CN111976941B - Gas ship adopting internal combustion engine power device - Google Patents
Gas ship adopting internal combustion engine power deviceInfo
- Publication number
- CN111976941B CN111976941B CN202010988984.4A CN202010988984A CN111976941B CN 111976941 B CN111976941 B CN 111976941B CN 202010988984 A CN202010988984 A CN 202010988984A CN 111976941 B CN111976941 B CN 111976941B
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- CN
- China
- Prior art keywords
- main
- ship
- gas
- generator
- internal combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
- Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
- Y02T70/5236—Renewable or hybrid-electric solutions
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Control Of Eletrric Generators (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
一种采用内燃机动力装置的气体船，所述气体船为自航浮式储存及再气化装置、气体运输船、气体加注船或气体运输加注船；所述气体船的主推进器的数量为一台或多台；用以驱动所有或部分主推进器的主机为内燃机；驱动单台主推进器的主机的数量为一台或多台，主机和主推进器之间设有离合器；所述气体船上设有主机驱动的发电机，一台或多台主机直接与发电机连接；所述气体船还设有发电机组；当船舶航行或停泊时，主机驱动的发电机同发电机组并联运行。本发明由内燃机参与驱动所有或部分主推进器，主机除了驱动主推进器外，还可驱动发电机，并能同船上的发电机组并联运行，向全船提供电力；兼顾了较高的整体推进效率以及较小的总装机功率。
A gas ship using an internal combustion engine power unit, the gas ship is a self-propelled floating storage and regasification unit, a gas transport ship, a gas filling ship or a gas transport filling ship; the number of main propellers of the gas ship is one or more; the main engine used to drive all or part of the main propellers is an internal combustion engine; the number of main engines driving a single main propeller is one or more, and a clutch is provided between the main engine and the main propeller; the gas ship is provided with a generator driven by the main engine, and one or more main engines are directly connected to the generator; the gas ship is also provided with a generator set; when the ship is sailing or moored, the generator driven by the main engine runs in parallel with the generator set. The present invention uses an internal combustion engine to drive all or part of the main propellers. In addition to driving the main propeller, the main engine can also drive the generator and can run in parallel with the generator set on the ship to provide electricity to the entire ship; it takes into account both higher overall propulsion efficiency and smaller total installed power.
Description
Technical Field
The invention relates to the technical field of ships, in particular to a gas ship adopting an internal combustion engine power device.
Background
Existing gas vessels, including self-propelled floating storage and regasification facilities, gas transport vessels, gas filling vessels, and gas transport filling vessels, either employ electric propulsion or mechanical propulsion.
The gas ship adopts an electric propulsion scheme, a public power station is formed by a plurality of generator sets to supply power to the whole ship, and a main propeller is driven by a motor. The energy transfer from the prime mover to the propeller needs to pass through a generator, a distribution board, a transformer, a frequency converter and a motor, the process is complex, and the defect of low overall propulsion efficiency exists.
The main propeller is driven by an internal combustion engine (a main engine), and the propulsion efficiency is much higher than that of electric propulsion, but because the main engine only drives the propeller, a generator set is additionally arranged to meet the electric power requirement of the whole ship, and the defect of larger power of the total assembly machine exists.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a gas ship adopting an internal combustion engine power device.
The invention solves the technical problems by the following technical scheme:
The gas ship is a self-propelled floating storage and regasification device, a gas transport ship, a gas filling ship or a gas transport filling ship, the number of main propellers of the gas ship is one or more, the number of main engines used for driving all or part of the main propellers is one or more, the number of main engines used for driving a single main propeller is one or more, a clutch is arranged between the main engines and the main propellers, a main engine-driven generator is arranged on the gas ship, one or more main engines are directly connected with the generator, a generator set is further arranged on the gas ship, and when the ship is sailed or moored, the main engine-driven generator and the generator set are operated in parallel.
By disengaging the clutch, the main machine has a main propeller only operating mode, a generator only operating mode, and both the main propeller and generator operating modes.
