Marine hydrogen power system

Abstract

The utility model provides a marine hydrogen power system which comprises a marine hydrogen power subsystem and a marine cooling subsystem, the marine cooling subsystem comprises a heat exchange device, a marine cooling device, a first seawater channel and a second seawater channel, a first inlet end of the heat exchange device is connected with a first end of the first seawater channel, and a second inlet end of the marine cooling device is connected with a second end of the second seawater channel. A first outlet end of the heat exchange device is connected with a first end of the second seawater channel, a second inlet end of the heat exchange device is connected with a second flow path outlet end of the marine cooling device, and a second outlet end of the heat exchange device is connected with a first flow path inlet end of the marine cooling device; the second end of the first seawater channel serves as a first external seawater connector. The second end of the second seawater channel serves as a second external seawater connector. The first flow path outlet end of the marine cooling device is connected with the cooling liquid inlet end of the marine hydrogen power subsystem, and the second flow path inlet end of the marine cooling device is connected with the cooling liquid outlet end of the marine hydrogen power subsystem. Therefore, the cooling efficiency of the marine hydrogen power system is improved.

Description

Technical Field

[0001] This utility model relates to the field of marine hydrogen power technology, and in particular to a marine hydrogen power system. Background Technology

[0002] In recent years, hydrogen power systems have gained increasing attention in the field of marine propulsion due to their clean and efficient characteristics. However, existing hydrogen power system assemblies still face many technical challenges and shortcomings when applied to small vessels, especially in hydrogen fuel cell cooling systems: 1. Poor cooling effect: If air cooling is used to cool hydrogen fuel cells, high-power fans and large-sized air ducts are required to ensure the battery operates at a suitable temperature. Although this method has a relatively simple system structure, its cooling efficiency is lower than that of water cooling, making it difficult to meet the demands of high power output. 2. Large space occupation and layout difficulty: The fans and air ducts required by air-cooling systems occupy a large space, and the layout of the air ducts and their inlets and outlets increases the danger zone, further increasing the complexity and difficulty of the overall layout inside the vessel. This is particularly disadvantageous for small vessels with limited space, restricting the application flexibility and safety of hydrogen fuel cell systems. Although there are currently many patent studies and technological explorations on marine hydrogen fuel cell cooling systems, continuous technological innovation is still needed to better meet practical needs, especially in improving cooling efficiency and optimizing space utilization. Utility Model Content

[0003] The present invention aims to provide a marine hydrogen power system to solve the above-mentioned technical problems and improve the cooling efficiency of the marine hydrogen power system.

[0004] To solve the above-mentioned technical problems, this utility model provides a marine hydrogen power system, including a marine hydrogen power subsystem and a marine cooling subsystem. The marine cooling subsystem is connected to the marine hydrogen power subsystem. The marine cooling subsystem includes a heat exchange device, a marine cooling device, a first seawater channel, and a second seawater channel, wherein:

[0005] The first inlet end of the heat exchange device is connected to the first end of the first seawater channel, the first outlet end of the heat exchange device is connected to the first end of the second seawater channel, the second inlet end of the heat exchange device is connected to the second flow path outlet end of the marine cooling device, and the second outlet end of the heat exchange device is connected to the first flow path inlet end of the marine cooling device.

[0006] The second end of the first seawater channel serves as the first external seawater interface.

[0007] The second end of the second seawater channel serves as the second external seawater interface;

[0008] The first flow path outlet of the marine cooling device is connected to the coolant inlet of the marine hydrogen power subsystem, and the second flow path inlet of the marine cooling device is connected to the coolant outlet of the marine hydrogen power subsystem.

[0009] In the above scheme, the first inlet end of the heat exchange device is connected to the first end of the first seawater channel, and the first outlet end of the heat exchange device is connected to the first end of the second seawater channel; the second end of the first seawater channel serves as the first external seawater interface; the second end of the second seawater channel serves as the second external seawater interface; wherein, the marine hydrogen power subsystem generates a lot of heat during operation, the heat exchange device introduces seawater from the outside seawater through the first seawater channel, uses the seawater as a cold source and performs heat exchange, and after the heat exchange is completed, the seawater (i.e., wastewater) is discharged into the sea through the second seawater channel. No chemical substances are generated in the whole process, which is environmentally friendly. At the same time, compared with the air-cooling method in the existing technology, the power requirement of the fuel cell is lower, and there is no need to configure a high-power fan and design a large-size air duct, and the space occupied is also smaller. The second inlet of the heat exchanger is connected to the second flow path outlet of the marine cooling device, and the second outlet of the heat exchanger is connected to the first flow path inlet of the marine cooling device. The first flow path outlet of the marine cooling device is connected to the coolant inlet of the marine hydrogen power subsystem, and the second flow path inlet of the marine cooling device is connected to the coolant outlet of the marine hydrogen power subsystem. The heat exchanger exchanges heat with seawater to obtain a cooling medium, which is used to cool the coolant. The cooled coolant is then transferred to the ship through the second outlet of the heat exchanger. A cooling device is used to further adjust the temperature of the coolant and drive it. The coolant is then transferred to the marine hydrogen power subsystem through the first flow path outlet of the marine cooling device. This allows the coolant to remove the heat generated during the operation of the marine hydrogen power subsystem. After heat exchange, the coolant flows back to the marine cooling device through the coolant outlet of the marine hydrogen power subsystem, and then back to the heat exchange device through the second flow path outlet. The heat exchange device then cools the coolant again using the cooling medium. This cycle repeats to achieve temperature control and stable operation of the marine hydrogen power subsystem. In summary, by reducing the space occupied by the marine cooling subsystem, the time required for heat exchange is reduced, thereby improving the cooling efficiency of the marine cooling subsystem. Secondly, by adding a heat exchange device and using seawater as the cooling medium, the system can achieve better cooling efficiency. Seawater has a higher specific heat capacity, higher thermal conductivity, and a relatively stable temperature, providing a cold source more quickly and efficiently removing the heat generated by the marine hydrogen power subsystem.

[0010] Furthermore, the marine hydrogen power subsystem includes a power unit, an air unit, a hydrogen fuel cell, and an energy storage unit, wherein:

[0011] The first power end of the hydrogen fuel cell is connected to the first power end of the air device, and the second power end of the hydrogen fuel cell is connected to the first power end of the power device.

[0012] The second power end of the power unit is connected to the second power end of the energy storage device;

[0013] The second power end of the air device is connected to the second power end of the energy storage device.

[0014] In the above scheme, power is generated through a power unit, an air unit, a hydrogen fuel cell, and an energy storage unit, thereby providing energy for the marine hydrogen power system.

