Ship fluid circulation and jet propulsion integrated system and ship

Abstract

This invention discloses an integrated system for ship fluid circulation and jet propulsion, and a ship thereof, relating to the field of aquaculture technology. The integrated system includes a fluid circulation chamber and circulation pipelines. The jet propulsion pipelines are fluidly connected to the circulation pipelines and use the discharged fluid as the jet working medium. A multi-degree-of-freedom jet actuator is located at the outlet end of the jet propulsion pipeline and includes independently controlled flow regulation and direction deflection components. The flow regulation component is located inside the jet channel to regulate the on / off state and flow rate of the working medium, while the direction deflection component is located outside the outlet end to adjust the jet direction and shape. This invention achieves the physical integration of drainage kinetic energy recovery, auxiliary propulsion, and attitude positioning functions, reducing energy consumption and improving operational flexibility.

Description

Technical Field

[0001] This invention relates to the field of aquaculture technology, and in particular to an integrated system for ship fluid circulation and jet propulsion, and a ship thereof. Background Technology

[0002] In existing ship design and operation, ships are typically equipped with independent fluid circulation systems and auxiliary propulsion systems. The fluid circulation system is used for the renewal and treatment of fluids within the ship's compartments, and its discharge port usually discharges fluids directly into external waters, wasting the kinetic energy carried during the discharge process. Meanwhile, to meet the needs of low-speed cruising, attitude adjustment, or fixed-point anchoring, additional thrusters or auxiliary propulsion devices are often required. This not only increases the ship's construction cost and space occupation but also leads to additional energy consumption. Furthermore, when operating in environmentally sensitive or biodiverse waters, traditional mechanical rotary propulsion devices may cause physical damage to surrounding aquatic organisms, and independent power systems are difficult to optimize in coordination with the fluid circulation system, resulting in low overall energy efficiency and limited functionality. Summary of the Invention

[0003] The main objective of this invention is to propose an integrated system and vessel for ship fluid circulation and jet propulsion, which aims to achieve efficient recovery of drainage kinetic energy and physical integration and multi-dimensional flexible adjustment of auxiliary propulsion, attitude positioning functions.

[0004] To achieve the above objectives, the present invention proposes a ship fluid circulation and jet propulsion integrated system, comprising a fluid circulation chamber and a circulation pipeline, wherein the circulation pipeline is used to discharge fluid from the fluid circulation chamber, and is characterized in that it further comprises a jet propulsion pipeline and a multi-degree-of-freedom jet actuator; The jet propulsion pipeline is in fluid communication with the circulation pipeline so as to use the fluid discharged from the circulation pipeline as the jet working medium. The multi-degree-of-freedom jet actuator is located at the outlet end of the jet propulsion pipeline, the jet propulsion pipeline has a jet flow channel, and the multi-degree-of-freedom jet actuator includes a flow regulation component and a direction deflection component that are independently controlled. The flow regulation component is disposed inside the jet channel to regulate the on / off state and flow rate of the jet working fluid; The direction deflection component is located outside the outlet end of the jet channel to adjust the jet direction and jet shape, thereby assisting in ship propulsion and attitude positioning.

[0005] Preferably, the drain outlet of the circulation pipeline is directly fluidly connected to the jet propulsion pipeline, and the circulation pipeline directly serves as the water supply pipe for the jet propulsion pipeline to recover the kinetic energy of the drainage.

[0006] Preferably, the flow regulation component and the direction deflection component are mechanically independent of each other; The flow rate regulating component is used to change the cross-sectional area of ​​the flow channel within the jet channel to regulate the flow rate. The direction deflection component is used to change the fluid outflow angle outside the jet channel to adjust the jet direction.

[0007] Preferably, the jet propulsion pipeline includes a pipe body and a nozzle; The flow regulation component includes a movable valve core disposed within the pipe body, the movable valve core being able to close or open the central flow channel by moving; The directional deflection assembly includes an adjustable guide vane disposed outside the nozzle, the adjustable guide vane being used to guide fluid deflection by deflection.

[0008] Preferably, the adjustable guide vane includes multiple sets of guide vanes, which are arranged in a fan shape and have the ability to adjust the tilt angle. By changing the deployment angle and coverage area of ​​the guide vane, the jet shape at the outlet end can be altered to achieve directional deflection or diffusion.

[0009] Preferably, the outlet end of the multi-degree-of-freedom jet actuator is designed incorporating the Venturi effect and includes a gas intake channel; The gas intake channel is used to draw in external gas and mix it with the jet working medium during the drainage jet process.

[0010] Preferably, a protective net or diffuser is installed at the outlet end of the multi-degree-of-freedom jet actuator; An isolation structure is provided between the jet propulsion pipeline and the fluid circulation chamber to prevent cross-contamination of impurities.

