Intelligent ship integrating magneto-hydrodynamic auxiliary propulsion and kinetic energy recovery

Abstract

The application provides an intelligent ship integrating magnetic fluid auxiliary propulsion and kinetic energy recovery, and relates to the technical fields of ship design and propulsion. The intelligent ship comprises an electric propulsion unit, a ship kinetic energy recovery unit, an energy storage unit, a magnetic fluid auxiliary propulsion unit and an energy management system. The electric propulsion unit comprises a ship power station, a propulsion motor and a propeller. The ship kinetic energy recovery unit comprises a low-resistance ship line type and a hydrodynamic energy-saving device. The energy storage unit is electrically connected with the ship kinetic energy recovery unit and the ship power station. The magnetic fluid auxiliary propulsion unit is configured to be started only in the working conditions that the ship speed is lower than a set threshold, the ship enters or exits a port or silent propulsion is required, and is powered by the energy storage unit to provide a propeller-free and quiet auxiliary thrust. The intelligent energy management system is used for realizing optimal distribution and closed-loop management of the whole ship energy, high-efficiency energy saving of ocean navigation, silent and accurate control of port operation, and significant improvement of the comprehensive energy efficiency, environmental protection and maneuverability of the ship.

Description

Technical Field

[0001] This invention relates to the field of ship design and propulsion technology, and more particularly to an intelligent ship that integrates magnetohydrodynamic assisted propulsion and kinetic energy recovery. Background Technology

[0002] With increasingly stringent global requirements for energy conservation and emission reduction in the shipping industry, and rising demands from ports for more refined and quieter berthing and unberthing operations, traditional ship propulsion systems face a dual challenge. On the one hand, traditional propulsion methods, which directly drive propellers using diesel or gas turbines, generate significant noise and vibration during low-speed maneuvers in ports, and have limited control response and positioning accuracy, making them unsuitable for use in sensitive waters or situations requiring high-precision operations. On the other hand, during ocean voyages, the wake generated by the ship's propeller contains a large amount of rotational kinetic energy, which is typically dissipated in the form of eddies and other forms, failing to be effectively utilized, thus leaving room for further improvement in overall propulsion efficiency.

[0003] To improve propulsion efficiency, existing technologies employ various hydrodynamic energy-saving devices, such as installing a fairing or pre-spinning guide wheel in front of the propeller to straighten the incoming flow, and installing anti-vortex fins or rudder balls behind the propeller to recover wake energy. While these measures are effective, they are mostly independent energy-saving optimizations and have not yet been deeply integrated with the ship's condition-adaptive energy management.

[0004] Magnetohydrodynamic (MHD) propulsion, as a revolutionary propulsion concept, boasts advantages such as the absence of mechanical rotating parts, extremely quiet operation, and flexible control, making it theoretically well-suited for operating conditions with stringent requirements for noise and vibration. However, due to factors such as the low conductivity of seawater and low system efficiency, MHD is currently difficult to use as the primary propulsion device for ships across the entire speed range.

[0005] Therefore, how to design a new type of ship that can integrate existing high-efficiency propulsion and energy-saving technologies, and innovatively utilize the advantages of MHD while overcoming its shortcomings, to achieve a perfect combination of high efficiency and energy saving for long-distance navigation and quiet and precise port operations, has become an urgent problem to be solved in the field of ship technology. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention provides an intelligent ship integrating magnetohydrodynamic (MHD) assisted propulsion and kinetic energy recovery. This invention employs a system integration design comprising an electric propulsion unit, a hull kinetic energy recovery unit, an energy storage unit, a MHD assisted propulsion unit, and an intelligent energy management system. The aim is to construct a closed-loop energy management ecosystem through systematic integration, enabling the ship to achieve optimal performance under various operating conditions. The invention primarily includes a main propulsion unit consisting of a propulsion motor and propeller powered by the ship's power station; a kinetic energy recovery unit composed of a hull line optimized by CFD and integrated with hydrodynamic energy-saving devices such as a pre-rotating guide wheel and anti-vortex fins; an energy storage unit composed of a large-capacity lithium-ion battery or supercapacitor; and a MHD assisted propulsion unit composed of superconducting magnets and electrodes for low-speed port entry / exit or silent propulsion conditions. The intelligent energy management system achieves optimal energy distribution and closed-loop management of the entire ship's energy, enabling high-efficiency energy saving during ocean voyages and quiet, precise control during port operations, significantly improving the ship's overall energy efficiency, environmental friendliness, and maneuverability.

