A four-stroke dual-fuel engine (1) that is for propelling a ship and that operates by switching between a gas mode, in which a gas fuel speed-regulating control is carried out using a gas fuel as a primary heat source, an assist mode, in which a liquid fuel speed-regulating control is carried out using both the gas fuel and a liquid fuel as the fuel, and a diesel mode, in which a speed-regulating control is carried out using only the liquid fuel as the fuel. A control unit (22) of the engine (1) has an operation control unit (49) for carrying out operational control of the engine, a gas governor (44) for carrying out a speed-regulating control related to the amount of gas fuel supplied, and a diesel governor (48) for carrying out a speed-regulating control related to the amount of liquid fuel supplied. During operation in the assist mode, when the output of the engine 1 enters an assist-off region, which is a region on either side of and including a cube root characteristic line for the ship, the engine operation moves to the gas mode. During operation in the gas mode, when the output of the engine (1) enters an assist-on region in which the output is higher than in the assist-off region the engine operation moves to the assist mode.
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 45/00 - Electrical control not provided for in groups
[Problem] To provide an inexpensive ship propulsion device that uses two motors without the need for a dedicated inverter and that can perform efficient drive control. [Solution] In this ship propulsion device 1, a motor A is linked to a ring gear of a planetary gearing mechanism 5, a motor B is linked to a sun gear via a clutch 15, and a propeller 6 is linked to a carrier C of a planetary gear P. A control unit 30 performs control so that the propeller is driven by only the motor A in a low-output region of the propeller, and is driven by both the motor A and the motor B in a high-output region. Performing efficient control that obviates the need for a large dedicated inverter and enables installation space to be effectively utilized, the control being performed in accordance with the output of the propeller by the two motors, makes it possible to conserve the amount of fuel consumed by a power-generating machine that drives an electric motor.
B63H 21/17 - Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
F16H 3/72 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
In the present invention, a mixture of fuel gas and air is combusted in a combustion chamber in a gas mode of a dual-fuel engine (1) for ships. The engine system is provided with: a control unit (22) for advancing the closing timing of an intake valve (8) of the engine and, so as to accord with the changes from said advancement, also advancing the opening timing of a fuel gas supply valve (15), when the output of an output shaft (2) of the engine (1) increases; a variable intake valve timing mechanism (30) for advancing the closing timing of the intake valve (8) in accordance with the intake valve (8) closing timing set by the control unit; and a fuel gas supply valve timing mechanism (45) for advancing the opening timing of the fuel gas supply valve (15) so as to accord with the changes from the advancement of the intake valve (8) set by the control unit. Control is performed such that with the increase in the output of the output shaft of the engine (1), the compression ratio of the gas-air mixture in the engine is further reduced by the variable intake valve timing mechanism (30).
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 43/00 - Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
F02M 51/00 - Fuel-injection apparatus characterised by being operated electrically
[Problem] To eliminate the need to provide a reducing agent pump with a backup in a reducing agent jetting device of an exhaust gas denitrification device, and to continue the supply of reducing agent even in the event of failure of the reducing agent pump. [Solution] A reducing agent jetting device 1 has a jetting nozzle 5 provided inside an exhaust pipe 4, a urea water line 6, a urea water pump 9, a washing water line 7, a washing water pump 13, and a switching valve 22 provided in the washing water line on the upstream side of the washing water pump and introducing urea water from the urea water line into the washing water line. During normal operation, the switching valve is set for a flow path AB. However, in the event of failure of the urea water pump, the switching valve is set for a flow path CB, and the urea water is supplied to the jetting nozzle, with the flow amount of the urea water controlled, by means of the washing water pump.
In the present invention, in the gas mode of a duel-fuel engine (1) for a ship, an air-fuel mixture of a fuel gas and air is burned in a combustion chamber. When the load on this engine (1) increases, the load is calculated by a control unit (22) using the rotational frequency and torque data as measured by a rotational frequency sensor (20) of a crankshaft (2) and a torque sensor (21). On the basis of the rotational frequency and the load data, the open-close timing of an intake valve (8) is set to an advanced angle from a first map (24) and a second map (25). A second electrical signal for the open-close timing is converted to voltage by an electro-pneumatic converter (27), and the amount of movement of a rod is adjusted by an actuator (28). A variable intake valve timing mechanism (30) is operated on the basis of the amount of movement of the rod, and the open-close timing of the intake valve (8) is adjusted to an advanced angle to perform a control for reducing the compression ratio of the air-fuel mixture. Knocking can be prevented and the load-increasing speed can be increased by setting the advanced angle of the open-close timing of the intake valve (8) by means of a predetermined first map and second map.
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 29/02 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehiclesControlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving variable-pitch propellers
F02D 45/00 - Electrical control not provided for in groups
[Problem] To stabilize the rotational speed of an engine generator in a ship propulsion device that is capable of electric propulsion. [Solution] A ship propulsion device 1 that has: an engine generator 4; a propulsion motor 9; an inverter 8 that performs torque control on the motor; a deviation limiter 16 that controls the deviation between the actual value and a target value for motor rotational speed to a prescribed value or less; and a PID regulator that computes a torque command value such that the deviation decreases and that outputs the torque command value to the inverter. Parameters for the PID regulator are set as appropriate, and the response speed of the inverter is matched to the response speed of the engine generator. Variation in the power supplied to the motor is kept to an amount to which the engine generator can respond, the engine generator is prevented from hunting, and the rotational speed of the engine generator is stabilized.