[0015] Furthermore, the marine hydrogen power subsystem includes an air unit, a hydrogen fuel cell, and an energy storage device; the marine cooling system includes a first cooling unit, a second cooling unit, a third cooling unit, a first fluid thermal control subsystem, and a second fluid thermal control subsystem, wherein:

[0016] The first flow path inlet of the first fluid thermal control subsystem is connected to the first flow path outlet of the heat exchange device, the first flow path outlet of the first fluid thermal control subsystem is connected to the first flow path inlet of the first cooling device, the second flow path inlet of the first fluid thermal control subsystem is connected to the second flow path outlet of the first cooling device, and the second flow path outlet of the first fluid thermal control subsystem is connected to the first flow path inlet of the heat exchange device.

[0017] The first flow path outlet of the first cooling device is connected to the inlet of the hydrogen fuel cell, and the second flow path inlet of the first cooling device is connected to the outlet of the hydrogen fuel cell.

[0018] The first flow path inlet of the second fluid thermal control subsystem is connected to the second flow path outlet of the heat exchange device; the first flow path outlet of the second fluid thermal control subsystem is connected to the first flow path inlet of the second cooling device; the second flow path inlet of the second fluid thermal control subsystem is connected to the second flow path outlet of the second cooling device; and the second flow path outlet of the second fluid thermal control subsystem is connected to the second flow path inlet of the heat exchange device.

[0019] The first flow path outlet of the second cooling device is connected to the inlet of the energy storage device, and the second flow path inlet of the second cooling device is connected to the outlet of the energy storage device.

[0020] The first flow path inlet of the third cooling device is connected to the third flow path outlet of the heat exchange device, the first flow path outlet of the third cooling device is connected to the inlet of the air device, the second flow path inlet of the third cooling device is connected to the outlet of the air device, and the second flow path outlet of the third cooling device is connected to the third flow path inlet of the heat exchange device.

[0021] In the above scheme, the heat exchange device is used to exchange heat with seawater to obtain a cooling medium, thereby cooling the coolant. The first fluid thermal control subsystem and the second fluid thermal control subsystem are used to regulate the coolant path or temperature. The first cooling device, the second cooling device, and the third cooling device are used to drive the coolant to the target equipment (such as an energy storage device, an air device, or a hydrogen fuel cell), thereby cooling the target equipment.

[0022] Furthermore, the first cooling device, the second cooling device, and the third cooling device have the same internal structure, and the first fluid thermal control subsystem has the same internal structure as the second fluid thermal control subsystem.

[0023] In the above scheme, using devices with the same structure to construct the cooling logic can reduce the installation difficulty of the first cooling device, the second cooling device, the third cooling device, the first fluid thermal control subsystem and the second fluid thermal control subsystem, and at the same time facilitate unified control, management and supervision.

[0024] Furthermore, the first fluid thermal control subsystem includes a three-way valve and an electric heater, wherein:

[0025] The first end of the three-way valve is connected to the second flow path outlet end of the first cooling device, the second end of the three-way valve is connected to the inlet end of the electric heater, and the third end of the three-way valve is connected to the first flow path inlet end of the heat exchange device.

[0026] The outlet end of the electric heater is connected to the first flow path outlet end of the first cooling device.

[0027] The above solution enables precise control over the operating status of the marine cooling subsystem.

[0028] Furthermore, the first cooling device includes a first cooling pump, a first temperature sensor, a second temperature sensor, and a deionizer, wherein:

[0029] The first end of the first cooling pump is connected to the first flow path outlet end of the heat exchange device, and the second end of the first cooling pump is connected to the first end of the first temperature sensor.

[0030] The second end of the first temperature sensor is connected to the inlet end of the hydrogen fuel cell;

[0031] The first end of the second temperature sensor is connected to the outlet end of the hydrogen fuel cell, and the second end of the second temperature sensor is connected to the first end of the deionizer.

[0032] The second end of the deionizer is connected to the first end of the three-way valve.

[0033] In the above scheme, precise control of cooling is achieved by relying on the first temperature sensor and the second temperature sensor. The coolant is driven into the hydrogen fuel cell by the first cooling pump, and the conductive ions in the coolant are removed by the deionizer, thereby reducing the risk of corrosion and extending the system life.

[0034] Furthermore, the first cooling device also includes an expansion tank, the inlet of which is connected to the second end of the first cooling pump.

[0035] In the above scheme, the expansion tank is used to compensate for the change in coolant volume caused by temperature changes, prevent the pressure in the system from being too high or too low, and maintain the normal operation of the system.

[0036] Furthermore, the heat exchange device includes a first heat exchanger, a second heat exchanger, and a third heat exchanger, wherein:

[0037] The first flow path outlet end of the first heat exchanger is connected to the first flow path inlet end of the first fluid thermal control subsystem, and the second flow path inlet end of the first heat exchanger is connected to the second flow outlet end of the first fluid thermal control subsystem.

[0038] The first flow path outlet end of the second heat exchanger is connected to the first flow path inlet end of the second fluid thermal control subsystem, and the second flow path inlet end of the second heat exchanger is connected to the second flow outlet end of the second fluid thermal control subsystem.

[0039] The first flow path outlet end of the third heat exchanger is connected to the first flow path inlet end of the third cooling device, and the second flow path inlet end of the third heat exchanger is connected to the second flow path outlet end of the third cooling device.

[0040] In the above scheme, in order to improve the efficiency of cooling the coolant, multiple heat exchangers (first heat exchanger, second heat exchanger and third heat exchanger) are set in the heat exchange device, and each heat exchanger corresponds to a target device (air device, hydrogen fuel cell, energy storage device).

[0041] Furthermore, the first seawater channel is equipped with a second cooling pump.

[0042] In the above scheme, external seawater enters the first seawater channel, and the second cooling pump pumps the seawater into the system, pushing the seawater to flow through the first heat exchanger, the second heat exchanger, and the third heat exchanger for heat exchange.

[0043] Furthermore, the second seawater channel is equipped with a check valve.

