EP0089960B1 - A method of controlling the propulsion machinery in a ship having a variable-pitch propeller - Google Patents

A method of controlling the propulsion machinery in a ship having a variable-pitch propeller Download PDF

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Publication number
EP0089960B1
EP0089960B1 EP82901550A EP82901550A EP0089960B1 EP 0089960 B1 EP0089960 B1 EP 0089960B1 EP 82901550 A EP82901550 A EP 82901550A EP 82901550 A EP82901550 A EP 82901550A EP 0089960 B1 EP0089960 B1 EP 0089960B1
Authority
EP
European Patent Office
Prior art keywords
revolutions
speed
fuel consumption
pitch
ship
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.)
Expired
Application number
EP82901550A
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German (de)
English (en)
French (fr)
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EP0089960A1 (en
Inventor
Lars Christer Herman Nilsson
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Individual
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Individual
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Publication date
Application filed by Individual filed Critical Individual
Priority to AT82901550T priority Critical patent/ATE28160T1/de
Publication of EP0089960A1 publication Critical patent/EP0089960A1/en
Application granted granted Critical
Publication of EP0089960B1 publication Critical patent/EP0089960B1/en
Expired 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
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/10—Propeller-blade pitch changing characterised by having pitch control conjoint with propulsion plant control

Definitions

  • the present invention relates to a method of controlling the propulsion machinery in a ship having a variable-pitch propeller, the method being carried out by using detectors for the ship's speed, fuel consumption and number of revolutions, a control equipment and operating means for separately controlling the propeller pitch and the number of revolutions.
  • the relation between the number of revolutions and the pitch usually is determined by a so-called combinator, i.e. a device by which the number of revolutions and the pitch are simultaneously actuated by means of a single operating lever. This means that the relation between the number of revolutions and the pitch has been established for each position of the operating lever already upon construction, and thus the fuel consumption cannot be optimised.
  • DE-A-1,531,750 discloses a method of optimising at different operating conditions a relation between the number of revolutions and the pitch that is preset by a combinator. This optimisation occurs under the condition that the thrust of the propeller be constant, which means that the speed may be varied during optimisation. It is therefore difficult to establish whether an optimisation has occurred.
  • the control method disclosed in said European patent application thus comprises deriving a desired horsepower corresponding to a desired speed of a ship in accordance with an actual horsepower, a detected ship speed value and a preset ship speed value; deriving a desired number of revolutions of a main engine of said ship in accordance with an engine loading function for minimum fuel consumption derived from a predetermined engine loading function for optimum propeller efficiency and a predetermined desired load characteristic function and said desired horsepower and controlling the number of revolutions of said main engine; deriving a desired fuel rack position in accordance with said desired number of revolutions and said desired horsepower; and comparing said desired fuel rack position with an actual fuel rack position and thereby controlling a propeller blade angle of said ship.
  • the present invention is directed to a method for maintaining a constant desired fuel consumption value per unit of length for the distance sailed, by controlling the propulsion machinery of a ship having an adjustable propeller. This method is carried out by using detectors for the ship's speed, fuel consumption and number of revolutions, a control equipment and operating means for separately controlling the propeller pitch and the number of revolutions.
  • the control operation comprises changing the number of revolutions and the pitch by means of the control equipment and the operating means while maintaining the speed within a predetermined interval until there is obtained a combination of the number of revolutions and the pitch which gives a minimum of fuel consumption in the propulsion machinery of the ship, by measuring the speed after each change of the number of revolutions and the pitch for checking, by means of the control equipment, that the speed still lies within said interval and by measuring the fuel consumption after each such change and comparing it, by means of the control equipment, with the immediately preceding measurement of the fuel consumption, if the speed after said change was within said interval.
  • This control in accordance with the first part of claim 1 is essentially known from a thesis paper having the title "Minimising fuel consumption for marine machinery with a diesel engine and variable propeller".
  • the present invention has for its object to solve this problem, while at the same time keeping the fuel consumption constant at a desired level based on the distance sailed.
  • Fig. 1 is a flow chart showing an embodiment of a speed control comprised by the method according to this invention.
  • Fig. 2 is a flow chart showing how the efficiency according to the invention is made as high as possible at a previously set speed.
  • Fig. 3 shows how the method illustrated in Figs. 1 and 2 is utilised in order to attain a substantially constant fuel consumption for the distance sailed.
  • Fig. 4 is a diagram showing the character of the relations between the number of revolutions, the power output, the speed and the propeller pitch.
  • Fig. 5 is a block diagram of a device for carrying the method illustrated in Figs. 1-3 into effect.
  • the method according to the invention requires for its execution detectors 1, 2 and 3 for the ship's speed, the fuel consumption and the number of revolutions.