[0011] Preferably, it includes multiple sets of parallel jet execution units, each set of jet execution units containing the multi-degree-of-freedom jet execution mechanism; Multiple sets of the jet actuators are distributed at the stern and / or sides of the ship to assist in the ship's attitude positioning by adjusting the opening, closing and orientation of the jet actuators at different positions.

[0012] Preferably, a guide vane hull chamber is provided on the side of the ship, and the guide vane hull chamber cooperates with the jet execution unit provided on the side of the ship to guide the water flow by utilizing the hydrodynamic characteristics of the ship during navigation.

[0013] Furthermore, the present invention also provides a ship, including a hull and a main propulsion system, characterized in that it further includes a ship fluid circulation and jet propulsion integrated system as described in any one of claims 1 to 9, wherein the ship fluid circulation and jet propulsion integrated system serves as an auxiliary propulsion and attitude positioning device.

[0014] The technical solution provided by this invention directly uses the fluid circulation drainage pipeline as the jet propulsion working fluid source, and configures a multi-degree-of-freedom jet actuator with both flow regulation and direction deflection functions at the outlet, thus realizing the physical integration of drainage kinetic energy recovery and auxiliary propulsion and attitude positioning functions. Its core principle lies in using system-level fluid connectivity to replace independent power supply, and using mechanically decoupled two-dimensional regulation to replace single functional output. The resulting benefits include: firstly, significantly reducing the additional energy consumption of ship auxiliary operations, converting previously wasted drainage kinetic energy into effective propulsion or positioning work; secondly, greatly simplifying the ship's onboard system architecture, reducing the number of equipment and space occupation, and improving system integration and reliability; and thirdly, through flexible control of the jet shape and direction, balancing multiple requirements such as propulsion efficiency, water mixing and oxygenation, and biosafety protection, improving the ship's overall performance and environmental friendliness in complex operating environments. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the overall layout of the ship fluid circulation and jet propulsion integrated system according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the integrated structure of the side jet execution unit and the hull according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the multi-state cross-sectional structure of the multi-degree-of-freedom jet actuator according to an embodiment of the present invention.

[0017] Explanation of icon numbers: 100. Fluid circulation chamber; 200. Circulation pipeline; 300. Jet propulsion pipeline; 310. Pipe body; 320. Nozzle; 400. Multi-degree-of-freedom jet actuator; 410. Flow regulation assembly; 411. Movable valve core; 420. Direction deflection assembly; 421. Adjustable guide vane; 430. Gas intake channel; 600. Isolation structure.

[0018] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0019] 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 a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0020] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0021] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0022] This invention provides an integrated system for ship fluid circulation and jet propulsion, and a ship thereof. Figures 1 to 3 An embodiment of the integrated system for ship fluid circulation and jet propulsion and the ship provided by the present invention.

[0023] like Figure 1 As shown, this embodiment provides an integrated system for ship fluid circulation and jet propulsion. This integrated system includes a fluid circulation chamber 100 and a circulation pipeline 200, with the circulation pipeline 200 used to discharge fluid from the fluid circulation chamber 100. Specifically, in this embodiment, the fluid circulation chamber 100 refers to any compartment on a ship that requires fluid exchange, treatment, or discharge, such as the aquaculture tank of a deep-sea aquaculture vessel, the water storage tank of a fireboat, the mud tank of a dredging vessel, or the industrial cooling water circulation tank. This invention does not limit the specific application of the fluid circulation chamber 100, as long as it has the requirement for continuous or intermittent high-flow-rate fluid discharge. The circulation pipeline 200, as the main channel for fluid discharge, typically has its diameter and pumping capacity determined based on the volume and water exchange rate requirements of the fluid circulation chamber 100, providing a natural high-flow-rate working fluid source for subsequent jet propulsion.

[0024] The ship's fluid circulation and jet propulsion integrated system also includes a jet propulsion pipeline 300 and a multi-degree-of-freedom jet actuator 400. The jet propulsion pipeline 300 is fluidly connected to the circulation pipeline 200, using the fluid discharged from the circulation pipeline 200 as the jet working medium. In a preferred embodiment, the outlet of the circulation pipeline 200 is directly fluidly connected to the jet propulsion pipeline 300, with the circulation pipeline 200 directly serving as the water supply pipe for the jet propulsion pipeline 300 to recover the kinetic energy of the drainage. "Direct fluid connection" here refers to a rigid pipe connection or flanged connection between the two, without intermediate buffer containers for storing fluid, directional valve groups for changing flow direction, or pressure-regulating valves or other throttling elements. This physical direct connection design allows the fluid in the fluid circulation chamber 100 to enter the jet propulsion pipeline 300 without loss under pumping pressure, completely converting the drainage kinetic energy, originally used only to overcome pipeline resistance and be discharged into the sea, into the effective work of jet propulsion. Compared to the traditional approach of first draining water and then using an independent pump to draw water for propulsion, this embodiment eliminates the energy consumption and equipment redundancy of secondary pumping, significantly improving the overall energy efficiency ratio of the system.

