Abstract

A reducing agent supply method for an SCR system of an ammonia engine. For a high-pressure direct injection ammonia engine, an ammonia injector in a cylinder is used during an initial stage of engine exhaust or scavenging, and when the temperature in the cylinder is lower than the kindling point of ammonia, the ammonia injector is used to inject a reducing agent required by an SCR system. The method can be used in both an ammonia engine and an ammonia/diesel dual-fuel engine. For the ammonia/diesel dual-fuel engine, the method can be used in both a diesel mode and an ammonia mode. According to the method, ammonia used as the reducing agent of the SCR system can be fully mixed with exhaust gas in the cylinder, thereby facilitating thorough denitration reaction in the presence of an SCR catalyst, enhancing the denitration efficiency of the SCR system and reducing ammonia slip. For the ammonia/diesel dual-fuel engine, in the diesel mode, the ammonia injector still needs to work due to operation of the SCR system, thereby avoiding the dry burning problem caused when the ammonia injector does not work in the diesel mode.

IPC Classes  ?

• F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operationControl specially adapted for catalytic conversion
• F01N 3/36 - Arrangements for supply of additional fuel
• B01D 53/94 - Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
• B01D 53/56 - Nitrogen oxides

Abstract

A dual-fuel injection system, comprising an alternative fuel booster pump (100), a diesel booster pump (200), a diesel common rail (300), an alternative fuel common rail (400) and a dual-fuel injector (500), wherein the alternative fuel booster pump (100) comprises a pump body assembly, a piston (130) and an alternative fuel plunger (140), the pump body assembly having a working cavity (101) and a telescopic tank (121); the working cavity (101) communicating with the telescopic tank (121) via a communication hole (122); the pump body assembly being provided with an alternative fuel oil intake hole (111) and an alternative fuel oil output hole (112), which communicate with the working cavity (101); a piston (130) being connected in the working cavity (101) in a sliding manner, and forming an oil delivery cavity (102) with the working cavity (101) jointly; the alternative fuel plunger (140) sliding, extending and retracting in the telescopic tank (121); the working cavity (101), the piston (130), the communicating hole (122), the telescopic tank (121) and the alternative fuel plunger (140) jointly forming an oil immersion cavity (103); and the pump body assembly being provided with an oil delivery hole communicating with the oil immersion cavity (103). The dual-fuel injection system has a simple structure, an alternative fuel is not prone to leaking, and the reliability is thus high.

IPC Classes  ?

• F02M 37/04 - Feeding by means of driven pumps
• F02M 37/06 - Feeding by means of driven pumps mechanically driven
• F04B 53/16 - CasingsCylindersCylinder liners or headsFluid connections
• F04B 53/14 - Pistons, piston-rods or piston-rod connections
• F04B 53/18 - Lubricating
• F04B 53/02 - Packing the free space between cylinders and pistons

Abstract

A double-needle valve injector, comprising a body (1) having a working chamber (11); and a needle valve assembly arranged in the working chamber and comprising an inner needle valve (2) and an outer needle valve (3) slidably sleeved on the inner needle valve. The inner needle valve can abut against the working chamber in a sliding mode and form an adjusting chamber together with the working chamber. The body is provided with a first through hole (101) and a second through hole (102), respectively. The outer needle valve is provided with a sleeving chamber (31), a via hole (32) is formed in the sleeving chamber, and the sleeving chamber is communicated with a first oil injection hole (12) by means of the via hole. The outer needle valve is slidably sleeved on the inner needle valve by means of the sleeving chamber and forms a first internal chamber (202) together with the inner needle valve, and the first internal chamber can be communicated with the first oil injection hole by means of the via hole. The outer needle valve can slidably abut against the working chamber and form a second internal chamber (301) together with the working chamber, and the second internal chamber can be communicated with the first oil injection hole. The body is provided with a fifth through hole (104) in communication with the second internal chamber. The double-needle valve injector can effectively prevent two kinds of fuels from being mixed, such that stable and reliable injection supply of a corresponding fuel is ensured.

