CN111765007A - Oil-saving control method and system for variable-pitch propeller - Google Patents
Oil-saving control method and system for variable-pitch propeller Download PDFInfo
- Publication number
- CN111765007A CN111765007A CN202010569481.3A CN202010569481A CN111765007A CN 111765007 A CN111765007 A CN 111765007A CN 202010569481 A CN202010569481 A CN 202010569481A CN 111765007 A CN111765007 A CN 111765007A
- Authority
- CN
- China
- Prior art keywords
- pitch
- engine
- propeller
- map
- variable
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 38
- 239000000446 fuel Substances 0.000 claims abstract description 57
- 238000004891 communication Methods 0.000 claims abstract description 17
- 239000011295 pitch Substances 0.000 claims description 151
- 238000010586 diagram Methods 0.000 claims description 12
- 238000012360 testing method Methods 0.000 claims description 9
- 230000005540 biological transmission Effects 0.000 claims description 3
- 238000012545 processing Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 239000000306 component Substances 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- 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
- B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses a fuel-saving control method and a fuel-saving control system for a variable-pitch propeller, wherein the method comprises the steps of searching a pre-calibrated CUR graph based on the actual rotating speed of a current engine to obtain the corresponding minimum fuel consumption rate when the engine runs in a constant rotating speed control mode; searching a first MAP (MAP) calibrated in advance based on the current actual engine speed and the obtained minimum fuel consumption rate to obtain corresponding engine torque; and searching a second MAP which is calibrated in advance based on the current actual engine speed and the obtained engine torque to obtain the target pitch. The system includes an engine ECU operable to perform the method described above, a propeller controller in communication with the engine ECU and operable to control the variable pitch propeller, and a speed sensor. The method and the system of the invention introduce the running parameters of the engine, realize the cooperative control of the propeller of the ship, give full play to the advantages of the variable-pitch propeller and achieve the aim of accurately saving oil.
Description
Technical Field
The invention belongs to the technical field of ship propulsion control, and particularly relates to a fuel-saving control method and a fuel-saving control system for a variable-pitch propeller.
Background
A propulsion device of a ship generates a propulsion force for sailing. The current propulsion devices comprise a core component, namely a variable pitch propeller; the variable pitch propeller is also called a variable pitch propeller, and can change the pitch (pitch) of a plurality of blades (blade) within a certain range during the running process of a ship.
At present, the following control modes are available for the variable pitch propeller in the market: 1. the engine speed and the variable propeller pitch are respectively controlled by a handle; 2. the combined control mode is as follows: the rotating speed and the pitch of the engine are controlled according to a preset invariable program, and the rotating speed and the pitch of the variable pitch propeller are simultaneously controlled by a single controller (a control rod); 3. the constant speed control mode comprises the following steps: keeping the rotating speed of the engine constant, and adjusting the navigational speed by changing the pitch of the variable pitch propeller. The independent control mode requires drivers to have rich experience to complete accurate control; the combined control mode can only operate well under the expected working condition, and the change of the working condition can be counterproductive; the pitch control method does not consider the self-running characteristic parameters of the engine, the variable pitch propeller and the engine are not effectively combined to realize the cooperative control of the propeller of the ship, the operation is complex, the accurate fuel-saving control is difficult to achieve, and the advantages of the variable pitch propeller are not fully exerted.
In view of this, it is necessary to improve the prior art, and develop a fuel-saving control method and system that can combine a variable-pitch propeller with an engine to realize cooperative control of a propeller of a ship, so as to fully exert the advantages of the variable-pitch propeller and achieve the purpose of accurate fuel saving.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and the invention solves the first technical problem by providing the oil-saving control method of the variable-pitch propeller, which can combine a variable-pitch propeller with an engine to realize the cooperative control of the ship engine propeller, fully exert the advantages of the variable-pitch propeller and achieve the aim of accurately saving oil.
As the same inventive concept, the invention solves the second technical problem of providing the oil-saving control method of the variable-pitch propeller.