[0044] In the above scheme, a check valve is installed to ensure that the seawater (i.e., wastewater) after the heat exchange process can be discharged smoothly, while preventing the seawater after heat exchange from flowing back, thus ensuring the stable operation and high efficiency of the system. Attached Figure Description

[0045] Figure 1 A schematic diagram of a marine cooling subsystem architecture provided in an embodiment of this utility model;

[0046] Figure 2 A circuit diagram of a controller in a marine cooling subsystem provided in an embodiment of this utility model;

[0047] Figure 3 A schematic diagram of a marine hydrogen power system architecture is provided in one embodiment of this utility model;

[0048] Figure label:

[0049] Marine cooling subsystem 1:

[0050] Marine cooling system 11: First temperature sensor 111, Second temperature sensor 112, First cooling pump 113, Electric heater 114, Three-way valve 115, Expansion tank 116

[0051] Heat exchange device 12: first heat exchanger 121, second heat exchanger 122, third heat exchanger 123;

[0052] First seawater channel 13; Second cooling pump 131;

[0053] Controller 15;

[0054] Marine hydrogen power subsystem 2: hydrogen fuel cell 21, energy storage device 22, air device 23, electric drive device 24, power conversion device 25, hydrogen device 26, monitoring and control device 27. Detailed Implementation

[0055] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0056] Please see Figure 1 and Figure 2This embodiment provides a marine cooling subsystem 1, which is connected to a marine hydrogen power subsystem 2. The marine cooling subsystem 1 includes a heat exchange device 12, a marine cooling device 11, a first seawater channel 13, and a second seawater channel, wherein:

[0057] The first inlet end of the heat exchange device 12 is connected to the first end of the first seawater channel 13, the first outlet end of the heat exchange device 12 is connected to the first end of the second seawater channel, the second inlet end of the heat exchange device 12 is connected to the second flow path outlet end of the marine cooling device 11, and the second outlet end of the heat exchange device 12 is connected to the first flow path inlet end of the marine cooling device 11.

[0058] The second end of the first seawater channel 13 serves as the first external seawater interface.

[0059] The second end of the second seawater channel serves as the second external seawater interface;

[0060] The first flow path outlet of the marine cooling device 11 is connected to the coolant inlet of the marine hydrogen power subsystem 2, and the second flow path inlet of the marine cooling device 11 is connected to the coolant outlet of the marine hydrogen power subsystem 2.

[0061] In the above scheme, the first inlet end of the heat exchange device 12 is connected to the first end of the first seawater channel 13, and the first outlet end of the heat exchange device 12 is connected to the first end of the second seawater channel; the second end of the first seawater channel 13 serves as the first external seawater interface; the second end of the second seawater channel serves as the second external seawater interface; wherein, the heat exchange device 12 introduces seawater from the external seawater through the first seawater channel 13, uses the seawater as a cold source and performs heat exchange, and after completing the heat exchange, discharges the seawater (i.e., wastewater) into the sea through the second seawater channel. No chemical substances are generated in the whole process, which is environmentally friendly. At the same time, compared with the air-cooling method in the prior art, the power requirement of the fuel cell is lower, and there is no need to configure a high-power fan and design a large-size air duct, and the space occupied is also smaller. The second inlet end of the heat exchange device 12 is connected to the second flow path outlet end of the marine cooling device 11, and the second outlet end of the heat exchange device 12 is connected to the first flow path inlet end of the marine cooling device 11. The first flow path outlet end of the marine cooling device 11 is connected to the coolant inlet end of the marine hydrogen power subsystem 2, and the second flow path inlet end of the marine cooling device 11 is connected to the coolant outlet end of the marine hydrogen power subsystem 2. The heat exchange device 12 exchanges heat with seawater to obtain a cooling medium, which is used to cool the coolant. After cooling, the coolant is transferred through the second outlet end of the heat exchange device 12 to... Marine cooling device 11 is used to further adjust the temperature of the coolant and drive it to be transferred to marine hydrogen power subsystem 2 through the first flow path outlet end of marine cooling device 11. The coolant carries away the heat generated during the operation of marine hydrogen power subsystem 2. After heat exchange, the coolant flows back to marine cooling device 11 through the coolant outlet end of marine hydrogen power subsystem 2, and is transferred back to heat exchange device 12 through the second flow path outlet end of marine cooling device 11. The heat exchange device 12 then cools the coolant again based on the cooling medium. This cycle is repeated to achieve temperature control and stable operation of marine hydrogen power subsystem 2. In summary, by reducing the space occupied by the marine cooling subsystem 1, the time required for heat exchange is reduced, thereby improving the cooling efficiency of the marine cooling subsystem 1. Secondly, by adding a heat exchange device 12 and using seawater as a cooling medium, seawater has a larger specific heat capacity, higher thermal conductivity, and a relatively stable temperature, which can provide a cold source more quickly, thereby more efficiently removing the heat generated by the marine hydrogen power subsystem 2, thus improving the cooling efficiency.

[0062] In another embodiment, the marine hydrogen power subsystem includes a power unit, an air unit, a hydrogen fuel cell, and an energy storage unit, wherein:

[0063] The first power end of the hydrogen fuel cell is connected to the first power end of the air device, and the second power end of the hydrogen fuel cell is connected to the first power end of the power device.

[0064] The second power end of the power unit is connected to the second power end of the energy storage device;

[0065] The second power end of the air device is connected to the second power end of the energy storage device.

[0066] It should be noted that, please refer to Figure 3 The marine hydrogen propulsion system includes a marine hydrogen propulsion subsystem 2 and a marine cooling subsystem 1. The marine hydrogen propulsion subsystem 2 includes a power unit, an air unit 23, a hydrogen fuel cell 21, and an energy storage unit 22. The specific connections are as follows: the first power end of the hydrogen fuel cell is connected to the first power end of the air unit; the second power end of the hydrogen fuel cell is connected to the first power end of the power unit; the second power end of the power unit is connected to the second power end of the energy storage unit; and the second power end of the air unit is connected to the second power end of the energy storage unit. Furthermore, the power unit specifically includes a hydrogen gas generator 26, a power conversion device 25, and an electric drive device 24. The specific connection method is as follows: the first end of the hydrogen fuel cell 21 is connected to the first end of the hydrogen device 26, the second end of the hydrogen fuel cell 21 (i.e., the first power end of the hydrogen fuel cell) is connected to the first end of the air device 23 (i.e., the first power end of the air device), the third end of the hydrogen fuel cell 21 is connected to the first end of the power system device, and the fourth end of the hydrogen fuel cell 21 is connected to the first end of the marine cooling subsystem 1. It can be understood that the connection between the hydrogen fuel cell 21 and the marine cooling subsystem 1 is bidirectional, that is, it includes the first flow path and the second flow path. The second end of the power conversion device 25 is connected to the first end of the power drive device 24, and the third end of the power conversion device 25 is connected to the first end of the energy storage device 22; the second end of the power drive device 24 is connected to the second end of the energy storage device 22; the second end of the hydrogen device 26 is connected to the third end of the energy storage device 22; the second end of the air device 23 (i.e., the second power end of the air device) is connected to the fourth end of the energy storage device 22 (i.e., the second power end of the energy storage device); the third end of the air device 23 is connected to the second end of the marine cooling subsystem 1. It is understood that the connection between the air device 23 and the marine cooling subsystem 1 is bidirectional, that is, including the first flow path and the second flow path; the third end of the marine cooling subsystem 1 is connected to the fifth end of the energy storage system. It is understood that the connection between the third end of the marine cooling subsystem 1 and the fifth end of the energy storage system is bidirectional, that is, including the first flow path and the second flow path; the fourth end of the marine cooling subsystem 1 is connected to the sixth end of the energy storage system.