IPC Classes  ?

• F02M 43/04 - Injectors peculiar thereto
• F02M 61/10 - Other injectors with elongated valve bodies, i.e. of needle-valve type

Abstract

A methanol remote control security system for a marine engine, comprising a remote control security monitoring controller (110), a remote control security monitoring touch screen (120), a methanol co-firing and injection controller (130), a methanol co-firing and injection touch screen (140), and a methanol supply station (150). The remote control security monitoring controller (110) is used for processing information, and generating a target control instruction according to an information processing result; the remote control security monitoring touch screen (120) is used for acquiring a marine engine control instruction input by a technician, and displaying marine engine fault alarm information according to an alarm signal sent by the remote control security monitoring controller (110); the methanol co-firing and injection controller (130) is used for controlling a methanol injector on a marine engine to perform methanol co-firing and injection; the methanol co-firing and injection touch screen (140) is used for acquiring methanol co-firing control parameters input by the technician; and the methanol supply station (150) is used for monitoring a methanol leakage signal in the marine engine in real time. The methanol remote control security system for a marine engine can implement the security control of the whole methanol co-firing and injection process of the marine engine.

IPC Classes  ?

• F02B 77/08 - Safety, indicating, or supervising devices
• F02D 41/30 - Controlling fuel injection
• F02D 41/22 - Safety or indicating devices for abnormal conditions

Abstract

A methanol supply device, which comprises a double-walled pipe, a methanol feeder (2), a methanol removal auxiliary machine (3), an exhaust fan (4) and a methanol detection element (5), wherein the double-walled pipe comprises an inner pipe (11) and an outer pipe (12), and is configured to be in communication with an ejector (100); an inlet of the inner pipe (11) can be in communication with the methanol feeder (2), and an outlet of the inner pipe (11) can be in communication with the removal auxiliary machine (3); an outlet of the outer pipe (12) is in communication with the exhaust fan (4), and an inlet of the outer pipe (12) is in communication with the outside; and the methanol detection element (5) is used for detecting methanol. The methanol supply device is in communication with the ejector (100) by means of the double-walled pipe, and the methanol feeder (2) is connected to the inner pipe (11) of the double-walled pipe. When methanol in the inner pipe (11) leaks to the outer pipe (12) and reaches a certain concentration, the methanol detection element (5) can detect methanol leakage, and the methanol in the outer pipe (12) can be extracted to other places by means of the exhaust fan (4), thereby preventing the methanol from leaking to the work environment to affect the physical health of workers, and improving the safety of the methanol supply device. A power system is further involved.

IPC Classes  ?

• F02M 65/00 - Testing fuel-injection apparatus, e.g. testing injection timing
• F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines

Abstract

An engine structure, comprising a cylinder cover (1) and a cylinder wall (2). A piston (3) is provided in the cylinder wall (2); the cylinder cover (1) covers the cylinder wall (2); the cylinder cover (1), the cylinder wall (2) and the piston (3) define a main combustion chamber (4); an intake manifold (5) and an exhaust manifold (6) are provided on the cylinder cover (1); the intake manifold (5) and the exhaust manifold (6) are separately communicated with the main combustion chamber (4); a swirling chamber (7) is further formed in the cylinder cover (1); the swirling chamber (7) is communicated with the main combustion chamber (4) by means of a first communicating pipe (8) and a second communicating pipe (9); a laser igniter (10) is provided on the side wall of the swirling chamber (7); and the laser igniter (10) produces laser to ignite an air mixture in the swirling chamber (7). The engine structure solves the problems in the prior art that the combustion efficiency of an engine is low, the strength of a combustion reaction is unstable, and the engine cannot operate efficiently. The present invention further relates to an operating method for an engine.

IPC Classes  ?