The technical scheme adopted by the invention for solving the first technical problem is as follows: a fuel-saving control method for a variable-pitch propeller, the fuel-saving control method comprising the steps of:
s1, when the engine runs in a constant rotating speed control mode, searching a pre-calibrated CUR graph based on the actual rotating speed of the current engine to obtain the corresponding minimum fuel consumption rate;
s2, searching a first MAP (MAP) calibrated in advance based on the current actual engine speed and the obtained minimum fuel consumption rate, and obtaining corresponding engine torque;
s3, searching a second MAP MAP calibrated in advance based on the current actual rotating speed of the engine and the obtained torque of the engine, and obtaining the target pitch of the variable pitch propeller.
Further, the fuel-saving control method further includes:
and S0, storing the CUR MAP, the first MAP MAP and the second MAP MAP which are calibrated in advance.
Further, the fuel-saving control method further includes:
s4, adjusting the actual pitch of the variable pitch propeller to be equal to the target pitch.
Further, step S4 specifically includes:
s41, the engine ECU transmits the obtained target pitch to a propeller controller;
and S42, the propeller controller acquires the current actual pitch of the variable-pitch propeller and performs PID adjustment based on the target pitch to enable the actual pitch to be equal to the target pitch.
Further, the calibration method of the CUR diagram comprises:
and calibrating the corresponding minimum fuel consumption rate under different engine rotating speeds through a bench test, and drawing the minimum fuel consumption rate into the CUR graph.
Further, the calibration method of the first MAP includes:
and calibrating corresponding engine torques under different engine rotating speeds and different fuel consumption rates through a bench test, and drawing the engine torques into the first MAP.
Further, the calibration method of the second MAP includes:
and calibrating corresponding screw pitches under different engine rotating speeds and different torques through a bench test, and drawing the screw pitches into the second MAP.
The technical scheme adopted by the invention for solving the second technical problem is as follows: the fuel-saving control system of the variable-pitch propeller comprises an engine ECU, a propeller controller and a rotating speed sensor, wherein the propeller controller is in communication connection with the engine ECU, the rotating speed sensor is arranged on an engine crankshaft and is electrically connected with the engine ECU, and the propeller controller is used for controlling the pitch of the variable-pitch propeller; the engine ECU includes:
an information acquisition unit for acquiring a rotation speed of an engine operating in a constant rotation speed control mode;
the storage unit is used for storing a pre-calibrated CUR diagram, a first MAP diagram and a second MAP diagram;
the minimum fuel consumption rate determining unit is used for searching the CUR graph according to the current rotating speed of the engine so as to obtain the corresponding minimum fuel consumption rate at the current rotating speed;
the torque determining unit is used for searching the first MAP according to the current rotating speed of the engine and the corresponding minimum fuel consumption rate so as to obtain corresponding torque;
the pitch determining unit is used for searching a second MAP according to the current rotating speed of the engine and the corresponding torque so as to obtain the target pitch of the variable-pitch propeller;
a first communication unit for communicating the obtained target pitch to the propeller controller.
Further, the propeller controller includes:
the second communication unit is used for carrying out data transmission in communication connection with the first communication unit;
the pitch signal acquisition unit is used for acquiring the current actual pitch of the variable pitch propeller;
and the PID adjusting unit is used for adjusting the actual pitch of the variable pitch propeller to be equal to the target pitch according to the current actual pitch and the target pitch.
Further, the fuel efficient control system further comprises a pitch feedback sensor arranged on the variable pitch propeller and used for feeding back the current pitch to the propeller controller.
Due to the adoption of the technical scheme, the beneficial effects are as follows:
the invention relates to a fuel-saving control method and a fuel-saving control system for a variable-pitch propeller; when the engine runs in a constant rotating speed control mode, searching a pre-calibrated CUR graph based on the current actual rotating speed of the engine to obtain the corresponding minimum fuel consumption rate; searching a first MAP (MAP) calibrated in advance based on the current actual engine speed and the obtained minimum fuel consumption rate, and obtaining corresponding engine torque; and finally, searching a second MAP (MAP) MAP calibrated in advance based on the current actual rotating speed of the engine and the obtained engine torque, obtaining the target pitch of the variable pitch propeller, and adjusting the pitch of the variable pitch propeller to change the navigational speed. The system comprises an engine ECU which can execute the method, a propeller controller which is connected with the engine ECU in a communication mode and is used for controlling the pitch of the variable-pitch propeller, and a rotating speed sensor which is arranged on a crankshaft of the engine and is electrically connected with the engine ECU.
