CN216154007U - Marine hybrid propulsion system - Google Patents
Marine hybrid propulsion system Download PDFInfo
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- CN216154007U CN216154007U CN202122123804.9U CN202122123804U CN216154007U CN 216154007 U CN216154007 U CN 216154007U CN 202122123804 U CN202122123804 U CN 202122123804U CN 216154007 U CN216154007 U CN 216154007U
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Abstract
The utility model discloses a marine hybrid power propulsion system, which comprises a gas turbine, a gas-liquid heat exchanger and a ship body, wherein a power system and an electric control system are arranged in the ship body, and the power system comprises a turbine and a propeller coaxially connected with the turbine; the exhaust end of the gas turbine is connected with the gas inlet end of the gas-liquid heat exchanger, and the steam outlet of the gas-liquid heat exchanger is connected with the turbine of the ship body; the current output end of the gas turbine is connected with the current input end of the power control system of the ship body. The utility model uses the heat energy and the electric energy of the gas turbine as the hybrid power, on one hand, the gas turbine converts the chemical energy of the fuel into the electric energy which can be used for controlling the posture of the ship body and carrying out vector propulsion on the ship; on the other hand, the waste heat of the tail gas is recycled through the gas heat exchanger, and steam sprayed by the gas heat exchanger is used for directly pushing a turbine of the ship body to do work, so that a propeller is driven to rotate, and the ship body is pushed to advance; the vector propulsion and the thermal propulsion are combined, and the combined action efficiency can reach 80-90%.
Description
Technical Field
The utility model relates to a hybrid power propulsion system for a ship, and belongs to the technical field of ship hybrid power.
Background
With the increasing acceleration of global warming, the requirement of gas emission caused by global warming due to carbon dioxide and the like is gradually strict, and various countries in the world continuously come out relevant energy-saving and emission-reducing policies. Based on the field of ships, relevant national departments also develop various targeted energy-saving and emission-reducing policies, and encourage the development of new energy ships, so that the harmful gas emission in the port area during the ship advancing process is solved, and the green economy and the safety of the ships are improved. At present, the technical development and construction of new energy ships are gradually started in the market, the aim is to develop a pure electric propulsion ship, a hybrid propulsion ship is the primary development direction, and as a transition scheme, the duration of the application of the hybrid propulsion ship is long, so that the energy-saving and emission-reducing policy can be responded, and the requirement of ship power can be ensured.
The existing hybrid power technology generally adopts a means of combining new energy power generation with thermal power generation for power supply, for example, photovoltaic power generation or wind power generation and thermal power generation are combined for power supply, but the means introduces solar energy or wind energy, and inevitably needs a plurality of corresponding complex devices, such as a solar cell panel, an alternating current/direct current power distribution cabinet, a photovoltaic inverter and other devices, which can cause the stability of the whole ship power system to be reduced; and the system structure is too complicated, the control mode is more complicated, and the configuration cost in all aspects is too high, especially for the field of ship power systems with higher requirements on reliability and spatial layout. Therefore, a technical solution having an unsuitability for ensuring the stability in use and a complicated structure is not preferable because various problems are likely to occur.
The gas turbine uses continuously flowing gas as working medium to drive the impeller to rotate at high speed, and converts the energy of fuel into useful work, and is a rotary impeller type heat engine. The device mainly comprises three parts of a gas compressor, a combustion chamber and a turbine: the air compressor sucks air from the external atmospheric environment, and compresses the air step by step to pressurize the air, and meanwhile, the air temperature is correspondingly increased; compressed air is pumped into a combustion chamber and is mixed with injected fuel to be combusted to generate high-temperature and high-pressure gas; then the gas or liquid fuel enters a turbine to do work through expansion, the turbine is pushed to drive the gas compressor and the external load rotor to rotate at a high speed, the chemical energy of the gas or liquid fuel can be partially converted into mechanical work and heat energy, and the mechanical work and the heat energy can be output through connecting a generator.
SUMMERY OF THE UTILITY MODEL
In view of the above prior art, the present invention provides a hybrid propulsion system for a ship, which has a relatively simple structure, low configuration cost, and high reliability.