[0025] A multi-degree-of-freedom jet actuator 400 is disposed at the outlet end of a jet propulsion pipe 300, which has a jet flow channel. The multi-degree-of-freedom jet actuator 400 includes a flow regulation component 410 and a direction deflection component 420, which are independently controlled. The flow regulation component 410 is disposed inside the jet flow channel to regulate the on / off state and flow rate of the jet working fluid; the direction deflection component 420 is disposed outside the outlet end of the jet flow channel to regulate the jet direction and jet shape, thereby assisting in ship propulsion and attitude positioning. It should be noted that the ship fluid circulation and jet propulsion integrated system described in this embodiment is functionally positioned as an auxiliary propulsion and attitude positioning device. It is not intended to replace the ship's main propulsion system (such as a main engine-driven propeller or main waterjet propulsion unit), but rather utilizes the exhaust energy inevitably generated during fluid circulation to provide additional vector thrust support in conditions such as low-speed cruising, fixed-point anchoring, berthing and unberthing, or precision operations. By decoupling flow regulation and directional deflection in both mechanical structure and control logic, the system can flexibly convert discharged fluid into thrust vectors of varying magnitudes and directions while maintaining normal water exchange or discharge operations in the fluid circulation chamber. This allows for multi-degree-of-freedom maneuver control of the ship without requiring an additional power source. It should be understood that although... Figure 1 The illustration shows a layout in which the jet propulsion line 300 extends from the bottom of the fluid circulation chamber 100. However, in other embodiments, the jet propulsion line 300 may also extend from the side wall or top of the fluid circulation chamber 100, or serve multiple fluid circulation chambers 100 simultaneously via branch lines, as long as the basic function of using the discharged fluid as the jet working medium is met.

[0026] like Figure 3 As shown, the flow regulation component 410 and the direction deflection component 420 are mechanically independent. This independence means that the flow regulation component 410 and the direction deflection component 420 occupy different physical spaces and each has its own independent drive source and transmission chain. There is no mechanical linkage between them or shared moving parts. The flow regulation component 410 is completely located inside the jet channel and adjusts the flow rate only by changing the cross-sectional area of ​​the channel. Its range of motion is limited to the inner cavity of the tube body 310. On the other hand, the direction deflection component 420 is completely located outside the outlet end of the jet channel and adjusts the jet direction only by changing the fluid outflow angle. Its movement occurs in the free water space outside the nozzle 320. Compared with the ball joint or universal joint type linkage nozzles commonly used in the prior art, the internal and external separation decoupling design adopted in this embodiment has significant technical advantages. On the one hand, the built-in throttling function avoids the external guide mechanism from being subjected to high-pressure erosion and cavitation damage, which greatly improves the sealing reliability and service life of key moving parts. On the other hand, the adjustment of flow rate and direction do not interfere with each other, so that when the system needs to maintain a constant drainage volume but change the thrust vector (such as fixed-point rotation positioning), it does not need to perform complex nonlinear compensation calculations like the linkage nozzle, which ensures the linearity and accuracy of the control response. At the same time, it also provides an independent hardware foundation for the subsequent realization of multiple functions such as oxygenation and mixing.

[0027] Furthermore, the jet propulsion pipeline 300 includes a pipe body 310 and a nozzle 320. The flow regulation assembly 410 includes a movable valve core 411 disposed within the pipe body 310. The movable valve core 411 can be moved to close or open the central flow channel. In specific implementations, the movable valve core 411 can adopt various structural forms such as a conical plug, a butterfly valve plate, or a sleeve valve, as long as it can achieve axial or radial displacement to continuously change the effective flow area of ​​the central flow channel. When the movable valve core 411 is in the fully open position, the cross-sectional area of ​​the central flow channel is at its maximum, and the fluid discharged from the fluid circulation chamber 100 passes through with minimal resistance. At this time, the system outputs maximum jet kinetic energy for auxiliary cruise. When the movable valve core 411 moves in the closing direction, the cross-sectional area of ​​the central flow channel gradually decreases, and the jet flow rate decreases accordingly, thereby achieving stepless adjustment of the propulsion thrust. When the movable valve core 411 completely closes the central flow channel, the jet working fluid is cut off, and the jet actuator at this position stops working. It should be understood that although the figure shows a structure in which the movable valve core 411 can translate axially, in other embodiments, a rotary valve core or an eccentric valve core or other equivalent alternatives may be used, as long as the function of adjusting the on / off state and flow rate within the flow channel is satisfied.

[0028] Meanwhile, the directional deflection assembly 420 includes an adjustable guide vane 421 disposed outside the nozzle 320. The adjustable guide vane 421 guides the fluid by deflection. The adjustable guide vane 421 does not participate in the flow channel throttling process, but rather acts as the first physical boundary after the high-speed jet leaves the nozzle 320, reshaping the jet vector by guiding the outflowing fluid. Because the adjustable guide vane 421 is located in a low-pressure area and is not constrained by internal high-pressure seals, its structural design can be more lightweight and flexible, for example, made of corrosion-resistant composite materials, and achieving rapid deflection response through electric actuators, hydraulic cylinders, or shape memory alloy actuators. This external design also facilitates later maintenance and replacement, allowing for maintenance work to be completed without disassembling the main pipeline body.

