WO2008155448A1 - Procédé et appareil pour commander l'entraînement par propulsion de navire - Google Patents

Procédé et appareil pour commander l'entraînement par propulsion de navire Download PDF

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Publication number
WO2008155448A1
WO2008155448A1 PCT/FI2008/000078 FI2008000078W WO2008155448A1 WO 2008155448 A1 WO2008155448 A1 WO 2008155448A1 FI 2008000078 W FI2008000078 W FI 2008000078W WO 2008155448 A1 WO2008155448 A1 WO 2008155448A1
Authority
WO
WIPO (PCT)
Prior art keywords
propeller
ship
propulsion drive
cavitation
characteristic curves
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
PCT/FI2008/000078
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English (en)
Inventor
Klaus VÄSNKÄ
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.)
ABB Oy
Original Assignee
ABB Oy
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ABB Oy filed Critical ABB Oy
Publication of WO2008155448A1 publication Critical patent/WO2008155448A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • 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 object of the invention is a method for controlling the propulsion drive of a ship or another water-craft according to the preamble part of Claim 1, and an apparatus for controlling the propulsion drive of a ship according to the preamble part of Claim 6.
  • the general power transmission of ships is based on a propeller drive, with the propeller shaft rotated by a power engine such as a diesel engine or an electric machine.
  • the propeller generates the thrust that is adjusted by controlling the rotation speed of the engine driving the propeller, or by changing the blade angle of the propeller blades.
  • the propeller thrust is based on the differential pressure between the front and back surfaces of the propeller blades.
  • a harmful effect called cavitation may occur with propeller drives when the rotating speed or load of the propeller is too high for the prevailing operational conditions. Bubbles are created in the water, weakening the propeller thrust and causing erosion and wear that damage the propeller and the surface structures near the propeller. When cavitation increases and exceeds the critical level, the entire propeller thrust collapses. Cavitation also causes vibration that stresses the ship body and the apparatus mounted to it and increases the noise level. As the cavitation stress is particularly directed at the propellers, the phenomenon also has a significant harmful impact on the propeller shaft bearings.
  • the purpose of the present invention is to create a new and efficient ship propulsion drive control system that removes deficiencies listed above, improves the adjustability of a ship propulsion drive and improves the performance of the propulsion system and the whole ship, hi order to achieve this, the method according to the invention is characterized by the features specified in the characteristics section of Claim 1.
  • the apparatus according to the invention is characterized by the features specified in the characteristics section of Claim 6.
  • Certain preferred embodiments of the invention are characterized by the features listed in the dependent claims.
  • the propulsion drive is so adjusted that the preventive adjustment prevents propeller cavitation
  • a group of propulsion drive's characteristic curves is determined as a function of a minimum of one controlled variable. These curves determine an operating point in which the propeller causes cavitation.
  • This set of characteristic curves defines the cavitation-free range as well as the cavitation range for the propulsion drive as a function of controlled variables.
  • the said characteristic curves are used when adjusting the propulsion drive to avoid propeller cavitation. Current values corresponding to the characteristic curves are continuously measured and compared with saved characteristic curves.
  • Propulsion drive is adjusted to keep the drive within the cavitation-free range. At the same time, the propulsion drive is naturally controlled to achieve the best possible efficiency and thrust.
  • part of the characteristic curves are calculated.
  • Such data include propeller rotating speed, propeller shaft's turning angle and the blade angle; the effect of these can be determined already in the design stage.
  • at least part of the characteristic curves are defined with scale model experimentation or with an at-sea experiment at the commissioning stage, or based on experience.
  • These characteristic curves such as the effect of the direction and speed of a sea current or the effect of draft, can be modeled using a scale model in a cavitation tunnel, or with other methods, hi addition, the joint effect of several factors can be determined based on experiments.
  • the adjustable variable to be used to control the propulsion drive is selected according to the ship type or the characteristics and use of an individual ship. Accordingly, one or more of the following adjustable variables will be used: rate of rotation, blade angle, torque, power, propeller shaft's turning angle, propeller's angle of tilt. If the ship has several adjustable variables, several characteristic curves are created and used either separately or together.
  • characteristic curves are defined for at least one parameter.
  • One or more of the following parameters will be used: propeller geometry, water stream direction, the speed of the ship, the position of the propeller in relation to the ship's speed vector, the ship's drift angle, the direction of the wind, wind velocity, the direction of the sea current, the speed of the sea current, water density, water depth.
  • the apparatus is used to control a fixed propeller, with a bearing arrangement mounted to the ship body and not able to turn.
  • the propeller may have fixed or adjustable blades.
  • the thrusting equipment includes a propeller that is able to turn in relation to the ship body. Yet in another embodiment the thrusting equipment includes both a fixed and a turning propeller.
  • the variables to be measured, monitored and adjusted are usually accessible. This facilitates the implementation of the invention. Installation of new measuring instruments or other such equipment is not required to be able to apply the invention.
  • FIG. 2a presents some characteristic curves of a ship's propulsion curve, suitable for use in a solution according to the invention
  • Figure 2b shows other characteristic curves of a ship's propulsion curve, suitable for use in a solution according to the invention.
  • FIG. 3 illustrates an apparatus in accordance with the invention.
  • the movement of a ship or a corresponding watercraft is based on the thrust created with propellers.
  • the ship's propulsion drive utilizes turning thrusters 4, the propellers 3 being mounted to a turning thrust apparatus 5, which is able to turn 360 degrees around a vertical rotation axis.
  • the ship is steered by turning the thrusters 4, and the speed and thrust is adjusted by changing the rotating speed of propellers 3.
