EP1187760B1 - Propelling and driving system for boats - Google Patents

Abstract

A propelling and driving system for boats having an outboard rudder propeller. The system provides the boat with reliable and comparatively good maneuverability. The system comprises at least two rudder propellers, each having driving motors configured in the form of a permanent magnet-excited synchronous machine. The stator winding of each synchronous machine has three winding phases connected to a three-phase alternating current, which are connected to the supply system of the boat. A modular controlling and regulating device comprising standardized modules is provided for each of the rudder propellers.

Description

The invention relates to a drive and drive system for Ships according to the preamble of claim 1 or preamble of claim 2; Such a drive and Driving system is e.g. by the publication "Siemens Schottel Propulsor (SSP). The podded electric drive with permanent excited motor ", SIEMENS-SCHOTTEL, March 1997 (1997-03), XP000198528 known.

In such, in practice, even under the name SSP known drive technology is one rotatable marine propulsion, preferably in the area of Rear of a ship is arranged and at the same time the functions Drive, rudder and transverse thrust generation met. The SSP drive is also characterized by a low ship resistance in the most diverse hulls and needs no additional cooling, as this by the drive motor causes water flowing around in the propulsion module becomes. Moreover, the SSP drive with low user and Maintenance costs and offers the advantage of a special high fuel efficiency.

In the field of marine propulsion technology exists with regard to on the competitiveness of individual companies increasing need to reduce development times and to reduce the manufacturing costs. At the same time, but also drive systems requires the accidental failure of a component dominate, so after one in the drive system occurring error the maneuverability and controllability of a Ship as soon as possible.

Furthermore, it is common in shipbuilding that electrical and electromechanical components, such as motors, transformers, Switching, converter and recooling systems or control stations, individually from the respective manufacturers to the Shipyard to be delivered by the shipyard staff attached to appropriately prepared foundations in the ship and wired together and checked for their function to become. The disadvantage here is a considerable logistical and thus costly effort, in addition This increases that both the manufacture of the individual Components as well as the wiring and verification of the complete System of control of a classification society, for example American Bureau of Shipping (ABS), Bureau Veritas (BV), The Norske Veritas (DNV), Germanischer Lloyd (GL) or Lloyd's Register of Shipping (LRS).

The present invention is based on the object starting from the above-mentioned prior art, a drive and To create a driving system for ships with which a comparatively high safety with regard to a reliable Maneuverability of a ship on relative achieve cost-effective manner.

This object is according to a drive and driving system The preamble of claim 1 according to the invention solved by a modular assembly of standardized assemblies Control and regulating device for each of the Rudderpropeller is provided.

By such a configured drive and driving system will meet the increasing demands on reliability and safety of a ship to a high degree. This is primarily due to the presence at least two identical Rudderpropeller with autonomous Steuerund Due to a homogeneous control Redundancy of the drive system results. Upon occurrence an error event in a mechanical or electrical Component of a rudder propeller is thus at least a reserve drive available, which maneuverability of the ship.

Furthermore, the modular structure of the control and regulating device contributes from standardized assemblies to a relative inexpensive production.

To achieve the abovementioned object, in a drive and driving system according to the preamble of the claim 2 suggested that one of standardized assemblies modular control and regulation device for each the two subsystems is provided.

Even such a drive and driving system contributes to the random failure a component bill and can be due to the produce the above reasons economically from an economic point of view. The result of the only existing Rudderpropellers resulting partial redundancy of the drive system is achieved through the autonomous subsystems that provide for it wear that at a fault occurring at least one maintained limited driving of the ship remains.

It is particularly advantageous if both subsystems are parallel are operable, one of the control and regulating device the subsystems can be used as master and the other as slave is. Due to the parallel operation of the two subsystems results in an active redundancy of the drive system, while on the other by the master-slave arrangement the control and regulating a parent Control is ensured for both subsystems. On In this way it is possible that certain tasks, such as the speed control, exclusively by the master Control and taken over and for the are locked as slave used.

It is also advantageous if each subsystem has a programmable logic Safety device is assigned, the In addition to alarm signals automatic control and control signals generated. By such control and control signals can For example, the engine speed or the stator current immediately be reduced if a fault in one of Subsystems is detected.

According to a further feature of the invention, each power converter a phase current control on. This offers the advantage that the variable frequency current of the synchronous machine can be imprinted. According to another feature the invention is the phase current control as a transvector preceded by field-oriented regulation, to give the drive a high degree of dynamics. The task the transvector control consists of the Actual values of the stator voltage, stator currents and the pole wheel position the synchronous machine the position of the magnetic flux to determine, with the setpoint of the torque-forming Ständerstroms set perpendicular to the determined flow axis becomes.

In a further development of the invention is also proposed a monitoring device is provided by which the energy production and distribution in the electrical system against an overload can be protected by the drive motor. This ensures that the setpoint limits the speed when the power demanded by the given set point of the propeller the available electric power in Wiring of the ship exceeds. Moreover, it is possible to specify a changed setpoint in the event of faults in the vehicle electrical system to overload the power generator sets and thus to avoid a "black out" in the electrical system.

According to a further preferred embodiment of the invention are the individual components of the drive and drive system arranged in at least one prefabricated container. Under a container becomes an almost independent one Functional unit understood with interfaces to others Ship systems, such as the controller, is provided. This offers the possibility of independent of the drive system Construction site of the ship largely to cable and on his Function to check out. After shipping to the shipyard then it is only necessary to open the container to fix a prepared foundation of the ship and to connect with its power and control system. There a wiring of the individual components of the drive system is dispensable on the shipyard, is eliminated also the logistic registration of the individual components on the Shipyard, resulting in a simpler and more clear logistical Planning results. In addition, it can be based on this A flexible delivery and thus an optimal Reach the time of installation of the container. Due to a single foundation for the container instead of various foundations for the individual components is also a lesser and therefore less expensive manufacturing effort ensured.

To a prefabricated container with conventional container ships to be transported to the shipyard finally suggested that the dimensions of the container standardized.

According to a further advantageous proposal of the invention is a unit for position remote monitoring on the container arranged. This may preferably be a Act GPS unit. This will enable using GPS systems determine the exact location of a container. Thereby the way of the container from the loading over the Transportation to be checked to destination. It offer for example. the use of existing GPS systems, e.g. the IN-MAR-SAT system already used in the maritime sector. Due to the design can easily ensure that the appropriate containers are up get the right way to the right destination. Through this training the GPS units as removable Units on the container, for example, consisting of units from transmitter, power supply and the like, may upon arrival the container at the right place the unit to the container removed and used again.

Ship propulsion, especially Rudderpropellerantriebe produce in operation oscillations, which run through the whole Propagate the ship's hull and cause it to vibrate. While these vibrations in diesel engines primarily could be caused by the reciprocating pistons be suspected that in electric motors, as they especially in submarines, but also increasingly in surface vessels for Use enter, such vibrations no longer occur. But that is not the case, especially since a Ship propeller a fluctuating load on the drive Because of the propeller blades at Their rotational movement is partly due to the rear of the ship Move the existing skeg or ripple along on one other part of their rotational movement, however, of this can move largely freely. This fluctuating load moment is from the speed controller or this subordinate Current regulator retraced to the speed of the Propeller as accurate as possible at the preselected To keep the speed setpoint constant. This transfers with one of the multiplied by the number of blades of the propeller Shaft speed fluctuating torque on the drive motor and is anchored over its housing on its anchorage and transferred to the hull. This will be Parts of the ship's structure with the fundamental of this pulsating Torque excited to vibrate, and due Mechanical conditions is the resonance of the ship's hull not negligible at the frequency concerned. The resulting vibrations are not only annoying for the ship's crew, but they also bring a significant Load for the entire construction of the ship with themselves, and should therefore be avoided. The only known The measure for this is the weaknesses for such Calculate vibrations with the so-called finite element method and the critical areas thus determined by tons Use of steel reinforce. This method is on the one hand expensive, on the other hand reduces the permissible load weight of the ship, increases fuel consumption and can beyond that, at most, the material-destroying effects reduce the vibrations generated by the drive, but do not eliminate them causally.