[0007] The technical means employed in this invention are as follows: A smart ship integrating magnetohydrodynamic (MHD) propulsion and kinetic energy recovery includes: The electric propulsion unit, located at the stern of the hull, serves as the ship's main propulsion device and includes a ship power station, a propulsion motor powered by the ship power station, and a propeller driven by the propulsion motor. The hull kinetic energy recovery unit, located at the stern of the hull, includes a low-resistance hull shape and hydrodynamic energy-saving devices installed in front of and behind the propeller, used to recover wake energy during ship navigation and convert it into additional thrust. The energy storage unit is electrically connected to the ship's kinetic energy recovery unit and the ship's power station, and is used to store recovered energy and surplus electrical energy. A magnetohydrodynamic (MHD) assisted propulsion unit, electrically connected to an energy storage unit, is arranged on both sides of the midship or stern of the hull. The MHD assisted propulsion unit is configured to activate only when the ship's speed is below a set threshold, when entering or leaving port, or when silent propulsion is required. It is powered by the energy storage unit to provide propeller-free, quiet auxiliary thrust.

[0008] Furthermore, the propeller adopts a large diameter and low speed design, with a diameter ≥ 6m and a design speed ≤ 100rpm; the propulsion motor adopts a low-speed, high-torque permanent magnet synchronous motor; and the ship power station consists of multiple diesel generator sets and / or fuel cells to provide power for the entire ship.

[0009] Furthermore, the low-resistance hull shape is optimized through computational fluid dynamics and includes one or more combinations of a bulbous bow, a bulbous stern, and twin tail fins, with the bulbous bow located at the bow of the hull and the bulbous stern and twin tail fins located at the stern of the hull. It also includes an air lubrication system for reducing frictional resistance, the air lubrication system being arranged at the bottom of the ship.

[0010] Furthermore, the hydrodynamic energy-saving device installed in front of the propeller is a front pre-rotating guide wheel or a wake compensation duct, which is installed 0.3 to 0.5 times the propeller diameter in front of the propeller; The hydrodynamic energy-saving device installed behind the propeller is a combination of anti-vortex fins, torsion rudders and rudder balls, or a Promas integrated system.

[0011] Furthermore, the anti-vortex fin is installed on the propeller cap, with the same number of blades as the propeller. By setting a specific angle, it converts the rotational kinetic energy of the propeller hub vortex into additional thrust, achieving an energy saving effect of 1% to 3%. The twisted rudder in the twisted rudder and rudder ball adopts an asymmetric airfoil section, which, together with the rudder ball, further recovers wake energy.

[0012] Furthermore, the magnetohydrodynamic (MHD) assisted propulsion unit adopts a distributed arrangement, with 2 to 4 independent MHD propulsion units symmetrically arranged on both sides of the hull bottom. Each MHD propulsion unit can independently control the magnitude and direction of thrust, enabling the ship to turn in place and move laterally.

[0013] Furthermore, the MHD propulsion unit includes an internally configured propulsion channel, a superconducting magnet, and electrodes. The superconducting magnet is made of yttrium barium copper oxide high-temperature superconducting material and is installed outside or inside the propulsion channel to generate a strong magnetic field of ≥5T within the propulsion channel. The electrodes are embedded in the inner wall of the propulsion channel to establish an electric field perpendicular to the magnetic field in seawater, thereby generating a Lorentz force to propel the seawater and achieve propulsion.