The utility model is realized by the following technical scheme:
a hybrid power propulsion system for ships comprises a gas turbine, a gas-liquid heat exchanger and a ship body, wherein a power system and an electric control system are arranged in the ship body, and the power system comprises a turbine and a propeller which is coaxially connected with the turbine and can push the ship body to advance; the exhaust end of the gas turbine is connected with the gas inlet end of the gas-liquid heat exchanger, the gas outlet of the gas-liquid heat exchanger is connected with the turbine of the ship body, the gas turbine can output tail gas to the gas-liquid heat exchanger, and the gas discharged by the gas-liquid heat exchanger 2 pushes the ship body to move forwards; the current output end of the gas turbine is connected with the current input end of the power control system of the ship body, and the gas turbine can output electric energy to the power control system of the ship body so as to perform vector control on the ship body.
Further, the gas turbine is selected from a single-rotor micro gas turbine and a multi-rotor micro gas turbine.
Further, the single-rotor micro gas turbine comprises a gas compressor, a motor, a turbine and a combustion chamber, wherein the gas compressor, the motor and the turbine are coaxially connected, the exhaust end of the turbine is connected with the gas inlet end of the gas-liquid heat exchanger, and the current output end of the motor is connected with the current input end of the power control system of the ship body.
Further, the multi-rotor micro gas turbine comprises a core machine and a free machine. The core machine comprises a gas compressor, a motor, a turbine and a combustion chamber, wherein the gas compressor, the motor and the turbine are coaxially connected, and the exhaust end of the combustion chamber is connected with the gas inlet end of the turbine; the free machine comprises a free motor and a free turbine which are coaxially connected, the gas outlet end of the turbine is connected with the gas inlet end of the free turbine, the gas outlet end of the free turbine is connected with the gas inlet end of the gas-liquid heat exchanger, and the current output end of the free motor is connected with the current input end of the power control system of the ship body.
Furthermore, the motor is a starting integrated motor, when the motor is started, the motor is used as a starter to drive the micro gas turbine to rotate, and after the motor is accelerated to be capable of operating independently, the starter is disconnected and converted into a generator.
Furthermore, a diffuser is arranged at the joint of the gas compressor and the combustion chamber, and the working medium enters the combustion chamber after being compressed by the gas compressor and then diffused by the diffuser.
Further, the gas-liquid heat exchanger comprises a first fluid channel and a second fluid channel, the first fluid channel is communicated with a cold fluid, the second fluid channel is communicated with the outside atmosphere, the first fluid channel comprises a liquid inlet and a steam outlet, the second fluid channel comprises a gas inlet and a gas outlet, the gas inlet of the second fluid channel is connected with the exhaust end of the gas turbine, the gas outlet is communicated with the outside atmosphere, and the liquid inlet of the first fluid channel is used for being communicated with the cold fluid and the steam outlet is connected with a turbine of the ship body. When the ship works, hot fluid (tail gas exhausted by a gas turbine in the utility model) enters from the air inlet of the second fluid channel, and heats and evaporates cold fluid (seawater in the utility model) entering from the liquid inlet of the first fluid channel, and steam is exhausted from the steam outlet of the first fluid channel and pushes the turbine of the ship body to do work, so that the propeller is driven to rotate to push the ship body to advance; the heat-released hot fluid is discharged from the air outlet of the second fluid channel.
The gas-liquid heat exchanger can be selected from any type of commercially available heat exchanger with a first fluid channel and a second fluid channel, wherein the first fluid channel is used for introducing cold fluid (seawater in the utility model), and the second fluid channel is used for introducing hot fluid (tail gas of a gas turbine in the utility model).
Further, a valve can be arranged at a steam outlet of the gas-liquid heat exchanger to control the flow of steam.
Furthermore, the steam outlet of the gas-liquid heat exchanger is also provided with at least one branch, and a branch valve can be arranged on each branch to control the flow of steam of each branch. The branch can be connected with a gas turbine, can provide steam for the rear end of a diffuser, in a combustion chamber and/or at the front end of a turbine, and can also be connected with other equipment needing steam on a ship body for other occasions needing steam.
Further, a flushing system can be arranged on the gas-liquid heat exchanger, and the flushing system comprises pumps arranged at outlet ends of the first fluid channel and the second fluid channel. When the flushing system is started, seawater is discharged into the first fluid channel and the second fluid channel by a pump, and the pressurized seawater scours and dissolves salt particles generated in the first fluid channel and the second fluid channel due to heat exchange, so that the blockage of the gas-heat exchanger is prevented.