A gear reduction mechanism is arranged between the host machine and the main propeller driven by the host machine.
The gear reduction mechanism is a gear box.
The gear reduction mechanism is a gear reduction device arranged in the main propeller.
The clutch is arranged inside the gear reduction mechanism.
The clutch is arranged outside the gear reduction mechanism.
The main machine and the generator driven by the main machine have the same rotating speed and rotating direction.
The gas ship is provided with a main switchboard for providing a power interface for ship electric loads, and the generator set are respectively connected to the main switchboard.
The number of the generator sets is multiple.
The invention has the beneficial effects that in the invention, the internal combustion engine (host machine) participates in driving all or part of the main propulsion units. Besides driving the main propeller, the main engine can also drive the generator and can run in parallel with the generator set on the ship for a long time to supply power to the whole ship. Compared with the existing self-propelled floating storage and regasification device, gas transport ship, gas filling ship or gas transport filling ship, the invention has the advantages of higher overall propulsion efficiency and smaller total assembly machine power.
Drawings
Fig. 1 is a schematic view of a first configuration of an internal combustion engine driven main propeller according to a preferred embodiment of the present invention.
Fig. 2 is a schematic view showing a second configuration of the internal combustion engine-driven main propeller according to the preferred embodiment of the present invention.
Fig. 3 is a schematic view showing a third configuration of an internal combustion engine-driven main propeller according to a preferred embodiment of the present invention.
Fig. 4 is a schematic view showing a first configuration of a ship power plant according to a preferred embodiment of the present invention.
Fig. 5 is a schematic view showing a second configuration of a ship power plant according to a preferred embodiment of the present invention.
Fig. 6 is a schematic view showing a third configuration of a ship power plant according to a preferred embodiment of the present invention.
Detailed Description
The present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which preferred embodiments are shown.
A gas ship adopting an internal combustion engine power device is a self-propelled floating storage and regasification device, a gas transport ship, a gas filling ship or a gas transport filling ship.
The number of the main propellers of the gas ship is one or more, the host machines used for driving all or part of the main propellers are internal combustion engines, the number of the host machines used for driving a single main propeller is one or more, and a clutch is arranged between the host machines and the main propellers.
The gas ship is provided with a generator driven by a host, and one or more hosts are directly connected with the generator.
And the gas ship is also provided with a fuel-driven generator set. The number of the generator sets is multiple.
The generator driven by the host is connected with the generator set in a parallel operation mode.
Specifically, when the ship is sailing or berthing, the generator driven by the host machine and the generator set are operated in parallel to provide electric power for the whole ship.
That is, the generator driven by the main engine is connected to the generator set in parallel operation when the ship is sailing or berthing.
By disengaging the clutch, the main machine has a main propeller only operating mode, a generator only operating mode, and both the main propeller and generator operating modes.
A gear reduction mechanism is arranged between the host machine and the main propeller driven by the host machine. In this embodiment, the gear reduction mechanism is a gear box.
The clutch is arranged inside the gear box, or the clutch is arranged outside the gear box.
In other embodiments, the gear reduction mechanism is a gear reduction device disposed inside the main propeller. The gear reduction is a conventional common device and will not be described in detail herein.
In this embodiment, the main machine and the generator driven by the main machine have the same rotation speed and rotation direction.
The gas ship is provided with a main switchboard for providing a power interface for ship electric loads, and the generator set are respectively connected to the main switchboard.
The working modes of the main machine are three modes through the clutch release and the time shooting:
First, only the main propeller is driven;
second, only the generator is driven;
third, the main propeller and the generator are driven simultaneously.
In the present invention, specific working schemes are multiple.
The configuration of the internal combustion engine driven main propeller may be as follows:
In the scheme one, as shown in figure 1, the number of main propellers 11 is one, the number of main machines 12 is two, the number of gear boxes 13 is one, the two main machines 12 are connected with the gear boxes, and each main machine is connected with a main machine driven generator 14. Two clutches 15 are arranged in the gear box 13, one clutch being connected to each main machine.
