432results about "Propulsion based emission reduction" patented technology

The invention discloses a ship efficient airfoil sail with a winglet, which comprises a main wing, the winglet, a mast structure, a lifting mechanism, a rotary driving device, an angle adjusting mechanism and an intelligent control system, and is characterized in that the winglet with an adjustable angle is mounted at the wingtip of the main wing, so that the airflow flowing state at the end part of the main wing can be effectively changed, and the airfoil sail can be effectively controlled. Wingtip vortexes are inhibited, and induced resistance is reduced; the angle adjusting mechanism can adjust the angle of the winglet according to the actual wind condition, the induced resistance is effectively reduced, and the overall aerodynamic efficiency of the sail is improved; the sail is automatically adjusted by controlling the lifting mechanism, the rotary driving device and the angle adjusting mechanism. The sail system can improve the wind energy capturing and converting efficiency of the sail, assists a ship in emission reduction and efficiency improvement through wind energy, can adapt to different ship types and navigation working conditions, has the advantages of being reasonable in structure, remarkable in energy saving, wide in application range and the like, has important significance in promoting green shipping development of the ship, and can achieve energy-saving and efficiency-improving green navigation of the ship.

The invention relates to the technical field of ocean unmanned vehicles, and particularly discloses a wave glider laying and recovery system and a collaborative operation method thereof.The wave glider laying and recovery system is composed of a transferring laying device, a tail buoy, a flat cable recovery device and a salvage recovery rod; the moving, transporting and laying device adopts a modularized quick-release structure and a positive and negative thread screw collinear self-adjusting positioning mechanism and is matched with a hand-pulled spring shackle to achieve five-minute zero-assembly laying, and a tail buoy achieves floating body electric control separation through a waterproof steering engine driving lead screw nut transmission and a guide column-guide sleeve conical self-centering structure. The flat cable recovery device is designed based on an eccentric cam self-locking principle and a progressive clamping mechanism, and is combined with a three-stage hoisting strategy to complete efficient and lossless recovery of the flexible flat cable of 7-8 meters; the invention further discloses a collaborative operation method of the wave glider laying and recovery system, which comprises the processes of moving and positioning, device separation, hand pulling and releasing and underwater unfolding in a laying stage, and a time sequence linkage strategy of buoy separation, positioning and dragging and graded hoisting in a recovery stage.

The present disclosure relates to a telescopic profile wing system (1) for propelling a vehicle by wind power, the profile wing system comprising a mast (M) and a set of telescopic segments (SG) that cooperate with each other during guidance, and wherein the telescopic segments are configured to form a profile wing (AP) at least in a deployed position (P1) in which the telescopic segments (SG, SG) engage with each other. Said telescopic segments extend relative to each other in the direction of said mast (M) by forming said profiled wings having a first wing surface (S1) and a second wing surface (S2) distributed on both sides of said mast (M), said system being configured to switch from said deployed position (P1) to a retracted position in which said first wing surface (S1) and said second wing surface (S2) extend relative to each other in the direction of said mast (M). The individual segments (SG) are collapsed with each other, and the profiled wing (AP) is then in a position occupying a smaller space relative to the deployed position.

The invention discloses a marine wind-solar hybrid driving device and a control method, and relates to the technical field of ship power systems, and the driving device comprises a wind energy collection unit, a solar energy collection unit, a conduction unit and a power distribution structure. According to the marine wind-solar hybrid driving device and the control method, efficient cooperative utilization of wind energy and solar energy is realized by constructing a real-time energy flow network and adopting a model prediction control algorithm; under typical working conditions, compared with a traditional scheme, the wind-solar cooperative power generation efficiency is remarkably improved, and the energy switching loss is greatly reduced; and secondly, a self-adaptive adjustment mechanism is designed for an extreme environment, so that stable and efficient operation of the system under special conditions such as high temperature and low temperature is effectively guaranteed, and the problem that the energy conversion efficiency in a traditional system is greatly reduced is avoided.

