic dual-power propulsion system according to an embodiment of the present invention.

[0018] Explanation of reference numerals in the attached figures: 11. Liquid hydrogen storage tank; 21. Cooling circuit; 22. Cryogenic flow control valve; 23. Cryogenic shut-off valve; 24. Heat exchanger; 31. Hydrogen fuel cell; 32. Power converter; 33. Inverter; 41. High-temperature superconducting motor; 42. Impeller; 51. Superconducting magnet coil; 52. Electrode; 53. Fluid channel. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings showing multiple embodiments according to this application. It should be understood that the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments described in this application without creative effort will fall within the scope of protection of this application.

[0020] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing specific embodiments only and is not intended to limit this application; the terms "comprising," "including," "having," "containing," etc., in the description, claims, and accompanying drawings of this application are open-ended terms. Therefore, "comprising," "including," or "having" refers to, for example, a method or apparatus having one or more steps or elements, but is not limited to having only these one or more elements. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0021] In the description of this invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0022] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0023] It should be emphasized that when the term "comprising / including" is used in this specification, it is used to explicitly indicate the presence of the stated feature, integer, step, or component, but does not exclude the presence or addition of one or more other features, integers, steps, parts, or groups of features, integers, steps, or parts.

[0024] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0025] See Figure 1 An embodiment of the present invention discloses a liquid hydrogen high-temperature superconducting motor and magnetohydrodynamic dual-power propulsion system, comprising: a liquid hydrogen storage and supply unit for storing liquid hydrogen and supplying it to the system, the liquid hydrogen storage and supply unit including a liquid hydrogen storage tank 11; a cooling unit connected to the liquid hydrogen storage and supply unit for providing cooling to the superconducting components, the cooling unit including a cooling circuit 21 and a heat exchanger 24, the cooling circuit 21 being used to guide the liquid hydrogen in the liquid hydrogen storage tank 11 to the superconducting components for cooling before introducing it into the heat exchanger 24 to be converted into hydrogen gas; and an energy conversion unit connected to the heat exchanger 24. The system includes a heat exchanger 24 for converting hydrogen from the heat exchanger 24 into electrical energy; a superconducting motor propulsion unit, connected to the energy conversion unit and the cooling unit respectively, for converting electrical energy into mechanical energy to generate propulsion; the superconducting motor propulsion unit includes a high-temperature superconducting motor 41 and an impeller 42, the high-temperature superconducting motor 41 for driving the impeller 42 to rotate, and the high-temperature superconducting motor 41 is connected to the energy conversion unit and the cooling circuit 21 respectively; and a magnetohydrodynamic propulsion unit, connected to the energy conversion unit and the cooling circuit 21 respectively, for driving fluid through electromagnetic force to generate propulsion.

[0026] In this embodiment, addressing the issues of limited power mode and insufficient power density in existing ship propulsion systems, the liquid hydrogen storage and supply unit is fixed to the ship's hull. The cooling circuit 21 of the cooling unit is connected to the liquid hydrogen storage tank 11, and the energy conversion unit is connected to the outlet of the heat exchanger 24 via a hydrogen pipeline. The superconducting motor propulsion unit and the magnetohydrodynamic propulsion unit are respectively installed at the stern of the ship. Liquid hydrogen is output from the liquid hydrogen storage tank 11, guided through the cooling circuit 21 to the superconducting components in the superconducting motor propulsion unit and the magnetohydrodynamic propulsion unit for cooling, and then introduced into the heat exchanger 24 through the cooling circuit 21 to evaporate into hydrogen. The energy conversion unit converts the hydrogen discharged from the heat exchanger 24 into electrical energy, which is then supplied to the superconducting motor propulsion unit and the magnetohydrodynamic propulsion unit after power conversion. The power mode can be switched according to different operating conditions. This system propels the ship, using liquid hydrogen as both a cooling medium for the superconducting components in the high-temperature superconducting motor 41 and the magnetohydrodynamic propulsion unit, ensuring the superconducting components enter the superconducting state, and as fuel for the hydrogen fuel cell 31. After heat exchange and evaporation, it participates in the electrochemical reaction to generate electricity, eliminating the need for additional coolant and fuel. Furthermore, the superconducting motor propulsion unit and the magnetohydrodynamic propulsion unit are arranged in parallel, operating independently. Under magnetohydrodynamic primary propulsion, there is no mechanical transmission noise, reducing noise by more than 40% compared to traditional propeller propulsion, significantly enhancing the submarine's stealth capabilities. Under dual-power coordinated operation, the maximum thrust is increased by 50% compared to a single propulsion system. The superconducting motor's primary propulsion mode offers fast response, adapting to rapid maneuvering requirements and effectively enabling the ship to switch between different power modes as needed, balancing high thrust with low noise, resulting in superior performance.

