222results about "Power plants being motor-driven" patented technology

The invention discloses a ship engine control system, and relates to the technical field of engine control. A ship engine control system comprises a data processing module, a data prediction module, a decision optimization module, a parameter generation module and a control execution module. According to the invention, a plurality of disturbance prediction parameters such as surge arrival time, environment temperature change, port congestion, pitching and rolling change trend, wave period and countercurrent intensity change trend are fused in the data prediction module, and a disturbance arrival time window and an intensity level are calculated, so that potential navigation disturbance is identified in advance; and a basis is provided for feed-forward adjustment of power distribution and combustion control, so that active intervention is realized before disturbance occurs.

The invention discloses a ship side thruster and an installation method thereof.The ship side thruster comprises a side thruster body which comprises a barrel, a rotating rod is rotatably arranged in the barrel, propeller blades are arranged at one end of the rotating rod, the other end of the rotating rod is connected with a first gearbox, and one side of the first gearbox is connected with a first input shaft; the base is used for being connected to a ship and provided with a diesel engine, the output end of the diesel engine is connected with a second gearbox, the output end of the second gearbox is connected with a universal shaft, and one end of the universal shaft is connected with the first input shaft; the two guide pipes are arranged on the side pushing main body, the two ends of the cylinder body are welded with the corresponding guide pipes into a whole, and connecting ribs are arranged on the periphery of the cylinder body. According to the ship side thruster of the structure, deformation of cylinder welding is reduced through the connecting ribs, power is transmitted to the first input shaft through the diesel engine, the second gearbox and the cardan shaft, independent operation of a ship power grid is not depended on, and therefore the ship side thruster deals with the complex ship use environment.

The invention discloses a ventilation connecting structure and system for a large pipeline of a ship ammonia fuel engine, and belongs to the technical field of ships, the ventilation connecting structure comprises a first ventilation flange and a second ventilation flange which are connected in a paired mode, and an inner ring sealing structure is arranged at the contact position of the first ventilation flange and the second ventilation flange; an outer ring sealing structure is arranged outside the inner ring sealing structure, an annular discharging groove is formed between the inner ring sealing structure and the outer ring sealing structure, and a ventilation outlet and a cleaning opening are formed in the outer portion of the first ventilation flange and communicate with the annular discharging groove. The ventilation structure of paired installation flanges is simplified, the layout of a ventilation system is optimized, the manufacturing cost is low, and installation is convenient; the required negative pressure ventilation air quantity is small, the type selection capacity and size of each related device and accessory are small, and the initial investment cost, the later maintenance cost and the operation cost are low; ventilation air is distributed in a centralized mode, and through switching of on-off states of the ventilation stop valves, which group of flange connection in the system leaks can be distinguished and confirmed conveniently.

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.

The invention discloses a multi-mode self-adaptive power propulsion control method and system for a bulk cargo ship, relates to the technical field of power propulsion control of bulk cargo ships, and aims to solve the problems of poor power control adaptability and low energy efficiency of an existing bulk cargo ship. According to the method, ship navigation data are collected in real time through a multi-source sensor, and ship working condition features are generated through preprocessing and feature extraction; according to the ship working condition characteristics, the working mode where the ship should be located is judged by fusing a basic rule base and an intelligent reasoning mechanism; and calling a control strategy corresponding to the working mode of the ship to adjust the main engine and the adjustable propeller, and synchronously implementing safety monitoring on mode switching. Efficient and low-carbon operation of the power system of the bulk cargo ship is achieved, the operation safety and reliability of the bulk cargo ship are improved, and the requirements of different navigation working conditions are met.

To provide a propulsion system, a control program, and a control method for a vessel capable of suppressing deterioration in fuel consumption along with load variation in a propulsion propeller in a vessel including an engine and a rotary machine.SOLUTION: A propulsion system for a vessel includes an engine, a rotary machine, a power converter, and a controller, the controller acquires torque of the engine, torque of the rotary machine, angular speed of the rotary machine, and prefixed moment of inertia for rotational axis conversion of the rotary machine, calculates an estimation value for load torque of the propulsion propeller by using equation of motion for the rotary axis system of the rotary machine, generates a torque command value regarding the torque to be generated by the rotary machine from the propulsion force command value, and compensates the torque command value to cancel fluctuation component of the estimation value of the load torque.SELECTED DRAWING: Figure 2

A method of purging the fuel system (30) of a large turbocharged, two-stroke, dual-fuel, uniflow crosshead internal combustion engine is disclosed, the fuel system having a conventional fuel system supplying a conventional fuel and a second fuel system (30) supplying a liquid second fuel such as ammonia or LPG. The second fuel system includes a second fuel tank (31), a second fuel supply line (32) supplying pressurized second fuel to a fuel valve (49), and a second fuel return line (36) returning the pressurized second fuel from the fuel valve. The engine has a purge gas system that purges the second fuel from a fuel valve, a second fuel supply line, and a second fuel return line to a drain tank (52), and the method is characterized in that after purging stops, a space including at least a portion of the fuel valve and the second fuel supply and return lines is isolated from the rest of the second fuel system by closing a plurality of valves (32d, 36d, 35, 40, 41), and measuring and using an internal pressure and temperature of the space to determine whether the internal pressure of the space corresponds to a saturation pressure on a pressure / temperature saturation curve of the second fuel, and continuing purging if the pressure in the space corresponds to the saturation pressure.