The method and the system of the invention introduce the operation parameters (torque, rotating speed and minimum fuel consumption rate) of the engine, combine the inherent characteristics of the variable pitch propeller with the operation characteristics of the engine to realize the cooperative control of the propeller of the ship, give full play to the advantages of the variable pitch propeller, achieve the purpose of accurate fuel saving, and can weaken high fuel consumption caused by unreasonable matching; and fully automated control can reduce the requirements on the driver.
Drawings
FIG. 1 is a flow chart of a method for fuel efficient control of a variable pitch propeller of the present invention;
FIG. 2 is a schematic representation of an engine's universal characteristic;
FIG. 3 is a schematic representation of the inherent characteristics of a variable pitch propeller;
FIG. 4 is a functional block diagram of the variable pitch propeller fuel saving control system of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It is to be understood that the embodiments of the present invention are merely for convenience of description and are not to be construed as limiting the present invention.
The first embodiment is as follows:
as shown in fig. 1, the present embodiment discloses a fuel saving control method for a variable pitch propeller, comprising the following steps:
and S0, storing the pre-calibrated CUR MAP, the first MAP MAP and the second MAP MAP. Wherein, the CUR graph is a corresponding relation graph of the rotating speed and the minimum fuel consumption rate; the first MAP is a MAP of rotational speed-specific fuel consumption versus torque; the second MAP is a speed-torque versus pitch MAP.
And S1, when the engine runs in the constant rotating speed control mode, searching a pre-calibrated CUR graph based on the current actual rotating speed of the engine, and obtaining the corresponding minimum fuel consumption rate.
The fuel consumption rate refers to the fuel consumption of an engine working for one hour with one kilowatt, and the unit is g/(kw.h).
The constant rotating speed control mode is a common engine operation control mode at present, and in addition, a constant power control mode is also provided; both of these modes are well known to those skilled in the art and will not be described herein.
S2, searching a first MAP which is calibrated in advance based on the current actual engine speed and the obtained minimum fuel consumption rate, and obtaining the corresponding engine torque.
And S3, searching a second MAP MAP calibrated in advance based on the current actual engine speed and the obtained engine torque, and obtaining the target pitch of the variable-pitch propeller.
S4, adjusting the actual pitch of the variable pitch propeller to be equal to the target pitch obtained.
In this embodiment, step S4 specifically includes:
s41, the engine ECU transmits the obtained target pitch to the propeller controller;
and S42, the propeller controller acquires the actual pitch of the current variable-pitch propeller and performs PID adjustment based on the target pitch to enable the actual pitch to be equal to the target pitch.
The calibration method of the CUR diagram comprises the following steps: and calibrating the corresponding minimum fuel consumption rate under different engine rotating speeds through a bench test, and drawing a CUR graph.
The calibration method of the first MAP comprises the following steps: and calibrating corresponding engine torques under different engine rotating speeds and different fuel consumption rates through a bench test, and drawing the engine torques into the first MAP.
The calibration method of the second MAP comprises the following steps: and calibrating corresponding screw pitches under different engine rotating speeds and different torques through a bench test, and drawing the screw pitches into the second MAP.
