71results about "Power plants being motor-driven" patented technology

A vessel for transporting cargo by water comprises one or more propulsion devices with at least one air-breathing engine from the one or more propulsion devices disposed entirely above a surface of the water in a high-speed mode of operation. The least one air-breathing engine is configured to bleed airflow into a fluid circuit. The fluid circuit routes the bleed airflow to one or more fluid outlets disposed entirely below the surface of the water in the high-speed mode of operation. At least some of the one or more fluid outlets release the bleed airflow in the high-speed mode of operation generate a boundary layer along at least a portion of a hull of the vessel to reduce a skin friction drag thereof.

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

A cooling system for marine jet engines includes a marine jet engine assembly, a pressurized raw water inlet, a centrifugal filter, a strainer, and a hull-mounted heat exchanger. The marine jet engine assembly is configured with an engine, a drive shaft, a stator, a manifold heat exchanger, an exhaust, a water pump, and a coolant outlet so that the vessel can be functional. The pressurized raw water intake is in fluid communication with the stator. The centrifugal filter is in fluid communication with the pressurized raw water intake to supply a direct flow of raw water from the stator. The raw water is then cleaned through the strainer, discharged into a water inlet of the manifold heat exchanger, and discharged from a water outlet of the manifold heat exchanger before exiting into the exhaust. The hull-mounted heat exchanger is in fluid communication with the coolant outlet and the water pump.

The present invention addresses the problem of providing a ship using methanol as fuel, which does not increase the equipment cost even if a methanol discharge tank is provided. When inert gas is supplied to the internal combustion engine (1) and the methanol supply system (MSS) by the inert gas supply unit (13), the methanol discharge system stops the discharge operation of the decompression discharge mechanism. When the inert gas is not supplied to the internal combustion engine (1) and the methanol supply system (MSS) by the inert gas supply unit (13), the decompression discharge mechanism is operated to discharge the gas in the reflux chamber (15) to the methanol discharge tank (17) at a pressure equal to or less than a predetermined pressure. The number of times the methanol discharge system supplies the inert gas to the internal combustion engine (1) and the methanol supply system (MSS) by the inert gas supply unit is determined such that the amount of residual methanol remaining in the internal combustion engine (1) and the methanol supply system (MSS) is less than a predetermined value.

The Company provides fuel supply systems that supply high-pressure gas to large two-stroke compression-ignition internal combustion engines. The fuel supply system includes a feed pipe (9) connecting the outlet of a liquefied gas storage tank (8) to the inlet (40) of a high-pressure pump, a transfer pipe (50) connecting the outlet of the high-pressure pump to the inlet of a high-pressure vaporizer (14), and a supply pipe (18) connecting the outlet of the high-pressure vaporizer to the inlet of an engine's fuel injection system. The high-pressure pump includes two or more independently operating cryogenic pump units (41, 42, 43). Each pump unit includes a pump piston (62) slidably disposed in a pump cylinder (61) and a drive cylinder (45) having a hydraulic drive piston (46) that drives the pump piston.

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.

This invention provides a method for purging the fuel system of a large turbocharged two-stroke dual-fuel uniflow crosshead internal combustion engine. [Solution] The second fuel system comprises a second fuel tank, a second fuel supply line for supplying pressurized second fuel to a fuel valve, and a second fuel return line for returning pressurized second fuel from the fuel valve. The engine has a purge gas system for purging the second fuel from the fuel valve, the second fuel supply line, and the second fuel return line to a drain tank, wherein the method is characterized in that, after the purge is stopped, a space including at least a portion of the fuel valve and the second fuel supply and return line is isolated from the rest of the second fuel system by closing a plurality of valves, the internal pressure and temperature of the space are measured and used to determine whether the internal pressure of the space corresponds to the saturation pressure on the pressure / temperature saturation curve of the second fuel, and if the pressure in the space corresponds to the saturation pressure, the purge is continued.

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 method is disclosed for determining an effect of a change in a propeller characteristic on the performance of a marine vessel propeller, the method including obtaining information indicative of a performance characteristic of a first propeller of the marine vessel based on operation of the first propeller with a first change in the propeller characteristic during a first time period, obtaining information indicative of a performance characteristic of a second propeller of the marine vessel based on operation of the second propeller with a second change in the propeller characteristic during the first time period concurrently with the first propeller, the second change being different from the first change, and determining a difference between the performance characteristic of the first propeller and the performance characteristic of the second propeller. An apparatus and a non-transitory computer readable storage medium for determining the effect of a change in the propeller characteristic are also disclosed.

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).

[Problem] To provide a fuel cell ship capable of minimizing damage when a storage battery explodes for some reason. [Solution] A fuel cell ship includes a storage battery compartment installed with a storage battery that supplies, to a propulsion device, electric power different from electric power by a fuel cell. The storage battery compartment is provided between a deck and a ship bottom portion of a hull.

