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船舶饱和蒸汽轮机动态特性仿真 总被引:3,自引:1,他引:2
介绍了船舶饱和蒸汽轮机功率、转速全工况实时仿真模型。该模型基于各守恒定律和水蒸汽物性,考虑了蒸汽的可压缩性、机内实际膨胀过程和调节级变工况特性的影响。仿真结果表明该模型稳态精度高、动态趋势合理,适用于核动力装置全工况范围正常运行和异常事故运行,此模型已在一台船舶核动力装置模拟器上得到了成功的应用。 相似文献
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以某Ⅴ型6缸柴油机为研究对象,采用GT-Power软件开展高海拔可调两级涡轮增压柴油机油气协同控制研究。仿真模型的进气模块选用可调两级涡轮增压系统,燃烧模块的标定采用柴油机在低过量空气系数下的试验数据进行。采用该标定后的仿真模型开展了不同过量空气系数和喷油量工况下柴油机高原性能仿真计算。结果表明:在海拔4 500 m,且满足最高燃烧压力和排温限制的条件下,采用可调两级增压并结合油气协同控制,柴油机扭矩和功率可达到100%恢复;研究同时获得了最大扭矩和最大功率恢复的油气协同控制方法。 相似文献
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为解决传统机械推进系统在低速机动航行阶段出现油耗率高及环境污染严重等问题,结合柴油机驱动与电机驱动各自的优点,运用Matlab/Simulink分别建立四象限船-机-桨运动模型及柴油机、电机动力系统的动态仿真模型,对比分析低负荷机动航行工况下纯柴油机驱动船舶速度响应与电机驱动船舶速度响应及油耗量与耗电量情况。研究结果表明,低速机动航行起动工况下电动机驱动(power take in,PTI)模式具有经济、节能环保和动力性良好的优势,该研究为船舶混合动力系统的研究提供了理论支撑及指导。 相似文献
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This paper took a 100,000 DWT LNG fuel powered ship as the research object. Based on the idea of "temperature matching, cascade utilization" and combined with the application conditions of the ship, a horizontal three-level nested Rankine cycle full-generation system which combined the high-temperature waste heat of the main engine flue gas with the low-temperature cold energy of LNG was proposed in this paper. Furthermore, based on the analysis and selection of the parameters which had high sen... 相似文献
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Due to the advantages of the flexibility and economics in exploration and production of offshore liquefied natural gas (LNG), the floating production storage and offloading unit for liquefied natural gas (LNG-FPSO) has attracted wide attentions in recent years. The offloading system for LNG transportation from LNG-FPSO to LNG carrier is one of the most important parts in LNG-FPSO. The influences of the main parameters such as the mass flow rate and the height difference of the pipeline. on the performance of LNG offloading in offshore associated gas fields were investigated. A model based on a typical offshore LNG offloading system was first established and simulations were conducted. The governing equations were then used to evaluate the effects of parameters together with the simulation results. It was found that there was an economic mass flow rate for practical design on balance of the cost in pump head and BOG. The height difference of the pipeline must be considered for the increase of required pump head and harms from pressure changes. The effects of other parameters on the performance of LNG transportation such as diameter, equivalent roughness of pipeline and LNG compositions were also discussed. 相似文献
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为改善船舶天然气发动机动力系统调速性能,提高内河液化天然气(LNG)燃料动力船舶的操纵性及安全性,提出构建天然气发动机-蓄电池混合动力系统。分别针对LNG发动机动力系统及混合动力系统建立Matlab/Simulink仿真模型,并实现了船舶起动和变负荷过程。对两种仿真系统的仿真结果进行分析,结果表明:采用该混合动力系统的船舶变负荷过程航速变化区间变大,系统达到稳定时间缩短;采用设计的控制策略,天然气的消耗最多降低19.6%;NOx、CO、HC排放分别最多降低22.1%、18.5%、23.6%。 相似文献
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Ramn Yepes Rodríguez 《Energy Economics》2008,30(4):1909-1932
This paper presents a real option model for the valuation of destination flexibility in long-term LNG supplies. Stochastic price dynamics in the different markets is modelled through geometric Brownian motion processes. Mean reversion is considered as well as correlation between markets, but instead of the usual correlation in return shocks, a price convergence term is introduced representing the arbitrage streams between markets. Model parameters are estimated from market data on LNG prices by maximum log-likelihood. The goodness of the fit for the proposed model is tested as well as for two alternative models. Confidence intervals for the parameters are given. Results for the model are calculated by Monte Carlo simulation. Frequency distributions for the main results are plotted. The effect of the main parameters of the model is studied (i.e. price volatilities, price convergence, initial prices in the markets, mean reversion, extra transportation costs, number of alternative markets). The value of destination flexibility is found to be an important share of the value of LNG. 相似文献
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Calculation models for prediction of Liquefied Natural Gas (LNG) ageing during ship transportation 总被引:1,自引:0,他引:1