The method for flushing the gas-liquid heat exchanger of the marine hybrid power propulsion system can also comprise the following steps: the seawater is discharged from the outlets and the inlets of the first fluid channel and the second fluid channel respectively, and reversely flushes the first fluid channel and the second fluid channel, so that salt particles are more conveniently flushed away, and the flushing effect is better.
According to the marine hybrid power propulsion system, the heat energy and the electric energy of the gas turbine are used as hybrid power, on one hand, the gas turbine converts the chemical energy of fuel into the electric energy, and can be used for controlling the posture of a ship body and carrying out vector propulsion on the ship; on the other hand, the tail gas of the gas turbine recovers and utilizes the waste heat of the tail gas through the gas heat exchanger, and the steam sprayed by the gas heat exchanger is used for directly pushing a turbine of the ship body to do work to drive the propeller to rotate and push the ship body to advance; the vector propulsion and the thermal propulsion are combined, and the combined action efficiency can reach 80-90%.
The various terms and phrases used herein have the ordinary meaning as is well known to those skilled in the art.
Drawings
FIG. 1: the structure of the marine hybrid propulsion system is schematically shown.
FIG. 2: schematic view of the structure of a gas turbine (example 1).
FIG. 3: schematic view of the structure of a gas turbine (example 2).
FIG. 4: the structure schematic diagram of the gas-liquid heat exchanger.
FIG. 5: FIG. 4 is a schematic cross-sectional view of a gas-liquid heat exchanger.
Wherein, 1, a gas turbine; 2. a gas-liquid heat exchanger; 21. a first fluid channel; 211. a liquid inlet; 212. a steam outlet; 22. a second fluid passage; 221. an air inlet; 222. an air outlet; 3. a hull; 102. a compressor; 103. a motor; 104. a turbine; 105. a combustion chamber; 108. a free motor; 109. a free turbine; 4. heat energy; 5. electrical energy; 6. working medium; 7. and (4) tail gas.
Detailed Description
The present invention will be further described with reference to the following examples. However, the scope of the present invention is not limited to the following examples. It will be understood by those skilled in the art that various changes and modifications may be made to the utility model without departing from the spirit and scope of the utility model.
EXAMPLE 1 Marine hybrid propulsion System
A marine hybrid power propulsion system comprises a gas turbine 1, a gas-liquid heat exchanger 2 and a hull 3, wherein as shown in figure 1, a power system and an electric control system are arranged in the hull 3, the power system comprises a turbine and a propeller which is coaxially connected with the turbine and can push the hull to advance; the exhaust end of the gas turbine 1 is connected with the gas inlet end of the gas-liquid heat exchanger 2, the gas outlet of the gas-liquid heat exchanger 2 is connected with the turbine of the ship body 3, the gas turbine 1 can output heat energy 4 to the gas-liquid heat exchanger 2, and the gas discharged by the gas-liquid heat exchanger 2 pushes the ship body 3 to advance; the current output end of the gas turbine 1 is connected with the current input end of the power control system of the ship body 3, and the gas turbine 1 can output electric energy 5 to the power control system of the ship body 3 so as to perform vector control on the ship body 3.
The gas turbine is a single-rotor micro gas turbine and comprises a gas compressor 102, a motor 103, a turbine 104 and a combustion chamber 105, as shown in fig. 2, the gas compressor 102, the motor 103 and the turbine 104 are coaxially connected, the exhaust end of the turbine 104 is connected with the air inlet end of the gas-liquid heat exchanger 2, and the current output end of the motor 103 is connected with the current input end of the power control system of the ship body 3.
The motor 103 is a starting integrated motor, and when the motor is started, the motor is used as a starter to drive the micro gas turbine to rotate, and after the motor is accelerated to be capable of operating independently, the starter is disconnected and converted into a generator.
A diffuser can be arranged at the joint of the compressor 102 and the combustion chamber 105, and the working medium enters the combustion chamber 105 after being compressed by the compressor 102 and then diffused by the diffuser.
When the gas turbine works, a working medium 6 (generally air) is sucked from the outside at the low-pressure end of the gas compressor 102, the working medium 6 is compressed and pressurized by the gas compressor 102, then enters the combustion chamber 105 and is mixed and combusted with injected fuel to generate high-temperature and high-pressure gas, the high-temperature gas enters the turbine 104 from the gas outlet end of the combustion chamber 105 and pushes the turbine 104 to do work, the turbine 104 drives the coaxial motor 103 to generate electricity and drives the gas compressor 102 to work, and partial chemical energy of the gas or liquid fuel is converted into mechanical energy and electric energy is output; the high-temperature gas performs work on the turbine 104 and is discharged from the exhaust end as a tail gas 7.