To facilitate an understanding of the present application, the following schematic description is provided;
the diesel engine is matched with a ship and then moves along a propulsion characteristic curve, and corresponding propulsion characteristic curves of different variable-pitch propellers are different, so that under a certain working condition, a proper pitch can be always found to enable the propulsion characteristic curve of the diesel engine to be closest to an oil-saving area. When the diesel engine operates in the constant rotation speed control mode, referring to fig. 2 (including a fuel consumption rate curve, an equal power curve and a propulsion curve), the fuel saving point (minimum fuel consumption rate) is the tangent point (a tangent point corresponding to 1450r/min and b tangent point corresponding to 1100 r/min) of the rotation speed and fuel consumption rate curve. The above description illustrates that a rotational speed always corresponds to a minimum specific fuel consumption (ignoring torque for the moment); a uniquely determined torque can also be found from the rotational speed and the corresponding minimum specific fuel consumption; the CUR MAP and the first MAP can therefore be calibrated experimentally.
At the same time, the variable-pitch propeller also has a fixed characteristic, and when the rotation speed and the torque are determined, the uniquely determined pitch can be found, see fig. 3, so that the second MAP can be calibrated through experiments.
Fig. 2 and 3 verify that the CUR MAP, first MAP and second MAP are fixed and calibrated into the data for the same engine and variable pitch propeller configuration.
Example two:
as shown in fig. 4, the present embodiment discloses a fuel saving control system for a variable pitch propeller, which includes an engine ECU, a propeller controller in communication connection with the engine ECU, and a rotation speed sensor disposed on a crankshaft of the engine and electrically connected to the engine ECU, wherein the propeller controller is used for controlling the pitch of the variable pitch propeller; the variable pitch propeller is provided with a pitch feedback sensor (or an angle sensor) for feeding back the current pitch to the propeller controller.
Wherein the engine ECU includes:
and the information acquisition unit is used for acquiring the rotating speed of the engine running in the constant rotating speed control mode.
And the storage unit is used for storing the pre-calibrated CUR diagram, the first MAP diagram and the second MAP diagram.
And the minimum fuel consumption rate determining unit is used for searching the CUR graph according to the current rotating speed of the engine so as to obtain the corresponding minimum fuel consumption rate at the current rotating speed.
And the torque determining unit is used for searching the first MAP according to the current rotating speed of the engine and the corresponding minimum fuel consumption rate so as to obtain the corresponding torque.
And the pitch determining unit is used for searching the second MAP according to the current rotating speed of the engine and the corresponding torque so as to obtain the target pitch of the variable-pitch propeller.
A first communication unit for communicating the obtained target pitch to the propeller controller.
Wherein, the propeller controller includes:
and the second communication unit is used for carrying out data transmission in communication connection with the first communication unit.
And the pitch signal acquisition unit is used for acquiring the current actual pitch of the variable pitch propeller.
And the PID adjusting unit is used for adjusting the actual pitch of the variable pitch propeller to be equal to the target pitch according to the current actual pitch and the target pitch. The principles of PID regulation are well known to those skilled in the art and will not be described in detail herein.
The information acquisition unit, the storage unit, the minimum fuel consumption rate determination unit, the torque determination unit and the pitch determination unit can be directly integrated in the engine ECU through writing a software module, or can be an independent processing chip integrating a target pitch acquisition step, and the processing chip and the engine ECU can exchange data. The pitch signal acquisition unit and the PID regulation unit can be directly integrated in the propeller controller through a writing software module, or can be an independent processing chip integrating the pitch control step, and the processing chip and the propeller controller can exchange data.
For a specific work project, reference may be made to the contents of the foregoing calculation method, which are not described herein again.
The methods described in the embodiments disclosed herein may be implemented directly in hardware, as software modules (program modules) executed by an engine ECU, or as a combination of the two. To clearly illustrate this interchangeability of hardware and software, various illustrative components and steps have been described above generally in terms of their functionality, which may be implemented in hardware or software, depending on the particular application and design constraints imposed on the solution.
