22results about "Power plants being motor-driven" patented technology

To provide a vessel capable of improving propulsion performance of each method when a hull is propelled by a wind power propulsion unit and when the hull is propelled by a propeller.SOLUTION: A vessel 1 comprises: a propeller 12 that generates thrust for a hull 11; and a wind power propulsion unit 10 that propels the hull 11 by means of wind power. Thus, the vessel 1 can propel the hull 11 by the wind power propulsion unit 10 when wind is strong, and propel the hull 11 by the propeller 12 when wind is weak. The hull 11 is propelled toward a bow during machine traveling where the hull 11 is propelled by the propeller 12, and the hull 11 is propelled toward a stern during sailing where the hull 11 is propelled by the wind power propulsion unit 10. In this case, the vessel 1 can be structured so as to suit the machine traveling for propulsion of the vessel 1 toward the bow. The vessel 1 can be structured so as to suit the sailing for propulsion of the vessel 1 toward the stern.SELECTED DRAWING: Figure 3

Improvement of a ship propulsion system that issues a warning for the auxiliary ship propulsion unit in a ship having a main propulsion unit and an auxiliary ship propulsion unit. [Solution] The ship propulsion system comprises a ship's main propulsion engine, a ship's auxiliary propulsion engine having a maximum output smaller than the maximum output of the ship's main propulsion engine, and a controller provided in the ship's auxiliary propulsion engine. The controller performs a notification process to notify an external party if an abnormality occurs in the ship's auxiliary propulsion engine.

The application relates to the technical field of ship power control, and discloses a ship power system energy efficiency optimization control system based on multi-sensor fusion, which comprises the following modules: a multi-source data acquisition module, which is used for synchronously collecting hull, shafting and air path parameters; a kinematics mapping calculation module, which is used for calculating a propeller transient immersion index; a phase extraction and mode determination module, which is used for extracting a wave phase and an amplitude output mode signal; a fuel mechanical dynamics feedforward module, which is used for generating an oil injection instruction according to the amplitude and the immersion index derivative; an air thermodynamics cooperative control module, which is used for controlling a valve and starting a scavenging blower according to a phase angle; and a long-term energy efficiency optimization module, which is used for finely adjusting a main rotating speed setting value according to an energy efficiency cost function gradient. The technical scheme of extracting the transient immersion index and the fluctuation amplitude to dynamically adjust the rotating speed control dead zone and superimpose a negative fuel feedforward instruction is adopted, so that the technical effects of suppressing abnormal fluctuation of the main engine rotating speed under high sea conditions and reducing unnecessary fuel consumption are achieved.

To provide a power control unit 1 for a ship's propulsion system 100, comprising an internal combustion engine 4 and a shaft 2 having a shaft generator 5. [Solution] The power control unit 1 is configured to provide fuel commands to the internal combustion engine 4 based on the low-speed component of the shaft 2 speed error, i.e., the low-speed component of the deviation of the shaft speed from the speed setpoint. A generator power command is provided to the shaft generator 5 based on the high-speed component of the shaft 2 speed error and the state of the electrical grid of the electrical grid electrically connected to the shaft generator 5. An energy buffer 7 is used to store power from the shaft generator 5, release power to the shaft generator 5, and release power to the electrical grid 8. Thus, it becomes easier to achieve a more stable engine control system and avoid engine overload.

The invention relates to an apparatus and a method for transporting liquefied carbon dioxide, for example, a boat, comprising at least one storage tank (3) configured for storing the liquefied carbon dioxide, a combustion engine (4) configured for propelling the transport apparatus (1), a refrigerator (7) configured for producing cooling power used to cool and liquefy the vaporization gas, further comprising a system (6, 12, 13) for recovering the combustion gases from the engine (4), the combustion gas recovery system (6, 12, 13) comprising a device (6) for capturing carbon dioxide from the combustion gas and a recovery circuit (12, 13) configured to cool and liquefy the captured carbon dioxide via heat exchange with the refrigerator (7) and to return the captured and liquefied carbon dioxide to the tank (3) or to a separate storage location of the apparatus (1). Abstract figure: Fig. 1

A power control unit (1) for a propulsion system (100) of a marine vessel comprising an internal combustion engine (4) and a shaft (2) with a shaft generator (5) is configured to provide a fuel command to the internal combustion engine (4) based on a slow component of a speed error of the shaft (2), i.e. the slow component of a deviation of the shaft speed from a speed setpoint. A generator power command is provided to the shaft generator (5) based on a fast component of the speed error of the shaft (2) as well as on an electrical grid state of an electrical grid that is electrically connected to the shaft generator (5). An energy buffer (7) is used for storing and releasing electrical power from and to the shaft generator (5) and to the electrical grid (8). Thus, a more stable engine control regime and the avoidance of an engine overload is easier to achieve.