Hydromechanically seen is the load on the ship propeller described with his Nachstromfeld. The variation of this Strain caused by the skeg present on the hull or Wellenbock is shown again in the inhomogeneity the Nachstromfeldes of the propeller, which itself again in a fluctuating rate of progress in circulation of the propeller blade. A speed control that the Speed of the ship propeller as accurate as possible in the Preselected speed setpoint constant, has the negative Effect that affects the inhomogeneity of the Nachstromfeldes full on the fluctuation in the rate of progress of the propeller maps. A variation in the rate of progress of Propeller reduces the cavitation safety of a propeller, because at the same time the working point of a propeller of his Approaching or exceeding the cavitation limit. Especially in the area of a ship's hull skeg or Shaft bocks, the working point of the propeller can limit the cavitation reach or exceed and thus a cavitation which then cause significant damage to the ship and especially on the propeller. A cavitation also leads to impermissible pressure fluctuations and noises, in particular the utility of passenger, research and military ships significantly reduced.

From the disadvantages of the described prior art results the problem initiating the invention, a possibility to create, as that of the variable speed drive a load with fluctuating torque, in particular of a ship propeller, caused vibrations of a Drive anchoring, in particular an entire hull including the inhomogeneous wake field of a Ship propellers, as far as possible reduced or even avoided can be.

To solve this problem, the invention provides in the context of Drive and driving system before that the control device for Vibration damping of a variable speed drive independent on the number of motors working on a shaft only provides a single speed controller, with the output signal the speed controller returned to the controller input is. Since the output signal of the speed controller approximately proportionally to that delivered by the drive Torque is, so it can when an activation of the same with a suitable phase to the actual speed value a certain insensitivity for torque fluctuations brought about become.

It is recommended that the torque-proportional fluctuations the controller output signal about 180 ° out of phase on Supply speed control input, so that on the one hand a negative and thus stable feedback and on the other hand that to compensate for the load-related fluctuations the speed required torque or about this proportional regulator output signal is reduced. This has the main consequence that the fluctuations of the drive torque can be significantly reduced, causing the Variations made via the anchorage to the hull of the torque and the over the ship propeller the Nachstromfeld emitted by the ship propeller pressure fluctuations can be lowered to uncritical values. A side effect here is that the speed of the propeller now not exactly constant, but certain Fluctuations, as evoked by the changing load be subject. However, this is for the of propulsion generated by the propeller least important, On the other hand, this can advantageously the moment of inertia of the rotor from the electric motor, the propeller and the wave can be used to damp these fluctuations. Due to the almost frictionless rotary bearing of the shaft The hull does not experience any of these speed variations Stimulation.

Hydromechanically, this effect has the essential Advantage that the speed of the propeller is no longer accurate remains constant but is subject to fluctuations which due to the changing loads on the propeller be caused; This is the result of the hydromechanical Coupling of the Nachstromfeldes with the progress rate resulting fluctuation range reduced. This reduction the fluctuation margin of the progress rate arises in that the fluctuation of the load on the propeller blade, which in the inhomogeneous Nachstromfeld of am Hull existing skegs or wavebocks, due to the above effect of the invention to a change in the speed that leads by their direction and size of their Cause counteracts and thus to a damping of Fluctuation of the rate of progress of the propeller blade leads, which in terms of cavitation most at risk is. The reaction of this propeller blade on the others Blades of the propeller due to the described effect is of little importance, because its working points significantly closer to the nominal working point of the propeller remain as the working point of that propeller blade, which is in the inhomogeneous Nachstromfeld of the hull existing skegs or Wellenbocks is located.

It is within the scope of the invention that the recycled Output signal of the speed controller multiplied by a factor becomes. Naturally, this feedback should not be too be chosen strongly because otherwise by the also fed back, approximately constant mean value of the drive torque a strong reduction of the speed setpoint occurred and thereby the speed controller itself in a realization of the same with PI characteristic no longer in the position would be, the drive shaft to the set speed setpoint to accelerate. On the other hand, both for the controller input signal as well as for the output of a predetermined Voltage range is available, for example. -10 V to +10 V, where the limits are each the maximum speed in forward and reverse drive correspond to or maximum motor torque, so is for the setting of a optimal level of feedback a multiplicative adjustment these two signal levels are essential.

In development of this inventive concept is provided the multiplication factor is between 0.01% and 3%, preferably between 0.1% and 2.0%, in particular between 0.15% and 1.5%. It is a natural very low feedback because - as mentioned above - already much of the changing load requested energy from the moment of inertia of the rotor received by the electric motor, the propeller and the drive shaft and can be returned to each of these. By here by the invention a certain degree of freedom for Speed variations is granted, so can the powertrain advantageous to use as energy storage, the similar to the backup capacitor with a power supply too a smoothing of the energy consumption from the electrical supply network the drive system contributes. Therefore, lead here a slight feedback on the remarkable result, that applied by the drive motor torque is smoothed to a large extent, without this resulting in a significant, permanent control deviation from the preselected setpoint would cause.

As part of the dimensioning of the degree of the invention Feedback has proved such an attitude, that at nominal load the static control deviation is approximately between 0.2% and 1.5%. In this case, despite the negative feedback the controller output signal the quality of the control, in particular the dynamics with changes in the speed setpoint, not impaired.

According to the invention, it is further provided that the static Control deviation compensated by a corrected setpoint becomes. Since the static control deviation in the inventive Control loop structure is calculable, so it can through a correction circuit are largely compensated.

A compensation method preferred by the invention is used the estimated mean load of the drive as Output size and tries by mathematical acquisition of the Distance parameter from this the expected, static control deviation to determine and by a corresponding, opposing Adjustment of the speed setpoint to compensate.

In propeller drives of ships, the route has at least Nutritionally known properties, in particular results the static, mean load moment according to a Characteristic curve from the static actual speed value. For propeller drives the drive torque increases approximately quadratically with the actual speed value. If the actual speed value should therefore correspond to a specific speed setpoint, so can from this characteristic approximately the torque determined which are approximately proportional in the static state to the controller output signal, so that also the Mean value of the feedback signal and thus the remaining one Control deviation determined. By doing so is added to the (ideal) set point, preferably additive, this results when the predicted control deviation occurs as speed actual value just the ideal Speed setpoint.

According to the concept of the invention, the speed controller have a PI characteristic. This results in stationary an extremely high stability of the stationary speed actual value, thanks largely to the predistortion according to the invention coincides with the ideal speed setpoint.

Although the inventive control in almost all drive shafts with approximately periodically fluctuating load moments can be used is a very important one and therefore preferred use the regulation of a electric propeller drive of over- or underwater ships, in particular in connection with the invention Drive and driving system, since here on the one hand by the Properties of the propeller a strong torque fluctuation and on the other hand that of a motor for regulation applied torque waves, especially in ships not in a fixed on a ground immovable Anchoring component can be initiated, but at best in the moving hull.