[0029] In a preferred embodiment, the adjustable guide vane 421 includes multiple sets of guide vanes, which are arranged in a fan shape and have the ability to adjust their tilt angle. Specifically, the multiple sets of guide vanes are arranged circumferentially around the nozzle 320 outlet, and each set of guide vanes can rotate independently or synchronously around its own axis or a common pivot. By changing the deployment angle and coverage area of ​​the guide vanes, the jet pattern at the outlet end can be dynamically changed to achieve directional deflection or diffusion. For example, when all the guide vanes are retracted to a state parallel to the jet axis or converged at a small angle, multiple sets of guide vanes together form an extended virtual nozzle, which acts as a converging and rectifying agent for the jet, causing the fluid to be ejected in a high-density, low-divergence-angle manner, thereby achieving maximum axial propulsion efficiency. When the guide vanes are fanned outward and set at a certain tilt angle, the jet exchanges momentum after impacting the inclined surface of the guide vanes, generating a lateral component force perpendicular to the original jet axis, which in turn forms deflection thrust for ship turning or lateral movement. When the guide vanes are further extended at a large angle or even staggered, the jet is forcibly torn apart and violently mixed with the surrounding water, forming a wide-area diffusion flow. At this time, although the axial thrust decreases, the disturbance range and mixing effect of the water body are significantly enhanced, which is particularly suitable for working conditions requiring large-area oxygenation or pollutant dilution. This multi-mode adjustment mechanism based on geometric morphology reconstruction enables a single jet actuator to adapt to diverse task requirements, from efficient propulsion to precise positioning and environmental control, greatly improving the overall efficiency and scenario adaptability of the system.

[0030] The outlet end of the multi-degree-of-freedom jet actuator 400 incorporates a Venturi effect design and includes a gas intake channel 430. The gas intake channel 430 utilizes fluid dynamics principles to achieve spontaneous mixing of the gas-liquid two-phase flow. Its core mechanism lies in the formation of a localized negative pressure zone when the jet working fluid flows through a specific cross-section of the nozzle 320, due to a sharp increase in flow velocity. The inlet of the gas intake channel 430 is located on the outer wall corresponding to this negative pressure zone, while the outlet extends into the jet channel or is close to the outlet edge, allowing it to draw in external gas and mix with the jet working fluid during the drainage jet process. This design eliminates the need for additional active air supply equipment such as air compressors, blowers, or aeration pumps; the gas entrainment and mixing process can be driven solely by the drainage kinetic energy of the circulation pipeline 200 itself. It should be understood that although this embodiment uses air intake as an example for explanation, in other application scenarios, the gas intake channel 430 can also be connected to an ozone generator, a carbon dioxide storage tank, or a chemical atomizing device, thereby expanding the simple "oxygenation" function to multiple fluid treatment functions such as oxidation disinfection in wastewater treatment, foam mixing in fire extinguishing, or chemical additive injection in industrial cooling. Furthermore, the intake volume of the gas intake channel 430 can be passively adjusted by changing the jet flow rate (i.e., adjusting the opening of the movable valve core 411). When it is necessary to increase the mixing intensity, simply increasing the drainage flow rate will automatically increase the intake rate. This self-coupling characteristic significantly simplifies the system's control logic and hardware complexity.

[0031] Furthermore, a protective net or diffuser is also installed at the outlet end of the multi-degree-of-freedom jet actuator 400. The protective net is usually made of corrosion-resistant metal wire mesh or high-strength polymer grid, with a preferred aperture range of 5mm to 20mm. It is installed on the outermost side of the nozzle 320 or the outer edge of the adjustable guide plate 421. Its main function is to physically prevent large aquatic organisms from entering the core area of ​​the high-speed jet, and at the same time, to reduce the peak shear stress of the ejected fluid through the grid segmentation effect, avoiding mechanical damage to organisms in the surrounding sensitive waters. As an alternative implementation, when the ship's operating environment does not have high requirements for biological protection but has strict restrictions on underwater noise or wake visibility (such as research vessels and military ships), the protective net can be replaced with a porous diffuser or energy dissipation grid. Such diffusers attenuate the jet kinetic energy and suppress cavitation noise by increasing outlet resistance and turbulence dissipation. Although some propulsion efficiency is sacrificed, better acoustic stealth performance and environmental friendliness are obtained in return. This indicates that the additional structure at the outlet end can be flexibly replaced according to mission requirements without changing the core architecture of the multi-degree-of-freedom jet actuator 400, which controls internal flow regulation and external directional deflection.