[0027] Optionally, the liquid hydrogen storage and supply unit further includes a cryogenic flange and a stainless steel bellows; the liquid hydrogen storage tank 11 is connected to the stainless steel bellows via the cryogenic flange, and the other end of the stainless steel bellows is connected to the cooling circuit 21. The cryogenic flange has a tongue and groove structure and is fitted with a metal spiral wound gasket. An annular leak detection cavity is provided on the outside, and the annular leak detection cavity is reserved with a helium leak detection interface and connected to a micro-flow sensor.

[0028] In this embodiment, the liquid hydrogen storage tank 11 adopts a vacuum multi-layer insulation structure, with an inner wall of 316L stainless steel and an outer wall of carbon steel, filled with insulation material in between. A cryogenic flange is fixed to the outlet of the liquid hydrogen storage tank 11, and a metal spiral wound gasket is embedded in the tongue and groove surface. One end of a stainless steel bellows is connected to the cryogenic flange, and the other end is connected to the main pipeline of the cooling circuit 21 through the flange. The tongue and groove surface and the metal spiral wound gasket form a double seal to prevent liquid hydrogen leakage. The stainless steel bellows absorbs installation deviations and thermal expansion and contraction deformation, avoiding cracking of the connection parts at low temperatures. The vacuum insulation structure reduces the loss of cold energy during liquid hydrogen storage. An annular leak detection chamber surrounds the outside of the cryogenic flange, with a reserved helium leak detection interface. A micro-flow sensor is installed in the leak detection chamber. During installation, the sealing performance is tested by a helium mass spectrometer leak detector, and during operation, the micro-flow sensor monitors the leakage status in real time. If the cryogenic flange seal fails and liquid hydrogen leaks into the leak detection chamber, the micro-flow sensor detects the flow change, immediately sends a signal to the control unit, triggers an audible and visual alarm, and initiates emergency isolation measures.

[0029] Among them, the metal spiral wound gasket is made of Inconel metal wire and flexible graphite, which has excellent low-temperature resistance. The gasket still maintains good elasticity and sealing at low temperatures, preventing the gasket from becoming brittle and failing.

[0030] Optionally, the cooling unit further includes a cryogenic flow regulating valve 22 and a cryogenic shut-off valve 23; the cooling circuit 21 includes a main cooling pipe located at the outlet of the liquid hydrogen storage tank 11 and two branch pipes connected at the ends of the main cooling pipe via a tee joint; the cryogenic flow regulating valve 22 adopts a parallel design of "one in use and one on standby" and is connected to the main cooling pipe; the two branch pipes are respectively connected to the superconducting motor propulsion unit and the magnetohydrodynamic propulsion unit; the motor propulsion unit and the magnetohydrodynamic propulsion unit are connected to the heat exchanger 24 via a return pipe, which is used to guide the cooled liquid hydrogen back to the heat exchanger 24; the main cooling pipe is connected in series with the cryogenic shut-off valve 23, which is used to isolate the liquid hydrogen storage tank 11 and the cooling circuit 21 at any time.

[0031] In this embodiment, the main pipeline of the cooling circuit 21 has two cryogenic shut-off valves 23 connected in series, located between the outlet of the liquid hydrogen storage tank 11 and the tee joint, respectively; the cryogenic flow regulating valve 22 is connected in parallel with one in use and one in standby, and is connected to the main pipeline through the tee joint; two branch pipelines branch off from the tee joint and are respectively connected to the first cooling module of the superconducting motor propulsion unit and the second cooling module of the magnetohydrodynamic propulsion unit; during normal operation, the cryogenic shut-off valve 23 of the main cooling pipeline is open, and the main cryogenic flow regulating valve 22 is working to regulate the liquid hydrogen flow; if the main valve fails, the control unit quickly switches to the standby valve; the cryogenic shut-off valve 23 can isolate the liquid hydrogen storage tank 11 from the cooling circuit 21 during maintenance; the liquid hydrogen after heat exchange in the cooling module is introduced into the heat exchanger 24 through the return pipeline for evaporation, wherein the liquid hydrogen flow rate regulation accuracy is ±1L / min to ensure uniform cooling of the superconducting components; the "one in use and one in standby" design reduces the probability of cooling interruption to 0, resulting in better performance.

