The market of sea ferry transportation and the market of sea cruises have been investigated as one of the most promising and rapidly developing markets for international sea transportation. It is noted that the development of infrastructure is limited, on the one hand, by the internal processes and resources of each terminal, and on the other hand, by the need to respond to calls from the external environment surrounding the terminals. The size of cruise and ferry ships is increasing and the trend for population mobility continues and even increases. It is emphasized that sea passenger ports are being integrated into the transport systems of cities and regions. The existence of sufficiently developed mathematical forecasting models in the class of polynomial models, probabilistic series and other techniques that do not take into account, to a sufficient extent, the influence of the external environment, is noted. It is noted that the interests of passengers directly influence the sphere of sea passenger transportation. Therefore, the development of research and forecasting methods is relevant. The existing trends for an increase in passenger traffic are considered and the necessary statistical information on the ports and terminals of the Adriatic and Baltic Seas is presented. The developed scheme of interaction between the participants of the cruise market and the mathematical model of the port as a technical system are presented. The logistic function proposed for use in assessing the external environment has been substantiated. To determine the area of its use, a scheme for dividing the strategic and operational levels of functioning for sea passenger ports is given. A new mathematical model is considered and the main equation of the logistic function is derived. The boundary conditions for the applicability of the model are analyzed. The analytical data for the study are selected ship calls at the Passenger Port of St. Petersburg «Marine Facade» in 2019 and planned ship calls in 2020. To simulate the situation, a new consideration of various proportionality coefficients determining the demand for cruise and ferry transportation is proposed. For different values, modeling is performed in the interval of short-term forecasting. Based on the results obtained, the attractiveness conditions of the corresponding cruises and the speed of cruises purchase by passengers are formed. A complete model, taking into account the real timetable of the sea passenger port, is presented.

The development of solutions to increase the capacity of locks № 1-6 of the Federal budget institution «Administration of the Volga-Baltic basin of inland waterways» by changing the parameters of the operated locks corresponds to the priorities and goals of the development of inland water transport of the Russian Federation. The actual problem of increasing the capacity of navigable locks on the Volga-Baltic waterway section of the mouth of the Vytegra River - White Lake, is considered in the paper. Proposals for renovation of shipping locks chambers for simultaneous passage of two large-tonnage vessels with a cargo capacity of about 5000 tons are given. Based on the analysis of the developed options for increasing throughput, the comparative effectiveness of possible solutions to increase the useful dimensions of the chambers without disrupting the existing natural and technical system is evaluated. The analysis of the currently operated systems for filling the chambers of the Volga-Kama basin locks with water and the dimensions of the chambers used in them for passage of large-tonnage design vessels is carried out. To intensify cargo transportation, it is proposed to dispose of non-gallery head systems for filling the lock chambers with water and use simple power distribution systems with side water supply to the middle of the chamber. The main problems of implementing changes in the type of system for filling the lock chambers without decommissioning the structure are identified. It is proposed to supply water to the chambers via large-diameter pipelines. At the same time, water intake will be made from approach channels outside the location of the upper head, which will also reduce the time of ship passage. Depending on the type of chamber - dock or split-bottom, water is supplied directly to the chamber in a concentrated way with a width distribution, or distributed over the area using longitudinal distribution galleries.

The problem of the fleet optimal deployment of a small shipping company engaged in the cargoes transportation in the regions of the Eastern Arctic is considered in the paper. Since mathematical modeling and model experiment allows you to accelerate the process of managerial decision-making and bring it to a higher level, a mathematical model of the fleet deployment on the transport network section is proposed. A distinctive feature of the model from the well-known prototypes is that the transport network section consisting of three ports is chosen as the object for arranging the ships: the port of departure, the intermediate port (by-cargo shipments are unloaded and loaded), and the destination port. The optimality criterion is the complex fleet expenses for a relatively short navigation period. The mathematical model is implemented using linear programming methods in the application environment of the MATLAB package. Practical application of the proposed model allows you to optimal management the coastal transport, to evaluate the effectiveness of each vessel in a particular section of the transport network, and to form a list of the leased fleet for the nearest navigation. As part of the study, a model experiment is carried out to justify the reliability of the obtained model solutions and to prove the adequacy of the proposed model of the fleet arrangement to a real technological process. The experimental base for comparative analysis is formed on the basis of annual reports of freight forwarding activities of a small shipping company and the optimal plan obtained in the course of solving the problem of «determining the effective use of the fleet» in a graphical way. The problems that arise during the organization of loading and unloading operations on the equipped shore and the further delivery of goods to remote Arctic villages are also considered, and an additional problem that needs to be solved in the course of further research is identified.