  • detectors 1-3 may be of any suitable type, analog or digital, and are connected, via an interface unit 4, to a control equipment 5 which preferably contains a computer and supplies control signals to operating means 6 and 7 for controlling the propeller pitch and the number of revolutions of the propulsion machinery, respectively, and thus the number of revolutions of the propeller or propellers.
  • the control according to this invention is effected in two stages, the first of which is exemplified in Fig. 1. It implies that the ship's speed or velocity is made substantially to correspond to a predetermined desired value of the speed. More particularly, the first stage causes the actual speed of the ship to be adjusted to a desired speed interval Adjusting the ship's speed to the desired interval is initiated by sensing the actual speed of the ship. If this speed already lies within said interval, a direct change-over to the second stage of the method according to the invention is effected, which second stage has been designated optimization in Fig. 1. If, on the other hand, the actual speed lies outside the interval in question, a rough adjustment is first effected by utilizing empirical values recorded in a table.
  • the number of revolutions of the propulsion machinery is decreased/increased to a value X corresponding approximately to a desired speed value according to the said table, and the pitch of the propeller blades is alternatively increased or decreased.
  • the ship is then allowed to stabilize itself at its new speed, for example during 90 seconds, whereupon the ship's speed is measured during a measuring period of, for example 90 seconds. If the speed value now measured lies within the predetermined interval, a change-over to the second stage of the method occurs, whereas otherwise the number of revolutions is increased/decreased by a predetermined amount, for instance 15 r.p.m. for each deviation of 1 knot between the actual and the desired speed value.
  • This change in the number of revolutions is accompanied by respectively a decrease or an increase of the propeller pitch.
  • the measuring operation previously effected is then repeated, whereupon it is again checked whether the latest measured value lies within the predetermined interval.
  • the procedure is repeated until it does, unless the number of revolutions before then deviates by more than a predetermined amount, for instance 15 r.p.m., from the original roughly adjusted value, in which case an alarm is given.
  • the ship's speed is measured, and it is checked whether this speed lies within the above-mentioned interval. If the measured speed lies outside the interval, a return to the speed adjustment of the first stage takes place, whereas, if the speed lies within the interval in question, the flat A rav .
  • the speed is then measured with a delay of, for example 90 seconds, and it is checked whether the measured speed value lies within the above-memtioned speed interval. If this is not the case, a return to the first stage of the method, with reviewed speed adjustment, takes place.
  • the flag B rav . is given the value 0, and it is checked whether the last increase in speed and the decrease in pitch have caused an increase or a cutdown in fuel consumption. If a cutdown is established, the speed is again increased and the pitch is decreased, and measuring and checking whether the speed now measured lies within the speed interval in question, are repeated. If this is not the case, the latest change of the number of revolutions and the pitch is compensated for, whereupon the number of revolutions and the pitch are locked. If, on the other hand, the measured speed value lies within the speed interval in question, the fuel consumption is again checked.
  • the loop described above is repeated a number of times until either the measured speed value lies outside the speed interval in question or until an increase in fuel consumption is established, in which case the latest change of the number of revolutions of the propulsion machinery and the propeller pitch is eliminated by reducing the number of revolutions and increasing the pitch, whereupon these are locked.
  • Fig. 3 An embodiment of the method according to the present invention, by which this desideratum is realized, is shown in Fig. 3.
  • a suitable speed value according to the formula in which B is the fuel consumption per unit of length for the distance sailed.
  • the speed control illustrated in Fig. 1 is carried out on the basis of the calculated speed value.
  • the detectors 1, 2 and 3 for the ship's speed, fuel consumption and number of revolutions, respectively, may be of any suitable type.
  • the detector 3 for the number of revolutions preferably is an inductive detector and may comprise soft iron gears mounted around the periphery of the shaft, the revolutions of which are to be measured, and an inductive transducer which is so mounted that it detects the passage of the gears and, thus, the number of revolutions of the shaft.
  • revolution detectors are available from Verkon Electronics AB, Sweden.
  • the fuel consumption detector 2 may be a flow-meter of the type utilizing ultrasonic pulses. Such a flow-meter is available under the designation EMUF from Danfoss A/S, Denmark.
  • the operating means 6 and 7 may consist of electropneumatic transducers, for instance of the type 346 018 from Wabco Westinghouse.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Toys (AREA)
  • Liquid Developers In Electrophotography (AREA)
  • Beans For Foods Or Fodder (AREA)
EP82901550A 1981-05-07 1982-05-05 A method of controlling the propulsion machinery in a ship having a variable-pitch propeller Expired EP0089960B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82901550T ATE28160T1 (de) 1981-05-07 1982-05-05 Verfahren zum kontrollieren einer antriebsmaschine eines schiffes angetrieben durch eine schraube mit verstellbaren fluegeln.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE8102848 1981-05-07
SE8102848A SE428792B (sv) 1981-05-07 1981-05-07 Forfarande for reglering av framdrivningsmaskineriet i ett fartyg med stellbar propeller