The invention relates to the field of ships, and discloses a methanol fuel supply risk early warning method and system for a ship, and the method comprises the steps: obtaining the real-time environment state information of the ship and the operation state data of methanol fuel supply system equipment, and carrying out the preprocessing, and obtaining the smooth operation state sequence data; calculating a supply time point window boundary value, identifying an operation stable section corresponding to the stable environment, and determining an initial supply time point; monitoring the liquid level change rate of the methanol daily tank, and adjusting the conveying parameters to obtain a first conveying parameter set if the liquid level change rate exceeds a threshold value; calculating the air line abrupt change signal intensity, and correcting the boundary value of the supply window when the threshold is exceeded; fusing the real-time liquid level fluctuation and the corrected window value to generate fusion data, and determining a methanol safe conveying reference; a control instruction set is generated under the reference constraint, and methanol supply blending is executed. According to the technical scheme, the suitability of the supply opportunity and the air route working condition is improved.

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.

An engine system is provided with: an engine driven by using a methane fuel including methane as a fuel; a supercharger for supplying air to the engine by being driven by exhaust gas discharged from an exhaust part of the engine; an exhaust pipe through which exhaust gas exhausted from the supercharger flows; an oxidation treatment unit into which the exhaust gas is introduced via the exhaust pipe and which accommodates a methane oxidation catalyst; a supercharger bypass pipe that bypasses the supercharger and merges the exhaust gas discharged from the exhaust section with the exhaust pipe; an exhaust bypass valve which is provided to the supercharger bypass pipe and which can be opened and closed; and a control device that performs control for switching the exhaust bypass valve from the closed state to the open state when the load of the engine is reduced.

The present invention relates to the technical field of ship shaft power generation, and more specifically to a ship shaft power generation system and method, comprising a power module, a shaft motor, a frequency conversion control cabinet, an isolation transformer, a ship power plant, an AC switchboard, a daily load, a DC train, a chopper, and a lithium battery. The power module includes a main engine controlled by a remote control handle, with a rotating shaft fixed to the output terminal of the main engine. The operation of the main engine rotates the rotating shaft and propeller to propel the ship. The shaft motor is mounted on the rotating shaft and is used to switch between the generator and motor under different ship navigation conditions. The present invention balances the charging and discharging of the lithium battery to improve its lifespan, while simultaneously enabling stable operation of the shaft power generation system under various conditions and increasing the economic efficiency of ship operation.

The present invention relates to a ship provided with a gas turbine using ammonia as a fuel. The fuel supply system for an ammonia gas turbine according to the present invention comprises: a gas turbine that generates power using gaseous ammonia as a fuel; an ammonia fuel supply unit for supplying gaseous ammonia fuel to the gas turbine; and an ammonia treatment unit for treating ammonia in a purge gas generated during purge of at least one of the gas turbine and the ammonia fuel supply unit, in which gaseous ammonia supplied from the ammonia fuel supply unit to the gas turbine is totally consumed in the gas turbine without any amount of gaseous ammonia being recovered to the ammonia fuel supply unit.

To provide a fuel supply system for supplying a high-pressure gas to a large-sized two-stroke compression ignition internal combustion engine.SOLUTION: A fuel supply system comprises a feed pipe (9) for connecting an outlet of a liquefied gas storage tank (8) to an inlet (40) of a high-pressure pump, a transfer pipe (50) for connecting an outlet of the high-pressure pump to an inlet of a high-pressure evaporator (14), and a supply pipe (18) for connecting an outlet of the high-pressure evaporator to an inlet of an engine fuel injection system. The high-pressure pump comprises two or more independently-operating extremely-low temperature pump units (41, 42 and 43). Each of the pump units comprises a pump piston (62) which is slidably arranged at a pump cylinder (61), and a drive cylinder (45) having a liquid-pressure drive piston (46) for driving the pump piston.SELECTED DRAWING: Figure 2

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.

To provide a fuel supply system capable of preventing backfire or the like of flame of combustible gas ignited in the atmosphere outside a vent mast into the vent mast while suppressing a use amount of inert gas.SOLUTION: A gas fuel supply system 1 according to an embodiment includes a tank 2 that stores a liquified gas, and a gas fuel supply line 3 that leads out the liquified gas from the tank 2 and guides a vaporized gas obtained by vaporizing the liquified gas as a gas fuel to a gas consumption machine 4A. Further, the gas fuel supply system 1 includes the discharge line 6 that guides the flammable gas, which is at least one of the boil-off gas generated in the tank 2 and the gas fuel remaining in the gas fuel supply line 3, to the vent mast 11,12 of the ship, the inert gas line 71,73 that guides the inert gas to the vent mast 11,12, and the processing circuit 8 that closes the inert gas supply valve 72,74 provided in the inert gas line 71,73 during normal operation and opens the inert gas supply valve when the flammable gas is released from the vent mast 11,12.SELECTED DRAWING: Figure 1