The output from the speed controller corresponding control devices of drive and driving systems is the setpoint of a Current controller of the converter or converter and may not Change faster than the electrical system of the drive device of the ship's propeller can follow dynamically. The dynamic Limits to load changes in the electrical system depend on the diesel generators the diesel generator plant off. Here are the Diesel engine and usually designed as a synchronous generator Generator of the diesel generator plant separated from each other consider.

When designing diesel engines for diesel generator systems of ships with regard to their load behavior, the Specifications of the International Association of Classification Societies (IACS). The three-tiered deposit there Load change diagram intervenes in today's highly charged Diesel engines already significantly in the dynamics of the drive and propulsion system for ship propellers, in particular Rudderpropeller, one. To make matters worse, that there these values especially in the upper performance range nowadays often not reached due to insufficient maintenance become. The possible dynamics in the power output therefore, according to experience, the diesel engine shaft if the ship is at sea for a longer period of time.

Another temporal gradient of the power output of diesel engines, not according to IACS or otherwise generally valid depends on the thermal capacity of the Diesel engines off. A uniform load change is allowed on one Operating warm diesel engine from 0% to 100% rated power or from 100% rated power to 0% only in one of the size of the respective diesel engine strongly dependent minimum time respectively. This temporal gradient may also be partial not be exceeded, because otherwise it too Damage to the diesel engine can occur. These explained above Minimum times can be between 10 seconds for small sizes and 60 seconds for large sizes.

Inverters with control reactive power, e.g. Current-source, Direct converter, DC converter for DC machines and the like, require a load-dependent reactive power. This reactive power is provided by the excitation of the synchronous generators delivered to the diesel generator plant. The temporal Gradient of load-dependent reactive power from the above mentioned converters with control reactive power is in drive equipment for ship propellers about 15 to 25 times faster than the excitement of the synchronous generators of the diesel generator plant can follow.

When driving the propellers the dynamic limits exceeded the diesel engines of the diesel generator system The frequency of the diesel generator plant varies powered electrical system in impermissible sizes. Also are Damage to the diesel engines can not be ruled out as the Speed control of the diesel generator system regardless of the dynamic limits the frequency of the electrical system in one must hold the permitted range. If the dynamic limits exceeded the synchronous generators of the diesel generator system be, the voltage of the electrical system fluctuates in impermissible Sizes.

Therefore, so far has been at the multi-stage or steady change the ramp-up times from the speed setpoint and / or the current setpoint experimented with on test drives, until the propulsion device of the ship propeller in from the diesel generator plant electrical system powered by electrical system could be operated satisfactorily. This was It is often only possible to optimize certain operating points. A firm connection between the adjustment possibilities in the regulation of the electric propeller motor and its dynamic Effects on the diesel generator system in the electrical system was not available. The temporal course of discharge of the Diesel generator plant was in the regulation of the drive device of the ship's propeller rarely considered or adjustable.

The invention is therefore also the object of the further develop the drive and driving system mentioned at the outset, that the electric propeller motor accelerates, delayed or electrically braked without it while in the electrical system or in the area of the diesel generator system to come from fast load changes resulting problems can.

This object is achieved by an adaptive Ramp function generator solved by means of which the time adjustment of Current setpoint of a current controller of the converter or converter to the present at the speed controller target speed corresponding Current setpoint taking into account by the electrical system and / or the electrical system with electrical energy feeding diesel generator plant preset limits is controllable.

In the context of the present application is used as a drive motor for a synchronous generator representative of combustion engines a diesel engine specified. It can, however, too to deal with such internal combustion engines that run on diesel, marine diesel, Heavy oil etc. are operated, with steam or Gas turbines are conceivable as drive motors. At a Steam or gas turbine drive motor have the load change diagrams after IACS no validity, and the temporal Gradient of the power output is in another area, which has the consequence that for the up and down time of the Adaptive ramp function generator for the current setpoint of the current controller other than the times mentioned above apply.

When a ramp-up and ramp-down time of the adaptive ramp function generator proportional to the current setpoint of the current controller with the amount of the actual speed of the electric propeller motor is changeable, it ensures that the Ramp-up and ramp-down time of the ramp-function generator for the current setpoint after the permissible temporal loading and unloading of the the electrical system with electric energy feeding diesel engines the diesel generator system. This will achieve that of one of the drive means of the Ship propeller associated active power absorbed one of the speed of the electric propeller motor has independent up and down time.

Preferably, in a lower speed range of the electric Propeller engine or the ship's propeller for the Ramp-up and ramp-down time of the adaptive ramp function generator for the current setpoint of the current controller a minimum high and a minimum return time specified by the permissible temporal change of the reactive power output of synchronous generators the diesel generator system feeding the vehicle electrical system are dependent.

When the ramp-up and ramp-down times of the adaptive ramp function generator for the current setpoint of the current controller inversely proportional to the number of the electrical system with electrical energy Diesel generator system feeding diesel generators changeable It is achieved that by a diesel generator The diesel generator system recorded active power from the Operation of the drive device of the ship propeller assigned Inverter has independent Ramp and Rewind time.

In an expedient embodiment of the invention Propulsion device for ship propellers is the high and the return time of the adaptive ramp function generator for the current setpoint of the current controller depending on the operating state the diesel power system feeding the vehicle electrical system with electrical energy changeable, with different diesel generators the diesel generator plant in different Operating conditions can be located.

When the output speed corresponding to the target speed of the Speed controller both directly into the current regulator of Um- Power converter of electric propeller motor as well as in the adaptive ramp generator can be entered, its output value via a positive offset level into an upper current value limiting unit of the speed controller and a negative Offset level into a lower current value limiting unit of the Speed controller is entered is achieved that the speed controller in the regulated state to the current regulator lead to be passed current setpoint free of limitations can. Otherwise would result in the electric propeller engine considerable Beats that occur in the ship as a mechanical Vibrations or structure-borne sound sources would affect, in particular there would be a risk that the ship's propeller would enter Cavitation comes, which in turn leads to damage to the ship propeller and could lead on the ship. In the case described above The procedure is the output of the adaptive ramp function generator the permissible dynamics described and explained above of the diesel generators. To create the required Freedom of speed control serve the positive and the negative offset level of the adaptive ramp function generator as well the upper and lower current value limiting units of the Speed controller. This makes it possible for the speed controller to the current regulator of the converter or converter to be forwarded current setpoint via a "movable window" within which is the speed controller in terms of the control of the speed is free.

Within this moving window, the speed controller operates with its full dynamics. It comes in the electrical system to voltage fluctuations, since the excitation of the synchronous generators the diesel generator plant the current setpoint in time can not follow anymore. The on-board reactive current from the Inverter or power converter of the drive device of Ship propeller generates these voltage fluctuations over the reactance of the generator. The size of the offset of the positive Offset level and the negative offset level and thus the Variation width or the size of the movable window is adjusted so that a resulting on-board network side Reactive current on the reactance of a synchronous generator of Diesel generator plant generates a voltage drop within the permissible voltage tolerance of the vehicle electrical system lies. As a result, no disturbances occur because fast Voltage fluctuations within the permissible voltage tolerance in the electrical system are not critical. Here is the size of the Offsets a function of speed, with the on-board side Power factor of the modulation of the drive device of the ship propeller associated inverter or Power converter depends. The size of the offset is proportional to the number of supplying the electrical system with electrical energy Diesel generators, as the short-circuit power Sk "im Wiring also about proportional to the number of dining Diesel generators is.