Publications (2)

Publication Number Publication Date
EP0089960A1 EP0089960A1 (en) 1983-10-05
EP0089960B1 true EP0089960B1 (en) 1987-07-08

Family

ID=20343749

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82901550A Expired EP0089960B1 (en) 1981-05-07 1982-05-05 A method of controlling the propulsion machinery in a ship having a variable-pitch propeller

Country Status (7)

Country Link
EP (1) EP0089960B1 (no)
DE (1) DE3276696D1 (no)
DK (1) DK157071C (no)
FI (1) FI74246B (no)
NO (1) NO152968C (no)
SE (1) SE428792B (no)
WO (1) WO1982003831A1 (no)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4441604A1 (de) * 1994-11-23 1996-05-30 Stn Atlas Elektronik Gmbh Schiffspropulsionsanlage mit zwei gegenläufig rotierenden Propellern

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3938567C1 (no) * 1989-11-21 1991-04-11 Urs Wollerau Ch Morgenthaler
NO170722C (no) * 1990-10-12 1992-11-25 Oddvard Johnsen Fremgangsmaate og innretning for oppnaaelse av optimal utnyttelse av et fartoeys fremdriftsmaskineri
CA2921006C (en) * 2015-02-27 2017-07-18 Honda Motor Co., Ltd. Control apparatus for outboard motor
KR102521164B1 (ko) 2015-04-20 2023-04-12 린 마린 스웨덴 에이비 선박의 연료 소모를 제어하기 위한 방법
DE102015014857A1 (de) * 2015-11-17 2017-05-18 Man Diesel & Turbo Se Verfahren zum Betreiben eines Schiffsantriebssystems und Schiffsantriebssystem
DK179755B1 (da) * 2017-11-02 2019-05-08 Frugal Technologies Aps Fremgangsmåde til fremdriftskontrol ved hjælp af et fremdriftskontrolsystem samt anvendelse heraf

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1531730A1 (de) * 1967-11-25 1970-02-05 Arthur Kuppert Windturbinensegler
EP0048587A1 (en) * 1980-09-19 1982-03-31 Nippon Kokan Kabushiki Kaisha Constant ship speed control method and apparatus

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3069548A (en) * 1958-12-17 1962-12-18 Machlett Lab Inc Protective circuits for electron tubes
US3110348A (en) * 1959-12-04 1963-11-12 Escher Wyss Ag Control device for adjusting a variablepitch marine propeller
SE215146C1 (no) * 1963-12-11 1967-09-05
DE1531750A1 (de) * 1967-10-05 1970-02-12 Inst Schiffbau Rostock Anordnung zur Optimierung des Fahrbetriebes von mit Verstellpropellern angetriebenen Schiffen

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1531730A1 (de) * 1967-11-25 1970-02-05 Arthur Kuppert Windturbinensegler
EP0048587A1 (en) * 1980-09-19 1982-03-31 Nippon Kokan Kabushiki Kaisha Constant ship speed control method and apparatus

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Dissertation paper: "Minimising fuel consumption for marine machinery with a diesel engine and variable propeller," by G. Buttenschön, 1980, Sweden *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4441604A1 (de) * 1994-11-23 1996-05-30 Stn Atlas Elektronik Gmbh Schiffspropulsionsanlage mit zwei gegenläufig rotierenden Propellern

Also Published As

Publication number Publication date
DK5483D0 (da) 1983-01-07
DK157071B (da) 1989-11-06
EP0089960A1 (en) 1983-10-05
FI831965A0 (fi) 1983-06-01
FI74246B (fi) 1987-09-30
NO152968C (no) 1986-09-30
WO1982003831A1 (en) 1982-11-11
NO830013L (no) 1983-01-04
NO152968B (no) 1985-09-16
DK5483A (da) 1983-01-07
FI831965L (fi) 1983-06-01
DK157071C (da) 1990-04-16
SE428792B (sv) 1983-07-25
DE3276696D1 (en) 1987-08-13
SE8102848L (sv) 1982-11-08

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