The present disclosure is directed to an electric generator and motor transmission system that is capable of operating with high energy, wide operating range and extremely variable torque and RPM conditions. In accordance with various embodiments, the disclosed system is operable to: dynamically change the output “size” of the motor/generator by modularly engaging and disengaging rotor/stator sets as power demands increase or decrease; activate one stator or another within the rotor/stator sets as torque/RPM or amperage/voltage requirements change; and/or change from parallel to series winding configurations or the reverse through sets of 2, 4, 6 or more parallel, three-phase, non-twisted coil windings with switchable separated center tap to efficiently meet torque/RPM or amperage/voltage requirements.

The present disclosure is directed to an electric generator and motor transmission system that is capable of operating with high energy, wide operating range and extremely variable torque and RPM conditions. In accordance with various embodiments, the disclosed system is operable to: dynamically change the output “size” of the motor/generator by modularly engaging and disengaging rotor/stator sets as power demands increase or decrease; activate one stator or another within the rotor/stator sets as torque/RPM or amperage/voltage requirements change; and/or change from parallel to series winding configurations or the reverse through sets of 2, 4, 6 or more parallel, three-phase, non-twisted coil windings with switchable separated center tap to efficiently meet torque/RPM or amperage/voltage requirements.

A system and method for synchronizing a frequency of plurality of variable frequency generators with a variable frequency load over a variable frequency bus independent of a frequency conversion stage. A synchronization controller is configured to determine an optimal bus frequency of the variable frequency bus based on at least one power demand requirement of the variable frequency load operatively connected to the variable frequency bus. With the optimal frequency, an available power range supplied by the plurality of variable frequency gensets at the optimal bus frequency can be determined. The synchronization controller then asymmetrically loads the variable frequency load to the plurality variable frequency gensets at the optimal bus frequency based on the operating range of each variable frequency genset and recursively updates the optimal bus frequency based on operational statistics of the asymmetrically loaded variable frequency gensets.

A system and method for synchronizing a frequency of plurality of variable frequency generators with a variable frequency load over a variable frequency bus independent of a frequency conversion stage. A synchronization controller is configured to determine an optimal bus frequency of the variable frequency bus based on at least one power demand requirement of the variable frequency load operatively connected to the variable frequency bus. With the optimal frequency, an available power range supplied by the plurality of variable frequency gensets at the optimal bus frequency can be determined. The synchronization controller then asymmetrically loads the variable frequency load to the plurality variable frequency gensets at the optimal bus frequency based on the operating range of each variable frequency genset and recursively updates the optimal bus frequency based on operational statistics of the asymmetrically loaded variable frequency gensets.

An engine device including an intake manifold configured to supply air into a cylinder; an exhaust manifold configured to output exhaust gas from the cylinder; a gas injector which mixes a gaseous fuel with the air supplied from the intake manifold; and a main fuel injection valve configured to inject a liquid fuel into the cylinder for combustion. At the time of switching from a gas mode in which the gaseous fuel is supplied into the cylinder to a diesel mode in which the liquid fuel is supplied into the cylinder, a supply-start timing of the liquid fuel is delayed relative to a supply-stop timing of the gaseous fuel.

Provided is a marine engine, including: a piston; and a compression ratio controller configured to execute lowering processing of moving a top dead center position of the piston toward a bottom dead center side when an engine rotation speed falls within a resonance occurrence range set in advance. A geometrical compression ratio is reduced, and a resonance stress caused by a torsional vibration in a rotary system can thus be suppressed while suppressing a decrease in thermal efficiency compared with a case in which retarding control is applied to a fuel injection timing or a closing timing of an exhaust valve.

In certain implementations, a ship propulsion system includes: at least one internal combustion engine with: a combustion chamber for burning a fuel; an intake tract for supplying fresh air to the combustion chamber; and a turbocharger with a compressor in the in-take tract; an electrolysis device for producing hydrogen gas for the internal combustion engine and for producing oxygen gas; an alcohol tank for supplying alcohols to the internal combustion engine; and a water tank, wherein the water tank and the alcohol tank are connected to the combustion chamber or a pressure side of the compressor for the supply of water and alcohol into the intake tract, and wherein the electrolysis device is connected to the pressure side of the compressor for supplying hydrogen gas into the intake tract or connected to the combustion chamber for supplying hydrogen gas into the combustion chamber.

In certain implementations, a ship propulsion system includes: at least one internal combustion engine with: a combustion chamber for burning a fuel; an intake tract for supplying fresh air to the combustion chamber; and a turbocharger with a compressor in the in-take tract; an electrolysis device for producing hydrogen gas for the internal combustion engine and for producing oxygen gas; an alcohol tank for supplying alcohols to the internal combustion engine; and a water tank, wherein the water tank and the alcohol tank are connected to the combustion chamber or a pressure side of the compressor for the supply of water and alcohol into the intake tract, and wherein the electrolysis device is connected to the pressure side of the compressor for supplying hydrogen gas into the intake tract or connected to the combustion chamber for supplying hydrogen gas into the combustion chamber.

A marine propulsion system includes a marine propulsion device, a battery, and a controller. The marine propulsion device includes a propeller shaft, an engine, and an electric motor. The marine propulsion device transmits mechanical power from at least one of the engine and the electric motor to the propeller shaft. The battery supplies electric power to the electric motor. The controller controls the marine propulsion device such that the marine propulsion device is switchable among drive modes including a first drive mode and a second drive mode. In the first drive mode, mechanical power is transmitted from only the engine to the propeller shaft. In the second drive mode, mechanical power is transmitted from only the electric motor to the propeller shaft when the engine is in an idling state.

A marine propulsion system includes a marine propulsion device, a battery, and a controller. The marine propulsion device includes a propeller shaft, an engine, and an electric motor. The marine propulsion device transmits mechanical power from at least one of the engine and the electric motor to the propeller shaft. The battery supplies electric power to the electric motor. The controller controls the marine propulsion device such that the marine propulsion device is switchable among drive modes including a first drive mode and a second drive mode. In the first drive mode, mechanical power is transmitted from only the engine to the propeller shaft. In the second drive mode, mechanical power is transmitted from only the electric motor to the propeller shaft when the engine is in an idling state.