The gas-liquid heat exchanger 2, as shown in fig. 4 and 5, includes a first fluid channel 21 into which a cold fluid is introduced and a second fluid channel 22 into which a hot fluid is introduced, the first fluid channel 21 includes a liquid inlet 211 and a steam outlet 212, the second fluid channel 22 includes a gas inlet 221 and a gas outlet 222, the gas inlet 221 of the second fluid channel 22 is connected to an exhaust end of the gas turbine 1, the gas outlet 222 is communicated with the outside atmosphere, and the liquid inlet 211 of the first fluid channel 21 is used for introducing the cold fluid, and the steam outlet 212 is connected to a turbine of the hull 3. When the ship works, tail gas 7 exhausted by the gas turbine 1 enters from the gas inlet 221 of the second fluid channel 22, seawater entering from the liquid inlet 211 of the first fluid channel 21 is heated and evaporated, steam is exhausted from the steam outlet 212 of the first fluid channel 21 and pushes the turbine of the ship body 3 to do work, so that the propeller is driven to rotate, and the ship body 3 is pushed to advance; the tail gas 7 after heat release is discharged from the gas outlet 222 of the second fluid passage 22.
The gas-liquid heat exchanger 2 can be selected from any type of commercially available heat exchanger with a first fluid passage 21 and a second fluid passage 22, wherein the first fluid passage 21 is used for introducing cold fluid, and the second fluid passage 22 is used for introducing hot fluid.
The steam outlet 212 of the gas-liquid heat exchanger 2 can be provided with a valve to control the flow of the steam.
The steam outlet 212 of the gas-liquid heat exchanger 2 may be provided with a plurality of branches, and a branch valve may be arranged on each branch to control the flow rate of the steam of each branch. The branch may be connected to the gas turbine 1, may provide steam to the back end of the diffuser, the combustion chamber and/or the front end of the turbine, and may also be connected to other equipment on the hull 3 that requires steam for use in other situations where steam is required.
A flushing system may also be provided on the gas-liquid heat exchanger 2, the flushing system comprising a pump provided at the gas outlet 212 of the first fluid channel 21 and a pump provided at the gas outlet 222 of the second fluid channel 22. When the flushing system is started, seawater is discharged into the first fluid channel 21 and the second fluid channel 22 by a pump, and the pressurized seawater flushes and dissolves salt particles generated in the first fluid channel 21 and the second fluid channel 22 due to heat exchange, so that the blockage of the gas-heat exchanger is prevented. During specific operation, seawater can be discharged from the steam outlet 212 of the first fluid passage 21 and the air outlet 222 of the second fluid passage 22 respectively, and discharged from the liquid inlet 211 of the first fluid passage 21 and the air inlet 221 of the second fluid passage 22 to reversely flush the first fluid passage 21 and the second fluid passage 22, so that salt particles can be flushed away more conveniently, and the flushing effect is better.
EXAMPLE 2 Marine hybrid propulsion System
A marine hybrid power propulsion system comprises a gas turbine 1, a gas-liquid heat exchanger 2 and a hull 3, wherein as shown in figure 1, a power system and an electric control system are arranged in the hull 3, the power system comprises a turbine and a propeller which is coaxially connected with the turbine and can push the hull to advance; the exhaust end of the gas turbine 1 is connected with the gas inlet end of the gas-liquid heat exchanger 2, the gas outlet of the gas-liquid heat exchanger 2 is connected with the turbine of the ship body 3, the gas turbine 1 can output heat energy 4 to the gas-liquid heat exchanger 2, and the gas discharged by the gas-liquid heat exchanger 2 pushes the ship body 3 to advance; the current output end of the gas turbine 1 is connected with the current input end of the power control system of the ship body 3, and the gas turbine 1 can output electric energy 5 to the power control system of the ship body 3 so as to perform vector control on the ship body 3.
The gas turbine is a multi-rotor micro gas turbine and comprises a core machine and a free machine, wherein the core machine is shown in figure 3. The device comprises a compressor 102, a motor, a turbine 104 and a combustion chamber 105, wherein the compressor 102, the motor and the turbine 104 are coaxially connected, and the exhaust end of the combustion chamber 105 is connected with the air inlet end of the turbine 104.