A waterborne vessel includes a fuselage, at least one forward wing coupled to the fuselage, at least one rearward wing coupled to the fuselage and aft of the at least one forward wing, a first pontoon positioned and coupled to a port side of the fuselage, a second pontoon positioned and coupled to a starboard side of the fuselage, and a tail assembly coupled to the fuselage and aft of the at least one rearward wing. The tail assembly includes at least one rudder. The vessel further includes at least one propulsive element coupled to the fuselage and configured to generate airflow toward the tail assembly.

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

The utility model discloses an LNG ship hybrid power system based on fuel oil and natural gas hydrate. The LNG ship hybrid power system comprises an engine selection control unit, an engine, a fuel oil supply unit and a natural gas hydrate supply unit. The engine selection control unit is connected with the engine, the fuel oil supply unit and the natural gas hydrate supply unit, and the engine selection control unit selects the fuel oil supply unit to provide fuel for the engine or selects the natural gas hydrate supply unit to provide fuel for the engine according to the load change of the engine; the fuel supply unit is connected with an engine through a fuel stop valve, and the fuel stop valve is controlled by the engine selection control unit. The natural gas hydrate supply unit is connected with an engine through a natural gas stop valve, and the natural gas stop valve is controlled by the engine selection control unit. The natural gas hydrate releases gaseous natural gas after being heated, and the gaseous natural gas is provided for an engine as fuel.

To provide an engine system capable of responding to fuel gas containing a toxic substance leaked from an engine.SOLUTION: An engine system 1 having an engine 2 driven by fuel containing a toxic substance includes: a case 7 that surrounds the engine 2; and a fuel detection section 8 disposed inside or outside the case 7 to detect fuel leaked to the outside of the engine 2. When a vapor specific gravity of the fuel is larger than a predetermined threshold value, the fuel is detected by using the fuel detection section 8 disposed in the lower part of the case 7, and when the vapor specific gravity of the fuel is smaller than the predetermined threshold value, the fuel is detected by using the fuel detection section 8 disposed in the upper part of the case 7. The fuel containing the toxic substance is either of ammonia or methanol.SELECTED DRAWING: Figure 1

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 discloses an automatic power conversion device for improving the energy saving of LNG dredgers, including a protective shell, a movable plate slidably connected inside the protective shell, an upper surface of the movable plate fixedly connected to an LNG fuel engine device and a gasoline engine device, a side surface of the LNG fuel engine device fixedly connected to a pressure gauge, a pointer rotatably connected inside the pressure gauge, the other end of the pointer fixedly connected to a turntable, a circumferential surface of the turntable rotatably connected to a connecting rod, a side surface of the LNG fuel engine device slidably connected to a connecting rod, and one end of the connecting rod and the other end of the connecting rod are rotatably connected, and a first conductive sheet is fixedly connected to the surface of the connecting rod. In the present invention, a switch is driven to rotate by mechanical transmission, and the switch is used to automatically switch power fuel for use. There is no need to use electronic intelligent devices for control, so there is no need to use electricity for the control device, thereby improving the energy saving effect.

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.

A fuel gas supply system for an internal combustion engine (5) has at least one fuel gas pump (29) arranged outside a liquid gas storage tank (4). The pump is connected to the liquid gas in the tank via a liquid gas tank outlet line (26). A heat exchanger circuit comprises a compressor (35) and, downstream of the compressor, a first heat exchanger (30) connected to the fuel gas supply line (25) between the fuel gas pump and a final heat exchanger (31), as well as an expansion device (36) and a second heat exchanger (37).

The application relates to the technical field of ship engineering, in particular to a ship mechanical fault alarm detection device, which comprises a power cabin, a connecting rod arranged on one side of a moving plate, an L-shaped plate installed on one side of the connecting rod, a cylinder arranged on one side of the L-shaped plate, a connecting plate fixedly connected with one end of the cylinder, a processor arranged on the upper side of the connecting plate, an alarm installed on one side of the processor, a buzzer installed on the other side of the processor and a signal transceiver arranged on one side of the buzzer.

A vessel including a hull, an upper deck, an accommodation structure extending above the upper deck, a propulsion system powered by ammonia as a fuel, and a tank for storing ammonia for supplying the propulsion system, wherein the tank is located aft of the accommodation structure.