[0067] Furthermore, in order to monitor the operating status of the entire system and thus improve safety and efficiency, the power unit may also include a monitoring and control device 27: the seventh terminal of the energy storage system is connected to the first terminal of the monitoring and control device 27 to provide electrical energy to the monitoring and control device 27. The second terminal of the monitoring and control device 27 is connected to the fifth terminal of the hydrogen fuel cell 21, the third terminal of the monitoring and control device 27 is connected to the third terminal of the hydrogen device 26, the fourth terminal is connected to the fourth terminal of the power conversion device 25, the fifth terminal is connected to the third terminal of the electric drive device 24, the sixth terminal is connected to the fourth terminal of the air device 23, the seventh terminal is connected to the fifth terminal of the marine cooling device 11, and the eighth terminal is connected to the eighth terminal of the energy storage device 22 for monitoring the energy storage device 22.

[0068] refer to Figure 3 The function of each component will be explained in detail below:

[0069] (1) Hydrogen device 26: Connected to hydrogen fuel cell 21, it is responsible for storing hydrogen and supplying pure hydrogen to hydrogen fuel cell 21 as a raw material for the chemical reaction of hydrogen fuel cell 21. Hydrogen device 26 includes components such as hydrogen storage tank, pressure reducing valve, filter, circulation pump and humidifier to ensure that hydrogen enters the fuel cell stack at appropriate pressure, purity and humidity; it is connected to energy storage device 22, which provides additional energy for the operation of hydrogen device 26.

[0070] (2) Air unit 23: Connected to hydrogen fuel cell 21, it provides oxygen (usually air) to the stack of hydrogen fuel cell 21. It includes components such as an air compressor, filter and humidifier to ensure that oxygen participates in the electrochemical reaction at an appropriate flow rate and humidity; it is connected to energy storage device 22, which provides additional energy for the operation of air unit 23; it is connected to marine cooling subsystem 1, which dissipates heat generated by air unit 23 during operation.

[0071] (3) Hydrogen Fuel Cell 21: The hydrogen fuel cell 21 is the core component of the marine hydrogen power system, responsible for converting hydrogen and oxygen into electrical energy through an electrochemical reaction. It consists of multiple individual cells, each including a positive electrode, a proton exchange membrane, a catalyst layer, and a negative electrode. Water and heat generated in this process are discharged as byproducts. The hydrogen fuel cell 21 participates in the reaction through the positive and negative electrodes of the stack, converting chemical energy into electrical energy. It is connected to the power conversion device 25, which sends the generated electrical energy to power the equipment on board; it is also connected to the marine cooling subsystem 1, which dissipates heat from the hydrogen fuel cell 21.

[0072] (4) Power conversion device 25: Connected to the hydrogen fuel cell 21, it converts the DC power generated by the hydrogen fuel cell 21 into AC or DC power suitable for the ship's propulsion motor and other electrical equipment, and achieves voltage matching and efficient energy distribution. It mainly includes core components such as inverters, transformers, rectifiers and controllers to ensure power supply stability and power quality, and meet the power needs of different ship loads; it is connected to the energy storage device 22 and the electric drive device 24. The power conversion device 25 stores a portion of the converted electrical energy suitable for the ship's propulsion motor and other electrical equipment in the energy storage device 22 so that the energy storage device 22 can store electrical energy or provide additional energy for the operation of other devices, and transmits a portion to the electric drive device 24 so that the electric drive device 24 can convert electrical energy into mechanical energy to drive the ship's operation.

[0073] (5) Energy storage device 22: Used to store excess electrical energy or provide additional power support when needed. Typically, batteries or other forms of energy storage devices are used, including battery banks, battery management systems (BMS), and charge controllers, to ensure the stability and reliability of the system.

[0074] (6) Electric drive unit 24: The electric drive unit 24 is a key part of the hydrogen fuel cell 21 ship to realize the conversion from electrical energy to mechanical energy. It mainly consists of an electric motor, controller, transmission device and protection mechanism to ensure the safety and stability of the system operation.

[0075] (7) Marine cooling subsystem 1: Responsible for dissipating heat from the hydrogen fuel cell 21 and keeping it within a suitable operating temperature range. It includes components such as a cooling pump, heat exchanger 12, expansion tank 116, electric heater 114, and temperature sensor to ensure efficient operation of the fuel cell stack.

[0076] (8) Monitoring and Control Device 27: Performs real-time monitoring and intelligent control of the entire system. It includes components such as temperature sensors, pressure sensors, current sensors, voltage sensors, a main control unit, related software, and communication interfaces. It collects various parameters and adjusts the operating status of each module based on this information to ensure the safe, stable, and efficient operation of the system.

[0077] What is understandable is that, for reference Figure 3 Solid lines represent circuit transmission lines, dashed lines (longer segments) represent cooling pipes, dashed lines (combined long and short segments) represent air supply pipes, and dashed lines (shorter segments) represent monitoring lines.

[0078] In another embodiment, the marine cooling device 11 includes a first cooling device, a second cooling device, a third cooling device, a first fluid thermal control subsystem, and a second fluid thermal control subsystem, wherein:

[0079] The first flow path inlet of the first fluid thermal control subsystem is connected to the first flow path outlet of the heat exchange device 12, the first flow path outlet of the first fluid thermal control subsystem is connected to the first flow path inlet of the first cooling device, the second flow path inlet of the first fluid thermal control subsystem is connected to the second flow path outlet of the first cooling device, and the second flow path outlet of the first fluid thermal control subsystem is connected to the first flow path inlet of the heat exchange device 12.

[0080] The first flow path outlet of the first cooling device is connected to the inlet of the hydrogen fuel cell 21, and the second flow path inlet of the first cooling device is connected to the outlet of the hydrogen fuel cell 21.

[0081] The first flow path inlet of the second fluid thermal control subsystem is connected to the second flow path outlet of the heat exchange device 12; the first flow path outlet of the second fluid thermal control subsystem is connected to the first flow path inlet of the second cooling device; the second flow path inlet of the second fluid thermal control subsystem is connected to the second flow path outlet of the second cooling device; and the second flow path outlet of the second fluid thermal control subsystem is connected to the second flow path inlet of the heat exchange device 12.

[0082] The first flow path outlet end of the second cooling device is connected to the inlet end of the energy storage device 22, and the second flow path inlet end of the second cooling device is connected to the outlet end of the energy storage device 22.

[0083] The first flow path inlet of the third cooling device is connected to the third flow path outlet of the heat exchange device 12, the first flow path outlet of the third cooling device is connected to the inlet of the air device 23, the second flow path inlet of the third cooling device is connected to the outlet of the air device 23, and the second flow path outlet of the third cooling device is connected to the third flow path inlet of the heat exchange device 12.

