EP2011732B1 - Procédé de réglage d'installations de propulsions navales dotées d'hélices de surface - Google Patents

Procédé de réglage d'installations de propulsions navales dotées d'hélices de surface Download PDF

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Publication number
EP2011732B1
EP2011732B1 EP20080011664 EP08011664A EP2011732B1 EP 2011732 B1 EP2011732 B1 EP 2011732B1 EP 20080011664 EP20080011664 EP 20080011664 EP 08011664 A EP08011664 A EP 08011664A EP 2011732 B1 EP2011732 B1 EP 2011732B1
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EP
European Patent Office
Prior art keywords
port
starboard
rotation speed
range
calculated
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.)
Ceased
Application number
EP20080011664
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German (de)
English (en)
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EP2011732A1 (fr
Inventor
Markus Müller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
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MTU Friedrichshafen GmbH
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Publication of EP2011732A1 publication Critical patent/EP2011732A1/fr
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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
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H21/213—Levers or the like for controlling the engine or the transmission, e.g. single hand control levers

Definitions

  • the invention relates to a method for controlling at least one port ship propulsion system with surface propeller and at least one starboard ship propulsion system with surface propeller, in which for the respective ship propulsion system a power request is interpreted as a target speed and from the target speed and an actual speed a speed Control deviation is calculated, based on which a Einspitzmenge for speed control of the internal combustion engine is determined via a speed controller. Furthermore, the method consists in that a control signal for setting a trim position of the surface propeller is determined via a system controller at least as a function of the setpoint speed and an actual trim position and the control signal is corrected via a precontrol value.
  • trim position In fast ships surface propellers are often used. This can be changed in the submerged depth as well as to port or starboard to control the ship.
  • the immersion depth of the surface propeller is referred to as the trim position.
  • a trim position of + 100% corresponds to a maximum replacement position and a trim position of -100% of a maximum immersion depth of the propeller.
  • a skipper sets the subjectively best trim position via an actuator. However, this leads to an additional load of the ship's master in addition to his nautical duties. In dynamic processes, he often lacks the evaluation criteria for the best trim position.
  • Another burden arises for the skipper in symmetrically arranged ship propulsion systems with at least one port ship propulsion system and at least one starboard propulsion system. For example, on a turn to port, the port surface propeller plunges deeper while the starboard surface propeller dives less. Also in this case, the skipper must adjust the trim position manually to an unnecessary Load of internal combustion engines and to avoid increased fuel consumption.
  • a method for automatically adjusting a surface propeller depending on the current operating state of the ship is known.
  • the current operating state in turn is derived from the ship's speed, a steering angle, the position of a throttle lever and parameters of the internal combustion engine.
  • the submergence depth of the port surface propeller and starboard surface propeller are set differently.
  • the power and / or the rotational speed of the internal combustion engine can be regulated differently.
  • a method for controlling a marine propulsion system with surface propeller in which a desired performance is interpreted as a target speed and from the target speed and an actual speed of the internal combustion engine, a speed control deviation is calculated. Depending on the speed control deviation then determines a speed controller a target Einspitzmenge for acting on the controlled system. Also, depending on the speed control deviation, an effective speed is calculated, based on which determines a system controller in conjunction with a power reserve of the internal combustion engine and an actual trim position of the surface propeller a control signal for setting the trim position.
  • the system controller receives from a transmission control a signal which characterizes the number of coupled drive shafts and the thrust direction of the transmission.
  • a transmission control a signal which characterizes the number of coupled drive shafts and the thrust direction of the transmission.
  • the invention is therefore based on the object to improve in symmetrically arranged ship propulsion systems, the method in relation to cornering.
  • the improvement consists in correcting the control signal specified by the system controller for setting a trim position of the surface propeller via a pre-control value.
  • a port-related pilot value for the port ship propulsion system and a starboard related pre-tax value for the starboard ship propulsion system is calculated.
  • the pre-control values are determined depending on the steering angle of a steering wheel in each case via an associated characteristic curve. The characteristics are such that, for example, when cornering to port, the trim position of the port surface propeller is changed toward evacuation, while the trim position of the starboard surface propeller remains unchanged. Further interventions, for example in the speed control loop, as proposed in the prior art, are not provided.
  • the correction of the actuating signal is deactivated as soon as an actual rotational speed falls below a limiting value.
  • the invention allows the representation of a ship propulsion plant in the so-called fly-by-wire operation, which is characterized compared to a hydraulic system by a reduced number of components, lower system weight and ultimately lower costs. Overall, due to the better adaptation results in fuel savings.
  • the FIG. 1 shows a system diagram symmetrically arranged ship propulsion systems, which includes at least one port ship propulsion system 1 with surface propeller 2 and at least one starboard ship propulsion system 3 with surface propeller 4.
  • a skipper defines a desired performance for the port ship propulsion system 1.
  • This desired performance is interpreted as the first setpoint speed n SL1, which represents the reference variable for a speed control loop for the speed control of the internal combustion engine of the port ship propulsion system 1.
  • the desired performance is interpreted as the second target speed nSL2 and is the reference variable for a speed control circuit for speed control of the engine of the starboard ship propulsion system 3.
  • About a steering wheel 12 provides the skipper the direction of travel and a steering angle L.
  • the steering angle L is the input value of a port-related characteristic curve 8, via which a port-related precontrol value VSBB is determined, and is the input variable of a starboard-related characteristic curve 9, via which a starboard-related precontrol value VSSB is calculated.
  • the port-related precontrol value VSBB calculated via the port-related characteristic 8 is one of the input variables for the port drive system 1.
  • the starboard-related precontrol value VSSB calculated via the starboard-related characteristic curve 9 is one of the input variables for starboard drive system 3.
  • the port-related curve 8 shows as an abscissa the range of maximum steering angle port LBB (MAX) to the maximum steering angle starboard LSB (MAX).
  • the value M on the abscissa corresponds to the center position of the steering wheel 12, a steering angle L of 0 ° accordingly.
  • the ordinate of the port-related characteristic curve 8 plots the output variable, that is to say the port-related precontrol value VSBB.
  • the port-related characteristic curve 8 is divided into a first area 10 and a second area 11.
  • the actual characteristic curve is composed of a straight line section with a positive gradient in the first region 10 and an abscissa-parallel straight line section in the second area 11 together.
  • the straight line section in the first area 10 is defined by the value pair (LBB (MAX) / 0.8) and the value pair (M / 1).
  • the straight line section in the second area 11 has the fixed value 1.
  • the abscissa and the ordinate are identical to the port-related characteristic curve 8.
  • the actual characteristic curve is composed of an abscissa-parallel straight line section in the first region 10 and a straight line section with negative slope in the second region 11.
  • the straight line section in the first area 10 has the fixed value 1.
  • the straight line section in the second area 11 is defined by the value pair (M / 1) and the value pair (LSB (MAX) / 0.8).
  • FIG. 1 is in the port-related curve 8 as a dashed line an alternative embodiment in the second region 11 located.
  • the straight line section has a positive slope.
  • an alternative embodiment is also shown in the first region 10 as a dashed line.
  • the straight line section has a negative slope. The effect of this alternative embodiment on functionality will be discussed in connection with FIG FIG. 2 described.
  • the port ship propulsion system 1 and the starboard ship propulsion system 3 are shown as a block diagram.
  • the input variables of the port ship propulsion system 1 are the first setpoint speed nSL1 and the port-related precontrol value VSBB.
  • the output of the port ship propulsion system 1 is the trim position of the surface propeller 2.
  • a trim position of + 100% corresponds to a maximum replacement position and a trim position of -100% of a maximum immersion depth of the surface propeller 2.
  • the inputs of the starboard ship propulsion system 3 are the second target Speed nSL2 and the starboard related pilot value VSSB.
  • the output of the starboard marine propulsion system 3 is the trim position of the surface propeller 4.
  • the internal structure and functionality of the two marine propulsion systems are identical.
  • the port ship propulsion system 1 comprises as mechanical components an internal combustion engine 5 with common rail system 15 for fuel injection, a transmission 17, an actuator 19 for adjusting the trim position and the surface propeller 2.
  • the port ship propulsion system 1 comprises an electronic engine control unit (ADEC) 16, an electronic transmission control unit (GS) 18 and a system controller 6.
  • the internal combustion engine 5 drives via a shaft 20, the transmission 17 at.
  • the transmission 17 usually includes an input and an output shaft and means for reversing the direction of rotation for the forward or reverse drive.
  • the activation and the switching state of the transmission 17 are predetermined by the electronic transmission control unit 18.
  • the gear 17 drives the surface propeller 2.
  • the operation of the internal combustion engine 5 is determined by the electronic engine control unit (ADEC) 16.
  • ADEC electronic engine control unit
  • EEPROM electrically erasable programmable read-only memory
  • RAM memory devices
  • I / O devices I / O devices
  • EEPROM electrically erasable programmable programmable read-only memory
  • RAM memory devices relevant for the operation of the internal combustion engine 5 operating data in maps / curves are applied.
  • the electronic engine control unit 16 calculates the electronic engine control unit 16 from the input variables, the output variables.
  • As input variables are in the FIG. 2 the first target speed nSL1, which can be predetermined by a drive lever 13, an actual speed nIST, which is detected, for example, on the shaft 20, and a signal ON.
  • the signal ON is representative of the other input signals, for example a rail pressure of the common rail system 15 with
  • FIG. 2 are shown as outputs of the electronic engine control unit 16, a target injection quantity qV, an effective speed nEFF, a signal power reserve PRES and a signal OFF.
  • the power reserve PRES corresponds to the engine power which results from the difference of the power at the current operating point to the maximum possible power for this operating point.
  • the signal OFF is representative of the other control signals for controlling and regulating the internal combustion engine 5, for example, a drive signal for the intake throttle of the common rail system 15 and a control signal for activating a second exhaust gas turbocharger in a register charging.
  • the input signals of the system controller 6 are the effective speed nEFF, the power reserve PRES, a thrust direction SRI and the actual trim position POS (IST) of the Surface propeller 2.
  • the output signal of the system controller 6 is the control signal STS1 for controlling the actuator 19, via which then the trim position is set.
  • the system controller 6 outputs the control signal STS1 either as an absolute angle value in degrees, or as a percentage of the immersion depth, for example + 20%, or as an adjustment rate in degrees / second or percent / second.
  • the following functions are integrated in the system controller 6: maps for the trim input as a function of the effective speed nEFF and the thrust direction SRI, a load control as a function of the trim specification and power reserve PRES and the actual trim position POS (IST) and a trim control (actuating signal STS1).
  • maps for the trim input as a function of the effective speed nEFF and the thrust direction SRI maps for the trim input as a function of the effective speed nEFF and the thrust direction SRI
  • a load control as a function of the trim specification and power reserve PRES and the actual trim position POS (IST)
  • a trim control actuating signal STS1
  • the steering wheel When driving straight ahead, the steering wheel is in the center position M.
  • the port-related pilot control value VSBB is calculated via the port-related characteristic curve 8 to one, ie the manipulated variable STS1 of the port ship propulsion system 1 is not corrected.
  • the starboard related pilot value VSSB also becomes unity via the starboard related characteristic 9 calculated, so that the manipulated variable STS2 the starboard ship propulsion system 3 is not corrected. In other words, when driving straight ahead, there is no correction of the manipulated variables STS1 and STS2.
  • a port-related precontrol value VSBB is calculated as 0.9 using the steering angle L via the port-related characteristic curve 8 (first region 10), for example.
  • the signal SKORR is therefore calculated from the current value of the control signal STS1 times the value VSBB, here 0.9.
  • the trim position of the surface propeller 2 in the direction of + 100%, ie in the direction of Ausforce changed.
  • a value of one is calculated as a function of the steering angle L, so that the trim position of the starboard surface propeller 4 remains unchanged.
  • this causes the trim position of the starboard surface propeller 4 to be -100%, that is to say in direction, due to the starboard related precontrol value VSSB (VSSB> 1) when cornering to port Immersion, is changed.
  • VSSB starboard related precontrol value
  • the trim position of the port surface propeller 2 is changed in the direction -100%, ie in the direction of immersion, due to the port-related precontrol value VSBB (VSBB> 1).
  • the function is deactivated when the actual speed nlST the port ship propulsion system 1 or the actual speed of the starboard ship propulsion system 3 falls below a predetermined limit.
  • a symmetrical arrangement of a port ship propulsion system and a starboard ship propulsion system has been described.
  • a symmetrical arrangement is also present if in the center of the fuselage a drive system with fixed or variable pitch propeller is arranged and at least one Ship propulsion system with surface propeller on the port side and at least one ship propulsion system with surface propeller on the starboard side are arranged. In this embodiment, the bottom-center drive system is then not activated.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (9)

  1. Procédé de régulation d'au moins un équipement propulseur de navire à bâbord (1) comprenant une hélice de surface (2) et d'au moins un équipement propulseur de navire à tribord (3) comprenant une hélice de surface (4), selon lequel une puissance souhaitée est interprétée en tant que vitesse de rotation de consigne (nSL1, nSL2) pour l'équipement propulseur de navire correspondant, un écart de régulation de la vitesse de rotation est calculé à partir de la vitesse de rotation de consigne (nSL1, nSL2) et d'une vitesse de rotation réelle (nIST), au moyen duquel une quantité d'injection (qV) est fixée par le biais d'un régulateur de vitesse de rotation en vue de réguler la vitesse de rotation du moteur à combustion interne (5), selon lequel un signal de commande (STS1, STS2) est déterminé pour régler une position d'assiette de l'hélice de surface (2, 4) par le biais d'un régulateur d'équipement (6, 7) au moins en fonction de la vitesse de rotation de consigne (nSL1, nSL2) ainsi que d'une position d'assiette réelle (POS(IST)) et selon lequel le signal de commande (STS1, STS2) est corrigé par le biais d'une valeur pilote (VSBB, VSSB).
  2. Procédé selon la revendication 1, caractérisé en ce qu'une valeur pilote rapportée au bâbord (VSBB) est calculée pour l'équipement propulseur de navire à bâbord (1) et une valeur pilote rapportée au tribord (VSSB) est calculée pour l'équipement propulseur de navire à tribord (3).
  3. Procédé selon la revendication 2, caractérisé en ce que la valeur pilote rapportée au bâbord (VSBB) est calculée par le biais d'une courbe caractéristique en rapport avec le bâbord (8) et la valeur pilote rapportée au tribord (VSSB) est calculée par le biais d'une courbe caractéristique en rapport avec le tribord (9), respectivement en fonction de l'angle de direction (L) d'une roue de gouvernail (12).
  4. Procédé selon la revendication 3, caractérisé en ce que la courbe caractéristique en rapport avec le bâbord (8) est réalisée dans une première zone (10) sous la forme d'une section droite à pente positive et dans une deuxième zone (11) sous la forme d'une section droite parallèle à l'axe des abscisses.
  5. Procédé selon la revendication 4, caractérisé en ce que la courbe caractéristique en rapport avec le bâbord (8), en variante, est réalisée dans la deuxième zone (11) sous la forme d'une section droite à pente positive.
  6. Procédé selon la revendication 3, caractérisé en ce que la courbe caractéristique en rapport avec le tribord (9) est réalisée dans la première zone (10) sous la forme d'une section droite parallèle à l'axe des abscisses et dans la deuxième zone (11) sous la forme d'une section droite à pente négative.
  7. Procédé selon la revendication 6, caractérisé en ce que la courbe caractéristique en rapport avec le tribord (9), en variante, est réalisée dans la première zone (10) sous la forme d'une section droite à pente négative.
  8. Procédé selon l'une des revendications 4 à 7, caractérisé en ce que la première zone (10) est définie par un angle de direction maximum (LBB(MAX)) vers le bâbord et une position centrale (M) et la deuxième section (11) par la position centrale (M) et un angle de direction maximum (LSB(MAX)) vers le tribord.
  9. Procédé selon l'une des revendications précédentes, caractérisé en ce que la correction du signal de commande (STS1, STS2) est désactivée au-dessous d'une limite de la vitesse de rotation réelle.
EP20080011664 2007-07-04 2008-06-27 Procédé de réglage d'installations de propulsions navales dotées d'hélices de surface Ceased EP2011732B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200710031056 DE102007031056B4 (de) 2007-07-04 2007-07-04 Verfahren zur Regelung von Schiffantriebsanlagen mit Oberflächenpropellern

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EP2011732A1 EP2011732A1 (fr) 2009-01-07
EP2011732B1 true EP2011732B1 (fr) 2010-10-20

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EP20080011664 Ceased EP2011732B1 (fr) 2007-07-04 2008-06-27 Procédé de réglage d'installations de propulsions navales dotées d'hélices de surface

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Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013010573B4 (de) * 2013-06-25 2017-09-28 Dirk Sobotka Verfahren zur zyklischen Manipulation von Stellgrößen zur Schubsteuerung von Schiffen in begrenzten Wassertiefen
WO2024050794A1 (fr) * 2022-09-08 2024-03-14 广东逸动科技有限公司 Appareil de commande de puissance, système de propulsion et dispositif mobile de zone d'eau

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56163994A (en) * 1980-04-07 1981-12-16 Aaneson Hawaado Outboard driving device for ship
US5667415A (en) * 1995-06-07 1997-09-16 Arneson; Howard M. Marine outdrive with surface piercing propeller and stabilizing shroud
US5664978A (en) * 1996-04-08 1997-09-09 Howe; Edwin W. Propulsion system for a vehicle
JP3797395B2 (ja) * 1997-02-27 2006-07-19 ヤマハマリン株式会社 船舶の推進機
DE10048103C2 (de) * 2000-09-28 2002-09-05 Mtu Friedrichshafen Gmbh Regelsystem für einen Schiffsantrieb
AU2003258480A1 (en) 2002-08-08 2004-03-19 Protec Gmbh And Co Kg Method and device for automatically regulating the drive of a boat
US7052341B2 (en) * 2003-10-22 2006-05-30 Yamaha Hatsudoki Kabushiki Kaisha Method and apparatus for controlling a propulsive force of a marine vessel
DE102006045685B4 (de) 2006-09-27 2008-07-31 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Schiffsantriebsanlage mit einem Oberflächenpropeller

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Publication number Publication date
DE502008001566D1 (de) 2010-12-02
EP2011732A1 (fr) 2009-01-07
DE102007031056A1 (de) 2009-01-29
DE102007031056B4 (de) 2009-04-02

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