[0032] Optionally, the cooling unit also includes a shared vacuum Dewar, and the main cooling pipe, the low-temperature flow regulating valve 22, the low-temperature shut-off valve 23, and the return pipe are all arranged inside the vacuum insulation layer of the shared vacuum Dewar.

[0033] In this embodiment, the shared vacuum Dewar is a cylindrical structure with a vacuum insulation layer between the inner and outer walls. The main cooling pipe, cryogenic flow regulating valve 22, cryogenic shut-off valve 23, and return pipe are all fixed on the mounting base inside the Dewar. The branch pipes pass through the side wall of the Dewar and connect to the cooling modules of each propulsion unit. The vacuum insulation layer blocks heat conduction and convection, reducing the loss of cold energy during the liquid hydrogen transportation process. The valves and pipes are integrated inside the Dewar to avoid cold energy loss caused by exposed components.

[0034] Optionally, the energy conversion unit includes a hydrogen fuel cell 31, a power converter 32, and an inverter 33; the hydrogen fuel cell 31 is connected to the heat exchanger 24 via a hydrogen pipeline, and its output end is connected to the power converter 32; the power converter 32 outputs DC power directly on one side, and converts it to AC power through the inverter 33 on the other side.

[0035] In this embodiment, the hydrogen fuel cell 31 is connected to the outlet of the heat exchanger 24 via a hydrogen pipeline, receiving evaporated hydrogen and reacting it with oxygen to generate direct current (DC). The power converter 32 performs voltage and current stabilization on the DC power, with one output directly supplying the DC load and the other being sent to the inverter 33 to convert it into alternating current (AC). Liquid hydrogen absorbs heat in the heat exchanger 24 and evaporates into hydrogen gas, which then enters the hydrogen fuel cell 31 and reacts with oxygen to generate water and electricity. The power converter 32 and the inverter 33 ensure the stability of the output power and adapt to the power supply requirements of different propulsion units. The hydrogen fuel cell 31 has a power generation efficiency of ≥55%, which is 20% higher than that of traditional fuel generators, and it emits no pollutants, meeting environmental protection requirements.

[0036] Optionally, the high-temperature superconducting motor 41 includes a rotor winding and a stator winding. The rotor winding is a DC winding and is electrically connected to the power converter 32. The stator winding is an AC winding and is electrically connected to the inverter 33. The impeller 42 is fixedly connected to the output end of the high-temperature superconducting motor 41 via a drive shaft. The superconducting motor propulsion unit also includes a first cooling module, which is connected to the cooling circuit 21 for cooling the rotor winding and the stator winding.

[0037] In this embodiment, the rotor winding of the high-temperature superconducting motor 41 is wound with ReBCO superconducting tape and connected to the DC power output of the power converter 32; the stator winding is wound with copper wire and connected to the AC power output of the inverter 33; the first cooling module is a serpentine channel embedded between the motor housing and the stator winding and connected to the branch pipe; the impeller 42 is connected to the motor output shaft through a flexible coupling, and the blades adopt a low-noise cavitation design; the DC power excites the rotor winding, and the AC power is applied to the stator winding to generate a rotating magnetic field, which drives the rotor to rotate, and drives the impeller 42 to rotate through the transmission shaft and coupling, thus propelling the ship forward; the liquid hydrogen in the first cooling module continuously removes the heat generated by the motor winding, ensuring that the motor operates in a superconducting state.

[0038] Optionally, the magnetohydrodynamic propulsion unit includes a superconducting magnet coil 51, an electrode 52, and a fluid channel 53; the superconducting magnet coil 51 is electrically connected to the power converter 32, and the electrode 52 is symmetrically arranged on the inner wall of the fluid channel 53 and electrically connected to the power converter 32; the magnetohydrodynamic propulsion unit also includes a second cooling module, and the second cooling module is connected to the cooling circuit 21 for cooling the superconducting magnet coil 51.