  • the ship runs straight at an even speed, where the thrust of thrusters 4 and the direction of the ship 6 are in line with the ship's centerline 8. In the case illustrated in Figure Ib, no asymmetric force making the ship deviate from its course is targeted at the ship.
  • a lateral wind 10 is targeted at the ship 2, as a result of which the course 12 will deviate by angle ⁇ from the ship's centerline 8.
  • the ship's propellers 4 are turned from the ship's centerline by angle ⁇ . Since the thrust of the propellers no longer corresponds to the ship's course, the cavitation-free range of the propeller changes significantly.
  • the thrust direction of the propellers does not correspond to the ship's course, that is, the ship's speed vector; at the same time, the ship's resistance to motion increases due to the increasing drift angle.
  • one or more characteristic curves are saved into the control system of the propulsion drive. These curves define the cavitation threshold for the prevailing conditions.
  • Figures 2a and 2b illustrate some characteristic curves that are suitable for use when implementing the invention.
  • Figure 2a shows a thrust characteristic curve, with the torque coefficient K Q and the thrust coefficient KT shown as a function of the cavitation number ⁇ . More precisely, Figures 2a and 2b present the torque coefficient decupled to allow for a clearer presentation of the variables within the same figure. Therefore, the figures adopt the expression 10K Q , referring to the tenfold value of the torque coefficient.
  • the torque coefficient K Q is a variable without dimension, defined in a known way based on the torque, water density, propeller rate of rotation and propeller diameter.
  • the thrust coefficient K T is a variable without dimension, defined in a known way based on the thrust, water density, propeller rate of rotation and propeller diameter.
  • Cavitation number ⁇ is a variable with no dimension, defined based on the speed of the body and the pressure and influenced by the size of the body, flow speed, temperature, water characteristics etc. As the cavitation number decreases, a point is achieved where the thrust and torque drop. In the situation described in Figure 2a, this happens when the cavitation number is approximately 1.5.
  • Figure 2b describes an open water curve measured in a cavitation tunnel.
  • V a propeller advance speed
  • n propeller rate of rotation
  • D propeller diameter.
  • the curves in Figure 2b describe the variables listed above with various propeller drafts.
  • Curves presented in Figure 2a define threshold values for the cavitation number, line 11.
  • the cavitation numbers below these values are not allowable when the drive is kept in a cavitation-free range.
  • the area to the right from line 11 is the operating range.
  • control operations can utilize the open water curves presented in Figure 2b, which can be used to determine the smallest advance coefficient, lines 13, located in the cavitation-free range, to the right from lines 13 in Figure 2b.
  • Figure 2b separate values are shown for various drafts with a broken line, dotted broken line and dotted line.
  • the same line types show the thresholds of cavitation-free ranges defined for various drafts.
  • the propulsion drive control limits the variable so that the drive operating point remains in cavitation-free range.
  • the system adjusts either the propeller rate of rotation, propeller blade angles (if adjustable), thruster angle of tilt (if adjustable) and the thruster turning angles ⁇ . Turning angles may differ between the various thrusters, or the thrusters may be turned to different directions to create the required steering effect.
  • FIG. 3 is a diagram presentation of an apparatus providing a function according to the invention.
  • the example shows the propulsion drive components required to rotate and steer one propeller.
  • Propeller 14 is mounted onto the shaft 18 of the motor 16 rotating it.
  • Motor 16 which in this configuration is an alternating-current motor such as a permanent magnet type synchronous motor or a squirrel cage motor, receives its power input from frequency converter 20, which receives power from the ship's electrical power system 22.
  • Frequency converter 20 which may consist, as is well known, of a rectifier, a DC circuit and an inverter, is controlled by the control unit 24, which produces the control signals for the frequency converter via cables 26 and utilizes the electric measurement data from the frequency converter, brought to the control unit via cables 28.
  • the propulsion drive is controlled from the ship's bridge with a control stick 30, which is used to issue the necessary steering commands.
  • the commands are transferred to the control unit 24 via the drive control cables 32.
  • steering commands may be issued with the autopilot 33 or the dynamic positioning (DP) device 35, utilizing a GPS positioning device.
  • the rotating speed of the motor or the propeller is measured using a tachometer, from which the output 34 will be taken as current value data to control unit 24.
  • the current rate of rotation can also be deduced from the frequency converter control data.
  • the control unit issues the required control signals to achieve the desired thrust and speed from the propulsion drive.
  • the propulsion drive's characteristic curves as functions of various variables and parameters are saved to the memory 36.
  • Variables include propeller rate of rotation, blade angle, torque, power, turning angle of the propeller shaft, and propeller's angle of tilt, depending on the structure and properties of the ship and the propulsion drive. According to the invention, these variables are also used to control the drive so that the propeller remains in a cavitation-free range in a manner selected on an application-specific basis. Characteristic curves have also been defined for various parameters that influence the generation of cavitation.
  • Such parameters include propeller geometry, water stream direction, the speed of the ship, the position of the propeller in relation to the ship's speed vector, the ship's drift angle, the direction of the wind, wind velocity, the direction of the sea current, the speed of the sea current, water density, water depth.
  • the monitoring unit 40 is a comparing and difference detecting element with the minimum function of determining whether the current operating point is in the cavitation-free-range or outside it.
  • the cavitation limit monitoring unit 40 detects that the propulsion drive is closer to cavitation than the predetermined value determines, the monitoring unit issues a control command to the control unit 24, which adjusts the propulsion drive towards the cavitation-free operating range.
  • the control unit 24 controls the propulsion drive in the most optimal way possible, according to the control commands issued by the control stick 30 at the bridge or other control devices 33 or 35, as well as the combined control of the cavitation limit monitoring unit 40.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Feedback Control In General (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