At rising actual speeds of the ship's propeller or the electric propeller engine changes the dynamic Behavior of the same considerably. Because of the fan blade crowd (Bollard curve - Freifahrtkurve) increases with increasing Is the dynamics of the ship propeller disproportionately high from.

In known from the prior art drive and driving systems for ships, the control device includes a speed controller which is associated with the electric propeller motor and its output signal, the torque setpoint or Current setpoint, the speed via a converter or converter of the electric propeller motor, and a ramp function generator, in the a speed setpoint for the electric propeller motor input and by means of the speed controller a speed setpoint course can be predetermined, by which the Actual speed of the electric propeller motor at the in Ramp function generator entered speed setpoint for the electrical Propeller motor is approachable. This is the by the setpoint input from the ramp-function generator specified ramp-up time with increasing speed of the electric propeller motor increased in one to three stages to the drive device adjust the ship's propeller curve.

This conventional embodiment of the adaptation of the drive device to the ship's propeller curve has considerable Disadvantage. Starting with the speed 0 accelerates the Electric propeller engine of the drive and driving system initially optimal. The power of the electric propeller engine then rises during a run-up with a constant ramp-up time getting faster, until a current limit on the output side the speed controller a further increase in Only allows performance at a low rate. If then at Transition from one level to the next level the ramp-up time is switched off, falls from the electric propeller engine the drive and driving system provided Acceleration power back to near zero. The performance of electric propeller motor of the drive and drive system At this stage, it will now rise during the further run-up with a constant, but longer startup time again, as described above. Pumping in this way the electric propeller engine of the drive and drive system the required for the acceleration of the ship's propeller Power from the electrical system of the ship. For the Schiffsführung results in the unpleasant effect that the drive and drive system when accelerating over certain Speed ranges fall into a hole and quasi rest. Furthermore, the of the drive and driving system from the On-board network of the ship pumped power requirement too, therefore undesirable, since he an unnecessary reserve power in the electrical system requires.

The current limit of the electric propeller motor of the above described generic drive and driving system for ship propellers is roughly calculated at about 1/3 nominal moment above the respective ship propeller curve. The area between the current limit of the electric propeller motor and the arithmetic ship propeller curve is needed next to the acceleration moments required during acceleration processes of the ship also a reserve for heavy seas and / or To have ship maneuvers. The previously in drive systems used for ship propeller, staged controlled Ramp function indicators are not capable of the electric propeller motor during acceleration processes, a defined acceleration torque rather, assign them over a long distance Speed ranges of the electric propeller engine just the respective current limit free. The reason for that lies in the fact that the run-up time of the ship is a multiple the ramp-up time of this ramp-function generator type is.

The invention is therefore also the object of the initially mentioned drive and drive system for ships such to develop that the ship's propeller by means of the electric Propeller motor of the drive device free of a Current limit can be more uniformly accelerated. Of Another is to be ensured by the inventive design be that for acceleration operations of the Ship propellers required power in the respectively desired Quantity generated by the electric propeller engine is, with unnecessary reserve power in the electrical system of Ship should be reduced or avoided.

This object is achieved in that the Ramp-function generator is designed as an adaptive ramp-function generator and has a characteristic generator, the amount of the actual speed value the electric propeller motor is feasible. By the adaptive ramp-function generator and its characteristic generator for the drive and drive system according to the invention for ships reached the possibility of a stationary load torque of the electric propeller motor a definable acceleration torque to give. Especially at higher actual speeds of the electric propeller motor can this definable acceleration torque be kept fairly constant, As a result, even at times no unnecessarily high Values of this acceleration torque occur. In cooperation with an active vibration damping not described here and a tracking of the ramp function generator can Among other things, the propensity of a ship propeller to Kravitieren or reduced to foam beating or suppressed become. This also applies to the case of extreme ship maneuvers.

To adapt the adaptive behavior of the invention Drive and driving system to the performance of the electrical Propeller motor and the ship's propeller, it is advantageous if in the characteristic generator of the adaptive ramp function generator for different actual speed ranges of the electric Propeller engine different degrees of dependence between the actual speed of the electric propeller motor and the run-up time can be specified.

To the drive and driving system according to the invention for ships with respect to different objective functions, e.g. minimum Fuel consumption, minimum time consumption, high maneuverability of the ship etc., to optimize it is advantageous if the degree of dependency between the actual speed the electric propeller motor and the run-up time in at least a higher actual speed range of the electric Propeller motor is preferably continuously adjustable.

To ensure that the electric propeller engine and thus the ship's propeller in a comparatively low actual speeds defined maneuver range with high Dynamics can work, it is advantageous if in the characteristic transmitter of the adaptive ramp function generator for a low Actual speed range of electric propeller motor, e.g. between 0 and 1/3 rated speed, a constant, short Startup time can be specified.

To a comparatively high actual speed range a largely current-limiting uniform acceleration of the ship propeller by the electric propeller engine it is expedient to ensure, if in the characteristic transmitter the adaptive ramp-function generator for a high speed range electric propeller motor, e.g. between 1/2 rated speed and rated speed, one with increasing Actual speed of the electric propeller engine is greatly increasing Startup time can be specified. In this higher actual speed range is then almost by means of the characteristic generator Each runtime actual value is assigned a run-up time.

To ensure a uniform transition of the drive according to the invention and driving system between the comparatively low Actual speed range and the comparatively high actual speed range to ensure the electric propeller engine it is advantageous if in the characteristic transmitter of the adaptive Ramp function generator for a medium actual speed range of the electric propeller motor, which between the low and the the high actual speed range, e.g. between 1/3 rated speed and 1/2 rated speed, one with increasing actual speed of the electric propeller engine compared to the high one Actual speed range weaker ramp-up time can be specified.

In normal operation of the ship is stored in the characteristic generator Characteristic effective, consciously as a compromise between adequate maneuverability of the ship and selected a gentle driving style of the entire machinery has been. To the maneuverability of the ship in the To increase emergency power greatly it is beneficial if the adaptive Ramp-function generator is connected to an input unit, by means of the acceleration times specified in the characteristic generator under consideration only for technical reasons Limit values can be set to minimum values.

Fig. 1

eine schematische Darstellung eines Antriebs- und Fahrsystems mit homogener Redundanz;

Fig. 2

eine schematische Darstellung eines Antriebs- und Fahrsystems mit Teilredundanz;

Fig. 3

ein Blockschaltbild eines elektromotorischen Antriebs des erfindungsgemäßen Antriebs- und Fahrsystems;

Fig. 4

ein weiteres Blockschaltbild eines elektromotorischen Antriebs des erfindungsgemäßen Antriebs- und Fahrsystems;

Fig. 5

ein weiteres Blockschaltbild eines elektromotorischen Antriebs des erfindungsgemäßen Antriebs- und Fahrsystems;

Fig. 6

eine Prinzipdarstellung eines erfindungsgemäßen Antriebs- und Fahrsystems hinsichtlich der Verbindung über ein Bussystem von Fahrständen der Steuereinrichtung;

Fig. 7

ein Ausführungsbeispiel eines Ein- und Ausgabeelementes eines Fahrstandes des erfindungsgemäßen Antriebs- und Fahrsystems;

Fig. 8

ein weiteres Ausführungsbeispiel eines Ein- und Ausgabeelementes eines Fahrstandes des erfindungsgemäßen Antriebs- und Fahrsystems;

Fig. 9

ein Ausführungsbeispiel eines Ein- und Ausgabeelementes eines Notfahrstandes des erfindungsgemäßen Antriebs- und Fahrsystems und

Fig. 10

ein Detail des Ein- und Ausgabeelementes gemäß Fig. 7.