[0014] Furthermore, the energy storage unit is a lithium-ion battery pack and / or a supercapacitor.

[0015] Furthermore, it also includes an energy management system, which dynamically controls the energy flow of the electric propulsion unit, the hull kinetic energy recovery unit, and the start-up, shutdown, and power output of the magnetohydrodynamic assisted propulsion unit based on real-time navigation conditions, the status of the energy storage unit, and preset strategies. The energy management system includes a condition identification unit, an energy scheduling unit, and a propulsion coordination unit. The condition identification unit is electrically connected to the energy scheduling unit, the energy scheduling unit is electrically connected to the propulsion coordination unit, and the propulsion coordination unit is electrically connected to the electric propulsion unit and the magnetohydrodynamic (MHD) assisted propulsion unit. The condition identification unit determines the current navigation status based on the ship's speed, sea state, and maneuvering commands. The energy scheduling unit optimizes the energy allocation strategy according to the energy storage status and operating condition requirements. The propulsion coordination unit realizes smooth switching and coordinated control between electric propulsion and MHD propulsion.

[0016] Furthermore, the energy management system is equipped with multiple operating modes: in ocean cruising mode, the all-electric propulsion system operates, and the combined energy-saving device recovers kinetic energy and stores it in the battery pack; in port entry and exit mode, the magnetohydrodynamic assisted propulsion unit is activated, and the stored energy is used to achieve low-noise and precise control; in emergency collision avoidance mode, the dual propulsion systems work simultaneously to provide maximum thrust and control torque.

[0017] Compared with the prior art, the present invention has the following advantages: 1. Adaptive to operating conditions and comprehensive performance improvement: This invention creatively combines high-efficiency electric propulsion, kinetic energy recovery and magnetohydrodynamic quiet assisted propulsion, enabling ships to achieve ultimate energy efficiency when sailing on the high seas and ultimate quietness and precise control when operating in ports, perfectly adapting to the differentiated needs of modern shipping for different scenarios.

[0018] 2. Closed-loop energy efficiency, green energy saving: By optimizing the hull and combining energy-saving devices through CFD, previously wasted wake energy is systematically recovered and utilized, with significant energy-saving effects measured in actual tests. Combined with intelligent energy management, a closed-loop energy efficiency system of "generation-recovery-storage-reuse" is formed, greatly improving the overall energy utilization rate of the ship and conforming to the development trend of green ships.

[0019] 3. Leveraging Strengths and Avoiding Weaknesses: Innovative Applications of MHD: Breaking away from the traditional mindset of using MHD as the main driving force, this approach limits its use to low-speed, quiet operating conditions best suited to its technical characteristics, and is driven by recovered and stored energy. This solves the noise problem in ships and ports while avoiding the efficiency shortcomings of MHD, providing a feasible engineering path for the practical application of MHD technology.

[0020] 4. Enhanced Maneuverability and Improved Reliability: MHD-assisted propulsion provides rapid and flexible vector thrust, working in conjunction with the rudder and side thrusters to greatly enhance the vessel's maneuverability and safety during berthing, unberthing, and navigation in narrow waterways. Simultaneously, the system possesses redundant propulsion capabilities, further improving the vessel's operational reliability.

[0021] Based on the above reasons, this invention can be widely applied in container ships, cruise ships, research vessels, special operation vessels, and various types of ships with high port environmental protection requirements. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1This is a schematic diagram of the overall system structure and energy flow of the intelligent ship described in this invention.

[0024] Figure 2 This is a schematic diagram of the stern structure of the intelligent ship described in this invention, showing the layout of the energy-saving device and the propeller.

[0025] Figure 3 This is a schematic diagram of one arrangement of the magnetohydrodynamic (MHD) propulsion unit in this invention.

[0026] Figure 4 This is a flowchart illustrating the energy management and propulsion mode switching logic of the present invention under different operating conditions.