[0084] It should be noted that the heat exchange device 12 is used to exchange heat with seawater to obtain a cooling medium, thereby cooling the coolant. It is understood that the coolant is artificially placed in the marine cooling subsystem 1 in advance. The first fluid thermal control subsystem and the second fluid thermal control subsystem are used to regulate the coolant path or temperature. The first cooling device, the second cooling device, and the third cooling device are used to drive the coolant to the target equipment (such as the energy storage device 22, the air device 23, and the hydrogen fuel cell 21), thereby cooling the target equipment.

[0085] In another embodiment, the first cooling device, the second cooling device, and the third cooling device have the same internal structure, and the first fluid thermal control subsystem has the same internal structure as the second fluid thermal control subsystem.

[0086] It should be noted that the first fluid thermal control subsystem and the second fluid thermal control subsystem have the same internal structure and function, both used to obtain coolant cooled by the cooling medium from the heat exchange device 12 and adjust the path or temperature according to the current temperature of the coolant. The target device of the first fluid thermal control subsystem is the hydrogen fuel cell 21, and the target device of the second fluid thermal control subsystem is the energy storage device 22. The first cooling device, the second cooling device, and the third cooling device have the same internal structure and function, all used to drive the coolant to the target device. The target device of the first cooling device is the hydrogen fuel cell 21, the target device of the second cooling device is the energy storage device 22, and the target device of the third cooling device is the air device 23. It is understandable that although the specific types of target devices are different, the cooling logic is the same. Therefore, using devices with the same structure to construct the cooling logic can reduce the installation difficulty of the first cooling device, the second cooling device, the third cooling device, the first fluid thermal control subsystem, and the second fluid thermal control subsystem, while facilitating unified control, management, and supervision.

[0087] In another embodiment, the first fluid thermal control subsystem includes a three-way valve 115 and an electric heater 114, wherein:

[0088] The first end of the three-way valve 115 is connected to the second flow path outlet end of the first cooling device, the second end of the three-way valve 115 is connected to the inlet end of the electric heater 114, and the third end of the three-way valve 115 is connected to the first flow path inlet end of the heat exchange device 12.

[0089] The outlet end of the electric heater 114 is connected to the first flow path outlet end of the first cooling device.

[0090] It should be noted that the three-way valve 115 in the first fluid thermal control subsystem is used to regulate the flow path of the coolant. It can directly return the coolant to the hydrogen fuel cell 21 or guide it to an external heat exchanger for cooling, flexibly adjusting the cooling effect. The three-way valve 115 regulates the coolant flow path through the switching action of its internal valve core. During the cooling process of the hydrogen fuel cell 21, its three ports are respectively connected to the first cooling device, the heat exchanger device, and the electric heater 114 channel. The valve status is controlled by preset logic in the controller 15. Furthermore, the monitoring and control device 27 is used to control the entire marine hydrogen power system, while the controller 15 individually controls the components in the marine cooling subsystem 1, such as the valve status of each three-way valve 115, the opening and closing of the electric heater 114, etc. Specifically, taking the first fluid thermal control subsystem as an example, the preset logic is as follows: feedback signals are obtained from the first temperature sensor 111 and the second temperature sensor 112 in the first cooling device, and the valve state is controlled according to the feedback signals of the first temperature sensor 111 and the second temperature sensor 112: when the coolant temperature is lower than the preset low temperature threshold, the valve core of the three-way valve 115 is in the bypass position (that is, at this time, the first end of the three-way valve 115 is connected to the second flow path outlet end of the first cooling device, the second end of the three-way valve 115 is connected to the inlet end of the electric heater 114, and the third end of the three-way valve 115 is not connected to the first flow path inlet end of the heat exchange device 12), and at the same time, the electric heater 114 is controlled to start, and the coolant is heated by the electric heater 114 and then flows back to the hydrogen fuel cell 21 to form a small circulation, which is started in a low temperature environment. The coolant is preheated to quickly bring the system to operating temperature, preventing damage to the hydrogen fuel cell 21 from low temperatures, reducing the operating efficiency of the target equipment due to excessively low coolant temperature, and even preventing the risk of icing and structural damage to the target equipment due to excessively low coolant temperature. When the temperature exceeds the preset high temperature threshold, the valve core switches to the straight-through position (i.e., at this time, the first end of the three-way valve 115 is connected to the second flow path outlet end of the first cooling device, the third end of the three-way valve 115 is connected to the first flow path inlet end of the heat exchange device 12, and the second end of the three-way valve 115 is not connected to the inlet end of the electric heater 114), and at the same time, the electric heater 114 is controlled to close, guiding the high-temperature coolant output from the hydrogen fuel cell 21 into the heat exchange device 12 for cooling treatment, thereby realizing flexible control of the cooling intensity and ensuring the stable operation of the system. Understandably, in addition to flowing completely through the electric heater 114 or the heat exchanger 12, the controller 15 can also control the opening of the three-way valve 115 according to preset logic, that is, control the ratio of coolant flow through the electric heater 114 and the heat exchanger 12.

[0091] Furthermore, the second fluid thermal control subsystem has the same structure and function as the first fluid thermal control subsystem. It also controls the valve device of the three-way valve 115 based on preset logic via the controller 15, thereby achieving flexible control of the cooling intensity of the energy storage device 22. In summary, the controller 15 receives data from the first temperature sensor 111 and the second temperature sensor 112, and dynamically adjusts the opening of the three-way valve 115 and the start / stop of the electric heater 114 according to preset logic—the set ideal operating temperature range of the coolant—thereby achieving precise control of the cooling system's operating state. When the coolant temperature is detected to be higher than T... max When the temperature reaches a preset high temperature threshold, the controller 15 controls the three-way valve 115 to direct the coolant flow to the heat exchanger 12 for cooling. Simultaneously, it can automatically increase the opening of the three-way valve 115 to enhance heat dissipation. If the temperature is below T... min If a preset low-temperature threshold is reached, the electric heater 114 is activated to heat the coolant, ensuring it remains within its optimal operating range and thus guaranteeing stable and efficient system operation. This temperature threshold-based preset logic allows the controller 15 to flexibly respond to various operating condition changes, achieving precise control over the cooling system's operating status. Therefore, it is understandable that the three-way valve 115 and the electric heater 114 are not needed during the cooling process of the air device 23. The coolant here is mainly used to regulate the temperature of the air entering the hydrogen fuel cell stack, preventing the compressed air temperature from becoming too high. There is no need to worry about the compressed air temperature being too low, therefore, heating of the coolant is unnecessary. By controlling the air temperature, overheating of the hydrogen fuel cell can be avoided, while also helping to maintain optimal operating conditions.

[0092] In another embodiment, the first cooling device includes a first cooling pump 113, a first temperature sensor 111, a second temperature sensor 112, and a deionizer, wherein:

[0093] The first end of the first cooling pump 113 is connected to the first flow path outlet end of the heat exchange device 12, and the second end of the first cooling pump 113 is connected to the first end of the first temperature sensor 111.