In conclusion, the invention introduces the operation parameters (torque, rotating speed and minimum fuel consumption rate) of the engine, combines the inherent characteristics of the variable pitch propeller with the operation characteristics of the engine to realize the cooperative control of the ship engine propeller, fully exerts the advantages of the variable pitch propeller, achieves the aim of accurate fuel saving, and can weaken high fuel consumption caused by unreasonable matching; and fully automated control can reduce the requirements on the driver.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. A fuel-saving control method for a variable-pitch propeller is characterized by comprising the following steps:
s1, when the engine runs in a constant rotating speed control mode, searching a pre-calibrated CUR graph based on the actual rotating speed of the current engine to obtain the corresponding minimum fuel consumption rate;
s2, searching a first MAP (MAP) calibrated in advance based on the current actual engine speed and the obtained minimum fuel consumption rate, and obtaining corresponding engine torque;
s3, searching a second MAP MAP calibrated in advance based on the current actual rotating speed of the engine and the obtained torque of the engine, and obtaining the target pitch of the variable pitch propeller.
2. The fuel saving control method of a variable pitch propeller as set forth in claim 1, further comprising:
and S0, storing the CUR MAP, the first MAP MAP and the second MAP MAP which are calibrated in advance.
3. The fuel saving control method of a variable pitch propeller as set forth in claim 1, further comprising:
s4, adjusting the actual pitch of the variable pitch propeller to be equal to the target pitch.
4. The fuel saving control method for a variable pitch propeller as set forth in claim 3, wherein the step S4 specifically includes:
s41, the engine ECU transmits the obtained target pitch to a propeller controller;
and S42, the propeller controller acquires the current actual pitch of the variable-pitch propeller and performs PID adjustment based on the target pitch to enable the actual pitch to be equal to the target pitch.
5. The fuel-efficient control method for a variable-pitch propeller of claim 1, wherein the calibration method for the CUR map includes:
and calibrating the corresponding minimum fuel consumption rate under different engine rotating speeds through a bench test, and drawing the minimum fuel consumption rate into the CUR graph.
6. The fuel saving control method of a variable pitch propeller as set forth in claim 1, wherein the calibration method of the first MAP includes:
and calibrating corresponding engine torques under different engine rotating speeds and different fuel consumption rates through a bench test, and drawing the engine torques into the first MAP.
7. The fuel saving control method of a variable pitch propeller as set forth in claim 1, wherein the calibration method of the second MAP includes:
and calibrating corresponding screw pitches under different engine rotating speeds and different torques through a bench test, and drawing the screw pitches into the second MAP.
8. The fuel-saving control system of the variable-pitch propeller comprises an engine ECU, a propeller controller and a rotating speed sensor, wherein the propeller controller is in communication connection with the engine ECU, the rotating speed sensor is arranged on an engine crankshaft and is electrically connected with the engine ECU, and the propeller controller is used for controlling the pitch of the variable-pitch propeller; characterized in that the engine ECU includes:
an information acquisition unit for acquiring a rotation speed of an engine operating in a constant rotation speed control mode;
the storage unit is used for storing a pre-calibrated CUR diagram, a first MAP diagram and a second MAP diagram;
the minimum fuel consumption rate determining unit is used for searching the CUR graph according to the current rotating speed of the engine so as to obtain the corresponding minimum fuel consumption rate at the current rotating speed;
the torque determining unit is used for searching the first MAP according to the current rotating speed of the engine and the corresponding minimum fuel consumption rate so as to obtain corresponding torque;
the pitch determining unit is used for searching a second MAP according to the current rotating speed of the engine and the corresponding torque so as to obtain the target pitch of the variable-pitch propeller;
a first communication unit for communicating the obtained target pitch to the propeller controller.
9. The variable pitch propeller fuel saving control system of claim 8, wherein said propeller controller comprises:
the second communication unit is used for carrying out data transmission in communication connection with the first communication unit;
the pitch signal acquisition unit is used for acquiring the current actual pitch of the variable pitch propeller;
and the PID adjusting unit is used for adjusting the actual pitch of the variable pitch propeller to be equal to the target pitch according to the current actual pitch and the target pitch.