An ammonia abatement system includes: a gas flow line through which a purge gas containing ammonia and an inert gas flows; a dilution tank in which an absorbing liquid capable of absorbing the ammonia is stored, and that is capable of temporarily storing the purge gas that is supplied from the gas flow line; a sending line through which a gas in a gas phase in the dilution tank is capable of being sent to an outside of the dilution tank; an abatement device that is connected to the sending line and detoxifies the ammonia contained in the gas that is sent through the sending line; a flow rate adjustment valve that is provided in the sending line; and a control device that controls an opening and closing operation of the flow rate adjustment valve, in which the control device causes the flow rate adjustment valve to transition from a closed state to an open state when ammonia concentration of the gas phase in the dilution tank, in which the purge gas is temporarily stored, falls below a predetermined value.

A cold energy recovery facility includes a liquid hydrogen tank configured to store liquid hydrogen a first circuit configured to circulate a first working medium, a second circuit configured to circulate a second working medium having a freezing point higher than the first working medium, a first turboexpander provided in the first circuit, the first turboexpander being configured to be driven by the first working medium in a gas state, a second turboexpander provided in the second circuit, the second turboexpander being configured to be driven by the second working medium in a gas state, a first heat exchanger configured to vaporize the liquid hydrogen from the liquid hydrogen tank by heat exchange with the first working medium, a second heat exchanger configured to vaporize the first working medium in a liquid state by heat exchange with the second working medium, and a third heat exchanger configured to vaporize the second working medium in a liquid state by heat exchange with a heat medium, wherein the first circuit and the first turboexpander form a part of a first thermodynamic cycle that uses the liquid hydrogen as a low-temperature heat source in the first heat exchanger, and the second circuit and the second turboexpander form a part of a second thermodynamic cycle that uses the first working medium as a low-temperature heat source in the second heat exchanger.

The invention discloses a control method of a marine wind power boosting rotor, and relates to the technical field of ship energy conservation and control, and the method comprises the steps: determining constraint conditions of marine wind power boosting rotor control; according to the wind power environment parameters, the operation condition of the wind power boosting rotor for the ship at the t moment is determined, and the optimal rotating speed of the wind power boosting rotor for the ship is determined; constructing a target function controlled by the marine wind power boosting rotor, and calculating the optimal rudder angle and the optimal propeller power of the ship when the target function reaches the minimum by utilizing an optimization method according to the optimal rotating speed at the moment t, the rudder angle of the ship, the propeller power, the motion state parameters and the wind power environment parameters; and the rotating speed of the wind power boosting rotor and the rudder angle of the ship are adjusted according to the optimal rotating speed, the optimal rudder angle and the optimal propeller power. According to the method, cooperative improvement of rotor energy efficiency and ship control stability is achieved by controlling boundary constraint and self-adaptive adjustment of a complex wind field.

The invention discloses a wind power boosting rotor device and a ship, a roller of the wind power boosting rotor device is mounted on a track in a rolling manner, the track is provided with a locking hole group, and the locking hole group comprises a plurality of locking holes distributed at intervals along the extension direction of the track; the rail clamp is slidably arranged on the rail; a shell of the first linear driving piece is fixedly connected with the rail clamp, the output end of the first linear driving piece is fixedly connected with the locking piece, and the first linear driving piece can drive the locking piece to be connected with any locking hole of the locking hole set in an inserted mode so as to lock the relative position of the rail clamp and the rail. One of a shell of the second linear driving piece and the output end of the second linear driving piece is rotationally connected with the rail clamp, the other one of the shell of the second linear driving piece and the output end of the second linear driving piece is rotationally connected with the base, and the second linear driving piece can selectively drive one of the base and the rail clamp to move in the extending direction of the rail. The wind power boosting rotor device is simple in structure, and after the locking piece is inserted into the locking hole in the expected position, the wind power boosting rotor device can be fixed at the expected position.

The invention discloses a liquid hydrogen high-temperature superconducting motor and magnetofluid dual-power propulsion system, and aims to solve the problems that an existing ship propulsion system is single in power mode and insufficient in power density. The system comprises a liquid hydrogen storage and supply unit, a cooling unit, an energy conversion unit, a superconducting motor propulsion unit and a magnetofluid propulsion unit, the liquid hydrogen storage and supply unit conveys liquid hydrogen to the superconducting part through the cooling loop, the liquid hydrogen is converted into hydrogen through the heat exchanger after being cooled, the energy conversion unit converts the hydrogen into electric energy and outputs the electric energy in a matched mode, and the superconducting motor propulsion unit and the magnetic fluid propulsion unit generate mechanical energy or electromagnetic force through the electric energy to drive a ship. And the superconducting component is cooled by the cooling loop. The liquid hydrogen in the system has the dual functions of a cooling medium and fuel, a coolant and fuel do not need to be additionally configured, the requirements for silence, high thrust and rapid maneuvering are met, the power density is high, the environmental protection property is good, and the system is suitable for high-performance propelling scenes such as ships, especially submarines.