• F02B 19/18 - Transfer passages between chamber and cylinder
• F02B 19/00 - Engines characterised by precombustion chambers
• F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
• F02F 1/24 - Cylinder heads

Abstract

A friction and wear test apparatus for a camshaft under adjustable time-varying load working conditions, comprising a base plate (2) used for mounting a camshaft (1), a motor (3) connected to the camshaft (1) and capable of driving the camshaft (1) to rotate, a tappet (4) in linear contact with the camshaft (1) and used for simulating wear, two angle measuring heads (6) having digital displays (5), fixed above the tappet (4) and used for detecting a contact state, a loading apparatus (7) used for simulating the application of a variable load, an R-axis rotating platform (8) connected to the loading apparatus (7) and used for adjusting a tappet angle, and a vice (9) connected to the R-axis rotating platform (8) and used for adjusting movement in an XY plane. By means of ensuring a linear contact state between a cam and the tappet (4) and applying a variable load by means of a spring, the apparatus ensures that the cam is more consistent with actual variable-load working conditions, and meets the requirements of the variable load between the cam and the tappet under simulated actual working conditions. A test method for the friction and wear test apparatus for a camshaft under adjustable time-varying load working conditions is further provided.

IPC Classes  ?

• G01N 3/56 - Investigating resistance to wear or abrasion

Abstract

A speed threshold device and an engine. The speed threshold device comprises a speed acquisition module (110), a signal amplification module (120), a frequency-to-voltage conversion module (130), and a threshold output module (140). An output end of the speed acquisition module (110) is connected to an input end of the signal amplification module (120), and the signal amplification module (120) receives an output signal of the speed acquisition module (110) and amplifies the output signal. The signal amplification module (120) transmits the amplified signal to the frequency-to-voltage conversion module (130), and the frequency-to-voltage conversion module (130) is configured to convert a frequency signal into a voltage signal. The threshold output module (140) is configured to control the working state of the engine according to the voltage signal output by the frequency-to-voltage conversion module (130).

IPC Classes  ?

• F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
• F02D 41/02 - Circuit arrangements for generating control signals
• H03M 1/12 - Analogue/digital converters
• H03F 1/38 - Positive-feedback circuit arrangements without negative feedback
• H03K 5/24 - Circuits having more than one input and one output for comparing pulses or pulse trains with each other according to input signal characteristics, e.g. slope, integral the characteristic being amplitude
• G01P 3/00 - Measuring linear or angular speedMeasuring differences of linear or angular speeds

Abstract

A marine methanol engine injection control system and method, and a transportation device. The system comprises an engine control module (110), a drive control module (120), a signal module (130), and a sensing module (140); the signal module (130) is configured to set a methanol injection parameter; the engine control module (110) is configured to generate a drive enable signal according to the injection parameter; the drive control module (120) is connected to the engine control module (110); the drive control module (120) is configured to drive, according to the drive enable signal, an injector of a methanol engine (150) to inject methanol to a cylinder; the sensing module (140) is connected to the engine control module (110); the sensing module (140) is configured to acquire a state signal of the methanol engine (150); and the engine control module (110) is further configured to obtain a methanol injection amount according to the state signal and the injection parameter, and to provide feedback according to the methanol injection amount.

IPC Classes  ?

• F02D 41/30 - Controlling fuel injection
• F02D 41/14 - Introducing closed-loop corrections
• F02D 41/02 - Circuit arrangements for generating control signals
• F02B 69/02 - Internal-combustion engines convertible into other combustion-engine type, not provided for in group Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel

Abstract

A dual-fuel coordinated injection system and a ship. The dual-fuel coordinated injection system comprises two sets of fuel supply assemblies and a fuel injector (20), wherein each set of fuel supply assemblies comprises a gas supply pump (10), a control valve (11), a booster pump (12), a fuel tank (15), and a fuel supply pump (16), wherein a gas outlet of the gas supply pump (10) is in communication with a gas inlet of the control valve (11), two working ports of the control valve (11) are in communication with two gas inlets/outlets of the booster pump (12) respectively, a fuel inlet of the fuel supply pump (16) is in communication with the fuel tank (15), a fuel outlet of the fuel supply pump (16) is in communication with a fuel inlet of the booster pump (12), and fuel outlets of the booster pumps (12) in the two sets of fuel supply assemblies are in communication with a fuel inlet of the injector (20), and the injector (20) can inject a fuel into an air cylinder of an engine. The fuel tanks of the two sets of fuel supply assemblies can contain different fuels, thereby improving the flexibility of fuels used by the system, and reducing carbon emissions from the system; and the two sets of fuel supply assemblies share one injector, thereby reducing the cost of the system.