L'objet de l'invention est un procédé et un appareil pour commander l'entraînement par propulsion de navire. L'entraînement par propulsion comporte un moteur (16) ajusté sur l'arbre porte-hélice (18) du navire et le dispositif de commande de moteur (20, 24) commandant le moteur. Selon l'invention, un groupe de courbes caractéristiques d'entraînement par propulsion est défini en fonction d'au moins une variable, lesdites courbes caractéristiques déterminant un point de fonctionnement et définissant la plage de courbes caractéristiques dans laquelle l'hélice (14) fonctionne dans une plage sans cavitation prédéfinie, et les courbes caractéristiques d'entraînement par propulsion sont sauvegardées dans une mémoire. Pendant le fonctionnement, les valeurs actuelles de la variable d'entraînement par propulsion en question sont constamment déterminées, les valeurs actuelles des variables sont comparées (38, 40) avec les valeurs des points de fonctionnement des courbes caractéristiques et, sur la base de la comparaison, l'entraînement par propulsion est commandé de telle sorte que l'hélice (14) fonctionne dans une plage sans cavitation.
PCT/FI2008/000078 2007-06-21 2008-06-23 Procédé et appareil pour commander l'entraînement par propulsion de navire Ceased WO2008155448A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20070498A FI124160B (fi) 2007-06-21 2007-06-21 Menetelmä ja laitteisto laivan propulsiokäytön ohjaamiseksi
FI20070498 2007-06-21

Publications (1)

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WO2008155448A1 true WO2008155448A1 (fr) 2008-12-24