Further details, features and advantages of the objects of the present invention will become apparent from the following description of preferred embodiments. In the accompanying drawings show in detail:

Fig. 1

a schematic representation of a drive and driving system with homogeneous redundancy;

Fig. 2

a schematic representation of a drive and driving system with partial redundancy;

Fig. 3

a block diagram of an electric motor drive of the drive and driving system according to the invention;

Fig. 4

a further block diagram of an electric motor drive of the drive and driving system according to the invention;

Fig. 5

a further block diagram of an electric motor drive of the drive and driving system according to the invention;

Fig. 6

a schematic diagram of a drive and driving system according to the invention with regard to the connection via a bus system of control stations of the control device;

Fig. 7

an embodiment of an input and output element of a control station of the drive and driving system according to the invention;

Fig. 8

a further embodiment of an input and output element of a control station of the drive and driving system according to the invention;

Fig. 9

An embodiment of an input and output element of a Notfahrstandes the drive and driving system and

Fig. 10

a detail of the input and output element of FIG. 7.

The drive and drive systems shown in FIGS. 1 and 2 each have a rudder propeller 10, which is made an azimuth module 11 and a gondola arranged on this Propulsion module 12 composed. The azimuth module 11 is connected to a body 11a via a fixed part 11a Ship connectable. In the fixed part 11a of the azimuth module 11, an azimuth drive 13 is disposed through an in-boat azimuth control 70 is controlled and which drives a rotatable part 11b of the azimuth module 11. In the fixed part 11 a of the azimuth module 11 Furthermore, an energy transmission device 14 is arranged, the one located in Propulsionsmodul 12 drive motor connects to the electrical system of the ship. The rotatable part 11b of the azimuth module 11 has auxiliary operations, such as for electrical supply or control, up. The in the Propulsionsmodul 12 arranged drive motor is as a permanent magnet Synchronous machine trained and drives two Propeller 16 on.

In the embodiment according to FIG. 1, two identical rudder propellers are used 10 available. The stator winding of the synchronous machine has three interconnected to a 3-phase alternating current Strands on, via the energy transfer device 14 with a arranged in the ship direct converter 20, the the electrical energy of the 3-phase alternating current in one Alternating current of certain voltage, frequency and number of phases, connected. The direct converter 20 serves to the Speed of the drive motor, and is on its Input side via three 3-winding transformers with the Wiring connected.

The drive system shown in Fig. 1 has a Populsionsredundanzgrad RP of 50% on. Due to this homogeneous redundancy is achieved that the drive system even when occurring an error event in one of the rudder propellers 10 is available and therefore the ship is always manoeuvrable is, especially in bad weather conditions comes to fruition.

The illustrated in Fig. 2 drive and drive system is with equipped with a partial redundancy and therefore also fulfilled the safety requirements of classification societies, such as Germanischer Lloyd. This one demands, that if a driving system is equipped with only one drive motor and the ship has no further propulsion system, To build this plant is that after a fault in the power converter or in regulation and control at least a limited driving is maintained.

The aforementioned requirement is in the drive and driving system 2, characterized in that the rudder propeller 10 with a designed as a permanent magnet synchronous machine Drive motor is provided, the stator winding has six strands, of which three each to a 3-phase alternating current interconnected and via the power transmission device 14 with a power converter arranged in the ship 20a, 20b are connected. The power converters 20a, 20b Each is a mains-powered 6-pulse direct converter formed and each via a 4-winding transformer trained converter transformer 30a, 30b its input side with a medium voltage switchgear 40th connected to the electrical system of the ship. The direct converters 20a, 20b each consist of a group of three counterparallel switched line semiconductors 21a, 21b, 22a, 22b, 23a, 23b together, for each of which a recooling system 24a, 24b is provided.

The subsystems formed in this way are each one own regulation and control device 25a, 25b, 26a, 26b assigned, each with a low-voltage switchgear 50th the electrical system of the ship in connection, as Fig. 2 lets recognize. Each subsystem is further a programmable logic Safety device associated with 27a, 27b, with which generate both alarm and control signals to let. A monitoring device 60 serves to monitor energy production and distribution in the electrical system.

The two subsystems are operated in parallel during normal operation. The control and regulating device 25a, 26a of the one Subsystem is used as a master while the device 25b, 26b of the other subsystem acts as a slave. A change from master to slave is only switched off Drive system possible. While the rule and Control devices 25a, 25b, 26a, 26b of both subsystems independently from each other their respective actual values, such as Capture voltage and current is only the master serving control and regulation means 25a, 26a due their parent position for functions, such as Power plant protection, speed control, transvector control or pulse formation of the power semiconductors, both subsystems responsible. Serving as a slave control and regulating device 25b, 26b is blocked for this.

If an error occurs in one of the two subsystems, then the faulty subsystem on the input side by means of a Circuit-breaker in medium-voltage switchgear 40 of Wiring system and output side by means of a circuit breaker in Output of the direct converter 20a, 20b from the drive motor the propeller 16 separated. After the faulty subsystem grounded, it is accessible for maintenance. The other, error-free subsystem is doing one limited driving safely, with its control and Control device 25a, 25b, 26a, 26b acts as a master.

• Direktumrichter Leistungsteil,
• Feinwasserkühlanlage Direktumrichter,
• Direktumrichter Steuerung,
• Schiffsspezifische Steuer- und Regeleinrichtungen 25a bis 26b,
• Stromversorgungsschrank,
• Stromrichtertransformator 30a, 30b
• Frischwasserkühler für Stromrichtertransformatoren 30a, 30b,
• Hydraulikpumpenantriebe,
• Steuerschrank Azimuthsteuerung.

The above drive and drive system is arranged in containers designed as a prefabricated functional unit. A container arranged on appropriate ship foundations can contain the following components:

• Direct converter power unit,
• Fine water cooling system direct converter,
• Direct converter control,
• Vessel-specific control and regulating devices 25a to 26b,
• Power supply cabinet,
• Converter transformer 30a, 30b
• Fresh water coolers for converter transformers 30a, 30b,
• Hydraulic pump drives,
• Control cabinet azimuth control.

These components are used by the respective manufacturers for Installation location of the container delivered and to a functional unit connected with each other. Simplified in this way the interface declaration with the shipyard. From above containers, there are only interfaces to Ship system, for example connection to the supply and exhaust system or the air conditioning of the ship, connection to the Fresh cooling water system of the ship, connection of the power cables the medium-voltage switchgear, connection of the auxiliary power supply The Low Voltage Main Switchboard And - Emergency switchboard, connection of the signal and bus lines or Connection of lighting and socket cables, and interfaces to the SSP propulsor, eg connection of the hydraulic lines to the azimuth motors, connection of the power cables to the SSP Propulsor, connecting the cables for the auxiliary power supply or connection of the signal and bus lines, preferably by means of a ring bus system.

However, it can not only drive and drive system in one or more containers, but for example, the machine control room, in which usually the medium and low voltage units and the MKR control panel and automation units are to be found, or a synchronous generator and a diesel engine or a gas turbine as a drive unit having energy generator unit.