A marine hybrid combined cycle power and propulsion system includes a steam turbine (6), at least one gas turbine (8), at least one auxiliary generator (3), an electric propulsion system, and an energy storage system (10), each of which is connected to a section of an AC bus (20, 21). The system further includes a steam source for the steam turbine (6) and a control system for controlling the operation of the steam turbine, the gas turbine, the auxiliary generator, the electric propulsion system, and the energy storage system. The main steam source for the steam turbine is exhaust gas (16) from the gas turbine (8). The main gas source for the gas turbine (8) is boil-off gas from the cargo hold. The AC bus includes a plurality of sections of the AC bus (20, 21, 72, 75, 32, 33) connected together by bus ties that are closed in normal operation to form a closed ring AC bus. The electric propulsion system includes a variable speed drive driving an electric motor (24, 25) that is coupled to a propeller (77) via a drive shaft (76).

A sulfur trap system is provided for protecting methane oxidation catalysts (MOC) from sulfur poisoning in sulfur-containing exhaust. The trap is positioned upstream of the MOC and includes a washcoat comprising zeolite, cerium-based oxygen-storage material, and alumina, and an overcoat containing copper, manganese, and cerium oxides. The mixed metal oxide and support formulation delivers high sulfur adsorption at engine exhaust temperatures, reducing sulfur to safe levels and extending the operational life and methane conversion performance of downstream palladium-based MOC systems.

A watercraft operating system includes a marine propulsion device and a watercraft operating controller configured or programmed to execute a position keeping control to control the marine propulsion device such that a watercraft is kept at a target spot. The position keeping control includes a first bow turning control to control an output of the marine propulsion device, a rotational direction of a propeller, and a rudder angle to be within a predetermined angular range based on information regarding the target spot of the watercraft and information regarding a position of the watercraft, and a second bow turning control to control the rotational direction of the propeller and the rudder angle to be a first angle greater than a maximum rudder angle of the predetermined angular range based on the information regarding the target spot of the watercraft and the information regarding the position of the watercraft.

The present invention provides a control system and a vessel that can easily switch between navigation modes. [Solution] The control system 100 is a control system 100 for controlling the ship 1, and the ship 1 has three navigation modes: an engine-driven mode in which it is propelled only by the propeller 12, an engine-sail mode in which it is propelled by the propeller 12 and the wind-powered propulsion unit 10, and a sail mode in which it is propelled only by the wind-powered propulsion unit 10. The control system 100 automatically switches between the engine-driven mode, the engine-sail mode, and the sail mode. Therefore, regardless of the skill of the crew, the control system 100 can automatically switch the navigation mode at the appropriate timing and operation. As a result, the navigation mode can be easily switched.

This invention relates to the field of ship dynamic positioning technology, specifically disclosing a method and system for ship dynamic positioning control applicable to diesel engine-driven vessels. The method includes: S1: acquiring environmental data, calculating the total environmental load force, and determining the upper limit of the thruster and its corresponding upper limit of the diesel engine speed; S2: determining the lower limit of the theoretical diesel engine speed based on the upper limit of the diesel engine speed, and calculating the lower limit of the diesel engine speed and its corresponding lower limit of the thruster thrust based on the lowest stable diesel engine speed; S3: acquiring the initial thrust requirement of the thruster, determining the final thrust of the thruster based on the initial thrust requirement, the upper limit of the thruster thrust, and the lower limit of the thruster thrust, and driving the thruster through the diesel engine according to the final thrust of the thruster to achieve ship positioning control. This invention can fully utilize the high thrust advantage of diesel engines and avoid the shortcomings of slow speed adjustment, balancing thrust requirements and response speed without changing the hardware.