The utility model provides a ship LNG (Liquefied Natural Gas) power device. The ship LNG power device comprises a combustion system, a heat exchange system, a cold machine system and a heat machine system, the combustion system comprises a vaporizer used for vaporizing liquefied natural gas and an engine used for receiving natural gas of the vaporizer. The heat exchange system is connected with the vaporizer so that heat in the heat exchange agent can be transmitted into the vaporizer to vaporize the liquefied natural gas. The cold machine system can heat the heat supply agent and can input heat of the heat supply agent into the heat exchange system so as to heat the heat exchange agent; the cooling liquid is used for absorbing heat of the engine; the cooling liquid can transfer heat into the heat exchange system so as to heat the heat exchange agent. When the ship is started, the operation of the heat exchange system, the cold machine system and the heat machine system can be controlled to ensure that heat in the heat exchange agent continuously and stably heats the liquefied natural gas, so that the liquefied natural gas is safely and reliably vaporized to form the natural gas.

The present invention relates to a ship provided with a gas turbine using ammonia as a fuel. The ammonia gas turbine fuel supply system according to the present invention comprises: a gas turbine for generating electric power using gaseous ammonia as a fuel; the ammonia storage tank is used for storing ammonia in a liquid phase; an ammonia fuel supply unit for supplying gaseous ammonia fuel to the gas turbine; an ammonia condensing unit for condensing the ammonia boil-off gas generated in the ammonia storage tank and collecting the condensed substance into the ammonia storage tank; an ammonia treatment unit for treating ammonia in a purge gas generated when purging at least one of the ammonia fuel supply unit or the ammonia condensation unit; a waste heat recovery unit for generating electric power by recovering waste heat from exhaust gas discharged from the gas turbine while circulating the supercritical carbon dioxide; and a heat source supply unit for supplying the heat energy or steam heat energy generated in the waste heat recovery unit to the ammonia fuel supply unit.

The utility model discloses an auxiliary high-speed boat for cultivation, which comprises a boat body, the boat body comprises a fore peak, a void cabin, a refrigeration house, a feed cabin, a live fish cabin, an engine room, a fuel oil cabin and a steering engine room which are sequentially arranged from a bow to a stern, the live fish cabin is rectangular, and a bow lateral thruster is arranged in the fore peak. Two main propulsion high-speed diesel engines, a gyro stabilization device and two diesel generating sets are arranged in the engine room, and an electric hydraulic steering gear is arranged in the steering engine room; the ship body further comprises a main deck located at the top of the ship body, a water-borne platform is arranged at the tail of the main deck, and the water-borne platform is provided with a wave suppression part extending outwards in the length direction of the ship body. By arranging the hydrophilic platform and the wave suppression part, the wave suppression effect can be enhanced, the ship wake flow can be improved, the navigational speed can be increased, the problem that the high-speed navigation requirement cannot be met in the past is solved, the navigation efficiency is improved, and in addition, the hydrophilic platform can also facilitate underwater operation of divers.

To prevent complication of an internal structure of a hybrid ship propulsion machine 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 31 which generates propulsion power of the ship by an electric motor. The electric propulsion unit 31 includes a structure of a jet propulsion device which generates jet flow to obtain propulsion power. The electric propulsion unit 31 is detachably attached to a rear part of a middle case 21 of the internal combustion drive propulsion unit 11 and arranged at a position higher than an anti-cavitation plate 23 so that each suction port 36 of a duct 32 sinks below a surface of water during low speed traveling, which is not in a planing state of the ship and each suction port 36 gets out from under the surface of the water during planing of the ship.SELECTED DRAWING: Figure 2

To miniaturize a hybrid type ship propulsion machine.SOLUTION: The marine vessel propulsion device 1 includes an engine 4 and a motor 17 as a power source for rotating the propeller 2, an inverter 19 for controlling the motor 17, and a power switching mechanism 24 for switching a power source for rotating the propeller 2, the engine 4 is disposed in a vertical posture, the oil pan 15 extends downward from the engine main body 5, the engine drive shaft 21 is disposed so as to extend in the up-down direction in front of the oil pan 15, and the motor 17 is disposed below the rear portion of the engine main body 5 so that the extending direction of the output shaft 18 is in the front-rear direction. The motor drive shaft 22 is disposed below the oil pan 15 so as to extend in the front-rear direction, the power switcher mechanism 24 is disposed below the engine drive shaft 21 and in front of the motor drive shaft 22, and the inverter 19 is disposed behind the oil pan 15 and between the rear portion of the engine body 5 and the motor 17.SELECTED DRAWING: Figure 2