The invention discloses a wind-light wave hybrid drive unmanned ship which comprises a ship body, a sail propelling device, a propeller propelling device, a wave drive device, a solar power supply system and a control module. A solar panel is installed on the ship body and can convert solar energy into electric energy to be stored in a battery. The sail propelling device provides main propelling force for the unmanned ship by means of wind energy; the wave driving device generates propulsive force by utilizing wave energy and has a course control function; the propeller propelling device serves as auxiliary power and provides thrust under specific working conditions. The control module intelligently regulates and controls the working modes of the propelling devices according to the sea condition information based on a reinforcement learning energy management algorithm, and multi-energy cooperative driving is achieved; the unmanned ship solves the problems of single energy dependence, insufficient navigational speed and maneuverability and tedious deployment and recovery of the existing unmanned ship, has the advantages of long endurance, high maneuverability, environmental protection and easy operation, and is suitable for various tasks of ocean observation, scientific research monitoring and military reconnaissance.

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 present invention relates to a system and method for regasification of liquefied gas for vessels, which generates power by recovering cold heat discarded in regasification of liquefied gas to improve energy efficiency. The liquefied-gas regasification system for vessels includes: a vaporizer gasifying liquefied gas into a regasified gas through heat exchange with a first heating medium; a trim heater heating the regasified gas to a temperature required for a gas consumer through heat exchange with a second heating medium when the regasified gas is delivered from the vaporizer to the gas consumer; a first cycle in which the first heating medium is circulated; and a second cycle in which the second heating medium is circulated, wherein the first cycle includes a first heat exchanger gasifying the first heating medium to be supplied to the vaporizer through heat exchange with a heat source; and an expander-generator generating power through expansion of the first heating medium gasified by the first heat exchanger, and the second cycle includes a second heat exchanger heating the second heating medium to be supplied to the trim heater through heat exchange with a heat source.

The present invention relates to a method for controlling the incidence angle (A1) of an aerofoil (100) of a wind-assisted propulsion system (1), the method comprising the steps of: measuring a parameter representative of the separation state of an airflow (F1) incident on the aerofoil (100) as a function of the incidence angle (A1) of the aerofoil (100), determining an incidence angle value (A1D_t2) of the aerofoil (100) corresponding to a stall; determining a safety incidence angle value (A1SD1_t2) of the aerofoil that is lower than the stall angle value as a function of the stall angle value (A1D_t2); and controlling the orientation of the aerofoil at an incidence angle set value equal to the safety incidence angle value (A1SD1_t2). The present invention also relates to a system and a corresponding vessel.

To avoid a situation where a fuel cell ship is stopped on the sea during navigation even when a failure of fuel cells occurs or the fuel cell reaches a device life during navigation of the fuel cell ship.SOLUTION: A fuel cell ship includes: a propulsion device for generating a propulsion force in a hull by power; a power supply part for supplying the power to the propulsion device; and a degradation rate control part for adjusting a degradation rate. The power supply part has a plurality of fuel cells for generating power by an electrochemical reaction of a fuel, and at least one storage cell.SELECTED DRAWING: Figure 2

The present solar charging system for a watercraft includes a solar panel, a battery, an electric charger, a switching device, and a battery monitoring device. The solar panel is attached to the watercraft. The electric charger is connected to the battery. The switching device is provided as a device discrete from the electric charger. The switching device is connected to the electric charger and the solar panel. The switching device switches between whether or not to electrically charge the battery in accordance with a status of the battery. The battery monitoring device monitors the status of the battery and controls the switching device in accordance with the status of the battery.