[0032] Meanwhile, an isolation structure 600 is provided between the jet propulsion pipeline 300 and the fluid circulation chamber 100 to prevent cross-contamination of impurities. The isolation structure 600 is located before or after the branching node where the circulation pipeline 200 enters the jet propulsion pipeline 300. Its specific form can be one or more combinations of a fixed filter screen, a detachable bar screen, a check valve, or an electric butterfly valve. For example, in the scenario of a deep-sea aquaculture vessel, the isolation structure 600 can be a stainless steel filter screen with a pore size of less than 3mm, which can allow seawater to pass smoothly to meet the needs of water exchange and propulsion, while effectively intercepting fish eggs, juvenile fish, algae clumps, and large organic debris from entering the jet actuator, preventing valve core jamming or guide plate entanglement. In the scenario of dredging or sewage discharge, the isolation structure 600 can be switched to a wear-resistant one-way valve, which only opens when draining water in the forward direction and automatically closes when the external water pressure rises abnormally or the system stops, completely blocking the risk of sand-containing sludge or polluted water flowing back into the fluid circulation chamber 100. This two-way isolation mechanism not only protects the operational reliability of precision adjustment components, but also ensures the cleanliness and stability of the water environment inside the fluid circulation chamber 100, enabling the same integrated system to safely adapt to a wide range of media conditions, from clean seawater to turbid sewage.

[0033] It should be noted that the gas intake channel 430, protective net, and isolation structure 600 are all superimposed on the basic jet actuator as functional enhancement modules. Their spatial layout is completely offset from or orthogonal to the flow regulation component 410 and direction deflection component 420 described in Embodiment 2. For example, the gas intake channel 430 runs radially through the pipe body 310, without occupying axial flow space; the protective net is fixed to the outermost end of the nozzle 320, without affecting the fan-shaped expansion and tilt adjustment stroke of the adjustable guide plate 421; and the isolation structure 600 is located in the upstream diversion section, far from the downstream actuator. This modular, non-interference integration strategy allows users to select or remove any functional module according to actual working conditions without redesigning or calibrating the core multi-degree-of-freedom adjustment mechanism. This ensures the integrity and independence of the basic propulsion and positioning functions while giving the system rapid adaptability and functional expansion potential for diverse application scenarios.

[0034] like Figure 1 and Figure 2As shown, the integrated system of ship fluid circulation and jet propulsion includes multiple sets of parallel jet actuators. Each set of jet actuators includes the multi-degree-of-freedom jet actuator 400 described in the previous embodiment. These multiple sets of jet actuators are distributed at the stern and / or sides of the ship to assist in ship attitude positioning by adjusting the opening, closing, and direction of the jet actuators at different positions. This distributed parallel architecture expands a single discharge point into a vector thrust array, enabling the system to move beyond simply providing unidirectional auxiliary propulsion and achieve precise control of the ship's six degrees of freedom motion through spatial force synthesis and torque balance. For example, in a preferred layout, a main jet actuator can be positioned at the centerline of the stern to provide longitudinal cruising thrust, while one or more sets of side jet actuators can be symmetrically positioned at the midship or stern on both the port and starboard sides. These jet actuators are hydraulically connected to the drain header of the circulation pipeline 200 via parallel pipelines, ensuring a stable working fluid supply pressure for each unit while allowing for differentiated flow distribution through their respective independent flow regulation components 410. When the vessel needs to turn in place or laterally traverse, the control system can differentially activate and deactivate jet actuators at different positions and coordinate with the angle adjustment of the direction deflection component 420. For example, the stern unit can be deactivated while the port and starboard side units are activated and their jet directions reversed, thereby creating a pure torque to drive the hull rotation; or the port and starboard side units can be deflected 90 degrees in the same direction to generate a lateral resultant force perpendicular to the longitudinal axis of the hull to achieve lateral berthing. Compared to attitude control methods that rely on traditional steering gear or independent side thrusters, this embodiment utilizes the discharge energy of the fluid circulation system itself to construct a highly redundant and rapidly responsive distributed vector propulsion network, significantly improving the vessel's maneuverability and safety margin in low-speed, narrow waters, or precision operation conditions. It should be understood that although the figure shows a three-point layout with the stern and double sides, in other embodiments, a four-point, ring, or asymmetrical layout can also be adopted according to the ship's hull form and operational requirements, as long as the basic logic of distributed setup and parallel control is met.