In the second scheme, as shown in fig. 2, the number of main propellers 21 is one, the number of main machines 22 is two, the number of gear boxes 23 is one, the two main machines 22 are connected to the gear boxes 23, only one main machine driven generator 24 is provided, and the main machine driven generator 24 is connected with one main machine. Two clutches 25 are provided in the gear box 23, one clutch 25 being connected to each main machine 22.
In the third scheme, as shown in fig. 3, the number of main propellers 31 is one, the number of main engines 32 is one, the number of gear boxes 33 is one, the number of main engine driven generators 34 is one, and the main engine driven generators 34 are connected with the main engines 32. A clutch 35 is provided in the gear box 33, and the main unit 32 is connected to the clutch 35.
The configuration of the ship power plant can be typically as follows:
in the first scheme, as shown in fig. 4, one main propeller 41 is provided, two main machines 42 are provided, one gear box 43 is provided, two main machines 42 are connected to the gear box 43, and each main machine 42 is connected to a main machine driven generator 44. The generator set 46 and the ship electrical load 47 are connected to the main switchboard 45, respectively. Two host-driven generators 44 are also connected to the main switchboard 45.
In the scheme II, as shown in FIG. 5, three main propellers are respectively provided, namely a left main propeller 51, a middle main propeller 52 and a right main propeller 53, two main engines are respectively provided, namely a left main engine 54 and a right main engine 55, two gear boxes are respectively provided, namely a left gear box 56 and a right gear box 57, two main engine-driven generators are respectively provided, namely a left main engine-driven generator 58 and a right main engine-driven generator 59, the left main engine 54 and the left main propeller 51 are connected through the left gear box 56, the left main engine-driven generator 58 is connected with the left main engine 54, the right main engine 55 and the right main propeller 53 are connected through the right gear box 57, the right main engine-driven generator 59 is connected with the right main engine 55, and the middle main propeller 52 is connected with a driving motor 63 for driving the middle main propeller. The ship generator set 61 and the ship electrical load 62 are connected to the main switchboard 60, respectively. The left mainframe driven generator 58 and the right mainframe driven generator 59 are connected to the main switchboard 60, respectively. The drive motor 63 is connected to the main switchboard 60.
In the third scheme, as shown in fig. 6, two main propellers are respectively a left main propeller 75 and a right main propeller 76, four main propellers are respectively a first main propeller 71, a second main propeller 72, a third main propeller 73 and a fourth main propeller 74, two gear boxes are respectively a left gear box 77 and a right gear box 78, two main-driven generators are respectively a first main-driven generator 79 and a fourth main-driven generator 80, the first main-driven generator 79 is connected with the first main propeller 71, the fourth main-driven generator 80 is connected with the fourth main propeller 74, the first main propeller 71 and the second main propeller 72 are simultaneously connected with the left gear box 77, the left main propeller 75 is connected with the left gear box 77, the third main propeller 73 and the fourth main propeller 74 are simultaneously connected with the right gear box 78, the left main propeller 76 is connected with the right gear box 78, the left propulsion motor 84 for driving the left propeller is also connected with the right gear box 78, and the right propulsion motor 85 for driving the right propeller is also connected with the right gear box 78. The left propulsion motor 84 and the right propulsion motor 85 are connected to the main switchboard 81, respectively. The generator set 82 and the ship electrical load 83 are connected to the main switchboard 81, respectively. The first mainframe driven generator 79 and the fourth mainframe driven generator 80 are connected to a main switchboard 81, respectively.
In the present invention, all or part of the main propulsion is engaged by the internal combustion engine (main engine). Besides driving the main propeller, the main engine can also drive the generator and can run in parallel with the generator set on the ship for a long time to supply power to the whole ship. Compared with the existing self-propelled floating storage and regasification device, gas transport ship, gas filling ship or gas transport filling ship, the invention has the advantages of higher overall propulsion efficiency and smaller total assembly machine power.