IPC Classes  ?

• F02M 43/00 - Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive

Abstract

A dual-fuel engine exhaust gas recirculation system, wherein an inlet of a circulating pump (3) is connected to a water outlet of a circulating cabinet (2), an outlet of the circulating pump is connected to an inlet of a cooling device (4), an outlet of the cooling device is connected to a first water inlet (A1) of a washing column (1), and a water outlet of the washing column is connected to a first water inlet (B1) of the circulating cabinet. The circulating cabinet is used for containing cooling water. The circulating pump is used for pumping the cooling water from the circulation cabinet into the washing column. The cooling device is used for cooling the cooling water pumped by the circulating pump from the circulation cabinet. The washing column is used for receiving the engine exhaust gas, receiving the cooling water cooled by the cooling device, cooling the exhaust gas by using the cooling water, discharging the water cooling the exhaust gas into the circulation cabinet, and inputting the cooled exhaust gas into a gas compressor of the main engine supercharger of the dual fuel engine. The exhaust gas recirculation system can control the set temperature of the exhaust gas at the outlet of the washing column to be close to a set value and recycle the exhaust gas.

IPC Classes  ?

• F02M 26/22 - Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage

Abstract

An engine having oxygen concentration control systems, comprising an engine body, forced inductions, and oxygen concentration control systems. The forced inductions are disposed on the engine body and each has an air compression end and a turbine end; the oxygen concentration control systems are disposed on the engine body and each comprises a first flow control valve, a first exhaust gas economizer, and a cooling and demisting device; the turbine end of the forced induction, the first flow control valve, the cooling and demisting device, and the air compression end of the forced induction are sequentially connected in series; the cooling and demisting device is configured to perform cooling, impurity removal, and drying on a flowing through gas; a pipeline between a gas inlet connector of the first exhaust gas economizer and the turbine end is communicated with a pipeline between the cooling and demisting device and the turbine end; and a gas outlet connector of the first exhaust gas economizer is communicated with the outside.

IPC Classes  ?

• F02M 26/28 - Layout, e.g. schematics with liquid-cooled heat exchangers
• F02M 26/35 - Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
• F01N 5/02 - Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat

Abstract

The present application relates to the technical field of engines, in particular to a methanol engine fuel system. The methanol engine fuel system comprises: a methanol supply pipeline, which comprises a main pipeline and a plurality of branch pipelines, wherein the main pipeline communicates with a fuel tank, all of the plurality of branch pipelines communicate with the main pipeline and correspond to cylinders of an engine on a one-to-one basis, and a methanol supply pump and a methanol sprayer, which communicate with each other, are arranged on each branch pipeline; a cooling pipeline, wherein cooling water can be introduced into the cooling pipeline, and the cooling pipeline communicates with the methanol sprayer and can cool the methanol sprayer; and a purging pipeline, wherein the purging pipeline communicates with the methanol supply pipeline, the methanol supply pump and the methanol sprayer, and an inert gas can be introduced into the purging pipeline so that residual methanol is blown out of the methanol supply pipeline, the methanol supply pump and the methanol sprayer.

IPC Classes  ?