The invention discloses a sailing wind energy rotary sail power intelligent control system. The system comprises a data monitoring unit, a sailing control data unit, a quantification controller and an adjustment execution unit. The data monitoring unit comprises a wind direction sensor, a wind speed sensor and a rotating speed sensor. Wind direction data during ship navigation can be collected in real time through the wind direction sensor, course data monitored by the navigation control data unit during ship navigation are combined and transmitted to the quantization controller to be processed and analyzed, the quantization controller sends out a control instruction while the optimal dip angle parameter is calculated, and the optimal dip angle parameter is calculated. The inclination angle actuator can adjust the rotary sail body to be at the angle with the highest wind energy capturing efficiency according to the control instruction; meanwhile, wind speed data during ship navigation can be collected in real time through a wind speed sensor, and the wind speed data are combined with navigational speed data monitored by a navigation control data unit and transmitted to a quantization controller to be processed and analyzed.

A green power integrated hub for ocean cruise ships, which hub comprises a relay mother ship hull (1) and a green energy complex. The relay mother ship hull (1) cruises on a fixed schedule along a designated route between fixed locations. The green energy complex is arranged at the starting point of the route of the relay mother ship hull (1) and is used for re-fueling the relay mother ship hull (1). Ten connection assemblies are respectively arranged on two sides of the relay mother ship hull (1) and are used for connecting cruise ships (16) located on both sides. Two personnel access galleries (17) are respectively connected to the two sides of the relay mother ship hull (1) and are used for communicating the cruise ships (16) on both sides with the relay mother ship hull (1). Each connection assembly comprises a structural reinforcing member (14), a connecting arm support (13), a connecting arm device (12) and a hull connecting member (11). The structural reinforcing member (14) is arranged on a side wall of the relay mother ship hull (1).

To provide a vessel that can navigate in a desired direction solely by the operation of its wind-powered propulsion system. [Solution] The vessel 1 is equipped with a plurality of rotor sails 10 (wind propulsion units) provided on the hull 11. The vessel 1 also generates a turning moment TM (see Figure 2(b)) using the plurality of rotor sails 10. By generating different thrusts in each rotor sail 10, such a vessel 1 generates different moments at each position around the ship's center of gravity G, making the moment unbalanced for the entire hull 11. As a result, the vessel 1 can generate a turning moment TM using the plurality of rotor sails 10 without relying on mechanical means such as propellers or rudders, and thereby perform a turn. Therefore, the vessel 1 can change the direction of the hull 11 to a desired direction using only the plurality of rotor sails 10.

A fuel cell ship includes a cooling system that cools a fuel cell. The cooling system includes a cooling medium tank that accommodates a cooling medium, a cooling medium circulation pipe that circulates the cooling medium between the fuel cell and the cooling medium tank, a cooling tank internal gas detector installed in the cooling medium tank, a cooling tank internal gas discharge pipe connected to the cooling medium tank, and a cooling tank internal gas discharge valve installed in the cooling tank internal gas discharge pipe. The fuel cell ship includes a control unit that controls opening and closing of the cooling tank internal gas discharge valve. The control unit opens the cooling tank internal gas discharge valve when the cooling tank internal gas detector detects that the concentration of the fuel gas in the cooling medium tank is equal to or greater than a specified value determined in advance.

The invention relates to a hybrid power ship and an electric energy distribution control method, and the hybrid power ship is provided with a power battery pack which is electrically connected with a DC bus, and is also provided with a wind power generation group and a photovoltaic power generation group, and is connected with a third electric energy distribution module and a fourth electric energy distribution module through an AC-DC conversion device and a first boost DC-DC conversion device. According to the technical means, the mode that a traditional hybrid power ship collects and electrolyzes wind energy or light energy to generate hydrogen and stores energy in the form of hydrogen and needs multiple times of energy conversion is changed, and electric energy generated by a wind power generation set and a photovoltaic power generation set is directly converted into electric energy through conversion equipment; the electric energy is transmitted to the power battery pack through the electric energy distribution module to be stored or directly supplied to the direct-current bus for use, the energy conversion link is reduced, the energy utilization rate is remarkably improved, and the technical problems that the energy utilization rate is low and the actual requirement of ships for efficient energy utilization cannot be met in a traditional scheme are effectively solved.

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.