[0094] The second end of the first temperature sensor 111 is connected to the inlet end of the hydrogen fuel cell 21;

[0095] The first end of the second temperature sensor 112 is connected to the outlet end of the hydrogen fuel cell 21, and the second end of the second temperature sensor 112 is connected to the first end of the deionizer.

[0096] The second end of the deionizer is connected to the first end of the three-way valve 115.

[0097] It should be noted that, taking the first cooling device as an example, the following details the various components: First temperature sensor 111 and second temperature sensor 112: These monitor the temperature changes of the coolant input to or output from the hydrogen fuel cell 21 in real time. This data is crucial for the controller 15 to adjust the cooling strategy, ensuring that the hydrogen fuel cell 21 operates within its optimal temperature range. The first temperature sensor 111 serves as a feedforward input signal to the controller 15 and is typically used during low-temperature startup in a low-temperature environment to determine whether the three-way valve 115 needs to be controlled in advance. The second temperature sensor 112 is typically used during the actual operation of the hydrogen fuel cell 21 to detect the load thermal response, serving as a basis for determining whether the three-way valve 115 needs to be controlled subsequently. Furthermore, the temperature difference between the first and second temperature sensors 111 and 112 can also serve as a standard for judging cooling efficiency, allowing the controller 15 to adjust the coolant flow rate based on preset logic. First cooling pump 113: Used to drive the coolant to the hydrogen fuel cell 21. Deionizer: Removes conductive ions from the coolant, reducing corrosion risk and extending system life. This is crucial for maintaining the purity of the coolant and improving heat exchange efficiency. Similarly, the second cooling device operates on a similar principle for cooling the energy storage device 22. It's important to note that the cooling process for the air device 23 does not require adjustment of the electric heater 114 and the three-way valve 115.

[0098] In another embodiment, the first cooling device further includes an expansion tank 116, the inlet end of which is connected to the second end of the first cooling pump 113.

[0099] It should be noted that the expansion tanks 116 in the first, second, and third cooling devices are all used to compensate for changes in coolant volume caused by temperature variations, prevent excessively high or low pressure within the system, and maintain normal system operation.

[0100] In another embodiment, the heat exchange device 12 includes a first heat exchanger 121, a second heat exchanger 122, and a third heat exchanger 123, wherein:

[0101] The first flow path outlet end of the first heat exchanger 121 is connected to the first flow path inlet end of the first fluid thermal control subsystem, and the second flow path inlet end of the first heat exchanger 121 is connected to the second flow outlet end of the first fluid thermal control subsystem.

[0102] The first flow path outlet end of the second heat exchanger 122 is connected to the first flow path inlet end of the second fluid thermal control subsystem, and the second flow path inlet end of the second heat exchanger 122 is connected to the second flow path outlet end of the second fluid thermal control subsystem.

[0103] The first flow path outlet end of the third heat exchanger 123 is connected to the first flow path inlet end of the third cooling device, and the second flow path inlet end of the third heat exchanger 123 is connected to the second flow path outlet end of the third cooling device.

[0104] It should be noted that, in order to improve the efficiency of cooling the coolant, multiple heat exchangers can be set in the heat exchange device 12, and each heat exchanger corresponds to a target device (air device 23, hydrogen fuel cell 21, energy storage device 22).

[0105] In another embodiment, the first seawater channel 13 is provided with a second cooling pump 131.

[0106] It should be noted that when outside seawater enters the first seawater channel 13, it is pumped into the system by the second cooling pump 131, driving the seawater through the first heat exchanger 121, the second heat exchanger 122, and the third heat exchanger 123 for heat exchange, before the heated seawater is discharged outside the ship. Understandably, the controller 15 in the marine cooling subsystem 1 is also connected to the first seawater channel 13 to control the operation of the second cooling pump 131 within the first seawater channel 13.

[0107] In another embodiment, the second seawater channel is provided with a check valve.

[0108] It should be noted that the check valve is used to ensure the unidirectional flow of seawater used for cooling, preventing backflow of seawater after heat exchange. The check valve is installed at the discharge port of the second seawater channel, allowing the seawater to drain smoothly after the heat exchange process while preventing backflow, ensuring stable system operation and high efficiency. The check valve automatically opens and closes based on the pressure difference generated by the seawater flow, ensuring unidirectional flow of cooling seawater in the pipeline. When the second cooling pump 131 is running, seawater pushes the valve core of the check valve to open, flowing smoothly through the heat exchanger and then out of the ship; when the system stops or the pressure drops, the valve core automatically closes under the action of spring force and external water pressure, preventing backflow of seawater. This function is achieved by the mechanical structure of the check valve itself, without relying on sensors or controller 15, effectively preventing backflow of seawater after heat exchange and ensuring the stability and efficiency of the marine cooling subsystem 1.

[0109] The following describes the working path of a marine hydrogen propulsion system, using marine cooling subsystem 1 as an example:

[0110] (1) Hydrogen Supply: Hydrogen is released from the high-pressure hydrogen storage tank in the hydrogen unit 26 and regulated to a pressure suitable for use in the hydrogen fuel cell 21 via a pressure reducing valve. After impurities are removed by a filter, the purified hydrogen is sent to a humidifier for humidity regulation to ensure suitable humidity conditions before entering the hydrogen fuel cell 21. In addition, a hydrogen circulation pump is installed to utilize any incompletely used hydrogen. To maintain optimal electrochemical reaction conditions, the pretreated hydrogen is humidified by the humidifier in the hydrogen unit 26. Appropriate humidity helps to improve hydration on the electrode surface, promotes effective conduction of the proton exchange membrane, and thus improves the efficiency and stability of the hydrogen fuel cell 21.

[0111] (2) Air Supply: Outside air is first pressurized by an air compressor in air unit 23 to provide sufficient oxygen for the fuel cell. The pressurized air is then cooled by the marine cooling subsystem 1 to prevent overheating from affecting the performance of the hydrogen fuel cell 21. Next, the air is purified by a filter to remove dust and other impurities, ensuring the quality of the air entering the stack. To maintain optimal electrochemical reaction conditions, the pre-treated air is humidified by a humidifier in air unit 23. Appropriate humidity helps improve hydration of the electrode surfaces, promotes effective conduction of the proton exchange membrane, and thus enhances the efficiency and stability of the hydrogen fuel cell 21.

[0112] (3) Electrochemical reaction: Pretreated and humidified hydrogen and air enter the hydrogen fuel cell 21 respectively, where an electrochemical reaction occurs under the action of a catalyst, generating water and direct current electricity. Hydrogen is oxidized into protons and electrons at the anode side. The protons pass through the proton exchange membrane to the cathode side, where they combine with oxygen to form water, while the electrons form an electric current through an external circuit. Furthermore, since water is generated at the cathode side, it must be drained promptly to prevent water from clogging the pores of the diffusion layer. This achieves the conversion of chemical energy into electrical energy.