10. The fuel efficient control system for a variable pitch propeller of claim 9, further comprising a pitch feedback sensor disposed on said variable pitch propeller for feeding back a current pitch to said propeller controller.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010569481.3A CN111765007A (en) | 2020-06-20 | 2020-06-20 | Oil-saving control method and system for variable-pitch propeller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010569481.3A CN111765007A (en) | 2020-06-20 | 2020-06-20 | Oil-saving control method and system for variable-pitch propeller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111765007A true CN111765007A (en) | 2020-10-13 |
Family
ID=72721380
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010569481.3A Pending CN111765007A (en) | 2020-06-20 | 2020-06-20 | Oil-saving control method and system for variable-pitch propeller |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111765007A (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4436482A (en) * | 1980-09-19 | 1984-03-13 | Nippon Kokan Kabushiki Kaisha | Constant ship speed control method |
| JP2013006531A (en) * | 2011-06-24 | 2013-01-10 | National Maritime Research Institute | Method and device for controling variable pitch propeller, and ship with variable pitch propeller control device mounted thereon |
| CN108290625A (en) * | 2015-04-20 | 2018-07-17 | 利恩海洋瑞典股份公司 | Method for the fuel consumption for controlling ship |
| CN108349580A (en) * | 2015-11-17 | 2018-07-31 | 曼柴油机和涡轮机欧洲股份公司 | Method and marine propuision system for operating ship propulsion system |
-
2020
- 2020-06-20 CN CN202010569481.3A patent/CN111765007A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4436482A (en) * | 1980-09-19 | 1984-03-13 | Nippon Kokan Kabushiki Kaisha | Constant ship speed control method |
| JP2013006531A (en) * | 2011-06-24 | 2013-01-10 | National Maritime Research Institute | Method and device for controling variable pitch propeller, and ship with variable pitch propeller control device mounted thereon |
| CN108290625A (en) * | 2015-04-20 | 2018-07-17 | 利恩海洋瑞典股份公司 | Method for the fuel consumption for controlling ship |
| CN108349580A (en) * | 2015-11-17 | 2018-07-31 | 曼柴油机和涡轮机欧洲股份公司 | Method and marine propuision system for operating ship propulsion system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| RU2142567C1 (en) | Automatic engine speed governing system and method (options) | |
| US8428799B2 (en) | Automated fuel economy optimization for marine vessel applications | |
| US5785562A (en) | Method for trimming of a boat propeller drive and drive unit with means for performing the method | |
| US8214096B2 (en) | Apparatus and method for controlling an accelerator for electric vehicles | |
| CN103645734B (en) | A kind of robotization course control system of helmless oceangoing ship and method | |
| CN110182069A (en) | A kind of range extender of electric vehicle generated output closed loop control method | |
| CN101342937A (en) | Propulsion system and navigation control method for ship | |
| CN103546084A (en) | System and method for calibrating offset of motor resolver | |
| CN109291989A (en) | A kind of electric steering wheel and automatic Pilot method for agricultural machinery | |
| US20170043853A1 (en) | Marine engine propelling apparatuses | |
| CN105736156B (en) | Unmanned helicopter engine determines method for controlling number of revolution and control system | |
| CN105897110A (en) | Proportional integral (PI) parameter setting method for high-performance controller of permanent-magnet synchronous motor | |
| CN107922041B (en) | Motor control method and control device | |
| CN108494303A (en) | A kind of the voltage stabilizing control method and system of vehicle-mounted permanent magnet generator unit | |
| KR20200085926A (en) | Method for operating a ship propulsion system and ship propulsion system | |
| CN104443372A (en) | Variable-pitch and multi-rotor aircraft adopting multi-engine oil drive | |
| CN113849987B (en) | Performance test method and device of piston engine, electronic equipment and medium | |
| CN111765007A (en) | Oil-saving control method and system for variable-pitch propeller | |
| CN210000546U (en) | double-motor propeller system control device | |
| CN101554882B (en) | Mixed and closed-loop EPS control system | |
| CN107676186A (en) | A kind of engine torque control method | |
| CN110608103B (en) | Engine control system and control method matched with double-engine single-propeller engine | |
| CN114352417B (en) | Marine engine control method and system | |
| CN113306728A (en) | Electronic speed regulator control method and system | |
| CN113247227A (en) | Rudder control device and ship |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20201013 |
|
| RJ01 | Rejection of invention patent application after publication |