[0027] In the diagram: 1. Hull; 2. Bulbous bow; 3. Bulbous stern and twin tail fins; 4. Propeller; 5. Forward pre-rotating guide wheel; 6. Anti-vortex fin; 7. Twisted rudder and rudder ball; 8. Propulsion channel; 9. Superconducting magnet; 10. Electrode; 11. Energy storage unit; 12. Propulsion motor; 13. Ship power station; 14. Energy management system. Detailed Implementation

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

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0031] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0032] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0033] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0034] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0035] like Figure 1As shown, this invention provides an intelligent ship integrating magnetohydrodynamic (MHD) assisted propulsion and kinetic energy recovery. It is an intelligent ship that combines high-efficiency electric propulsion, hull styling and hydrodynamic energy-saving devices for kinetic energy recovery, and MHD assisted propulsion. It includes an electric propulsion unit, a hull kinetic energy recovery unit, an energy storage unit (battery / supercapacitor) 11, a MHD assisted propulsion unit, and an energy management system (EMS) 14, all mounted on the hull 1. The core of this invention lies in the organic integration and intelligent control of each subsystem through the energy management system 14, with the four units working collaboratively. The energy management system 14 dynamically controls the energy flow direction of the electric propulsion unit and the hull kinetic energy recovery unit, as well as the start / stop and power output of the MHD assisted propulsion unit, based on real-time navigation conditions, the status of the energy storage unit 11, and preset strategies.

[0036] The electric propulsion unit, as the main propulsion device of the ship, adopts a mature all-electric propulsion architecture for ships. It includes a ship power station (generator set) 13, a propulsion motor 12 powered by the ship power station 13, and a high-efficiency propeller 4 driven by the propulsion motor 12. The ship power station 13 provides electrical energy to drive the high-power propulsion motor 12, which in turn drives an optimized high-efficiency propeller 4. The ship power station 13 typically consists of multiple diesel generator sets and / or fuel cells, providing electricity for the entire ship. The propulsion motor 12 is a low-speed, high-torque permanent magnet synchronous motor with a power density ≥5kW / kg and an efficiency ≥96%, directly driving the propeller 4. The propeller 4 is designed to adapt to the wake based on the optimized stern flow field and adopts a large-diameter, low-speed design to achieve higher propulsion efficiency under a given thrust. It has a diameter ≥6m, a design speed ≤100rpm, and a blade tip linear velocity controlled below 30m / s, maintaining high efficiency at service speeds.

[0037] The hull kinetic energy recovery unit is key to improving energy efficiency in ocean voyages. This unit consists of two aspects: first, the hull hull lines are thoroughly optimized through advanced computational fluid dynamics (CFD) technology; second, a set of combined hydrodynamic energy-saving devices (installed in front of and behind propeller 4) that have been verified on actual ships are installed in the inlet and wake regions of propeller 4 to recover wake energy and convert it into additional thrust during the ship's voyage.

[0038] The hull 1's profile has been optimized using CFD design, including one or more combinations of bulbous bow 2, bulbous stern, and twin tail fins 3, and further incorporates an air lubrication system to reduce frictional drag. For example... Figure 1 and Figure 2As shown, the bow of hull 1 is equipped with a bulbous bow 2 for reducing wave-making drag (with a significant drag reduction effect), and the stern adopts a twin tail fin configuration 3, which not only provides a good propeller wake field but also enhances the structure. An air lubrication system can be further integrated into the hull bottom, releasing microbubbles through nozzles to form an air film to reduce frictional drag (forming a microbubble layer on the hull bottom to reduce frictional drag). Based on real-ship application data (such as Silverstream air lubrication systems, which have been verified to achieve 5%~10% net energy savings in tankers, bulk carriers, and container ships), and numerical simulation evaluation based on the characteristics of this ship type, the system is expected to achieve a drag reduction effect of 5%~8%. The hull lines were optimized using a RANS solver combined with a multi-objective optimization algorithm, focusing on optimizing the bulbous bow shape, stern shape, and twin tail fin parameters. After optimization, the overall drag coefficient was reduced by 3%–5%, a reduction verified by calculations using the same numerical method, and consistent with the overall drag reduction (2%–5%) achieved by similar optimization strategies for similar ship types (such as KCS container ships and bulk carriers). These results are derived from RANS calculations and are compared with publicly published similar optimization cases (such as a 4% drag reduction in bulbous bow optimization for container ships).