[0113] (4) Power Management: The DC power generated by the hydrogen fuel cell 21 is regulated by a DC / DC converter in the power conversion device 25 to adapt to load demand. If AC power is required, the DC power is converted to AC power by an inverter in the power conversion device 25 and supplied to the electric drive device 24 (such as an electric motor) or other AC loads. Excess electrical energy can be stored in the energy storage device 22 to provide supplementary power during periods of high load or low hydrogen supply. This process ensures the efficient distribution and utilization of electrical energy.

[0114] (5) Heat Dissipation Management: The coolant is driven by a cooling pump in the marine cooling subsystem 1, flowing through the hydrogen fuel cell 21, air unit 23, and energy storage unit 22 to absorb the generated heat. The heated coolant dissipates the heat through the heat exchanger 12, maintaining the fuel cell stack within a suitable operating temperature range. A temperature sensor monitors the coolant temperature in real time and feeds it back to the controller 15 to adjust the coolant flow rate and heat dissipation efficiency. This step ensures the efficient operation and long-term stability of the hydrogen power system.

[0115] (6) Monitoring and Control: Various sensors (such as temperature, pressure, current, and voltage sensors) monitor the system's operating status in real time, and the collected data is transmitted to the main control unit. The main control unit analyzes this data and adjusts the operating parameters of each module as needed to ensure the safe and stable operation of the system. In addition, the combustible gas detection device continuously monitors the system for hydrogen leakage, and takes immediate measures to ensure the safety of the system once an anomaly is detected.

[0116] Hydrogen unit 26 and air unit 23 supply hydrogen and oxygen to the positive and negative electrodes of hydrogen fuel cell 21, respectively. Hydrogen fuel cell 21 generates electrical and thermal energy through an electrochemical reaction. The generated electrical energy is converted and distributed by power conversion unit 25 and electric drive unit 24 to supply the ship's equipment; simultaneously, some electrical energy can be stored in the energy storage system for unforeseen needs. Marine cooling unit 11 dissipates heat from hydrogen fuel cell 21, air unit 23, and energy storage unit 22, maintaining them within a suitable operating temperature range. The monitoring and control system monitors the operating status of each subsystem in real time and adjusts the operating parameters of each module based on feedback information to ensure the safe, stable, and efficient operation of the entire system.

[0117] The following describes the path of marine cooling subsystem 1:

[0118] (1) Coolant circulation path construction: After the cooling pump is started, it drives the coolant to circulate in the pipeline; the coolant flows through the hydrogen fuel cell 21, the air device 23 and the energy storage device 22, absorbing the heat generated during the operation of these devices.

[0119] (2) Heat exchange and coolant cooling: The high-temperature coolant after absorbing heat enters the heat exchange device 12 through the pipeline, and exchanges heat with the external cooling medium - seawater in the heat exchange device 12 to achieve cooling. The seawater is introduced from outside the ship, and after completing the heat exchange through the heat exchange device 12, it is discharged back into the sea through the seawater pipeline with a check valve to prevent backflow.

[0120] (3) Cooling system status monitoring and control: Reference Figure 2The first temperature sensor 111 is connected to the inlet of the hydrogen fuel cell 21, the air device 23, and the energy storage device 22; the second temperature sensor 112 is connected to the outlet of the hydrogen fuel cell 21. Both sensors are connected to the controller 15. Before starting the marine cooling subsystem 1, the controller 15 acquires the sensing data from the first temperature sensor 111 to determine whether the valve state of the three-way valve 115 needs to be controlled in advance. When starting the marine cooling subsystem 1, the controller 15 controls the second cooling pump 131 to start, thereby pushing seawater into the heat exchanger 12. Simultaneously, the controller 15 controls the first heat exchanger 121, the second heat exchanger 122, and the third heat exchanger 123 to start, so that the first heat exchanger 121, the second heat exchanger 122, and the third heat exchanger 123... Heat exchangers 122 and 123 exchange heat with seawater, thereby cooling the coolant. Additionally, controller 15 starts the first cooling pump 113 to push the coolant into the target equipment (hydrogen fuel cell 21, energy storage device 22, and air device 23) for cooling. During this process, controller 15 collects temperature data from the first temperature sensor 111 and the second temperature sensor 112 in real time, and controls the valve state of the three-way valve 115 based on the collected sensor data and preset logic. When controller 15 controls the valve core of the three-way valve 115 to connect it to the electric heater 114, controller 15 starts the electric heater 114, ensuring the cooling system operates in optimal condition. This method allows controller 15 to dynamically respond to changes in system state, ensuring efficient and stable system operation. It is understood that controller 15 executes operations based on preset logic.

[0121] (4) Coolant quality management and compensation: An expansion tank 116 is provided to compensate for volume changes caused by temperature variations and maintain stable system pressure. At the same time, a deionizer is provided, which removes conductive ions such as calcium, magnesium, and chloride from the coolant through ion exchange resin, reduces conductivity, prevents equipment insulation performance degradation due to ion accumulation, and ensures the safe operation of the hydrogen fuel cell 21 system.

[0122] (5) Auxiliary heating control under low-temperature conditions: The output of the cooling pump is divided into two paths via a three-way valve 115. One path goes through the electric heater 114, and the other path goes directly to the heat exchanger 12. The controller 15 dynamically adjusts the opening ratio of the three-way valve 115 based on the real-time data fed back by the temperature sensor and the error between the current coolant temperature and the set temperature to regulate the coolant flow through the electric heater 114 and the heat exchanger 12. In low-temperature environments, when the coolant temperature is detected to be lower than the preset low-temperature threshold, the controller 15 increases the proportion of coolant passing through the electric heater 114 to preheat the coolant. As the temperature approaches the ideal range, the proportion is gradually reduced until equilibrium is reached, ensuring that the hydrogen fuel cell 21 and the energy storage device 22 start up and operate at a suitable temperature.