The free machine comprises a free motor 108 and a free turbine 109 which are coaxially connected, the gas outlet end of the turbine 104 is connected with the gas inlet end of the free turbine 109, the gas outlet end of the free turbine 109 is connected with the gas inlet end of the gas-liquid heat exchanger 2, and the current output end of the free motor 108 is connected with the current input end of the power control system of the ship body 3.
The motor is a starting integrated motor, and when the motor is started, the motor is used as a starter to drive the micro gas turbine to rotate, and after the motor is accelerated to be capable of operating independently, the starter is disconnected and converted into a generator.
A diffuser can be arranged at the joint of the compressor 102 and the combustion chamber 105, and the working medium enters the combustion chamber 105 after being compressed by the compressor 102 and then diffused by the diffuser.
When the gas turbine works, a working medium 6 (generally air) is sucked from the outside at the low-pressure end of the gas compressor 102, the working medium 6 is compressed and pressurized by the gas compressor 102, then enters the combustion chamber 105 and is mixed and combusted with injected fuel to generate high-temperature and high-pressure gas, the high-temperature gas enters the turbine 104 and the free turbine 109 in sequence from the gas outlet end of the combustion chamber 105 and pushes the turbine 104 and the free turbine 109 to do work, the turbine 104 drives the coaxial gas compressor 102 to work, the free turbine 109 drives the free motor 108 coaxial with the turbine 109 to generate electricity, and partial chemical energy of gas or liquid fuel is converted into mechanical energy and electric energy is output; the high-temperature gas performs work on the turbine 104 and the free turbine 109 and is discharged from the exhaust end as the tail gas 7.
The gas-liquid heat exchanger 2, as shown in fig. 4 and 5, includes a first fluid channel 21 into which a cold fluid is introduced and a second fluid channel 22 into which a hot fluid is introduced, the first fluid channel 21 includes a liquid inlet 211 and a steam outlet 212, the second fluid channel 22 includes a gas inlet 221 and a gas outlet 222, the gas inlet 221 of the second fluid channel 22 is connected to an exhaust end of the gas turbine 1, the gas outlet 222 is communicated with the outside atmosphere, and the liquid inlet 211 of the first fluid channel 21 is used for introducing the cold fluid, and the steam outlet 212 is connected to a turbine of the hull 3. When the ship works, tail gas 7 exhausted by the gas turbine 1 enters from the gas inlet 221 of the second fluid channel 22, seawater entering from the liquid inlet 211 of the first fluid channel 21 is heated and evaporated, steam is exhausted from the steam outlet 212 of the first fluid channel 21 and pushes the turbine of the ship body 3 to do work, so that the propeller is driven to rotate, and the ship body 3 is pushed to advance; the tail gas 7 after heat release is discharged from the gas outlet 222 of the second fluid passage 22.
The gas-liquid heat exchanger 2 can be selected from any type of commercially available heat exchanger with a first fluid passage 21 and a second fluid passage 22, wherein the first fluid passage 21 is used for introducing cold fluid, and the second fluid passage 22 is used for introducing hot fluid.
The steam outlet 212 of the gas-liquid heat exchanger 2 can be provided with a valve to control the flow of the steam.
The steam outlet 212 of the gas-liquid heat exchanger 2 may be provided with a plurality of branches, and a branch valve may be arranged on each branch to control the flow rate of the steam of each branch. The branch may be connected to the gas turbine 1, may provide steam to the back end of the diffuser, the combustion chamber and/or the front end of the turbine, and may also be connected to other equipment on the hull 3 that requires steam for use in other situations where steam is required.
A flushing system may also be provided on the gas-liquid heat exchanger 2, the flushing system comprising a pump provided at the gas outlet 212 of the first fluid channel 21 and a pump provided at the gas outlet 222 of the second fluid channel 22. When the flushing system is started, seawater is discharged into the first fluid channel 21 and the second fluid channel 22 by a pump, and the pressurized seawater flushes and dissolves salt particles generated in the first fluid channel 21 and the second fluid channel 22 due to heat exchange, so that the blockage of the gas-heat exchanger is prevented. During specific operation, seawater can be discharged from the steam outlet 212 of the first fluid passage 21 and the air outlet 222 of the second fluid passage 22 respectively, and discharged from the liquid inlet 211 of the first fluid passage 21 and the air inlet 221 of the second fluid passage 22 to reversely flush the first fluid passage 21 and the second fluid passage 22, so that salt particles can be flushed away more conveniently, and the flushing effect is better.