[0035] Furthermore, such as Figure 2As shown, a guide vane hull chamber is provided on the side of the ship. The guide vane hull chamber cooperates with the jet actuator unit located on the side of the ship to guide the water flow by utilizing the hydrodynamic characteristics of the ship during navigation. Specifically, the guide vane hull chamber is not a simple mounting groove, but a functional hull structure optimized for hydrodynamics. Its geometry is usually designed as a concave flow channel or semi-enclosed tunnel structure extending along the length of the ship. The inner wall surface adopts a smooth streamlined transition, and the inlet section is a tapering horn shape, while the outlet section smoothly connects to the outer edge of the nozzle 320 of the jet actuator unit. This structural design features a dual hydrodynamic gain mechanism: Firstly, when the ship is underway, the deflector hull chamber captures and organizes the boundary layer water flowing along the hull side, guiding it systematically into the inlet of the jet actuator. This effectively avoids flow separation and air intake vortices caused by changes in hull curvature, significantly improving the suction conditions and hydraulic efficiency of the jet pump. Secondly, the outer contour of the deflector hull chamber is deeply integrated with the hull lines, eliminating the appendage drag and wave-making interference caused by traditional external nozzles protruding from the hull surface. At certain speeds, it can even utilize the Venturi effect to create a local low-pressure zone within the chamber, providing a certain suction boost to the jet discharge. By embedding the jet actuator inside the deflector hull chamber, not only is the propulsion function physically integrated with the hull structure, but an energy coupling relationship between the incoming flow and the jet discharge is also established at the flow field level. This allows the system to assist propulsion while simultaneously considering the ship's speed and seakeeping performance. As an alternative implementation, for vessels with low speeds or low requirements for inlet water quality, the deflector hull chamber can be simplified to a mounting base with deflector fins or an open fairing. As long as it can provide basic guidance and flow stabilization for the water entering the jet actuator, it should be considered within the scope of protection of this invention.

[0036] This embodiment provides a vessel, which includes a hull, a main propulsion system, and the integrated fluid circulation and jet propulsion system described in any of the foregoing embodiments. Specifically, the vessel here should not be narrowly interpreted as limited to deep-sea aquaculture vessels; it applies to any waterborne transport vehicle with a large-flow fluid circulation and discharge requirement and needing to operate maneuverably within waterways, such as fire-fighting vessels, environmental dredging vessels, industrial cooling water circulation vessels, or special engineering vessels. The hull, as a carrying platform, has a linear structure and compartment layout determined according to specific operational functions. The main propulsion system typically includes a main engine, drive shaft system, and propeller or main waterjet propulsion unit to provide the primary power required for normal navigation. The integrated fluid circulation and jet propulsion system is embedded as an independent subsystem within the hull structure. The specific construction and connection relationships of its fluid circulation chamber 100, circulation pipeline 200, jet propulsion pipeline 300, and multi-degree-of-freedom jet actuator 400 can be referred to the detailed descriptions of embodiments 1 to 4 above, and will not be repeated here.

[0037] In this embodiment, the integrated system of ship fluid circulation and jet propulsion is explicitly defined as an auxiliary propulsion and attitude positioning device. This functional positioning means that the system is not intended to replace the main propulsion system's core power role during high-speed cruising or long-distance transfers, but rather focuses on filling the performance gaps of the main propulsion system in the low-speed, zero-speed, and precision operation domains. Specifically, a collaborative working mechanism based on condition adaptation is established between this system and the main propulsion system. Under high-speed navigation conditions, the main propulsion system operates at full load to meet the speed requirements. At this time, the integrated system of ship fluid circulation and jet propulsion mainly performs the task of water exchange or discharge in the fluid circulation chamber 100. The jet thrust generated by it is only used to compensate for the additional resistance or to completely bypass the discharge, without significantly interfering with the ship's maneuvering. When the ship enters the port for low-speed maneuvering, berthing or unberthing at the dock, or anchoring at a fixed point, the main propulsion system often loses rudder effectiveness or the power of the side thrusters due to the low speed. At this time, the control system automatically increases the intervention weight of the integrated system of ship fluid circulation and jet propulsion. By adjusting the flow rate and direction of the multi-degree-of-freedom jet actuator 400, it directly outputs precise vector thrust to maintain the ship's position or adjust the heading, realizing seamless switching and complementarity between main and auxiliary power.

[0038] Furthermore, this primary-auxiliary co-operation design also endows the ship with higher safety redundancy and energy utilization efficiency. For example, in extreme cases of main propulsion system failure or emergency shutdown, the ship's fluid circulation and jet propulsion integrated system can immediately switch to emergency propulsion mode, using the fluid stored in the fluid circulation chamber 100 or the continuously pumped working medium to provide temporary emergency thrust, ensuring the ship has basic hazard avoidance and maneuverability until the main propulsion is restored. Conversely, during regular operation periods when auxiliary propulsion is not required but continuous drainage is necessary, the system adjusts the jet direction to an alignment state with the minimum navigation resistance or closes the direction deflection component 420, so that the drainage kinetic energy is converted into positive thrust as much as possible, thereby reducing the load on the main propulsion system and fuel consumption. It should be understood that although this embodiment describes a specific primary-auxiliary co-operation logic, in practical applications, the co-operation strategy can be customized according to the ship type, operating sea environment, and operator preferences. As long as the basic principle of recovering the kinetic energy of fluid circulation discharge for auxiliary maneuvering is met, it should be considered within the scope of protection of this invention. By deeply integrating the originally isolated fluid handling system with the ship's power system, this embodiment not only achieves multi-functional reuse of a single device, but also reconstructs the ship's energy flow and control flow architecture at the whole machine level, significantly improving the ship's overall performance and environmental adaptability in complex operating scenarios.