While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that this is by way of example only, and the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the principles and spirit of the invention, but such changes and modifications fall within the scope of the invention.
Claims (7)
1. A gas ship adopting an internal combustion engine power device is characterized in that the gas ship is a self-propelled floating type storage and regasification device, a gas transport ship, a gas filling ship or a gas transport filling ship, the number of main propellers of the gas ship is one or more, a host machine used for driving all or part of the main propellers is an internal combustion engine, the number of the host machines used for driving a single main propeller is one or more, a clutch is arranged between the host machine and the main propellers, a generator driven by the host machine is arranged on the gas ship, one or more host machines are directly connected with the generator, the gas ship is further provided with a generator set, when the ship sails or parks, the generator driven by the host machine runs in parallel with the generator set, the host machine is provided with a main propeller driving mode, a generator driving mode and a generator driving mode simultaneously, a gear reduction mechanism is arranged between the host machine and the main propellers driven by the host machine, and the generator driven by the host machine has the same rotating speed and rotating direction.
2. A gas ship employing an internal combustion engine power unit as claimed in claim 1, wherein said gear reduction mechanism is a gear box.
3. A gas ship employing an internal combustion engine power unit according to claim 1, wherein the gear reduction mechanism is a gear reduction unit provided inside the main propeller.
4. A gas ship employing an internal combustion engine power unit according to claim 1, wherein the clutch is provided inside the gear reduction mechanism.
5. A gas ship employing an internal combustion engine power unit according to claim 1, wherein the clutch is provided outside the gear reduction mechanism.
6. A gas ship employing internal combustion engine powered apparatus as claimed in claim 1, wherein the gas ship is provided with a main switchboard for providing a power interface for the ship electrical loads, and the generator and generator set are connected to the main switchboard respectively.
7. A gas ship employing an internal combustion engine power plant as claimed in claim 1, wherein the generator set is plural.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010988984.4A CN111976941B (en) | 2020-09-18 | 2020-09-18 | Gas ship adopting internal combustion engine power device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010988984.4A CN111976941B (en) | 2020-09-18 | 2020-09-18 | Gas ship adopting internal combustion engine power device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111976941A CN111976941A (en) | 2020-11-24 |
| CN111976941B true CN111976941B (en) | 2025-07-18 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010988984.4A Active CN111976941B (en) | 2020-09-18 | 2020-09-18 | Gas ship adopting internal combustion engine power device |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN205059980U (en) * | 2015-05-22 | 2016-03-02 | 中交上海航道局有限公司 | Trailing suction dredge main power plant |
| CN212267817U (en) * | 2020-09-18 | 2021-01-01 | 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） | Gas ship using internal combustion engine power device |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9028285B2 (en) * | 2008-08-29 | 2015-05-12 | Nt Consulting International Pty Limited | Hybrid marine drivetrain |
| JP6263089B2 (en) * | 2014-05-30 | 2018-01-17 | 川崎重工業株式会社 | Ship propulsion system |
| CN107444601B (en) * | 2017-08-15 | 2020-03-10 | 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） | Diesel-electric hybrid propulsion system and static PTI (packet transport interface) entering method |
| CN208683087U (en) * | 2018-08-02 | 2019-04-02 | 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） | The power device and ship of ship |
| CN109878678A (en) * | 2019-02-28 | 2019-06-14 | 哈尔滨工程大学 | A gas-electric hybrid ship hybrid power system with PTI-PTO |
| CN109878684A (en) * | 2019-02-28 | 2019-06-14 | 哈尔滨工程大学 | A gas-electric hybrid ship power system with parallel generator sets |
-
2020
- 2020-09-18 CN CN202010988984.4A patent/CN111976941B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN205059980U (en) * | 2015-05-22 | 2016-03-02 | 中交上海航道局有限公司 | Trailing suction dredge main power plant |
| CN212267817U (en) * | 2020-09-18 | 2021-01-01 | 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） | Gas ship using internal combustion engine power device |
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| CN111976941A (en) | 2020-11-24 |
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