Implementation of the hydraulic overloading process for the various industries, construction and production is discussed in the paper. In the various sectors of construction and production in Russia, solid bulk materials are used. Jet devices are widely used for overloading these materials. For example, to form dumps of dams of tailing ponds and sludge collectors, jet devices are used. They transport solid bulk material formed during sedimentation from the bottom into the dam body. In the chemical industry, jet devices are used to dilute the various types of reagents, mix gas systems and create a vacuum in vessels. Nowadays, with the tightening quality requirements for wastewater treatment, jet devices are introduced into the technological process for wastewater treatment. Jet devices are used in the operation of treatment facilities, for the implementation of commissioning, and the periodic replacement of filter materials. The various solid bulk materials (sand, sorbents, ion-exchange resins, etc.), which are loaded into pressure and non-pressure filters involved in the treating process, are used to treat surface wastewater of the ports. The integrated solution produced for the hydro-displacement of activated carbon at treatment facilities in the port of Bronka (St. Petersburg, Lomonosov, Krasnoflotskoye highway, 49A) is described in the paper. As a single, common device for two different technological processes, the jet devices that operates in different technological schemes and with different performance parameters is used; the parameters can be adjusted in any of two technological processes. Working technological solutions are illustrated in the graphic form.

The box selectivity in operational stack of container terminal is a quite common and long studied question. The purely random sample is governed by the theory of probability offering some combinatorial estimations. It is pointed that the introduction of operational rules like import/export separation, storage along shipping lines, sorting by rail or truck transportation etc., as well as the most notorious «immersion» effect, that is, covering of boxes arrived earlier by next cargo parties, blurs the clear algebraic picture and leads to appearance of many heuristic approaches to solving the problem. It is figured out in the paper that a new impetus to this problem in last decades was given by the rapid development of IT, AI and simulation techniques. The scientific publications describing many models of real and abstractive terminals, into which complex mechanisms that reflect specific features and selected strategies are built, are considered in the paper. Unfortunately, these models are usually created ad hoc, with some pragmatic objectives and under the demand of closest possible proximity to the simulated objects. It is proved that there are much less models designated to purely scientific study of the deep inner mechanisms responsible for the primal behavior of the operating container stack, enabling to introduce the new rules and restrictions step by step, providing regular proving every next stage adequacy and ease to use. The research boils down to formulating the specific container handling equipment technology in container selection operations and detecting the dependencies between number of moves necessary to select a container and the geometric features of a stack.

A continuation of research on the development of an automated telecommunication traffic routing system in the Svirsky district of hydraulic structures and shipping of the inland waterways Volga-Baltic basin is presented in the paper. The work is aimed at solving the problems assigned to the transport industry by the Government of the Russian Federation, with particular attention being paid to automation of the transport industry, as well as to the main forward-looking areas of information technology development and digitalization of the Russian Federation inland waterways. According to the direction of the Russian Government dated July 28, 2017 No. 1632-r, the program “Digital Economy of the Russian Federation” was adopted. The main principles of this program include the introduction of elements of the digital economy into the fleet, with special attention to the inland waterways. At the moment, Fedor V. Shishlakov, which is the head of the Volga-Balt Administration, notes the readiness to introduce automated systems based on electronic cartography methods. To solve the problems associated with the organization of ship traffic, the development and implementation of systems using the principles of queuing theory is proposed. The analysis of statistics on cargo turnover and ship lock operations is made; issues of increasing the capacity of the Nizhne-Svirsky lock are mentioned. When constructing algorithms for the queuing system functioning and developing abovementioned system, it is proposed to take into account the main operational characteristics of the transport fleet, inland waterways, and navigable hydraulic structures. Based on the analysis of statistical data, the irregularities of the passage on the Volga-Baltic waterway are determined, which is also proposed to be taken into account in the calculations related to the characteristics and elements of queuing theory. The values of the queuing theory elements are calculated. The basic principles of construction and operation of the electronic queue are used in the work.

In 2019, the International Association of Maritime Universities submitted to International Maritime Organization (IMO) its publication under the title of «Global Maritime Professional: Body of Knowledge». The publication sets out the guidelines for the promotion of Bloom’s modified taxonomy in the cognitive and affective areas of educational activity, as well as Simpson’s taxonomy in the psychomotor area for designing curriculums in Maritime Education and Training field. Bloom’s taxonomy has widely established in the world as an effective tool for setting educational objectives and assessing the results of education. The IMO’s Human Element, Training and Watchkeeping (HTW) Subcommittee currently considers the inclusion of Bloom’s taxonomy in developing the STCW’78 Convention model courses. The application of Bloom’s taxonomy for mastering the «Risk Assessment in Seafaring» course, hold by Navigation Department of «Maritime Academy» (Admiral Makarov State University of Maritime and Inland Shipping), is analyzed in the paper. The functions of participants involved into educational process in terms of Bloom’s cognitive levels are also examined and the degree of difficulty in mastering the course material by students depending on the hierarchy of cognitive levels is analyzed in the paper. It helps to obtain feedback for the correction of the course teaching methodology and its adaptation to students’ contingent, as well as illustrates the relationship of Bloom’s cognitive levels with the planned learning outcomes of “Risk Assessment in Seafaring” course and with a formal safety assessment algorithm, used as a basis for the development of ship forms for risk assessment and decision making.

The issue of navigational use of E-LORAN as an alternative to GPS is considered. It is noted that when using the spline algorithms, there is a real possibility to automate the accelerated handling of navigation information in the electronic LORAN project on the standard base of onboard computer resources. The proposed approach becomes especially important in case of blocking access to GPS for marine civilian users in local military conflicts or in case of technical problems such as spoofing attacks, satellite signal jamming, or hostile ship control. System protection of the marine consumer from unauthorized simulated interference with GPS signals is an actual problem of cybernetic security of the navigation in the future when assessing the hacker impact on the target task of safely following the planned route for any marine mobile object. Since LORAN/E-LORAN is hyperbolic navigation system, the task of interpolating the classical hyperbola is performed in order to demonstrate the productivity of the developed algorithms. On the basis of a specially organized calculated experiment, the high accuracy of synthesizing the navigation isoline is proved. A sequence of four screenshots demonstrates the reliability of the obtained results of algorithmic functionality. Repurposing the proposed approach to the differential navigation mode allows us to directly use the grid of distorted hyperboles in practical applications, while conceptually ignoring the complexity of mathematical formalization of fictitious isolines. A retrospective algorithm in software implementation based on the least squares method for calculating the most probable coordinates of the ship position as an iterative search for the intersection point of spline hyperbolic isolines with a geometric interpretation of the assigned task solution is used in the paper. When navigational using of E-LORAN in a modification with spline functions, it becomes possible to abandon specialized electronic or traditional paper charts with the hyperbolic family, applying spline algorithmic and onboard software in order to eliminate the navigator participation in traditional interpolation on a hyperbolic grid-chart in order to fix the vessel position. It is concluded that the specific considered aspect of the spline functions method can be a stimulating factor for automated accelerated processing of navigation information.

The issue of constructing a theoretical model of the dynamics of unmanned vessel on the course based on experimental data is discussed in the paper. A brief description of the experimental platform for unmanned surface vehicle (USV) and the equipment used in the study of the dynamic characteristics of the object is given. It is noted that the USV is characterized by three modes of movement: displacement, semi-displacement and planning. When collecting data to build a boat dynamics model, zigzag maneuvers and circulation are used. The developed software and hardware with a frequency of 10 Hz ensure the preservation of the required parameters, in particular, the boat speed, the angular velocity, the current position of the steering wheel. At the first stage, a theoretical model of the USV dynamics along the course is selected. The well-known Nomoto models of the 1st and 2nd orders are selected as such. At the second stage of constructing models of the USV dynamics along the course, a quadratic criterion is set; it estimates the deviation of the angular velocity of the experimental boat from the estimates of the angular velocity generated by the Nomoto model, with the same input action (position of the steering wheel). Thus, the task is reduced to the optimization of the quadratic criterion by choosing the parameters of the Nomoto model. This problem can be solved both analytically and numerically, using special software tools. Its complexity depends on the order of the selected ship dynamics model. In this work, the selection of the parameters of the vessel dynamics along the course is carried out in two ways: using a solution search tool in MS Excel and on the basis of the System Identification Toolbox software package. Both options give a good match for the parameters of the constructed dynamics model. Studies have shown that using the more complex 2nd order Nomoto model improves the quality criterion over the simpler 1st order model. The approach used in the work has a fairly high degree of generality and can be practically applied without changes to build more complex nonlinear models of ship dynamics.

The features of the transport vessels shipping in the Eastern sector of the Arctic by using an automatic identification system are identified in the paper. The main advantages of using the Northern Sea Route as a transport route for goods transportation between Europe and the countries of the Arctic Pacific region, over against the actively used route through the Suez Canal, are presented. The data characterizing the volume of sea freight for the period from 2009 to 2019 is presented. The uneven hydrographic knowledge of the Eastern and Western sectors of the Northern Sea Route is noted, as well as unfavorable navigation conditions in the Eastern sector. It was revealed that the hydrographic knowledge of the Northern Sea Route does not correspond to the requirements of the International Hydrographic Organization, which prescribes the detection of underwater obstacles with sizes up to one meter and their application on the nautical navigation charts. The main directions for the development of the Northern Sea Route infrastructure for the period up to 2035, which include measures aimed at the formation of navigation and hydrographic support, are considered. The data on the distribution of the ships number during the navigation period in the Eastern sector of the Northern Sea Route are presented. The role of hydrographic research in the development of the transport infrastructure of the Arctic seas is noted. The data obtained as a result of the analysis of the large-tonnage vessels navigation during the summer navigation in the Eastern sector of the Northern Sea Route, as well as the parameters of the lane width of the large-tonnage vessels are displayed. It contains the main stages of the procedure for determining the lateral deviations of the large-tonnage vessels trajectory from the recommended routes. Based on the results of the data obtained, priority areas for carrying out hydrographic work are identified. The application field of the obtained data and the possibility of using the results in solving practical problems are determined.

The problem of year-round navigation in the water area of the Northern Sea Route is studied in the paper. The results of research obtained at the Admiral Makarov State University of Maritime and Inland Shipping within the framework of the scientific school “Hydrographic support of the Northern Sea Route” in two main interrelated directions are given. The first direction is devoted to the study of the main natural-climatic and navigational-hydrographic factors affecting the conditions of navigation. The second direction is focused on the collection and analysis of statistical information on the parameters of ships movement and substantiation of the possibility of year-round navigation in the waters of all Arctic seas. The results on the distribution of depths over the area of all Arctic seas and stable ice massifs, which impede year-round navigation, are presented. Typical trajectories of vessels movement during summer-autumn and winter-spring navigation are considered. It is noted that permanent navigation is carried out only in the Kara Sea, and in the eastern part only during the ice-free period, with the exception of single sea transitions of vessels of high ice class Arc7. The main trends of changes in the fleet structure, conditions of ships navigation and development of shipping routes network in the Arctic seas, identified over the past ten years, are noted. Data on the number of ship calls to the ports of the eastern sector, which has tripled over the past five years, while the number of ship calls to the ports of the western part of the NSR has increased almost five times, are provided. Particular attention is paid to the results of studies related to the development of shipping routes network in the eastern sector of the Northern Sea Route and the prospects for year-round navigation of ships in the Laptev Sea and the East Siberian Sea water areas.

The friction of polyamide-6 against tin bronze BrO5Tz5S5 is investigated. The experiments on a friction machine MI-1 according to the scheme of «a stationary ring against a rotating roller» arranged by both direct and reverse friction pair are carried out. The reverse pair is tested under both water lubrication and dry condition, whereas the direct pair is tested just under water lubrication. The lubrication is implemented by partially immersing the roller into the tray filled with fresh water. At first every friction pair underwent breaking-in with the load equal to that taking place on the surface of real stern-tube bearings during their breaking-in. Then the friction moment is recorded at different loads. When dealing with dry friction, the breaking-in, however, is implemented under water lubrication condition mentioned above, then the roller and the ring are dried thoroughly with paper napkins and fixed again exactly on the previous position. It turned out that friction in polyamide-tin bronze pair under boundary lubrication with water does not depend on the initial roughness of both polyamide and bronze element. And the friction does not depend on the friction scheme (direct or reverse pair) either. Even at comparatively high pressure, characteristic for the real stern-tube bearings breaking-in, the water comes in between the rubbing surfaces. The friction under lubrication condition is caused completely by adhesion, which, in its turn, results from dispersion interaction between adsorbed water films (under water lubrication) or immediately rubbing surfaces (under dry condition). Application of water reduces the friction by 25 % compared to the dry friction.

In the Arctic, submarines and equipment in the near future will carry out transport operations with overcoming ice fields underwater, as well as exploration, construction and operation of underwater objects. It is possible to use gas turbine plants in a single-circuit version, which operate on hydrocarbon fuel, as closed ones for underwater equipment. The oxidizing agent is usually oxygen. The working fluid of closed gas turbine plants (CGTP) is a mixture of combustion products of hydrocarbon fuel and oxygen. Studies of the thermodynamic cycle characteristics of CGTP with oxygen as an oxidizer with various initial data have shown the possibility of operating micro-gas turbine plants at nominal conditions with acceptable efficiency in engines with heat recovery. Higher efficiency indicators are obtained in CGTP with a turbocompressor utilizer (TCU) and a heat regenerator. However, power plants of underwater equipment are often operated at partial loads under various types of loads associated with their purpose. When determining characteristics in variable modes, the nominal parameters are the initial data. For CGTP with TCU and heat recovery (R), the efficiency is relatively 15 ... 20% higher than for CGTP with R, and the specific power is 1.5 times higher. Investigation of the CGTP characteristics at partial loads is carried out under generator and screw loading, which are typical for underwater equipment. It has been established that CGTP with TCU and R at all loading modes have higher efficiency than CGTP with R. CGTP at partial loads with a screw type of loading are more economical than at variable generator loads. CGTP can produce mechanical and thermal energy, ensuring high energy efficiency of the plant in a submerged position.

An analytical review of the main methods for improving the working process of marine diesel engines, with a method for their systematization and grouping is provided in the paper. The issue of modern methods and ways of improving the criteria for environmental friendliness, economy and energy efficiency of a diesel engine as the main ship power plant, taking into account the requirements of the MARPOL 73/78 convention, as well as compliance with the Register rules, has been studied. Based on the analysis performed, a block diagram of methods for improving the working process of a marine diesel engine is presented. The proposed block diagram makes it possible for the user to easily select the method of interest for modernizing the operation of the ship power plant, with its further detailed study. The object of scientific research is methods of improving the working process of marine diesel engines. The purpose of the research is: analysis of both basic and modern methods of modernization of the working process of the marine diesel engine, with the further possibility of their systematization and grouping in the form of a structural diagram; implementation of the collected and analyzed information in the form of the structural diagram of methods for modernizing the working process of the marine diesel engine. The research of both modern approaches and basic methods of modernization of the working process of the marine diesel engine is carried out by an analytical method followed by implementation into the block-diagram. A block diagram of the classification of modern methods for improving the working process of marine diesel engines is obtained. The results obtained allow us to conclude that the proposed block diagram makes it possible for the user to easily select the method of interest for modernization of the ship power plant operation with its further detailed study. There are uniqueness and novelty of the block diagram associated with the use of new topical methods for improving the diesel engine.

The control algorithm allowing to control an electric drive with an asynchronous motor optimally according to the criterion of minimum energy losses is represented in this study. The “electromagnetic torque/energy loss” ratio is used as an indicator of energy efficiency control. The synthesis of the control system is carried out by means of the voltage equations of the asynchronous motor. In this study the equations of error currents of vector control are used that allows to come from differential equations of the 4th order describing the dynamic of electromagnetic processes of asynchronous motor to the equations of the 2nd order. Electromagnetic processes are controlled by creating two control loops for magnetizing and load currents. It is described how to adjust the modular optimum of the circuits of the magnetizing current and the load current. As a result of synthesis of electromagnetic processes, electromagnetic torque of the asynchronous motor is formed. High operation speed and robustness for the control system is provided by the use of virtual dissipation loops. Simulation and comparison of the proposed optimal control system by the criterion of energy loss with a control system at the direct magnetizing current are performed. The dependences of the energy efficiency indicator from the moment of resistance on the asynchronous motor shaft and the rotor speed of the asynchronous motor for compared control systems are identified. The comparison by the indicator of energy efficiency and the quality of dynamic process highlights the advantages of the suggested control system. Optimal control according to the criterion of energy losses allows you to control the asynchronous motor with a higher value of energy efficiency indicator, in contrast to a control system where a constant magnetizing current is maintained. The quality of the dynamic processes of the optimal control system according to the criterion of energy losses is not much inferior to the quality of the dynamic processes of the control system with direct magnetizing current.

Development of approaches that ensure the safe operation of an Autonomous electric power system in abnormal modes associated with the failure of its elements during operation is considered in the paper. Special attention is paid to the processes that occur in the network when one of the generator units switches to the motor mode of operation. The problem of timely shutdown of an inoperable machine at the moment of its complete unloading in order to prevent overloading of the reverse power of the remaining primary engines in the operable state is formulated. The relevance of this problem for Autonomous electric power systems is proved. It is shown that the use of time delay when generating a signal to disable a failed unit operating with reverse power can not only contribute to the development of a primary engine defect, but also lead to voltage disappearance in the Autonomous electric power system. This circumstance leads to the possibility of an emergency situation that can lead to an accident at the diagnostic facility with the most severe consequences. In this paper, the problem of timely disconnection of the faulty machine at a time when its load is zero in order to prevent overloading the reverse power of the remaining primary engines in the working state is formulated. The analysis of the performance area constructed in the space of power values developed by generator units operating in parallel is performed. The necessity of blocking the process of diagnosing power sources in the mode of switching on parallel operation of one of the generators or in the case of failure of automation means of the Autonomous power system is justified. Based on the study results, an original diagnostic feature that allows identifying the inoperable state of the generator unit during operation is proposed. Its use for the purposes of precautionary control makes it possible to turn off the automatic switch on before the generator switches to the motor mode, prevents overload of the network of the Autonomous electric power system with reverse power and reduces the probability of further development of the failed machine defect. A mathematical description of this diagnostic feature and a method for determining the numerical value of the controlled parameters forming it are proposed. Based on the obtained research results, a new algorithm for precautionary control has been developed; it provides preventive protection of the network from the reverse power of the generator. The advantages of the proposed approach over existing methods for managing the Autonomous electric power system in emergency situations are demonstrated.

The generator sets based on electric machines that are usually used as the main power sources on sea-going ships, operating at a constant rotation speed: diesel generators, gas turbine generators, steam turbine generators, are discussed in the paper. It is noted that in the past ten years there has been a need to develop and create new highly efficient sources of electricity that can be used on ships as part of unified electric power systems. These sources include static electric power sources of a new generation: accumulator batteries on a new element base; supercapacitors; fuel cells; solar batteries. It is emphasized that the introduction of new types of power sources leads to necessity to switch to new principles of building unified ship power systems. For this, it is necessary to develop standard circuit solutions taking into account the peculiarities of physical processes in static sources and the requirements for coordinating the parameters of electric power with the ship network. There is a need to formulate and introduce the relevant terms and definitions into the ship regulatory and technical documents. The structural and functional diagrams of the ship power sources types: traditional generator sets, valve generator sets, valve static electric power sources, are shown in the paper. Their principles of operation, features of physical processes, advantages and disadvantages are considered. General typical schematic solutions for unified electric power systems based on valve static electric power sources and valve generator sets are shown. Valve static sources can be used in unified electric power systems with AC and DC distribution both as the main and as a backup power source. It is concluded that the greatest technical and operational effects from the use of valve static sources can be achieved in unified electric power systems with DC power distribution. New terms and definitions have been proposed for inclusion in ship regulatory and technical documents.

Simulation analysis of bidirectional power converters system for charging station of electric vehicle in condition of limited power source in city infrastructure is considered in the paper. Electric vehicles can be automobiles, trucks or vessels with electric propulsion system. Power limitations may be caused by obsolescence of the electrical infrastructure, as well as the historical, architectural, or economic features of city or its districts infrastructure. To use charging stations matching the latest standards without global upgrade of infrastructure, these limitations need to be overcome, which is possible with external energy storage units delivered to the charging station. In general case, the energy from energy storage units can be used both to maximize load capacity and to transfer power to the AC power grid. The function of balancing power consumption between the grid and external energy storage units is connected to the system of bidirectional power converters, which consists of a three-phase dual active bridge converter on the side of energy storage units and an active front-end on the side of AC grid; both converters are working on the common DC link. To implement such a system, galvanic insulation between the converter terminals and the external energy storage units is required, which is provided by the presence of a high-frequency power transformer in a three-phase dual active bridge converter. The three-phase dual active bridge converter is controlled by a phase modulation algorithm with a single-phase shift (single-phase switching). The active front-end is controlled by a space vector modulation algorithm. System modes involve transferring energy from the AC grid to the DC link through the active front-end, transferring energy from the external energy storage units to the DC link through a three-phase dual active bridge converter, joint transmission of energy from the grid and external storage units to the common DC link and transfer energy from the energy storage units to the grid. The simulation study and analysis have confirmed the workability of the proposed bidirectional power converter system and revealed the specifics of working in the joint transmission of energy by converters to a common DC link, requiring the introduction of additional cross-feedback between converters.