The serving as a prefabricated system module container is as Welded construction formed and in its dimensions for standardized transport with container ships. Of the Container is preferred as a so-called 20-foot container with a length of 6,055 m, a width of 2,435 m and a height of 2,591 m or as a 40-foot container with a Length of 12.190 m, a width of 2.435 m and a height standardized by 2.591 m. By assembling several containers in the longitudinal and / or transverse direction can be in this way differently sized electric machine rooms in a ship build up. The prefabricated containers are used for this purpose usually inserted in the ship's system. This ensures a relatively easy disassembly, for example for service and maintenance purposes. Regarding the latter also have closable containers Doors making them accessible to qualified personnel.

Moreover, a container is usually with lighting and Outlets equipped and has a connection to the ship-side supply and exhaust air system or alternatively to the Air conditioning of a ship. For the heat loss of the Container arranged components that do not have the exhaust system can be removed from the container space is regular a heat exchanger provided to the fresh water system the ship is connected. As a ship usually dynamic loads, such as inclinations, Vibrations, vibrations or deformations of the hull, exposed, a container is designed to that despite such environmental conditions a trouble-free continuous operation is ensured.

With the embodiments described above, a drive and driving system provided by virtue of its redundant design a comparatively high security and reliability in terms of maneuverability guaranteed. The relatively high availability of the drive and driving system is mainly due to that erroneous operating states detected safely and quickly and necessary actions, such as alarm notification, power reduction or network disconnection, promptly become. Because marine propulsion systems arranged with an outboard Rudderpropeller, as provided by the SSP technology, not just a natural aging and operational Wear, but also external influences, such as inclinations, vibrations, vibrations or deformations of the hull, are exposed, which can lead to disturbances are redundant drive systems for ships under safety-related aspects indispensable. Not least, with the present invention but also taken into account economic aspects, by the individual modules, in particular the control and Control devices 25a, 25b, 26a, 26b, in a modular design from standard components, such as those under the name SIMADYN D and SIMATIC S7 are known is.

The block circuit 101 of FIG. 3 shows the electromotive Drive 102 of the shaft 103 of a ship propeller 104 according to the engine telegraph 105 from the ship's captain predetermined speed setpoint 106 serving part of Control device of the drive and drive system.

In a conventional drive abrupt changes 105 of the speed setpoint 106 are implemented by a downstream ramp generator 107 in ramps with defined rise and fall speeds. This modified signal 108 for the speed setpoint n ^* passes via a summation point 109 to the input 110 of a speed controller 111, which is preferably realized with a proportional and an integral component.

Furthermore, the inverted measuring signal 212 for the rotational speed n of the electric motor 102, which is determined by means of an incremental encoder 114 coupled to the shaft 113 of the electric motor 102 in the region of the B bearing plate, arrives at the input 110 of the rotational speed controller 111. This takes place in that the two phase-shifted rectangular output signals of the incremental encoder 114, taking into account their phase position, increment a count pulse by pulse. By subtraction of the count at the beginning and at the end of each a fixed time interval, a rotational speed proportional digital signal can be generated, which is then converted into an analog voltage 112 with the speed setpoint 108 corresponding amplitude. If the controller 111 succeeds in tracking the actual speed value n exactly to the modified speed setpoint value 108, the input signal 110 of the controller 111 becomes zero as a result of the difference formation n ^* -n at the summation point 109.

On the other hand, if the input signal 110 is not equal to zero, the speed controller 111 changes its finite output signal 116, the amplitude of which can be understood as an acceleration or braking torque requested by the control stage. Since in the electric motor 102, which is preferably constructed as a three-phase asynchronous machine or three-phase synchronous machine, the torque generated in a suitable spin-oriented control, which will not be discussed here in detail, can be made approximately proportional to a current flow vector is so the controller output signal 116 of the speed controller 111 in the context of the circuit 101 at the same time construed as setpoint I ^* for a corresponding motor current and as such via a further summation point 117 to the input 118 of a secondary flow controller 119 led. This current regulator 119 basically also has a PI characteristic with a proportional and an integral component.

Furthermore, the summation point 117 is inverted Measurement signal 120 for the motor current I, wherein the signal 120 for the actual current value I from one example. By means of one or more, in the power supply lines 121 of the electric motor 102 switched Shunts 122 obtained Stromistwert 123 by evaluation in a downstream transmitter 124 as an amplitude value is produced. This current amplitude value 120 may be at Three-phase asynchronous machines or three-phase synchronous machines 102 of the torque-forming component of the motor currents 122 detected current vector correspond, at a DC motor, however, the measured armature current can directly be used.

The output signal 125 of the current regulator 119 reaches a Headset 126, which acts on a power converter 127. Of the Power converter 127 is on the primary side to a three-phase network 128 connected and in the case of a three-phase asynchronous machine or three-phase synchronous machine 102 as a converter, when using a DC motor 102 constructed as a power converter.

The speed control circuit 129 subordinate current control circuit 130 ensures optimum adjustability of the engine torque 102, which in the context of the parent speed control 129 can be used to get the actual speed value 112 track the speed setpoint 108 exactly. This must the engine 102, however, a time-varying torque leave because the propeller 104 in a slip past his Leaves 131 on the existing on the hull skeg or Wellenbock experiences an increased braking torque and thus the about constant mean value of the load torque a harmonic superimposed whose frequency is about the product of the propeller speed corresponds to the number of propeller blades. To the effect of this fluctuating load torque on the Actual speed value n must be kept as low as possible, the motor must 102 constantly apply a correspondingly varying drive torque, its reaction torque on the anchor 132nd the engine is introduced into the hull and there Causes vibrations with a corresponding frequency, which have a detrimental effect on the structure of the ship; in the opposite way the fluctuations affect the drive torque on the ship propeller and its Nachstromfeld such disadvantageous that the ship's propeller Cavitations are favored or triggered.

The inventive countermeasure is that a part of the controller output signal 116 of the speed controller 111 is fed back 133. Thereby, at every deviation of the actual rotational speed n from a rotational speed target value n ^* , when the rotational speed regulator 111 generates a finite current command value I ^* , a feedback signal 133 is supplied to the summation point 109 as an inverted signal 135 multiplied by a division factor 134 , virtually the modified speed setpoint n ^* is reduced by a value n _R = R * I ^* .

As a result, the controller 111 attempts to correct only to the correspondingly reduced speed setpoint n ^* -n _R and thereby gives the motor 102 the opportunity to release flywheel energy from the drive train 102, 103, 104 by reducing the speed n from n ^* to n ^* -n _R. Here, the controller 111 of the decreasing engine speed n virtually a falling speed setpoint n ^* -n _{R is} opposite and thus hardly countersteer. Therefore, the engine 102 generates no or little additional torque so that increased torque is not introduced to the engine hull 132 into the hull.

Once the propeller blades 131 have taken a different position, the load on the shaft 103 decreases, and without an increase in the engine torque, the rotational speed n increases again. Now, as the actual speed n becomes larger than the virtual speed command n ^* -n _R , the amplitude of the regulator output 116 decreases, and the system returns to the initial operating point.

Since the speed has yielded only downwards during such a cycle, the mean value of the speed n is slightly lower than the actual, constant speed setpoint n ^* , which can be seen as a permanent control deviation of about 0.2% to 1.5%. To counteract this effect, in the setpoint branch n ^* a compensation circuit may be inserted which n the speed setpoint ^* virtually by a corresponding amount adjusted upward.