[0039] Key components of the hull kinetic energy recovery unit are integrated at the stern. The hydrodynamic energy-saving device installed in front of propeller 4 is a forward pre-swivel guide vane (PSV) 5 or a wake compensation duct (WID), installed 0.3 to 0.5 times the propeller diameter in front of the propeller to improve the uniformity of the incoming flow and reduce energy loss. The hydrodynamic energy-saving device installed behind propeller 4 is a combination of a vortex-reducing fin (HVAF) 6, a twisted rudder, and a rudder ball 7. The design of the twisted rudder and rudder ball 7 can refer to the design concept of the Promas (propulsion and control integration) system, that is, optimizing the propeller and rudder as an integrated system. In this embodiment, refer to... Figure 2A pre-swirl guide wheel 5 is installed in front of the propeller 4 at a distance of 0.3 to 0.5 times the diameter of the propeller 4. It pre-swirls and adjusts the water flow into the propeller 4, improving the inlet angle. Based on the actual ship application data and numerical simulation results of similar pre-swirl guide wheels on bulk carriers and container ships (reported comprehensive energy saving range of 3% to 8%), combined with the CFD calculation evaluation of the flow field characteristics at the stern of this ship, the energy saving effect of this device alone is expected to reach 2% to 7%. Behind propeller 4, vortex-suppressing fin 6 is installed behind the hub of propeller 4 (on the propeller cap of propeller 4). It has the same number of blades as propeller 4 and is used to eliminate hub vortices. By setting a specific angle, it converts the rotational kinetic energy of the hub vortex of propeller 4 into additional thrust. According to the actual ship verification reports of vortex-suppressing fins on multiple ship types (recorded energy saving of 1.5%~3.5% on a certain type of oil tanker), and combined with the propeller load and hub vortex intensity analysis of this ship, the energy saving effect of vortex-suppressing fins alone is expected to be 1%~3%. Twisted rudder and rudder ball 7 are integrated rudder blades. The twisted rudder in twisted rudder and rudder ball 7 adopts an asymmetric airfoil section, which, together with the rudder ball, further recovers wake energy. That is, the rudder ball at its leading edge can fill the low-pressure area behind the propeller hub. The twisted rudder blade profile can provide rudder efficiency and further recover the rotational energy in the wake. This combination converts dissipated energy into additional thrust, achieving "kinetic energy recovery" (that is, converting the rotational kinetic energy that would otherwise be dissipated in the propeller wake into additional thrust beneficial to the ship's forward movement, thus substantially realizing "kinetic energy recovery"). According to actual ship data, this type of combined energy-saving device can achieve an overall energy saving effect of 5.3% to 8.6%.

[0040] The energy storage unit 11 is electrically connected to the hull kinetic energy recovery unit and the ship's power station 13, and is used to store recovered energy and surplus electrical energy. The energy storage unit 11 is a lithium-ion battery pack and / or a supercapacitor (such as a large-capacity lithium-ion battery pack and / or a high-power supercapacitor), serving as a "reservoir" and "buffer" for the ship's energy. In this embodiment, the energy storage unit 11 uses a containerized or distributed lithium-ion battery system with a single cell energy density ≥300Wh / kg and a total system capacity ≥5MWh. The energy storage unit 11 is connected to the ship's DC bus, receiving surplus electrical energy from the ship's power station 13 and energy from regenerative braking (the energy storage unit 11 receives surplus electrical energy that may be generated by the hull kinetic energy recovery unit and the ship's power station 13, and also supplies power to high-energy-consuming equipment under specific operating conditions). More importantly, it is a dedicated power source for the magnetohydrodynamic (MHD) assisted propulsion unit, equipped with a complete battery management system and liquid-cooled thermal management system to ensure safe and long-life operation.