[0039] In this embodiment, the superconducting magnet coil 51 is wound with ReBCO high-temperature superconducting material and fixed to the outside of the fluid channel 53, and connected to the DC power output of the power converter 32; the electrodes 52 are symmetrically arranged on the inner wall of the fluid channel 53 and electrically connected to the power converter 32; the second cooling module is an annular cooling cavity that wraps the superconducting magnet coil 51 and is connected to the branch pipe; the fluid channel 53 is made of stainless steel and seawater flows inside; the liquid hydrogen in the second cooling module cools the superconducting magnet coil 51, causing it to enter the superconducting state and generate a strong magnetic field; the electrodes 52 are energized to ionize the seawater and form a conductive fluid; the conductive fluid is ejected backward along the fluid channel 53 under the action of electromagnetic force, generating a reverse propulsion force.

[0040] Among them, the ReBCO superconducting material has zero resistance at a low temperature of 20K, ensuring extremely low energy consumption of the motor and magnet coil.

[0041] Optionally, a control unit is also included. The control unit is electrically connected to the liquid hydrogen storage and supply unit, the cooling unit, the energy conversion unit, the superconducting motor propulsion unit, and the magnetohydrodynamic propulsion unit, respectively, and is used to control the switching of power modes and system operation. The control unit includes a controller and a condition detection module. The controller is used to control the system to switch between superconducting motor main propulsion mode, magnetohydrodynamic main propulsion mode, dual-power cooperative mode, and emergency redundancy mode. The condition detection module includes a speed sensor, a noise sensor, and a fault diagnosis component.

[0042] In this embodiment, the control unit includes a controller and a condition monitoring module. The controller is a PLC programmable logic controller with four pre-stored condition control programs. The condition monitoring module includes a speed sensor, a noise sensor, and a fault diagnosis component, which collects navigation data and equipment status in real time. The control unit is electrically connected to each propulsion unit, valve, and sensor via cables. The controller has four pre-stored condition control logics: superconducting motor main propulsion condition (rapid maneuvering), magnetohydrodynamic main propulsion condition (quiet navigation), dual-power cooperative condition (maximum thrust), and emergency redundancy condition (single unit failure). The speed sensor collects the ship's navigation data in real time. Speed ​​and noise sensors monitor operating noise, while fault diagnosis components analyze current, voltage, and temperature data from each unit. During rapid maneuvers, the controller activates the superconducting motor as the primary propulsion mode, while the magnetohydrodynamic propulsion unit remains in standby mode. During quiet navigation, the magnetohydrodynamic propulsion mode is activated, while the superconducting motor propulsion unit remains in standby mode. When maximum thrust is required, both units operate simultaneously. If one unit fails, the controller automatically cuts off the power to the faulty unit and activates the other unit. These four operating modes cover all navigation scenarios for submarines, ensuring convenient operation. Speed ​​and noise monitoring make mode switching more intelligent, improving navigation adaptability by 80%. Emergency redundancy design significantly reduces the rate of navigation interruption.

[0043] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A dual-power propulsion system combining a liquid hydrogen high-temperature superconducting motor and magnetohydrodynamics, characterized in that, include: A liquid hydrogen storage and supply unit for storing liquid hydrogen and supplying it to the system, the liquid hydrogen storage and supply unit including a liquid hydrogen storage tank (11). A cooling unit, connected to a liquid hydrogen storage and supply unit, is used to provide cooling for the superconducting component. The cooling unit includes a cooling circuit (21) and a heat exchanger (24). The cooling circuit is used to guide the liquid hydrogen in the liquid hydrogen storage tank (11) to the superconducting component for cooling before introducing it into the heat exchanger (24) to convert it into hydrogen. The energy conversion unit is connected to the heat exchanger (24) and is used to convert the hydrogen gas discharged from the heat exchanger (24) into electrical energy. The superconducting motor propulsion unit is connected to the energy conversion unit and the cooling unit respectively, and is used to convert electrical energy into mechanical energy to generate propulsion force. The superconducting motor propulsion unit includes a high-temperature superconducting motor (41) and an impeller (42). The high-temperature superconducting motor (41) is used to drive the impeller (42) to rotate. The high-temperature superconducting motor (41) is connected to the energy conversion unit and the cooling circuit (21) respectively. The magnetohydrodynamic propulsion unit is connected to the energy conversion unit and the cooling circuit (21) respectively, and is used to drive the fluid to generate propulsion force through electromagnetic force.

2. The liquid hydrogen high-temperature superconducting motor and magnetohydrodynamic dual-power propulsion system according to claim 1, characterized in that, The liquid hydrogen storage and supply unit also includes a cryogenic flange and a stainless steel bellows; the liquid hydrogen storage tank (11) is connected to the stainless steel bellows through the cryogenic flange, and the other end of the stainless steel bellows is connected to the cooling circuit (21).