This can be used in particular in ship propeller drives the fact that the load torque of a propeller 104 increases approximately quadratically with its speed n, so that consequently the fed back, in the static state the drive torque of the motor 102 approximately proportional signal 135 as a quadratic function of the average speed value can be understood. On the other hand, assuming that the actual rotational speed average is approximately identical to the rotational speed target value n ^* , the compensator must accordingly have a branch rising quadratically to the rotational speed target value n ^* . The function according to the invention is that the actual speed value n, 112 is fed to the summation point 138 via a function generator 137, which maps the compensation described above, as the signal n _L ^* , 136 and thereby the speed setpoint value n ^* , 106 by a value n _L ^*. = (n) increases. In the static state, therefore, n _L ^* = -n _R and has the desired effect that the sum of the signal 108 and the signal 135 is equal to the signal 106 in the summation point 109.

An illustrated in Figure 4 in principle drive and drive system of a ship propeller 201 has an electric Propeller engine 203 coming from a diesel generator plant 206 via a vehicle electrical system 205 and a rectifier or converter 207 with electrical energy is supplied.

The diesel generator system 206 may have a different number of diesel generators. This usually comes Synchronous generators used.

The ship propeller 201 is driven by a drive shaft 202 driven by the electric propeller motor 203.

The electric propeller motor 203 is a speed control 209 and the inverter or power converter 207 with current control assigned, by means of which the speed of the output shaft 202 the electric propeller motor 203 and thus the speed of the ship propeller 201 is adjustable.

On the input side receives a current regulator 208 of the conversion or power converter 207 a current setpoint I ^* 219 of a rotation speed controller 216. n The a predetermined speed ^* 213 corresponding current setpoint I ^* 219 is except for the current controller 208 from the speed controller 216 or to the input side of an adaptive ramp transmitter 226 created.

On the output side, the adaptive ramp generator 226 has a positive offset stage 230 and a negative offset stage 232. By means of the two offset stages 230, 232, the current setpoint I ^* 219 is provided with a variation range, wherein an upper 231 and a lower limit 233 of this variation range are passed from the output side of the adaptive ramp generator 226 to the output side of the speed controller 216, at which an upper current value limiting unit 217 and a lower current value limiting unit 218 are provided.

From the upper current value limiting unit 217 and the lower current value limiting unit 218, the speed controller 216 has a variable setting range within which the output-side current setpoint I ^* 219, which is passed on to the current controller 208, has to remain.

When determining the variation range 226 for the current setpoint according to the adaptive ramp function generator 226, predetermined limit values are taken into account by the diesel generator system 206 and the vehicle electrical system 205. By means of these limit values, the one variation range within which the output side of the speed controller 216 can change this leaving current setpoint I ^* 219 is limited. It must be taken into account here that it must be ensured that the electrical system 205 can dynamically follow the electric propeller motor 203. The dynamic limits for load changes in the electrical system 205 or the electric propeller motor 203 are highly dependent on the characteristics of the diesel generator system 206, wherein in principle the diesel engines and the generators of the diesel generator system 206, which are usually designed as synchronous generators, are to be considered separately.

In the adaptive ramp generator 226, a high and a return time for the current setpoint I ^* 219, which is forwarded by the speed controller 216 to the current controller 208, given, in the design of this ramp-up and ramp-down time permissible load and discharge of the diesel engines Diesel generator plant 206 is taken into account. To take this into account, the ramp-up and ramp-down time determined in the adaptive ramp generator 226 changes proportionally with the amount of the rotational speed n 215 of the electric propeller motor 203. This ensures that the active power received by a rectifier or converter of the drive device is one of the speed n 215 of the electric propeller motor 203 has independent rise and fall time.

In a lower speed range of the electric propeller motor 203, which corresponds approximately to the maneuvering range, for the up and down time registered in the adaptive ramp generator 226 for the current setpoint I ^* 219, a minimum ramp-up and ramp-down time is considered, which after the permissible time change of the reactive power output from the Synchronous generators of the diesel generator plant 206 directed.

Furthermore, the ramp-up and ramp-down times for the current setpoint I ^* 219 registered in the adaptive ramp function generator 226 are changed in inverse proportion to the number of diesel generators of the diesel generator system 206. As a result, it is achieved that the active power consumed by a diesel generator of the diesel generator system 206 has an up and down time which is independent of the operation of the rectifier or converter 207.

In the regulated state, the speed controller 216 must be in a position to be able to carry the current setpoint I ^* 219 to be passed on to the current controller 208 free of limitations. Otherwise occur in the electric propeller motor 203 significant beats that affect the ship as mechanical vibrations or structure-borne sound sources and promote cavitation of the ship's propeller 201 or can trigger. For this reason, the current setpoint I ^* 219 from the output side of the speed controller 216, as usual, continues to go directly into the current controller 208 of Um- or

The same current setpoint, however, also goes in parallel to the adaptive ramp-function generator 226. The output side of this adaptive ramp-function generator 226 thus forms the above-described permissible dynamics of the diesel generators of the diesel generator system 206. In order nevertheless to give the speed control of the speed controller 216 the required variation width or freedom, the output value of the adaptive ramp generator 226 goes via the positive offset stage 230 or the negative offset stage 232 to the upper current value limiting unit 217 and the lower current value limiting unit 218 of the speed controller 216 For example, it becomes possible for the speed controller 216 to carry the current command value I ^* 219 to be forwarded to the current regulator 208 of the rectifier or converter 207 of the electric propeller motor 203 within a variation range which changes with respect to its position and width, whereby this variation range virtually results results in the moving window for the current setpoint I * 219 passed from the speed controller 216 to the current controller 208. Within this movable window, the speed controller 216 is free to guide the current setpoint I ^* 219.

Within this variable and variable in terms of its positioning range of variation or within the above-described movable window of the speed controller 216 operates with its full dynamics. As a result, voltage fluctuations occur in the vehicle electrical system 205, since the excitation of the synchronous generators of the diesel generator system 206 there can no longer follow the current setpoint I ^* 219 as it is forwarded to the converter or converter 207 of the electric propeller motor 203. The on-board side reactive current from the inverter 207 associated with the electric propeller motor 203 generates these voltage fluctuations via the synchronous generator reactance, which typically results on vessels at xd "= 14% to 18% Negative offsets 229, as dictated by adaptive ramp generator 226 for the width of the range of variation and the moveable window respectively, are adjusted so that the resulting grid-side reactive current on the reactance of a generator produces a voltage drop, which in each case is within the allowable voltage tolerance in the electrical system 205. Fast voltage fluctuations within the permissible voltage tolerance in the on-board network 205 are not critical to its operation The positive and negative offset 229 is a function of the amount of speed n 215 of the electric propeller motor 203, since the on-board power factor v on the modulation of the electrical propeller motor 203 associated Um- or power converter 207 depends. Furthermore, the positive and the negative offset 229 is proportional to the number of synchronous generators of the diesel generator system 206 feeding into the electrical system 205, since the short-circuit power Sk "in the vehicle electrical system 205 is likewise approximately proportional to the number of synchronous generators of the diesel generator system 206 feeding into the vehicle electrical system 205.

An illustrated in principle in Figure 5 drive and drive system for a propeller 301 has an electric Propeller engine 303, the ship propeller 301 by means of his Output shaft 302 drives.

The electric propeller motor 303 is in the usual way via a converter or converter 306 from a vehicle electrical system 305 supplied with electrical energy.

The operation of the electric propeller motor 303 is controlled by means of a speed controller 315. By the output signal of the speed controller 315, the torque setpoint or current setpoint I ^* 316, the speed of the output shaft 302 of the electric propeller motor 303 via the inverter 306 is set.