This invention provides a waste heat recovery system that can recover thermal energy that cannot be recovered by the ORC cycle without compromising the efficiency of thermal energy recovery by the ORC cycle. [Solution] The waste heat recovery system comprises an exhaust gas line, an ORC cycle which includes a turbine and a first heat exchanger for recovering thermal energy from exhaust gas flowing through the exhaust gas line and which can heat a heat transfer medium with the thermal energy recovered by the first heat exchanger, an auxiliary boiler for generating steam to be supplied to a steam demander of a ship, which includes a second heat exchanger for recovering thermal energy from exhaust gas flowing upstream of the first heat exchanger in the exhaust gas line and which can generate steam with the thermal energy recovered by the second heat exchanger, a steam supply line for supplying steam discharged from the auxiliary boiler to a steam demander, a steam branch line branching off from the steam supply line, and a steam turbine which can be driven by the steam flowing through the steam branch line.

The present invention provides a hydrogen powered, modular, SWATH vessel (1); the vessel (1) comprising a plurality of modular vessel components (3) including: a plurality of lower hulls (11, 12) for containing one or more hydrogen storage tanks (100); a plurality of struts (20) each reversibly connected to one of said lower hulls (11, 12); a fore cross-structure (50) and an aft cross-structure (60) each reversibly connected to a strut (20) connected to the first lower hull (11) and a strut (20) connected to the second lower hull (12); and a deck structure (90) reversibly connected between the fore cross-structure (50) and the aft cross-structure (60).

A drive system for a marine vessel has a first housing fixed to an opening in a hull of the marine vessel, and a drive unit arranged inside the first housing. The drive unit is provided with a second housing including an electric or combustion drive motor and a marine propulsion system attached to the second housing. The drive system is provided with a parking position in which the marine propulsion system is positioned inside the first housing, and a drive position in which the marine propulsion system is positioned outside of the first housing, where the drive system is provided with an interceptor comprising an interceptor blade arranged in the first housing.

A power control unit (1) for a propulsion system (100) of a marine vessel, the propulsion system comprising an internal combustion engine (4) and a shaft (2) with a shaft generator (5), the power control unit (1) being configured to provide a fuel command to the internal combustion engine (4) based on a slow component of a speed error of the shaft (2), i.e. A slow component of a deviation of a shaft speed from a speed setpoint. A generator power command is provided to the axle generator (5) based on a fast component of the speed error of the shaft (2) and based on a grid state of a grid electrically connected to the axle generator (5). And the energy buffer (7) is used for storing electric power from the axle generator (5) and discharging the electric power to the axle generator (5) and the power grid (8). Therefore, a more stable engine control mechanism and avoidance of engine overload can be realized more easily.

This invention relates to the field of off-road motorcycle technology, and more particularly to an amphibious off-road motorcycle, comprising a body, a windshield fixedly connected to the upper left part of the body, a front frame and a rear frame respectively mounted on the left and right sides of the body, a front wheel mounted on the lower side of the front frame, and a rear wheel rotatably mounted on the lower side of the rear frame, and a foldable and unfoldable buoyancy seat mounted on the upper part of the body, the foldable buoyancy seat comprising a central part of the seat and side parts of the seat rotatably connected to both sides of the central part of the seat via stainless steel pivots, the central part of the seat being fixed to the upper side of the body. In this invention, the foldable buoyancy seat, body, float box, propeller, auxiliary power source and front frame and other structures enable the amphibious off-road motorcycle to flexibly switch between amphibious and land driving modes according to the needs of the driving environment, and can shorten the overall length of the motorcycle by folding when needed, saving parking space and facilitating motorcycle parking.

This invention relates to the field of vibration damping devices, and in particular to a vibration coupling suppression device for marine diesel engines. Its structure includes: a hydraulic vibration damping module, which comprises a guide vibration damping module, a pressure conversion module, and a bottom support module. The bottom support module includes a base with symmetrically arranged V-shaped guide rails. A vibration damping lifting module is installed at a corresponding position. The pressure conversion module has two pressure conversion blocks adapted to the V-shaped guide rails, with a rubber-plastic vibration damping module sandwiched between the two pressure conversion blocks. The vibration damping lifting module connects to the vibration damping oil chamber and the lifting oil chamber. The base has built-in oil circuits and valve seats, allowing for switching between vibration damping and lifting maintenance modes via oil circuit switching. The advantages include: an integrated independent hydraulic lifting structure, eliminating the need for external equipment; and the ability to independently replace the rubber-plastic vibration damping module with a small lifting amplitude. The device employs a multi-stage vibration damping combined with a symmetrical vibration counter-damping design of the pressure conversion blocks, along with V-shaped guide rails to suppress forward and backward vibrations, achieving multi-dimensional vibration coupling suppression.