Although the specific embodiments of the present invention have been described with reference to the examples, the scope of the present invention is not limited thereto, and those skilled in the art will appreciate that various modifications and variations can be made without inventive effort by those skilled in the art based on the technical solution of the present invention.
Claims (9)
1. A hybrid propulsion system for a ship, characterized by: the gas-liquid heat exchanger comprises a gas turbine, a gas-liquid heat exchanger and a ship body, wherein a power system and an electric control system are arranged in the ship body, and the power system comprises a turbine and a propeller coaxially connected with the turbine; the exhaust end of the gas turbine is connected with the gas inlet end of the gas-liquid heat exchanger, and the steam outlet of the gas-liquid heat exchanger is connected with the turbine of the ship body; the current output end of the gas turbine is connected with the current input end of the power control system of the ship body.
2. Hybrid marine propulsion system according to claim 1, characterised in that: the gas turbine is selected from a single-rotor micro gas turbine and a multi-rotor micro gas turbine.
3. Hybrid marine propulsion system according to claim 2, characterised in that: the single-rotor micro gas turbine comprises a gas compressor, a motor, a turbine and a combustion chamber, wherein the gas compressor, the motor and the turbine are coaxially connected, the exhaust end of the turbine is connected with the gas inlet end of a gas-liquid heat exchanger, and the current output end of the motor is connected with the current input end of an electric control system of a ship body.
4. Hybrid marine propulsion system according to claim 2, characterised in that: the multi-rotor micro gas turbine comprises a core machine and a free machine; the core machine comprises a gas compressor, a motor, a turbine and a combustion chamber, wherein the gas compressor, the motor and the turbine are coaxially connected, and the exhaust end of the combustion chamber is connected with the gas inlet end of the turbine; the free machine comprises a free motor and a free turbine which are coaxially connected, the gas outlet end of the turbine is connected with the gas inlet end of the free turbine, the gas outlet end of the free turbine is connected with the gas inlet end of the gas-liquid heat exchanger, and the current output end of the free motor is connected with the current input end of the power control system of the ship body.
5. Hybrid marine propulsion system according to claim 3 or 4, characterised in that: the motor is a starting integrated motor.
6. Hybrid marine propulsion system according to claim 1, characterised in that: the gas-liquid heat exchanger comprises a first fluid channel and a second fluid channel, wherein the first fluid channel is communicated with cold fluid, the second fluid channel is communicated with the hot fluid, the first fluid channel comprises a liquid inlet and a steam outlet, the second fluid channel comprises a gas inlet and a gas outlet, the gas inlet of the second fluid channel is connected with the exhaust end of the gas turbine, the gas outlet of the second fluid channel is communicated with the external atmosphere, and the liquid inlet of the first fluid channel is used for being communicated with the cold fluid and the steam outlet of the first fluid channel is connected with a turbine of a ship body.
7. Hybrid marine propulsion system according to claim 1 or 6, characterised in that: and a valve is arranged at a steam outlet of the gas-liquid heat exchanger.
8. Hybrid marine propulsion system according to claim 1 or 6, characterised in that: and the steam outlet of the gas-liquid heat exchanger is provided with at least one branch, and a branch valve is arranged on the branch.
9. Hybrid marine propulsion system according to claim 6, characterised in that: a flushing system is arranged on the gas-liquid heat exchanger; the flushing system includes a pump disposed at the outlet ends of the first and second fluid passages.
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| CN202122123804.9U CN216154007U (en) | 2021-09-03 | 2021-09-03 | Marine hybrid propulsion system |
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| CN202122123804.9U CN216154007U (en) | 2021-09-03 | 2021-09-03 | Marine hybrid propulsion system |
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| CN216154007U true CN216154007U (en) | 2022-04-01 |
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Effective date of registration: 20230413 Address after: 518063 10 Nanshan District Road, Gaoxin south, Nanshan District, Shenzhen, Guangdong. Patentee after: Liu Muhua Address before: 100071 1250, floor 12, building 3, No. 38, Kechuang Fifth Street, Daxing District, Beijing (Yizhuang group, high-end industrial area, Beijing Pilot Free Trade Zone) Patentee before: Jinpu Technology (Beijing) Co.,Ltd. |
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