[0039] This paper will use a deep-sea aquaculture vessel as a specific application scenario to explain in detail the multi-condition dynamic collaborative application of the ship fluid circulation and jet propulsion integrated system described in the aforementioned embodiments in actual operation. It should be understood that although this embodiment uses an aquaculture vessel as an example, this is merely an annotation of one optimal implementation of the technical solution of this invention, intended to fully disclose the technical effects and support the rationality of the higher-level concepts, and is not a limitation on the scope of protection of this invention. Any vessel with high-flow-rate fluid circulation requirements and needing to operate maneuverably in waterways, such as sewage treatment vessels, fireboats, or dredging vessels, can refer to the logic of this embodiment for application.

[0040] Under normal aquaculture cycle and auxiliary cruise conditions of deep-sea aquaculture vessels, the system primarily performs fluid exchange and energy recovery functions. Specifically, based on water quality monitoring data and the navigation plan, the intelligent control system controls the movable valve core 411 in the multi-degree-of-freedom jet actuator 400 to be fully open, allowing seawater in the fluid circulation chamber 100 to be discharged at maximum flow rate through the circulation pipe 200 and the jet propulsion pipe 300. Simultaneously, the adjustable guide plate 421 in the direction deflection component 420 retracts to a state parallel to the jet axis or at a small angle of convergence, forming a concentrated jet. In this state, the kinetic energy of the drainage is converted into axial propulsion to the maximum extent, meeting the needs of aquaculture water renewal while providing additional auxiliary thrust to the main propulsion system, effectively reducing fuel consumption during low-speed cruise. This operating condition demonstrates the core value of the system's physical integration of "drainage" and "propulsion," achieving dual functional output without increasing additional energy consumption.

[0041] When the aquaculture vessel enters the fixed-point feeding or anchoring operation mode, the system switches to attitude positioning mode. At this time, the main propulsion system is usually shut down or maintained at a minimum speed, and the integrated system of ship fluid circulation and jet propulsion becomes the main actuator for attitude control. Specifically, the control system differentially adjusts the opening and closing status and jet direction of multiple sets of jet actuators distributed at the stern and sides of the vessel based on wind, wave, and current loads and ship position deviation data. For example, during precise fixed-point feeding, the stern jet unit can be closed, and only the jet actuators on the port and starboard sides can be opened. By adjusting the deflection angle of the adjustable guide vanes 421 on both sides, the jets on both sides generate equal and opposite lateral components or moments, thereby counteracting environmental interference and maintaining the stability of the ship's heading and position. Compared to traditional anchoring methods, this active positioning capability based on distributed jet units can significantly reduce anchor chain wear and the risk of anchor dragging, and provide a stable operating reference platform for automated feeding equipment.

[0042] In water aeration or mixing and conditioning conditions, the system enhances water treatment by utilizing jet morphology reconstruction. Specifically, when the sensor detects that the dissolved oxygen concentration in the fluid circulation chamber 100 is below a preset threshold or that a local dead zone exists, the control system drives the adjustable guide plate 421 to expand outward in a fan-shaped, large-angle manner and sets a specific tilt angle, transforming the jet from a concentrated state to a wide-range diffused state, increasing the contact area and entrainment range between the jet and the water in the chamber. Simultaneously, the low-pressure zone formed by the high-speed diffused jet at the nozzle 320 outlet passively entrains external air through the gas intake channel 430, forming a gas-liquid two-phase mixed flow that is injected into the chamber. This operating condition fully utilizes the morphology adjustment capability and Venturi effect of the multi-degree-of-freedom jet actuator 400, achieving efficient aeration and water homogenization without the need for additional dedicated aeration fans or agitators. This reduces equipment configuration costs and avoids stress damage to aquaculture organisms that may be caused by mechanical agitation.

[0043] In emergency sewage discharge or abnormal water quality treatment conditions, the system focuses on precise flow control and biosafety protection. For example, when it is necessary to quickly discharge sediment from the bottom of the fluid circulation chamber 100 or to deal with sudden pollution events, the control system can independently adjust the opening of the movable valve core 411 of each jet actuator, ensuring discharge efficiency while avoiding pipeline vibration or pump overload caused by excessive instantaneous flow. More importantly, the isolation structure 600 set between the jet propulsion pipeline 300 and the fluid circulation chamber 100 plays a key barrier role in this condition, effectively intercepting large particles, fish eggs, or juvenile fish from entering the jet actuator, preventing valve core jamming or biological damage, and also blocking the path of external contaminated water flowing back into the chamber. This design ensures the system's operational reliability and environmental safety under extreme or emergency conditions, reflecting the safety redundancy design of the integrated system based on multi-functional reuse.