[0123] (6) Intelligent Control and System Coordination: The operation of the entire cooling system is uniformly scheduled by the controller 15, realizing intelligent control and system coordination. The controller 15 receives data from the coolant inlet and outlet temperature sensors in real time, and outputs a control signal based on preset logic by comparing the error between the current temperature and the set target temperature. This dynamically adjusts the opening ratio of the three-way valve 115, starts and stops the electric heater 114, or adjusts the speed of the cooling pump. When the coolant temperature is detected to be lower than the preset low temperature threshold, the controller 15 increases the proportion flowing to the electric heater 114 to raise the coolant temperature; if the temperature is higher than the preset high temperature threshold, it increases the proportion flowing to the heat exchange device 12 to enhance the cooling effect. In addition, the controller 15 can also adjust the speed of the cooling pump according to the operating conditions. For example, it can increase the pump speed in high temperature environments to accelerate the coolant circulation speed, thereby enhancing heat dissipation efficiency; and reduce the pump speed in low temperature or low load conditions to save energy. Through continuous monitoring and real-time feedback adjustment, the controller 15 ensures that the cooling system maintains optimal performance under various operating conditions, which not only improves the system's response speed and accuracy but also enhances the overall reliability and safety. This intelligent control mechanism enables the cooling system to flexibly respond to the needs under different environmental conditions, ensuring the efficient and stable operation of the hydrogen fuel cell 21 system. It is understood that the algorithms and judgment methods in the controller 15 / monitoring and control device 27 mentioned above are all preset logic, and the implementation of this solution does not involve the use or improvement of algorithms.

[0124] The above description is the preferred embodiment of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this utility model, and these improvements and modifications are also considered to be within the protection scope of this utility model.

Claims

1. A marine hydrogen propulsion system, characterized in that, It includes a marine hydrogen propulsion subsystem and a marine cooling subsystem, wherein the marine cooling subsystem is connected to the marine hydrogen propulsion subsystem, and the marine cooling subsystem includes a heat exchange device, a marine cooling device, a first seawater channel and a second seawater channel, wherein: The first inlet end of the heat exchange device is connected to the first end of the first seawater channel, the first outlet end of the heat exchange device is connected to the first end of the second seawater channel, the second inlet end of the heat exchange device is connected to the second flow path outlet end of the marine cooling device, and the second outlet end of the heat exchange device is connected to the first flow path inlet end of the marine cooling device. The second end of the first seawater channel serves as the first external seawater interface. The second end of the second seawater channel serves as the second external seawater interface; The first flow path outlet of the marine cooling device is connected to the coolant inlet of the marine hydrogen power subsystem, and the second flow path inlet of the marine cooling device is connected to the coolant outlet of the marine hydrogen power subsystem.

2. The marine hydrogen propulsion system according to claim 1, characterized in that, The marine hydrogen power subsystem includes a power unit, an air unit, a hydrogen fuel cell, and an energy storage unit, wherein: The first power end of the hydrogen fuel cell is connected to the first power end of the air device, and the second power end of the hydrogen fuel cell is connected to the first power end of the power device. The second power end of the power unit is connected to the second power end of the energy storage device; The second power end of the air device is connected to the second power end of the energy storage device.

3. The marine hydrogen propulsion system according to claim 2, characterized in that, The marine cooling system includes a first cooling system, a second cooling system, a third cooling system, a first fluid thermal control subsystem, and a second fluid thermal control subsystem, wherein: The first flow path inlet of the first fluid thermal control subsystem is connected to the first flow path outlet of the heat exchange device, the first flow path outlet of the first fluid thermal control subsystem is connected to the first flow path inlet of the first cooling device, the second flow path inlet of the first fluid thermal control subsystem is connected to the second flow path outlet of the first cooling device, and the second flow path outlet of the first fluid thermal control subsystem is connected to the first flow path inlet of the heat exchange device. The first flow path outlet of the first cooling device is connected to the inlet of the hydrogen fuel cell, and the second flow path inlet of the first cooling device is connected to the outlet of the hydrogen fuel cell. The first flow path inlet of the second fluid thermal control subsystem is connected to the second flow path outlet of the heat exchange device; the first flow path outlet of the second fluid thermal control subsystem is connected to the first flow path inlet of the second cooling device; the second flow path inlet of the second fluid thermal control subsystem is connected to the second flow path outlet of the second cooling device; and the second flow path outlet of the second fluid thermal control subsystem is connected to the second flow path inlet of the heat exchange device. The first flow path outlet of the second cooling device is connected to the inlet of the energy storage device, and the second flow path inlet of the second cooling device is connected to the outlet of the energy storage device. The first flow path inlet of the third cooling device is connected to the third flow path outlet of the heat exchange device, the first flow path outlet of the third cooling device is connected to the inlet of the air device, the second flow path inlet of the third cooling device is connected to the outlet of the air device, and the second flow path outlet of the third cooling device is connected to the third flow path inlet of the heat exchange device.

4. The marine hydrogen propulsion system according to claim 3, characterized in that, The first cooling device, the second cooling device, and the third cooling device have the same internal structure, and the first fluid thermal control subsystem has the same internal structure as the second fluid thermal control subsystem.

5. The marine hydrogen propulsion system according to claim 3, characterized in that, The first fluid thermal control subsystem includes a three-way valve and an electric heater, wherein: The first end of the three-way valve is connected to the second flow path outlet end of the first cooling device, the second end of the three-way valve is connected to the inlet end of the electric heater, and the third end of the three-way valve is connected to the first flow path inlet end of the heat exchange device. The outlet end of the electric heater is connected to the first flow path outlet end of the first cooling device.

6. The marine hydrogen propulsion system according to claim 5, characterized in that, The first cooling device includes a first cooling pump, a first temperature sensor, a second temperature sensor, and a deionizer, wherein: The first end of the first cooling pump is connected to the first flow path outlet end of the heat exchange device, and the second end of the first cooling pump is connected to the first end of the first temperature sensor. The second end of the first temperature sensor is connected to the inlet end of the hydrogen fuel cell; The first end of the second temperature sensor is connected to the outlet end of the hydrogen fuel cell, and the second end of the second temperature sensor is connected to the first end of the deionizer. The second end of the deionizer is connected to the first end of the three-way valve.

7. The marine hydrogen propulsion system according to claim 6, characterized in that, The first cooling device further includes an expansion tank, the inlet of which is connected to the second end of the first cooling pump.

8. The marine hydrogen propulsion system according to claim 3, characterized in that, The heat exchange device includes a first heat exchanger, a second heat exchanger, and a third heat exchanger, wherein: The first flow path outlet end of the first heat exchanger is connected to the first flow path inlet end of the first fluid thermal control subsystem, and the second flow path inlet end of the first heat exchanger is connected to the second flow outlet end of the first fluid thermal control subsystem. The first flow path outlet end of the second heat exchanger is connected to the first flow path inlet end of the second fluid thermal control subsystem, and the second flow path inlet end of the second heat exchanger is connected to the second flow outlet end of the second fluid thermal control subsystem. The first flow path outlet end of the third heat exchanger is connected to the first flow path inlet end of the third cooling device, and the second flow path inlet end of the third heat exchanger is connected to the second flow path outlet end of the third cooling device.

9. The marine hydrogen propulsion system according to claim 1, characterized in that, The first seawater channel is equipped with a second cooling pump.

10. The marine hydrogen propulsion system according to claim 1, characterized in that, The second seawater channel is equipped with a check valve.

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