[Problem] To provide a ship propulsion method that makes it possible to smoothly transition from motor propulsion to hybrid propulsion. [Solution] A ship propulsion device 1 that has: a propeller 9; a main engine 2 that is controlled by a governor 3; a motor 14 that has torque control performed thereon by an inverter 12; and a controller 4. The controller determines a propulsion state from an external signal and performs control using a motor propulsion control unit 50 or a hybrid propulsion control unit 40. During motor propulsion control, a torque command value is given to the inverter by means of feedback control such that the rotational speed of the motor coincides with a target rotational speed. During hybrid control, the inverter is controlled using an assist torque command value obtained by PID calculation of the deviation between a present value and a target vale for main engine output. Distribution of main engine output and motor assist amount are optimized, and operation of the governor-controlled main engine is streamlined.
[Problem] During hybrid propulsion of a ship, to assist a motor using an assist torque command value obtained by PID calculation of the deviation between a present value and a target value for main engine output and to efficiently operate a governor-controlled main engine. [Solution] A ship propulsion device 1 that has: a propeller 9; a main engine 2 that is controlled by a governor 3; a motor 14 that has torque control performed thereon by an inverter 12; and a controller 4. A PID regulator 25 of the controller controls the inverter using an assist torque command value obtained by PID calculation of the deviation between a present value and a target value for main engine output, and, as a result, distribution of main engine output and motor assist amount can be optimized, and the governor-controlled main engine can be efficiently operated.
This ship propulsion device (1) propels a ship (2) by rotating a propeller (20). If the rotational speed of the propeller (20) is less than a predetermined rotational speed, a low-output auxiliary electric motor (M2) is controlled and rotationally driven by a lower-capacity general-purpose inverter (24), and the rotation is transmitted to the propeller (20), thereby causing the propeller (20) to rotate. In this case, the transmission of the rotation to a slip clutch (23) or an input shaft (7) is prevented by disconnecting an on-off clutch (8) in the drive system of a main electric motor (M1). If the rotational speed of the propeller (20) is the predetermined rotational speed or more, the drive source is switched from the auxiliary electric motor (M2) to the main electric motor (M1) and the on-off clutch (8) is connected. The rotational speed of the main electric motor (M1) is controlled by the slip clutch (23) and transmitted to the propeller (20), thereby rotating the propeller (20).
B63H 21/17 - Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
B63H 23/18 - Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit for alternative use of the propulsion power units
B63H 23/30 - Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
[Problem] To balance the load distributed on multiple AC servomotors of an electric turning control device. [Solution] A turning control device (2) for controlling a turnable ship propulsion device has: a turn control board (7) that computes a digital motor-speed command value from a deviation between a signal from a sensor (6), which detects a turn position of the ship propulsion device, and a handle signal; and multiple AC servo amplifiers (A1, A2) that output motor-speed command values upon receiving the motor-speed command value from the turn control board in order to drive AC servomotors (M1, M2). Each amplifier reduces the motor-speed command value in accordance with the amount of load during a motoring operation of the motor, increases the motor-speed command value in accordance with the amount of load during a regenerative operation, or makes no correction if the amount of load on the motor is equal to or less than a fixed value. The loads on the multiple AC servomotors can be distributed with a uniform value.
B63H 25/24 - Transmitting of movement of initiating means to steering engine by electrical means
B63H 5/125 - Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction
B63H 20/00 - Outboard propulsion units, e.g. outboard motors or Z-drivesArrangements thereof on vessels
B63H 25/42 - Steering or dynamic anchoring by propulsive elementsSteering or dynamic anchoring by propellers used therefor onlySteering or dynamic anchoring by rudders carrying propellers
Provided is a piston which reduces the amount of the air-fuel mixture to be discharged unburned and prevents piston rings from conglutinating due to heat. In the piston (2) on the outer circumferential surface of which a plurality of circumferential grooves for the piston rings are formed, the relation between the inner diameter (B) of the cylinder (1) and the distance (L) between the top surface of the piston and the top surface of the uppermost circumferential groove (4a) is set to satisfy L/B≤0.1 and a cooling chamber (5a) is formed in vicinity to the uppermost circumferential groove. The dead volume (S) partitioned by the piston, a cylinder liner (11), and the uppermost piston ring (3a) is reduced in size, which reduces the amount of the air-fuel mixture to be trapped therein and discharged unburned. Furthermore, the cooling chamber (5a) makes the uppermost piston ring less likely to conglutinate to the cylinder due to the heat load. Heat efficiency as an engine is also improved more than that in the past.
Disclosed is a hybrid marine propulsion device which comprises a main engine and a motor, has a more compact structure and achieves low fuel consumption by highly efficient drive control. The marine propulsion device comprises: a clutch (7), which is provided to the input shaft (6) of the main engine; a horizontal input/output shaft (8), which is connected to the clutch; a vertical shaft (11) which is joined to the input/output shaft by means of an upper bevel gear (9); a horizontal propeller axis (13) which is joined to a bottom tip of the vertical shaft by means of a lower bevel gear (12); and a propeller (14) which is located on the propeller shaft on the other tip side to where the propeller shaft is joined to the vertical shaft. The marine propulsion device turns the propeller around the vertical shaft, setting the propulsion direction. A motor-generator (20) is attached on top of a base (3) and directly connected to the other end side of the input/output shaft to where the vertical shaft is located. Motor propulsion is used in low revolution ranges and hybrid propulsion, whereby the motor assists the main engine, is used in high revolution ranges.
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