• F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines

Abstract

The present application relates to the technical field of water treatment, and, for example, relates to a water treatment system and a ship. The water treatment system comprises: a first filtering system, the first filtering system comprising a first water supply pump and a circulating filtering assembly, wherein one end of the first water supply pump can communicate with a circulating tank of a flue gas washing tower, the other end of the first water supply pump communicates with the circulating filtering assembly, and the circulating filtering assembly can filter washing water in a circulating manner and drain the filtered water into the circulating tank; and a second filtering system, the second filtering system comprising a residue storage tank, a second water supply pump, a vertical-flow air-flotation filtering assembly, a fine filtration assembly and an adsorption assembly, which sequentially communicate with each other, wherein the residue storage tank can communicate with the circulating tank and an engine air cooler, and the second water supply pump can drain waste water into the vertical-flow air-flotation filtering assembly, such that the waste water is drained out after being treated by means of the fine filtration assembly and the adsorption assembly.

IPC Classes  ?

• C02F 9/04 - Multistep treatment of water, waste water or sewage at least one step being a chemical treatment
• B01D 53/92 - Chemical or biological purification of waste gases of engine exhaust gases
• C02F 1/00 - Treatment of water, waste water, or sewage

Abstract

Disclosed in the embodiments of the present application are a ship exhaust gas recirculation waste water treatment system and a ship. The ship exhaust gas recirculation waste water treatment system comprises a neutralization device, a waste water storage device, a waste water treatment device, a filtering device and a waste water test device, the neutralization device being arranged to neutralize waste water flowing out of a waste water pipe and a condensate water pipe, so as to obtain non-acidic waste water, the waste water storage device being arranged to store the non-acidic waste water, the waste water treatment device being arranged to remove oil residues and impurities in the non-acidic waste water in a flocculation and air flotation mode, so as to obtain primary waste water with the oil residues removed, the filtering device being arranged to filter said primary waste water, so as to obtain secondary waste water with the oil residues removed, and the waste water test device being arranged to test whether the non-acidic waste water or said secondary waste water meets an emission standard, and to discharge the non-acidic waste water or said secondary waste water when the non-acidic waste water or said secondary waste water meets the emission standard.

IPC Classes  ?

• C02F 9/00 - Multistage treatment of water, waste water or sewage
• C02F 103/18 - Nature of the water, waste water, sewage or sludge to be treated from the wet purification of gaseous effluents

Abstract

The present application relates to a dual-fuel pressurized injection device, comprising a housing, a driving piston, and a plunger. A plurality of pipelines and cavities are arranged in the housing, the driving piston is movably arranged in a piston cavity, and the piston cavity is divided into an upper piston cavity and a lower piston cavity. When the driving piston is in a first position, the upper piston cavity is communicated with a first oil inlet pipeline and a first oil outlet pipeline, and the lower piston cavity is not communicated with the first oil inlet pipeline, the first oil outlet pipeline, and a second oil outlet pipeline respectively. When the driving piston is in a second position, the lower piston cavity is communicated with the second oil outlet pipeline, and the upper piston cavity is communicated with the first oil inlet pipeline. The plunger is movably arranged in a plunger cavity, a pressurizing cavity is defined by an end surface of the plunger and the plunger cavity, and the lower piston cavity is communicated with the pressurizing cavity. When the plunger moves from a third position to a fifth position and then moves to a fourth position, the second oil inlet pipeline and the pressurizing cavity are respectively in communication, non-communication and communication states.

IPC Classes  ?

• F02M 43/04 - Injectors peculiar thereto
• F02M 43/02 - Pumps peculiar thereto
• F02M 59/10 - Pumps specially adapted for fuel-injection and not provided for in groups of reciprocating-piston type characterised by the piston drive
• F02M 59/44 - Details, component parts, or accessories not provided for in, or of interest apart from, the apparatus of groups
• F02M 59/46 - Valves

Abstract

A diesel engine system, comprising: a diesel engine body (1); a free-end housing (2) arranged at the front end of the diesel engine body (1), the free-end housing (2) having a first accommodating cavity, a second accommodating cavity and a third accommodating cavity, which are all hollow and are not in communication with each other, and the second accommodating cavity being in communication with a main lubricating oil pipeline of the diesel engine body (1); an output-end housing (3), the output-end housing (3) being arranged at an output end of the diesel engine body (1); a top housing (4), the top housing (4) being arranged at the top of the diesel engine body (1); a water circulation assembly, which is arranged on the free-end housing (2); and a lubrication assembly, which is arranged on the free-end housing (2).