A group of European gas transportation companies within the European Gas Research Group launched in 2007 the ‘MOLAS’ Project to provide a software program for the analysis of the Liquefied Natural Gas (LNG) ageing process during ship transportation. This program contains two different modeling approaches: a physical algorithm and an ‘intelligent’ model. Both models are fed with the same input data, which is composed of the ship characteristics (BOR and capacity), voyage duration, LNG composition, temperature, pressure, and volume occupied by liquid phase at the port of origin, together with pressure at the port of destination. The results obtained are the LNG composition, temperature and liquid volume at the port of destination. Furthermore, the physical model obtains the evolution over time of such variables en route as it is based on unsteady mass balances over the system, while the i-model applies neural networks to obtain regression coefficients from historical data composed only of origin and destination measurements. This paper describes both models and validates them from previous published models and experimental data measured in ENAGAS LNG regasification plants. 相似文献
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The intermediate fluid vaporizer (IFV) is a typical vaporizer of liquefied natural gas (LNG), which in general consists of three shell-and-tube heat exchangers (an evaporator, a condenser, and a thermolator). LNG is heated by seawater and the intermediate fluid in these heat exchangers. A one-dimensional heat transfer model for IFV is established in this paper in order to investigate the influences of structure and operation parameters on the heat transfer performance. In the rated condition, it is suggested to reduce tube diameters appropriately to get a large total heat transfer coefficient and increase the tube number to ensure the sufficient heat transfer area. According to simulation results, although the IFV capacity is much larger than the simplified-IFV (SIFV) capacity, the mode of SIFV could be recommended in some low-load cases as well. In some cases at high loads exceeding the capacity of a single IFV, it is better to add an AAV or an SCV operating to the IFV than just to increase the mass flow rate of seawater in the IFV in LNG receiving terminals. 相似文献
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《全球能源互联网(英文)》2020,3(1):43-50
When a maintenance and operations ship is berthing, there is a chance the ship may collide into the wind turbine. When these ships collide into wind turbine structures, this can result in significant changes to the foundation and structure of the wind turbine. In this paper, the structural load of a 4 MW offshore wind turbine was analyzed during a collision with an operations and maintenance ship. The variations in the wind speeds on hub height, waves, and the sea currents were measured. The dynamic simulation of the wind turbine was carried out using the test data as the input parameters. As a result, the load condition of the turbine without a collision was obtained. Finally, the measured turbine load was compared with the simulation results. This study shows that the collision of the operation and the maintenance ship increases the bending moments at the tower’s bottom and the blade’s roots. 相似文献
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A novel energy and cost effective transport chain for stranded natural gas utilized for power production with CO2 capture and storage is developed. It includes an offshore section, a combined gas carrier and an integrated receiving terminal. The combined carrier will transport liquid carbon dioxide (LCO2) and liquid nitrogen (LIN) outbound, where natural gas (NG) is cooled and liquefied to LNG by vaporization of LIN and LCO2 onboard the carrier. The same carrier is used to transport the LNG onshore, where the NG can be used for power production with CO2 capture. The combined carrier consists of 10 cylindrical tanks with a diameter of 9.2 m and varying lengths from 14 to 40 m. The total ship volume is 13,000 m3. Assuming 85% capture rate of the CO2, the maximum ship utilization factor (SUF) is 63.4%. Due to the combined use of the storage tanks, the SUF is decreased with 1.4% points to 62%. The ship is equipped with a bi-directional submerged turret loading for anchoring and loading of NG and unloading of CO2. Two ships can deliver NG to and remove CO2 from a 400 MWnet power plant, and still obtain continuous production of LNG offshore without intermediate storage. The investment cost for each gas carrier is 40 million EUR giving total transport cost of 16.9 EUR/tonne LNG. The cost for the offshore transfer system is 6.6 million EUR per tonne LNG, whereas the cost for onshore storage and loading system is 3.1 and 0.8 million EUR per tonne LNG, respectively. The total specific costs for the ship transport, including onshore storage, loading shipping and offshore unloading are 27.5 EUR per tonne LNG for a roundtrip of 5 days, including voyage, production of LNG, unloading, connecting and berthing. 相似文献