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FI (1) FI124160B (fr)
WO (1) WO2008155448A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2634084A1 (fr) * 2012-02-29 2013-09-04 ABB Oy Agencement et procédé pour navire
US9545987B1 (en) 2014-05-02 2017-01-17 Brunswick Corporation Traction control systems and methods for marine vessels
EP2695806A3 (fr) * 2012-08-07 2017-06-14 ThyssenKrupp Marine Systems GmbH Procédé d'accélération silencieuse d'un véhicule aquatique entraîné par une hélice
JP2018192838A (ja) * 2017-05-12 2018-12-06 国立大学法人東京海洋大学 プロペラ負荷状態推定装置、プロペラ負荷状態推定方法、およびプロペラ負荷状態推定プログラム
US10953968B2 (en) 2016-06-28 2021-03-23 Abb Schweiz Ag Control of propeller shaft movement
DE102021210294A1 (de) 2021-09-16 2023-03-16 Thyssenkrupp Ag Lageunabhängiges Vermeiden von Kavitation an einem Propeller
US11933692B2 (en) 2019-01-24 2024-03-19 Square Robot, Inc. Systems, methods and apparatus for in-service tank inspections
SE2350394A1 (en) * 2023-04-04 2024-10-05 Volvo Penta Corp Vessel motion control based on propeller slip

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4166310A (en) * 1977-06-06 1979-09-04 Rockwell International Corporation Method of altering an axial impeller/stator vane combination
US5683275A (en) * 1994-12-05 1997-11-04 Sanshin Kogyo Kabushiki Kaisha Automatic trim control for jet boat
US20040090195A1 (en) * 2001-06-11 2004-05-13 Motsenbocker Marvin A. Efficient control, monitoring and energy devices for vehicles such as watercraft
US20040229522A1 (en) * 2003-04-23 2004-11-18 Honda Motor Co., Ltd. Jet propulsion boat

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4166310A (en) * 1977-06-06 1979-09-04 Rockwell International Corporation Method of altering an axial impeller/stator vane combination
US5683275A (en) * 1994-12-05 1997-11-04 Sanshin Kogyo Kabushiki Kaisha Automatic trim control for jet boat
US20040090195A1 (en) * 2001-06-11 2004-05-13 Motsenbocker Marvin A. Efficient control, monitoring and energy devices for vehicles such as watercraft
US20040229522A1 (en) * 2003-04-23 2004-11-18 Honda Motor Co., Ltd. Jet propulsion boat

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2634084A1 (fr) * 2012-02-29 2013-09-04 ABB Oy Agencement et procédé pour navire
WO2013127928A1 (fr) * 2012-02-29 2013-09-06 Abb Oy Agencement et procédé dans un navire
EP2695806A3 (fr) * 2012-08-07 2017-06-14 ThyssenKrupp Marine Systems GmbH Procédé d'accélération silencieuse d'un véhicule aquatique entraîné par une hélice
US9545987B1 (en) 2014-05-02 2017-01-17 Brunswick Corporation Traction control systems and methods for marine vessels
US10953968B2 (en) 2016-06-28 2021-03-23 Abb Schweiz Ag Control of propeller shaft movement
JP2018192838A (ja) * 2017-05-12 2018-12-06 国立大学法人東京海洋大学 プロペラ負荷状態推定装置、プロペラ負荷状態推定方法、およびプロペラ負荷状態推定プログラム
US11959833B2 (en) * 2019-01-24 2024-04-16 Square Robot, Inc. Systems, methods and apparatus for in-service tank inspections
US11933692B2 (en) 2019-01-24 2024-03-19 Square Robot, Inc. Systems, methods and apparatus for in-service tank inspections
US12007308B2 (en) 2019-01-24 2024-06-11 Square Robot, Inc. Systems, methods and apparatus for in-service tank inspections
WO2023041421A1 (fr) 2021-09-16 2023-03-23 Thyssenkrupp Marine Systems Gmbh Prévention de cavitation, indépendamment de la position, au niveau d'une hélice
DE102021210294A1 (de) 2021-09-16 2023-03-16 Thyssenkrupp Ag Lageunabhängiges Vermeiden von Kavitation an einem Propeller
SE2350394A1 (en) * 2023-04-04 2024-10-05 Volvo Penta Corp Vessel motion control based on propeller slip
WO2024208476A1 (fr) 2023-04-04 2024-10-10 Volvo Penta Corporation Commande de mouvement de navire basée sur un glissement d'hélice

Also Published As

Publication number Publication date
FI20070498L (fi) 2008-12-22
FI124160B (fi) 2014-04-15
FI20070498A0 (fi) 2007-06-21

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