[0041] like Figure 3As shown, the magnetohydrodynamic (MHD) assisted propulsion unit is electrically connected to the energy storage unit 11 and is configured to activate only when the ship's speed is below a set threshold, when entering or leaving port, or when silent propulsion is required. Powered by the energy storage unit 11, it provides propeller-free, quiet auxiliary thrust. The MHD assisted propulsion unit is integrated into both sides of the midships or stern of the hull 1, employing a distributed arrangement. Two to four independent MHD propulsion units are symmetrically arranged on both sides of the hull bottom. Each MHD propulsion unit can independently control the magnitude and direction of thrust, and its specific number can be flexibly configured according to the ship's tonnage, required thrust, and available space. The core structure of the MHD propulsion unit includes an internally installed superconducting magnet 9, electrodes 10, and a propulsion channel 8. The core is the propulsion channel 8, whose inner wall is embedded with electrodes 10. The electrodes 10 are made of corrosion-resistant titanium alloy and are used to establish an electric field perpendicular to the magnetic field in seawater, thereby generating a Lorentz force to propel the seawater and achieve propulsion. A superconducting magnet 9 is installed outside or inside the propulsion channel 8. The superconducting magnet 9 uses yttrium barium copper oxide (YBCO) high-temperature superconducting material, with an operating temperature of 77K, and is used to generate a strong magnetic field of ≥5T perpendicular to the channel axis within the propulsion channel 8. When the ship enters a working condition requiring silent auxiliary propulsion, the energy management system 14 instructs the energy storage unit 11 to supply power to the electrode 10, establishing an electric field in the seawater within the propulsion channel 8. The energized seawater experiences a Lorentz force F=J×B in the magnetic field and is ejected backward at high speed (accelerated backward ejection), generating quiet, vibration-free thrust. Each MHD propulsion unit can independently control the magnitude and direction of the thrust, achieving on-the-spot turning and lateral movement of the ship through differential thrust, with a maneuvering response time ≤0.5 seconds and a positioning accuracy of ±0.1 meters. This invention does not use MHD as the main propulsion, but rather precisely positions its role as "auxiliary and supplementary." Through control system settings, the MHD unit is only activated when the ship's speed is low, entering or leaving port, performing dynamic positioning, or other working conditions requiring extremely high quietness and precise control. In this mode, it is powered by the energy storage unit 11, thus fully leveraging its unique advantages of being free of mechanical noise and vibration, having a rapid thrust response, and being easy to vector control. At the same time, this strategy cleverly avoids the bottleneck of relatively low propulsion efficiency of MHD under high-speed conditions.

[0042] The core of the intelligent control system in this invention is the energy management system 14. This system acts as the "brain," using multi-source information such as GPS speed, port electronic fence information, noise monitoring, and the state of charge (SOC) of the energy storage system to determine the ship's operating condition in real time. Based on preset optimization strategies, it dynamically decides on the power of the main electric propulsion, the operating status of energy-saving devices, the charging and discharging of the energy storage system, and the start / stop and power of the MHD auxiliary propulsion, achieving optimal energy allocation and closed-loop management for the entire ship. The energy management system 14 includes an operating condition identification unit, an energy scheduling unit, and a propulsion coordination unit. The operating condition identification unit is electrically connected to the energy scheduling unit, the energy scheduling unit is electrically connected to the propulsion coordination unit, and the propulsion coordination unit is electrically connected to the electric propulsion unit and the magnetohydrodynamic (MHD) auxiliary propulsion unit. Its working logic can be... Figure 4 The flowchart is explained. The system continuously monitors parameters such as ship speed, position, noise level, and state of charge (SOC) of energy storage unit 11. The operating condition identification unit determines the current navigation status based on ship speed, sea state, and maneuvering commands, with an accuracy rate of ≥95%. The energy scheduling unit optimizes the energy allocation strategy according to the energy storage status and operating condition requirements. The propulsion coordination unit realizes smooth switching and coordinated control between electric propulsion and magnetohydrodynamic propulsion. By optimizing the switching timing and coordinating controller parameters, it can ensure that the thrust fluctuation during the switching process is less than 5%, thereby ensuring the continuity of ship power output. The energy management system 14 sets multiple operating modes: in ocean cruising mode, the all-electric propulsion system works, and the combined energy-saving device recovers kinetic energy and stores it in the battery pack; in port entry and exit mode, the magnetohydrodynamic auxiliary propulsion unit is activated, using the stored energy to achieve low-noise and precise maneuvering; in emergency collision avoidance mode, the dual propulsion systems work simultaneously to provide maximum thrust and maneuvering torque.

[0043] Specifically, when the ship is in ocean cruising mode (speed > set threshold V1, such as 10 knots), the system enters "high-efficiency cruising mode". In this mode: the main electric propulsion unit operates at full power or on-demand power; the hull kinetic energy recovery unit continues to work to maximize energy recovery and improve propulsion efficiency; the magnetohydrodynamic auxiliary propulsion unit is turned off; and the energy storage unit 11 can be slowly charged as needed to store surplus energy from the power station. By optimizing the energy flow path and the efficiency of each energy conversion stage, the overall propulsion efficiency of the system is expected to reach over 55%.

[0044] When the ship's speed decreases, enters port waters, or requires precise maneuvering (speed < set threshold V2, such as 5 knots), the system switches to "quiet berth mode." In this mode: the power of the main electric propulsion unit is significantly reduced, maintaining only the minimum maneuverability requirements or shutting down; the magnetohydrodynamic (MHD) auxiliary propulsion unit is activated, powered by the energy storage unit 11, providing the main silent propulsion force and flexible vector thrust, achieving high-precision berthing, unberthing, or dynamic positioning; underwater radiated noise is reduced by more than 15 dB; and the energy storage unit 11 is the main energy-consuming unit.

[0045] During mode switching or in emergency situations, the system can enter "joint propulsion mode," where electric propulsion and magnetohydrodynamic propulsion work simultaneously to provide maximum thrust or redundancy. This mode can effectively improve the ship's steering response speed, which is expected to be more than 40% faster than a single propulsion method, providing faster maneuvering response for emergency collision avoidance and other operations.

[0046] Through the above-mentioned systematic design and intelligent management, the ship of this invention has achieved full-process optimization from energy harvesting, recovery, storage to on-demand allocation and efficient utilization, comprehensively improving the ship's economy, environmental protection and maneuverability.

[0047] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A smart ship integrating magnetohydrodynamic (MHD) assisted propulsion and kinetic energy recovery, characterized in that, include: The electric propulsion unit is located at the stern of the hull (1) and serves as the main propulsion device of the ship. It includes a ship power station (13), a propulsion motor (12) powered by the ship power station (13), and a propeller (4) driven by the propulsion motor (12). The hull kinetic energy recovery unit is located at the stern of the hull (1), including a low-resistance hull (1) profile and hydrodynamic energy-saving devices installed in front of and behind the propeller (4), for recovering wake energy and converting it into additional thrust during the ship's navigation. The energy storage unit (11) is electrically connected to the hull kinetic energy recovery unit and the ship power station (13) for storing the recovered energy and surplus electrical energy; The magnetohydrodynamic (MHD) assisted propulsion unit, electrically connected to the energy storage unit (11), is arranged on both sides of the midship or stern of the hull (1); the MHD assisted propulsion unit is configured to be activated only when the ship's speed is below a set threshold, when entering or leaving port, or when silent propulsion is required, and is powered by the energy storage unit (11) to provide propeller-free, quiet auxiliary thrust.

2. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 1, characterized in that, The propeller (4) adopts a large diameter and low speed design, with a diameter ≥6m and a design speed ≤100rpm; the propulsion motor (12) adopts a low speed and high torque permanent magnet synchronous motor; the ship power station (13) consists of multiple diesel generator sets and / or fuel cells to provide power for the entire ship.

3. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 1, characterized in that, The low-resistance hull (1) shape is optimized by computational fluid dynamics and includes one or more combinations of bulbous bow (2), bulbous stern and twin tail fins (3), wherein the bulbous bow (2) is located at the bow of the hull (1) and the bulbous stern and twin tail fins (3) are located at the stern of the hull (1). It also includes an air lubrication system for reducing frictional resistance, the air lubrication system being arranged at the bottom of the ship.

4. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 1, characterized in that, The hydrodynamic energy-saving device installed in front of the propeller (4) is a front pre-rotating guide wheel (5) or a wake compensation duct. The hydrodynamic energy-saving device is installed 0.3 to 0.5 times the diameter of the propeller in front of the propeller. The hydrodynamic energy-saving device installed behind the propeller (4) is a combination of anti-vortex fin (6), twist rudder and rudder ball (7), or Promas integrated system.

5. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 4, characterized in that, The anti-vortex fin (6) is installed on the propeller cap of the propeller (4) and has the same number of blades as the propeller (4). By setting a specific angle, the rotational kinetic energy of the hub vortex of the propeller (4) is converted into additional thrust, and the energy saving effect is 1%~3%. The twist rudder in the twist rudder and rudder ball (7) adopts an asymmetric airfoil section and works with the rudder ball to further recover wake energy.

6. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 1, characterized in that, The magnetohydrodynamic (MHD) assisted propulsion unit adopts a distributed arrangement, with 2 to 4 independent MHD propulsion units symmetrically arranged on both sides of the hull bottom. Each MHD propulsion unit can independently control the magnitude and direction of thrust, enabling the ship to turn in place and move laterally.

7. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 6, characterized in that, The MHD propulsion unit includes an internally configured propulsion channel (8), a superconducting magnet (9), and an electrode (10). The superconducting magnet (9) is made of yttrium barium copper oxide high-temperature superconducting material and is installed outside or inside the propulsion channel (8) to generate a strong magnetic field of ≥5T inside the propulsion channel (8). The electrode (10) is embedded in the inner wall of the propulsion channel (8) to establish an electric field perpendicular to the magnetic field in the seawater, thereby generating a Lorentz force to propel the seawater to achieve propulsion.

8. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 1, characterized in that, The energy storage unit (11) is a lithium-ion battery pack and / or a supercapacitor.

9. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 1, characterized in that, It also includes an energy management system (14) for dynamically controlling the energy flow direction of the electric propulsion unit, the hull kinetic energy recovery unit, and the start-up, shutdown and power output of the magnetohydrodynamic auxiliary propulsion unit based on real-time navigation conditions, the status of the energy storage unit (11) and preset strategies. The energy management system (14) includes a working condition identification unit, an energy scheduling unit, and a propulsion coordination unit. The working condition identification unit is electrically connected to the energy scheduling unit, the energy scheduling unit is electrically connected to the propulsion coordination unit, and the propulsion coordination unit is electrically connected to the electric propulsion unit and the magnetohydrodynamic (MHD) assisted propulsion unit. The working condition identification unit determines the current navigation status based on the ship's speed, sea state, and maneuvering commands. The energy scheduling unit optimizes the energy allocation strategy according to the energy storage status and working condition requirements. The propulsion coordination unit realizes the smooth switching and coordinated control of electric propulsion and MHD propulsion.

10. The intelligent ship integrating magnetohydrodynamic assisted propulsion and kinetic energy recovery according to claim 9, characterized in that, The energy management system (14) is set to multiple operating modes: in ocean cruise mode, the all-electric propulsion system works, and the combined energy-saving device recovers kinetic energy and stores it in the battery pack; in port entry and exit mode, the magnetohydrodynamic auxiliary propulsion unit is started, and the stored energy is used to achieve low-noise fine control; in emergency collision avoidance mode, the dual propulsion systems work simultaneously to provide maximum thrust and control torque.

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