IPC Classes  ?

• F01P 3/12 - Arrangements for cooling other engine or machine parts
• F01P 5/10 - Pumping liquid coolantArrangements of coolant pumps
• F01P 7/14 - Controlling of coolant flow the coolant being liquid
• F01M 1/02 - Pressure lubrication using lubricating pumps
• F01M 1/10 - Lubricating systems characterised by the provision therein of lubricant venting or purifying means, e.g. of filters
• F01M 5/00 - Heating, cooling, or controlling temperature of lubricantLubrication means facilitating engine starting
• F02F 7/00 - Casings, e.g. crankcases
• F02B 77/00 - Component parts, details, or accessories, not otherwise provided for

Abstract

A driving control apparatus and method for a marine low-speed machine, and an electronic device. The apparatus comprises a signal acquisition module (101), a master control module (102), a first slave control module (103), and a plurality of second slave control modules (104). The signal acquisition module (101) is configured to acquire a state signal of a speed measurement fluted disc of the marine low-speed machine; the plurality of second slave control modules (104) are connected in sequence; the first slave control module (103) is connected to a first one of the second slave control modules (104); the master control module (102) is connected to the first slave control module (103); the first slave control module (103) is configured to determine operation information according to the state signal, and send the operation information and a first local clock signal to the master control module (102); the master control module (102) is configured to send the operation information and the first local clock signal to the second slave control modules (104), and synchronize clocks of slave control modules in real time; and the second slave control modules (104) are configured to control the operation state of a corresponding second cylinder according to the first local clock signal and the operation information.

IPC Classes  ?

• G05B 19/042 - Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors

Abstract

The present application discloses a valve control device applied to a waste gas treatment system, comprising a gas input end (A1), a control module (10), a first valve (11), a second valve (12), an execution module (13), and a control valve (14). Control air is introduced into the gas input end (A1); the gas input end (A1) is connected to a first input selection end (A2) of the first valve (11); a first output selection end (U1) of the first valve (11) is connected to a second input selection end (A3) of the second valve (12); a second output selection end (U2) of the second valve (12) is connected to an input end of the execution module (13); an output end of the execution module (13) is connected to the control valve (14); and the control module (10) is electrically connected to the first valve (11) and the second valve (12), respectively.

IPC Classes  ?

• F16K 31/124 - Operating meansReleasing devices actuated by fluid the fluid acting on a piston servo actuated
• F16K 31/163 - Operating meansReleasing devices actuated by fluid with a mechanism, other than pulling- or pushing-rod, between fluid motor and closure member the fluid acting on a piston
• F15B 13/02 - Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
• F15B 21/08 - Servomotor systems incorporating electrically- operated control means

Abstract

The present application relates to the technical field of engine detection. Disclosed is a pretreatment system for an engine black carbon emission test. The pretreatment system for an engine black carbon emission test comprises a reactor, an air inlet pipe, and an air outlet pipe, wherein the reactor comprises a desulfurization adsorber and an oxidation catalyst, the desulfurization adsorber is configured to remove sulfides from an engine tail gas, and the oxidation catalyst is configured to remove organic compounds from the engine tail gas; and the air inlet pipe, the desulfurization adsorber, the oxidation catalyst, and the air outlet pipe sequentially communicate with one another.

IPC Classes  ?