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.

[Problem] An engine system that can cope with a fuel gas that leaks from an engine and contains a toxic substance is provided. [Solution] An engine system 1 including an engine 2 that operates by a fuel containing a toxic substance includes a case 7 that surrounds the engine 2 and a fuel detector 8 that is disposed inside or outside the case 7 and detects the fuel that has leaked to the outside of the engine 2. The fuel is detected by using the fuel detector 8 disposed at a lower portion of the case 7 when the vapor specific gravity of the fuel is higher than a predetermined threshold. The fuel is detected by using the fuel detector 8 disposed at an upper portion of the case 7 when the vapor specific gravity of the fuel is lower than the predetermined threshold. The fuel containing the toxic substance is either ammonia or methanol.

The invention relates to the field of ships and boats, and provides river channel cleaning dual-drive equipment with a rescue function and a manufacturing system thereof.The river channel cleaning dual-drive equipment comprises a ship body and an engine, the engine is fixedly connected to the ship body, a drive shaft is rotationally connected into the engine, a first bevel gear is fixedly connected to the drive shaft, a worm is rotationally connected to the engine, and a second bevel gear is fixedly connected to the worm; the second bevel gear is meshed with the first bevel gear, the worm extends out of the engine, a garbage salvage mechanism and a rescue mechanism are connected to the ship body, and the garbage salvage mechanism is in linkage with the worm. Through driving of the engine, the garbage salvage mechanism can be driven to salvage river garbage, manual salvage and rowing are not needed, and the cleaning efficiency and the cleaning difficulty are reduced.

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.

Provided is transport equipment that uses, as fuel, hydrogen produced by reforming ammonia. Transport equipment (100) includes: an ammonia tank (1) configured to store ammonia; and a hydrogen production device (A) configured to produce hydrogen and nitrogen by reforming the ammonia, in which the hydrogen is used as fuel.

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.

The utility model relates to a marine free piston internal combustion engine propulsion power device. Two cylinder units are respectively provided with a combustion chamber and a hydraulic piston; the U-shaped hydraulic pipe is filled with hydraulic oil and is connected with the hydraulic pistons of the two air cylinder units to transmit power. The hydraulic piston is arranged in the propelling hydraulic cylinder body, the propelling hydraulic cylinder body is linked with the hydraulic piston, and water absorption and drainage are achieved through the water inlet pipe and the high-pressure injection pipe; a water inlet valve in the control valve system is connected with a propelling hydraulic cylinder body and used for controlling low-pressure water suction of the propelling hydraulic cylinder body, and the propelling hydraulic cylinder body is connected with a high-pressure spraying pipe through a front high-pressure water spraying water outlet valve and a rear high-pressure water spraying water outlet valve and used for selecting the water spraying direction to achieve advancing or retreating of the ship. The supercharger is connected with the scavenging box. The reciprocating type internal combustion engine is innovated on the basis of a traditional reciprocating type internal combustion engine, the traditional working mode that a propeller is driven through crankshaft transmission is abandoned, and a ship propelling power device is completed in a reciprocating type free piston water spraying propelling mode.

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.

An automated watercraft operating system includes a watercraft operating controller and an obstacle sensor. The watercraft operating controller is disposed in a watercraft and is configured or programmed to control a marine propulsion device. The obstacle sensor is configured to detect an obstacle in the surroundings of the watercraft. When the watercraft operating controller determines that a shift state of the marine propulsion device is not switchable, the watercraft operating controller is configured or programmed to stop driving a driver in the marine propulsion device in accordance with a result of detection by the obstacle sensor.

Disclosed herein is a gas purging system for ships having an engine fueled by fuel gas. The gas purging system includes: a fuel supply line along which fuel gas is supplied to the engine; a gas valve unit disposed on the fuel supply line to control a pressure of the fuel gas; and a purge line along which nitrogen gas is supplied to the engine to purge an interior of the engine and an interior of the fuel supply line, wherein the nitrogen gas is directly supplied to the engine along the purge line, purges the interior of the engine and the fuel supply line, and is discharged to outside atmosphere through the gas valve unit.

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.

A power system for an engine that can be used in an aircraft, a marine vessel or a land vehicle has a storage tank containing ammonia. An engine supported on the vehicle is configured to operate using hydrogen gas as fuel. A cracking device in or adjacent the engine receives heat from operation of the engine, e.g., from a compressor or a combustion chamber, and also receives ammonia from the storage tank, and it uses the heat from the engine to dissociate the ammonia to produce hydrogen gas. The cracking device supplies the hydrogen gas to the engine, which has a combustor in which combustion of the hydrogen gas takes place. The energy from the combustion drives the engine so as to provide mechanical energy.