3. The liquid hydrogen high-temperature superconducting motor and magnetohydrodynamic dual-power propulsion system according to claim 2, characterized in that, The cryogenic flange has a tongue and groove structure and is fitted with a metal spiral wound gasket. An annular leak detection cavity is provided on the outside, and the annular leak detection cavity is reserved with a helium leak detection interface and connected to a micro flow sensor.

4. The dual-power propulsion system of liquid hydrogen high-temperature superconducting motor and magnetohydrodynamics according to claim 3, characterized in that, The cooling unit also includes a cryogenic flow regulating valve (22) and a cryogenic shut-off valve (23); the cooling circuit (21) includes a main cooling pipe located at the outlet of the liquid hydrogen storage tank (11) and two branch pipes connected at the ends of the main cooling pipe via a tee joint. The cryogenic flow regulating valve (22) adopts a parallel design of "one in use and one on standby" and is connected to the main cooling pipe. The two branch pipes are respectively connected to the superconducting motor propulsion unit and the magnetohydrodynamic propulsion unit. The motor propulsion unit and the magnetohydrodynamic propulsion unit are connected to the heat exchanger (24) via a return pipe, which is used to guide the cooled liquid hydrogen back to the heat exchanger (24). The main cooling pipe is connected in series with the cryogenic shut-off valve (23) to isolate the liquid hydrogen storage tank (11) and the cooling circuit (21) at any time.

5. The liquid hydrogen high-temperature superconducting motor and magnetohydrodynamic dual-power propulsion system according to claim 4, characterized in that, The cooling unit also includes a shared vacuum dewar, and the main cooling pipe, low temperature flow regulating valve (22), low temperature shut-off valve (23) and return pipe are all arranged inside the vacuum insulation layer of the shared vacuum dewar.

6. The dual-power propulsion system of liquid hydrogen high-temperature superconducting motor and magnetohydrodynamics according to claim 5, characterized in that, The energy conversion unit includes a hydrogen fuel cell (31), a power converter (32), and an inverter (33); the hydrogen fuel cell (31) is connected to the heat exchanger (24) through a hydrogen pipeline, and its output end is connected to the power converter (32); the power converter (32) outputs DC power directly on one side and converts it to AC power through the inverter (33) on the other side.

7. The liquid hydrogen high-temperature superconducting motor and magnetohydrodynamic dual-power propulsion system according to claim 6, characterized in that, The high-temperature superconducting motor (41) includes a rotor winding and a stator winding. The rotor winding is a DC winding and is electrically connected to a power converter (32). The stator winding is an AC winding and is electrically connected to an inverter (33). The impeller (42) is fixedly connected to the output end of the high-temperature superconducting motor (41) via a drive shaft. The superconducting motor propulsion unit also includes a first cooling module, which is connected to a cooling circuit (21) for cooling the rotor winding and the stator winding.

8. The dual-power propulsion system of liquid hydrogen high-temperature superconducting motor and magnetohydrodynamics according to claim 7, characterized in that, The magnetohydrodynamic propulsion unit includes a superconducting magnet coil (51), electrodes (52), and a fluid channel (53); the superconducting magnet coil (51) is electrically connected to a power converter (32), and the electrodes (52) are symmetrically arranged on the inner wall of the fluid channel (53) and electrically connected to the power converter (32); the magnetohydrodynamic propulsion unit also includes a second cooling module, and the second cooling module is connected to a cooling circuit (21) for cooling the superconducting magnet coil (51).

9. The dual-power propulsion system of liquid hydrogen high-temperature superconducting motor and magnetohydrodynamics according to claim 1, characterized in that, It also includes a control unit, which is electrically connected to the liquid hydrogen storage and supply unit, the cooling unit, the energy conversion unit, the superconducting motor propulsion unit, and the magnetohydrodynamic propulsion unit, respectively, and is used to control the switching of power modes and the operation of the system.

10. The dual-power propulsion system of liquid hydrogen high-temperature superconducting motor and magnetohydrodynamics according to claim 9, characterized in that, The control unit includes a controller and a condition detection module; the controller is used to control the system to switch between superconducting motor main propulsion mode, magnetohydrodynamic main propulsion mode, dual-power cooperative mode and emergency redundancy mode; the condition detection module includes a speed sensor, a noise sensor and a fault diagnosis component.

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