• B01D 53/92 - Chemical or biological purification of waste gases of engine exhaust gases
• B01D 53/94 - Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
• B01D 53/44 - Organic components
• B01D 53/48 - Sulfur compounds
• G01N 33/00 - Investigating or analysing materials by specific methods not covered by groups

Abstract

The present application relates to the technical field of engines, and disclosed in the present application are a low-carbon fuel injection device and an engine. The low-carbon fuel injection device comprises a housing (1), a solenoid valve (2), and a sealing member (3), a sleeve (4), a plug retainer (6), a valve rod (5), an elastic member (8) and a needle valve (7), which are sequentially arranged inside the housing (1), wherein the housing (1) cooperates with internal components thereof to form a hydraulic driving chamber (100), a fuel control chamber (200), a fuel collecting chamber (300) and an injection chamber (400); the solenoid valve (2) is configured to open or close the communication between a medium-pressure hydraulic oil inlet (112) and the hydraulic driving chamber (100); the valve rod (5) is configured to cooperate with the plug retainer (6) to open or close the communication between the fuel control chamber (200) and a high-pressure fuel inlet (111); the sleeve (4) cooperates with an inner wall of an accommodating chamber to form a circulation channel, which is used for enabling the fuel collecting chamber (300) to be in communication with the fuel control chamber (200); the sleeve (4) can slide relative to the accommodating chamber, so as to open or close the circulation channel; and the needle valve (7) cooperates with the elastic member (8) to be in sliding fit with the valve rod (5), so as to open or close the communication between the injection chamber (400) and an outlet of the accommodating chamber.

IPC Classes  ?

• F02M 61/10 - Other injectors with elongated valve bodies, i.e. of needle-valve type
• F02M 61/16 - Details not provided for in, or of interest apart from, the apparatus of groups
• F02M 47/04 - Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure using fluid, other than fuel, for injection-valve actuation

Abstract

Disclosed in embodiments of the present application are an energy control system of a direct current networking ship hybrid power laboratory and a control method therefor. The energy control system comprises: a state collection module connected to a diesel generator set, a lithium battery pack, a super capacitor, a propulsion motor, a factory power grid, a first direct current bus, and a second direct current bus, and configured to collect operation information of the diesel generator set, the lithium battery pack, the super capacitor, the propulsion motor, the factory power grid, the first direct current bus, and the second direct current bus; and a PLC master controller comprising a signal collection input end and a control output end, the signal collection input end being electrically connected to the state collection module, and the control output end being connected to control ends of a rectification power distribution cabinet, a chopper cabinet, and an inverter power supply cabinet to perform energy control on the diesel generator set, the lithium battery pack, and the propulsion motor.

IPC Classes  ?

• H02J 1/00 - Circuit arrangements for dc mains or dc distribution networks
• H02J 1/10 - Parallel operation of dc sources
• H02J 1/12 - Parallel operation of dc generators with converters, e.g. with mercury-arc rectifier
• H02J 1/14 - Balancing the load in a network
• H02J 7/34 - Parallel operation in networks using both storage and other DC sources, e.g. providing buffering

Abstract

An electric control system and method for a ship. The electric control system for a ship comprises a main engine rotation speed control module (10), a fuel injection execution module (30) and a drive control module (20), wherein the main engine rotation speed control module (10) comprises a first main engine rotation speed control module (11) and a second main engine rotation speed control module (12), the first main engine rotation speed control module (11) is connected to the drive control module (20), and the drive control module (20) is connected to the fuel injection execution module (30) and the second main engine rotation speed control module (12) respectively.

IPC Classes  ?

• F02D 41/22 - Safety or indicating devices for abnormal conditions

Abstract

Embodiments of the present application disclose a hybrid electric propulsion system, and starting and control methods therefor. The hybrid electric propulsion system comprises: a starting switch configured to generate a starting signal according to starting information; an uninterruptible power supply unit configured to supply power to a storage battery control unit, a fuel cell control unit, and an energy comprehensive management module according to the starting signal; a mode selection unit configured to determine a starting mode and generate a corresponding mode signal; and the energy comprehensive management module further configured to start the storage battery control unit and the fuel cell control unit according to the mode signal.

IPC Classes  ?

• B63H 21/17 - Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
• B60L 50/75 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
• B60L 58/40 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells