EP2202145A1 - Diagnostic d'entraînements de bateau - Google Patents

Diagnostic d'entraînements de bateau Download PDF

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Publication number
EP2202145A1
EP2202145A1 EP09014924A EP09014924A EP2202145A1 EP 2202145 A1 EP2202145 A1 EP 2202145A1 EP 09014924 A EP09014924 A EP 09014924A EP 09014924 A EP09014924 A EP 09014924A EP 2202145 A1 EP2202145 A1 EP 2202145A1
Authority
EP
European Patent Office
Prior art keywords
propeller
drive system
drive
ship
speed
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.)
Granted
Application number
EP09014924A
Other languages
German (de)
English (en)
Other versions
EP2202145B1 (fr
Inventor
Thomas Vetter
Rolf Speer
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.)
CHRISTOPHEL, CLAUS-D.
Original Assignee
Aradex AG
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Publication date
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Publication of EP2202145A1 publication Critical patent/EP2202145A1/fr
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Publication of EP2202145B1 publication Critical patent/EP2202145B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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

Definitions

  • the invention relates to a drive system for a ship.
  • Such ships generally have at least one propeller, which is driven via a drive shaft of a drive, typically a diesel engine.
  • a drive typically a diesel engine.
  • several propellers are provided, which are driven by one or more diesel propulsion units.
  • the propulsion systems of such ships are sized sufficiently large in their performance to ensure safe operation even with changing external influences.
  • the invention has for its object to provide a drive system for a ship, in which relevant for the efficiency of the vessel sizes can be determined.
  • the propulsion system according to the invention for a ship comprises a propeller.
  • the propeller is driven by at least one electric drive. Furthermore, means are provided for the diagnosis and / or optimization of drive-relevant parameters.
  • An essential advantage of the drive system according to the invention is the use of electrical drives, which can be designed in particular as synchronous or asynchronous motors. With these electric drives can be reacted quickly and accurately to changing external boundary conditions, which on the one hand targeted the efficiency of the drive system can be optimized and on the other hand, an economic, that is cost-saving operation is guaranteed.
  • Another significant advantage of the drive system according to the invention is that a comprehensive diagnosis for the detection of disturbances and impairments of the drive system is possible, which is an essential prerequisite for optimizing the drive system.
  • a drive characteristics such as the propeller speed or the propeller position sensorless in the electric drive can be detected.
  • a sensorless determination of the position of the drive or the drive shaft means that no separate position sensor is required for this purpose. Rather, the position determination is carried out, and from this the speed determination is instructed such that in the electric drive the course of the currents and voltages and the rotor angle of the rotor of this drive are evaluated.
  • suitable current sensors and the like can be integrated in the drive.
  • further drive characteristics such as the propeller torque can be determined, for which purpose the motor current can serve as a measured variable.
  • Another essential advantage of the invention is that in the drive system specifically the formation of cavitation and also the intensity of cavitation can be detected on the propeller or propellers and further damage due to cavitation damage of the propeller or can be analyzed.
  • the propeller coefficients namely the torque coefficient, thrust coefficient and propeller efficiency, can be determined as a parameter of the propeller as a function of the progress factor by the drive characteristics determined in or in the electrical drives and by the use of further encoders.
  • the propeller coefficients are changed.
  • the degree of change in the propeller coefficients it is possible to exactly diagnose the formation of cavitation or the intensity of cavitation.
  • cavitation-related wear of the propeller can be determined by repeated measurements of the propeller coefficients based on reference measurements.
  • a cavitation on the propeller can be detected by a frequency-selective evaluation of the frequency spectrum of the propeller torque or the propeller speed.
  • This measurement is based on the finding that the implosions of vapor bubbles occurring in the presence of cavitation cause a specific noise emission which has a characteristic frequency dependence that depends on the size of the vapor bubbles. Assuming spherical bubbles, a spectral sound energy density is obtained which increases to a maximum of the fourth power of frequency f and then decreases with f 2/5 . The cavitation bubbles cause pressure disturbances due to the generation of sound, which are reflected in the drive torque or the speed of the propeller. By means of frequency-selective filtering of these signals, information about the occurrence of cavitation can thus be obtained.
  • the hull is purged with air bubbles. If these air bubbles reach the area of the propellers, this reduces the propeller efficiency. By measuring the propeller efficiency or the propeller's displacement, this effect can be detected.
  • Another diagnostic option is that by detecting the angle of the propeller torque individual defective propeller blades of the propeller can be detected. Likewise, this can be detected an imbalance of the propeller.
  • This diagnostic option is based on the fact that at constant propeller speed, the torque of the propeller is not constant during one revolution, due to the propeller geometry and the arrangement of the propeller at the stern of the ship's hull or on a support for the propeller or the rudder of the ship one turn of the propeller blades per revolution, especially close to the hull or in the flow shadow the bracket or the rudder is, whereby the flow around this propeller blade is disturbed, resulting in a torque fluctuation.
  • a fluctuation of the torque is obtained mainly at n times the value of the number of propellers, where n is the number of propeller blades.
  • This torque fluctuation is periodic when all propeller blades are exactly equal. However, if one of the propeller blades is defective, this periodicity is disturbed, which can be detected with the angle-resolved torque measurement.
  • the propulsion system of the ship is designed in such a way that optimization of drive-relevant parameters can also be carried out with it.
  • an optimization of the drive system can take place in such a way that the position or the angle of one or each drive shaft on which the propeller or propeller is arranged can be changed and the speed of the propeller or propellers is modulated for damping oscillations.
  • the drive system according to the invention can generally be used for ocean-going vessels and inland vessels.
  • the propellers may be positioned on the vessel so that part of the propeller blade protrudes from the water. While the ship is sailing this is not critical, but not during the start-up process when the ship is at a standstill.
  • the problem here is that this requires a considerable skill and experience of the leader of the ship.
  • such an approach process can be predetermined reproducibly in an optimized manner.
  • the relevant parameters for the approach process are determined and stored in the form of characteristic curves or the like. If such an approach procedure then has to be carried out, this can be carried out safely and reproducibly by retrieving the parameters.
  • FIG. 1 shows an embodiment of the drive system 1 according to the invention for a ship.
  • the drive system 1 has two propellers 2 in the present case, each propeller 2 being arranged at the end of a drive shaft 3.
  • the propellers 2 are arranged in a known manner in the rear area of the ship not shown separately.
  • the propellers 2 are arranged next to one another in the region of the hull at a distance from each other, wherein the drive shafts 3 extend at least approximately parallel to each other in the ship's longitudinal direction.
  • the propellers 2 are arranged identically in the present case and have an arrangement of propeller blades 2 a arranged at regular angles to one another.
  • an electric drive 4 is provided on each drive shaft 3.
  • the preferably identically designed electric drives 4 can be designed as synchronous motors or asynchronous motors. How out FIG. 2 can be seen, a clutch 5 is provided on each drive shaft 3 between the electric drive 4 and the propeller 2.
  • Each electric drive 4 is preceded by an inverter 6.
  • the voltage is supplied via a DC voltage intermediate circuit 7.
  • a DC voltage provided in the DC intermediate circuit 7 is converted in the inverters 6 into an AC voltage having a frequency suitable for the electric drives 4.
  • the individual electric drives 4 can be activated or deactivated individually by switching on or uncoupling from the DC intermediate circuit 7 via switches 8, which are controlled by a control unit, not shown.
  • a generator 9 To generate the intermediate voltage in the DC intermediate circuit 7, a generator 9 is provided.
  • the generator 9 consists of a diesel engine and an electric generator 9.
  • the generator 9 is an inverter 10 downstream. With the inverter 10 AC voltages generated in the generator 9 are transformed into a DC voltage and fed into the DC voltage intermediate circuit 7.
  • the generator 9 is connected via a switch 11 to the DC voltage intermediate circuit 7.
  • the control of the switch 11 is again via the control unit.
  • the drive system 1 4 For purposes of diagnosis and optimization of the drive system 1 4 are provided for the detection of drive characteristics in the electric drives.
  • a sensorless or sensor-occupied position and speed determination whereby the propeller speed is determined.
  • the propeller torque of the respective propeller 2 are determined.
  • the flow velocity of a propeller 2 is determined by using a flow meter, not shown.
  • the feed force that is, the force of the drive system 1 is determined.
  • the feed force corresponds to the sum of the acceleration force generated by the drive system 1 and the frictional force acting on the ship.
  • the frictional force is stored as a friction table, preferably determined empirically, in the form of frictional force values as a function of the speed, payload of the ship and the water temperature.
  • the acceleration of the ship is determined with known ship mass. This can be done by detecting the change in the flow velocity with the flow sensor.
  • a modulation of the acceleration can be effected, which can then be determined by suitable measuring devices such as flow meters.
  • a propeller 2 is characterized by the thrust coefficient, the torque coefficient and the propeller efficiency as propeller coefficients.
  • the properties of a propeller 2 in a homogeneous inflow in a propeller free travel diagram as in FIG. 2 represented, characterized. In this propeller free-travel diagram, the propeller coefficients are plotted as a function of the so-called progress number.
  • the occurrence of cavitation from the propellers 2 can be detected.
  • cavitation occurs, there is an abrupt change in the propeller coefficients, which in particular reduces the propeller efficiency.
  • the propeller blades 2a cause progressive wear due to cavitation effects. Due to the roughened propeller blade surface, dents in the profile, chipped macroscopic material parts change the hydrodynamic properties of the propeller 2. This also generally means a worse propeller efficiency, the thrust coefficient tends to be smaller, the torque coefficient tends to be larger. Periodic reference measurements of the propeller coefficients allow a slower rate of wear to be recorded quantitatively. It is advantageous to determine the free trip diagram during the operation of a ship.
  • the characteristics of the propeller free travel diagram according to FIG. 2 can also be used for continuous optimization of propeller efficiency. How out FIG. 2 As can be seen, the propeller efficiency has a maximum at a given rate of progress. The rate of progression, at which the maximum of the propeller efficiency lies, is dependent on changing environmental conditions. Thus, this rate of progression depends on whether the ship is traveling upstream or downstream or depending on water depth and the like. If such influencing variables are detected in a characteristic field, then by using the characteristic field by means of a speed change of the propeller or propellers 2, the progress number can be set such that the propeller efficiency assumes its maximum. Alternatively, the propeller efficiency can also be optimized such that it is first determined at several slightly different progress numbers (which corresponds to a modulation of the progress number). Then, the speed is changed so that the progress rate moves toward a higher efficiency.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
EP09014924A 2008-12-03 2009-12-02 Diagnose d'entraînements navals Not-in-force EP2202145B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202008016040U DE202008016040U1 (de) 2008-12-03 2008-12-03 Antriebssystem für ein Schiff

Publications (2)

Publication Number Publication Date
EP2202145A1 true EP2202145A1 (fr) 2010-06-30
EP2202145B1 EP2202145B1 (fr) 2012-08-15

Family

ID=40365884

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09014924A Not-in-force EP2202145B1 (fr) 2008-12-03 2009-12-02 Diagnose d'entraînements navals

Country Status (2)

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EP (1) EP2202145B1 (fr)
DE (1) DE202008016040U1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9677494B2 (en) 2015-03-25 2017-06-13 Ford Global Technologies, Llc Method for mitigating cavitation
WO2024144649A1 (fr) * 2022-12-30 2024-07-04 Bma Teknoloji̇ Anoni̇m Şi̇rketi̇ Système générateur d'arbre hybride et son procédé de commande
EP4400406A1 (fr) * 2023-01-10 2024-07-17 Volvo Penta Corporation Système de diagnostic pour une unité d'entraînement à double hélice

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4213635A1 (de) 1991-04-24 1992-10-29 Mitsubishi Electric Corp Steuergeraet fuer einen aussenbordschiffsmotor
WO1996001522A1 (fr) 1994-07-04 1996-01-18 Luossavaara Kiirunavaara Ab Procede de determination de conditions de couple
DE4430409A1 (de) 1994-08-26 1996-02-29 Siemens Ag Verfahren zur Optimierung des Wirkungsgrades bei Schiffen mit Bug- und Heckpropeller sowie Anordnung zur Einstellung der Drehzahl des Bugpropellers
DE10309420A1 (de) 2003-03-05 2004-09-23 Renk Ag Schiffsantrieb mit einem Drucklager

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4213635A1 (de) 1991-04-24 1992-10-29 Mitsubishi Electric Corp Steuergeraet fuer einen aussenbordschiffsmotor
WO1996001522A1 (fr) 1994-07-04 1996-01-18 Luossavaara Kiirunavaara Ab Procede de determination de conditions de couple
DE4430409A1 (de) 1994-08-26 1996-02-29 Siemens Ag Verfahren zur Optimierung des Wirkungsgrades bei Schiffen mit Bug- und Heckpropeller sowie Anordnung zur Einstellung der Drehzahl des Bugpropellers
DE10309420A1 (de) 2003-03-05 2004-09-23 Renk Ag Schiffsantrieb mit einem Drucklager

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9677494B2 (en) 2015-03-25 2017-06-13 Ford Global Technologies, Llc Method for mitigating cavitation
WO2024144649A1 (fr) * 2022-12-30 2024-07-04 Bma Teknoloji̇ Anoni̇m Şi̇rketi̇ Système générateur d'arbre hybride et son procédé de commande
EP4400406A1 (fr) * 2023-01-10 2024-07-17 Volvo Penta Corporation Système de diagnostic pour une unité d'entraînement à double hélice

Also Published As

Publication number Publication date
DE202008016040U1 (de) 2009-02-19
EP2202145B1 (fr) 2012-08-15

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