[0044] It should be noted that while the dynamic switching and coordinated adjustment of the above-mentioned operating conditions rely on the intelligent control system to make decisions based on multi-source data such as water quality, speed, and ship position, the control algorithm itself is not the focus of this invention. The core of this invention lies in providing a hardware architecture with independent flow and direction adjustment capabilities, gas intake mixing capabilities, and safety protection capabilities, making the physical implementation of the above-mentioned multiple operating conditions possible. In other words, regardless of the control strategy or algorithm logic used, as long as it utilizes the multi-degree-of-freedom jet actuator 400 and its integrated system described in this invention to achieve functions such as drainage kinetic energy recovery, auxiliary propulsion, attitude positioning, oxygenation mixing, or safety protection, it should be considered to fall within the scope of protection of this invention. This decoupling of hardware structure from specific application scenarios aims to ensure that this invention maintains a solid boundary of rights and technical adaptability when facing different operational requirements and control schemes.

[0045] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made under the concept of the present invention using the contents of the present invention specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A ship fluid circulation and jet propulsion integrated system, comprising a fluid circulation chamber and circulation pipelines, wherein the circulation pipelines are used to discharge fluid from the fluid circulation chamber, characterized in that, It also includes jet propulsion piping and multi-degree-of-freedom jet actuators; The jet propulsion pipeline is in fluid communication with the circulation pipeline so as to use the fluid discharged from the circulation pipeline as the jet working medium. The multi-degree-of-freedom jet actuator is located at the outlet end of the jet propulsion pipeline, the jet propulsion pipeline has a jet flow channel, and the multi-degree-of-freedom jet actuator includes a flow regulation component and a direction deflection component that are independently controlled. The flow regulation component is disposed inside the jet channel and is used to regulate the on / off state and flow rate of the jet working fluid; The direction deflection component is located outside the outlet end of the jet channel and is used to adjust the jet direction and jet shape to assist in ship propulsion and attitude positioning.

2. The integrated system for ship fluid circulation and jet propulsion as described in claim 1, characterized in that, The drain outlet of the circulation pipeline is directly fluidly connected to the jet propulsion pipeline, and the circulation pipeline directly serves as the water supply pipeline for the jet propulsion pipeline to recover the kinetic energy of the drainage.

3. The integrated system for ship fluid circulation and jet propulsion as described in claim 1, characterized in that, The flow regulation component and the direction deflection component are mechanically independent of each other; The flow rate regulating component changes the cross-sectional area of ​​the jet channel inside the jet channel to regulate the flow rate; The direction deflection component is used to change the fluid outflow angle outside the jet channel to adjust the jet direction.

4. The integrated system for ship fluid circulation and jet propulsion as described in claim 3, characterized in that, The jet propulsion pipeline includes a tube body and a nozzle; The flow regulation component includes a movable valve core disposed within the pipe body, the movable valve core being able to close or open the central flow channel by moving; The directional deflection assembly includes an adjustable guide vane disposed outside the nozzle, the adjustable guide vane being used to guide fluid deflection by deflection.

5. The integrated system for ship fluid circulation and jet propulsion as described in claim 4, characterized in that, The adjustable guide vane includes multiple sets of guide vanes, which are arranged in a fan shape and have the ability to adjust the tilt angle. By changing the deployment angle and coverage area of ​​the guide vane, the jet shape at the outlet end can be altered to achieve directional deflection or diffusion.

6. The integrated system for ship fluid circulation and jet propulsion as described in claim 1, characterized in that, The outlet end of the multi-degree-of-freedom jet actuator is designed incorporating the Venturi effect and includes a gas intake channel; The gas intake channel is used to draw in external gas and mix it with the jet working medium during the drainage jet process.

7. The integrated ship fluid circulation and jet propulsion system as described in claim 1, characterized in that, A protective net or diffuser is installed at the outlet end of the multi-degree-of-freedom jet actuator; An isolation structure is provided between the jet propulsion pipeline and the fluid circulation chamber to prevent cross-contamination of impurities.

8. The integrated system for ship fluid circulation and jet propulsion as described in claim 1, characterized in that, It includes multiple sets of parallel jet execution units, each set of jet execution units containing the multi-degree-of-freedom jet execution mechanism; Multiple sets of the jet actuators are distributed at the stern and / or sides of the ship. By adjusting the opening, closing and direction of the jet actuators at different positions, the ship's attitude positioning is assisted.

9. The integrated system for ship fluid circulation and jet propulsion as described in claim 8, characterized in that, The hull side is provided with a guide vane hull chamber, which cooperates with the jet execution unit located on the hull side to guide the water flow by utilizing the hydrodynamic characteristics of the ship during navigation.

10. A vessel, comprising a hull and a main propulsion system, characterized in that, It also includes a ship fluid circulation and jet propulsion integrated system as described in any one of claims 1 to 9, wherein the ship fluid circulation and jet propulsion integrated system serves as an auxiliary propulsion and attitude positioning device.

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