A hybrid power module for ship propulsion relates to the field of marine power technology. To address the problems of existing ship propulsion modules, which often employ electric motors, traditional heat engines, and parallel gearboxes for propulsion, resulting in large, complex systems with low space utilization and poor operational stability, this invention utilizes a highly integrated parallel reduction gearbox, a flexible coupling, and an electric motor. This achieves high power density and reduces the size by half compared to existing ship propulsion modules, improving hull space utilization. Furthermore, it can directly drive the propeller shaft without external power. With increased power, a diesel engine or gas turbine can be introduced to drive the propeller shaft in parallel with this module. The forward and reverse rotation of the propeller shaft can be achieved by engaging or disengaging forward and reverse clutches. This module enables operation and switching of six different main engine modes, providing high redundancy in the power system and ensuring operational stability. It has a wide range of applications. This invention is applicable to ships.

The invention relates to a method (100) for cooling a fuel (B) for a vessel (80), the vessel (80) having at least one fuel tank (12) and a liquefied gas storage tank (14), comprising the following steps:-(102) extracting a fuel flow (BS) from the liquid phase of the fuel (B) contained in the fuel tank (12),-(104) guiding the fuel flow (BS) into a cooling unit (20); -(106) cooling the liquid fuel flow (BS) in the cooling unit (20), the fuel flow (BS) in the cooling unit (20) being cooled relative to a BOG flow (BGr) which is conducted from the liquefied gas storage tank (14), is reliquefied and is conducted through the cooling unit (20), and-(108) conducting the cooled fuel flow (BSk) back into the fuel tank (12).

The present invention relates to a system (1) for managing a gas contained in a tank (2), the system (1) comprising: - at least one supply circuit (6); - at least one heat treatment circuit (8); - at least one first heat exchanger (13); - at least one cooling circuit (17); and - at least one second heat exchanger (16). In the system (1), the heat treatment circuit (8) comprises at least one first branch (9) connected to a first compression stage (11) of a compression device (7) and a second branch (10) connected to a second compression stage (12) of the compression device (7), and the first branch (9) and the second branch (10) merge at a merging point (14) in the heat treatment circuit (8).

The invention relates to a watercraft (10), said watercraft (10) being designed as a semi-submersible vessel. The watercraft (10) is designed for unmanned operations, and the watercraft (10) has a hull (150) and a tower (40) arranged on the hull (150). The hull (150) has at least one first water-tight hull region (160) and at least one first hull region (230) through which water passes, wherein the watercraft (10) has a drive unit in the first water-tight hull region (160), and the watercraft (10) has at least one first sonar system for detecting submarines.

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.

By reducing the number of hazardous areas where electrical equipment cannot be placed, the flexibility in placing electrical equipment is increased. [Solution] A fuel cell ship is equipped with a fuel cell that generates electricity through an electrochemical reaction of fuel, and supplies power from the fuel cell to the ship's equipment. The fuel cell ship is equipped with a fuel tank for storing fuel. A fuel filling port for filling the fuel tank is provided on the outer wall of the cabin.

The present invention is a liquefied gas supercooling system, which supercools a liquefied gas using a mixed refrigerant, and includes: a compressor that compresses the mixed refrigerant; a separator provided downstream of the compressor that phase-separates the mixed refrigerant into a gas phase refrigerant and a liquid phase refrigerant; a fourth line through which the liquid phase refrigerant separated in the separator flows via a first pressure reducing valve; a fifth line through which the gas phase refrigerant separated in the separator flows via a first heat exchanger, a second heat exchanger, a second pressure reducing valve, and re-inflow into the second heat exchanger; a sixth line through which the mixed refrigerant combined from the fourth line and the fifth line flows via the first heat exchanger, the compressor, and the separator; and an anti-icing unit that adjusts the temperature of the mixed refrigerant on the fifth line or the sixth line.

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.

A floating body provided with: a floating body main body; a tank which is provided in the floating body main body, and in which ammonia is stored and a mixed gas comprising ammonia and a gas other than the ammonia is stored as a gas phase fraction; a compression unit into which the mixed gas in the tank is introduced and the mixed gas is compressed; a separation membrane into which the mixed gas that has been compressed by the compression unit is introduced to separate the mixed gas into the ammonia and the gas other than the ammonia; and a cooling section which cools the ammonia that has been separated by the separation membrane and is put back into the tank.