In position-holding control using automated ship navigation, the aim is to easily maintain the ship at the target location and improve the accuracy of position-holding control. [Solution] The ship steering system 100 includes a ship propulsion unit 3 and a ship steering controller 30. The ship propulsion unit 3 and the ship steering controller 30 perform position holding control to control the ship propulsion unit 3 to keep the ship 10 at a target location. The position holding control includes a first turn control that controls the output of the ship propulsion unit 3 and the rotation direction of the propeller 14 based on information about the target location of the ship 10 and the position information of the ship 103, and controls the steering angle within a predetermined angular range, and a second turn control that controls the rotation direction of the propeller 14 based on information about the target location of the ship 10 and the position information of the ship 10, and controls the steering angle to a first angle that is greater than the maximum steering angle within a predetermined angular range.

To prevent complication of an internal structure of a hybrid ship propeller and inhibit deterioration of cruising performance of a ship during planing.SOLUTION: A hybrid outboard engine 1 includes: an internal combustion drive propulsion unit 11 which generates propulsion power of a ship by an internal combustion engine; and an electric propulsion unit 30 which generates propulsion power of the ship by an electric motor. The electric propulsion unit 30 is detachably attached to a portion, ranging from a rear part of a middle case 21 to an upper rear part of a gear case 22 in the internal combustion drive propulsion unit 11, and arranged at a position higher than an anti-cavitation plate 23 so that propellers 34, 54 of the electric propulsion unit 30 sink below a surface of water during low speed traveling, which is not in a planing state of the ship and the propellers 34, 54 of the electric propulsion unit 30 get out from under the surface of the water during planing of the ship.SELECTED DRAWING: Figure 2

A sulfur trap system is provided for protecting methane oxidation catalysts (MOC) from sulfur poisoning in sulfur-containing exhaust. The trap is positioned upstream of the MOC and includes a washcoat comprising zeolite, cerium-based oxygen-storage material, and alumina, and an overcoat containing copper, manganese, and cerium oxides. The mixed metal oxide and support formulation delivers high sulfur adsorption at engine exhaust temperatures, reducing sulfur to safe levels and extending the operational life and methane conversion performance of downstream palladium-based MOC systems.

This utility model relates to the field of marine equipment technology, and in particular to a deck cargo ship with a four-anchor positioning system. It includes two sets of intermediate ballast water tanks, symmetrically arranged. A bottom ballast water tank is installed at the bottom of each intermediate ballast water tank. The gap between the two sets of intermediate ballast water tanks and the bottom ballast water tank form an empty compartment that also serves as a safety passage. A bow superstructure is installed at one end of both sets of intermediate ballast water tanks. A stern ballast water tank is fixedly installed on one side of the main engine room, and a steering gear room is fixedly installed on one side of the stern ballast water tank. A propulsion gearbox is fixedly installed at the output end of the diesel main engine, and a propeller and stern shaft are fixedly installed at the output end of the propulsion gearbox, penetrating the main engine room. This utility model features a four-anchor positioning system—two bow anchor positioning systems and two stern anchor positioning systems—allowing the ship to maintain its position and smoothly load and unload cargo even outside port areas. It can conduct large cargo transportation operations in unlimited global navigation areas and has a promising market prospect.

Provided is a constant pitch propeller diesel engine load limiting method based on supercharger speed, belonging to the technical field of marine diesel engines. The method comprises: obtaining multiple main engine speeds and corresponding supercharger speed data when the diesel engine is shipped according to a standard propeller characteristic line; using a mathematical fitting method to establish a functional relationship between the supercharger speed and the main engine speed, and generating a standard operation curve; calculating the supercharger speed limit value at the corresponding speed according to the commonly used main engine speed of the ship; in actual operation, the supercharger speed is monitored in real time, and when the limit value is reached or exceeded, it is determined that the load is over-limited, and a protection measure of limiting the highest operating speed is executed. The present application indirectly monitors the diesel engine load by using the supercharger speed, provides a quantitative judgment basis by fitting the standard operation curve, and dynamically limits the highest speed when the load is over-limited, ensuring that the diesel engine always operates in a safe area. The present application has low cost and high reliability, and effectively prevents damage caused by long-term over-torque operation of the diesel engine.