To the operating state of the electric propeller motor 303 to keep within a permissible range is the speed controller 315 associated with an adaptive ramp generator 311. In the adaptive Ramp generator 311 is by means of an input unit 309th a speed command value for the electric propeller motor 303 or the ship propeller 301 entered.

In the adaptive ramp-function generator 311, a characteristic generator 319 is provided which, depending on the magnitude of an actual speed n 314 of the output shaft 302 of the electric propeller motor 303, transmits the signal n ^* 312 transmitted to the speed controller 315 from the output side of the adaptive ramp-function generator 311 for adaptation of the actual speed n 314 of FIG Output shaft 302 to the set on the input unit 309 predetermined speed 310 modified according stored in him curves. Here, the amount of the actual rotational speed n 314 of the output shaft 302 of the electric propeller motor 303 serves as a reference variable for the signal n ^* 312 forwarded by the adaptive ramp generator 311 to the rotational speed controller 315.

Here are in the characteristic generator 319 of the adaptive ramp generator 311 different characteristics for the acceleration time stored.

Due to the behavior of the adaptive ramp-function generator 311 of the drive and driving system, it is possible on a stationary Last moment to give a definable acceleration torque. This definable acceleration moment remains in the range of the driving mode, i. in the range of the higher actual speed range of the electric propeller engine 303, reasonably constant and is therefore free of temporarily unnecessarily high values.

Fig. 6 shows in a block diagram the various control options on the part of the control device. All about one and Output elements of the control station and the emergency control station predetermined change of the control gear takes place without setpoint jumps. By tracking the control levers on the part of the control station (bridge) and by corresponding key control on the other Control stations, a manual Fahrhebelgleichstand is not required. With active control station (main control station: bridge) the setpoint specification of speed and thrust direction takes place the propeller drives from this, as in Fig. 6 in the shown in the upper box. With active steering position on the side of the engine control room (ECR) only the speed specification of this, as in Fig. 6 in the second box shown from above. The thrust direction specification is done by the control station on the bridge. Helm changes, especially joystick, track / speed pilot and Tandem operation is not possible. With active emergency control as a control station (Emergency Control Station ECS) takes place the setpoint specification for thrust and thrust direction together by buttons on the emergency control station. Joystick, Track / Speed Pilot and tandem operation are not possible. The command prompt through the bridge via telephone, for example Thrust direction and thrust, or by a built-in emergency telegraph, for example thrust. The individual control stations and their modules are by means of a ring bus 90 for Communication connected as shown in Fig. 6.

Fig. 7 shows the structure of an input and output element of Control device of a drive and driving system according to the invention, which serves as the main navigation station on the bridge of a Ship is used. The input and output element consists it consists of several text display ads with a resolution four lines of 20 characters each. In addition, the Input and output element several buttons, the following be explained in more detail. Fig. 10a, 10b shows a as Module formed sub-range of the input and output module in Details.

On the panel labeled "DIESEL GENERATOR" of the Einund Output element become the active diesel generators selected and displayed. A 100% key makes it possible All ready generators to the electrical system to take.

With the button "OPERATION BLOCK" is the operation of the driving system prevented and the inverter of the electrical system set to controller inhibit. All function keys, which switch the respective drive, locked. Further the setpoint input is blocked by the control levers, as well the selection of the emergency operation buttons for the setpoint specification of Speed and thrust direction. The keys "OPERATION BLOCK" are protected against unintentional operation by flaps. The activated function is signaled by a continuous light. A lifting of the blockage is only possible if the Fahrhebelstellung stands on stop and at least two generators are on the net.

On the input and output element on the part of the control station the bridge becomes the actual values of shaft speed and SSP position indicated for both drives. The ads are included a format of 96 x 96 mm.

All displays of the input and output element of the control station on the bridge are dimmable via dimming potentiometers. The ads the membrane keyboard of the input and output element are realized via the integrated dimming function.

The "Emergency Speed Control" button 410 is used to activate the Speed specification of the respective drive on the emergency control buttons placed. When the emergency control is active, the Lamp in a steady light. When pressing the keys to increase or decrease the speed shine the corresponding Keys. The lamps light up when the button is pressed and selected Emergency control. The buttons are directly connected to the speed controller connected by appropriate lines (wired).

By means of the illuminated key 411 "Emergency Steering Control" the thrust direction specification of the respective drive on the Emergency control buttons. With active emergency control lights up the lamp in a steady light. By pressing the buttons for Port or starboard turn light up only the corresponding ones Keys. The lamps only light up when the emergency control is active. The keys act directly on the valves of the control hydraulics.

The alarm text display 412 displays the most important fault messages displayed in plain text. For the operation of the alarm system four keys are provided, the present below the alarm text display 412 are arranged.

The analog value display 413 can display eight analog values from the drive system represent. The analog values are over the keys described below are selected. The selected one Function is indicated by an LED. Each selected Display will automatically turn off after about 30 seconds deselected. After deselection becomes the available Power displayed (Remaining Power (kw)).

The "Thrust Direction" button 414 is used to select the thrust direction indicator. The "Remaining Power" button 415 is used for Display of the available power. The key "Shaft Power" 416 is used to select the shaft power indicator. The "Shaft Speed" button 417 is used to select the shaft speed display. The "Stator Current" button 418 is for selection the stator current indicator. The button "Stator Voltage" 419 Used to select the stator voltage indicator. The key "Torque" 420 is used to select the torque value display.

The module of the input and output element of the control station, marked "Propulsion Mode" by the bridge, has 421 keys and displays in this area, which are used to select the operating modes. In detail, the keys have the following functions:
In "Single Mode" (button 422), both SSP driving systems are operated separately. The driving commands for thrust direction and speed are specified by the control lever of the active control station for the respective drive. The port control joystick controls the SSP on-port side and starboard controls the SSP on the starboard side. The key 422 is released only when the control station is selected by the bridge.

In "Tandem Mode" (button 423) the command specification of both takes place Drives via a control lever. Master of tandem operation is the command post on which the last key "Tandem Mode "423 has been activated, the key is only available when Control station released by the bridge.

Joystick operation is selected via the "Joy Stick" button 424. In joystick mode, the setpoint is set for Control angle and speed of the joystick system. The control levers, which have an electrical wave are over the same tracked. The "Joy Stick" button 424 is only on selected control station enabled by the bridge.

With the key "Track Pilot" 425 the driving command for the Pass azimuth preset to the track pilot. Is the track pilot is activated, the azimuth specification is made via this system. The control levers of the control stations on the part of the bridge become followed by the electric shaft. The button is only on selected control station enabled by the bridge. While the selection flashes the key 425. When the track pilot is activated the lamp of button 425 lights up in a steady light.

With the key "Speed Pilot" 426 the driving command for the Passing the speed setpoint specification to the Speed-Pilot. Is the Speed Pilot is activated, the speed setpoint is set about this system. The control levers of the control stations on the part The bridge will be on the electric wave of the same tracked. The "Speed Pilot" button 426 is only available when selected Control station released by the bridge. During the The key 426 flashes when the speed pilot is activated the lamp lights up in a steady light.

About the key "Habour Mode" 427 is the so-called port mode selected. In harbor mode, the SSP rotation angle is unlimited. The thrust adjustment is set to the maximum Speed provided. This is done by starting a second SSP hydraulic pump. In harbor fashion is blocked the automatic discontinuation of the generators. The key 427 is only with the control station selected by the bridge released by the ship.

The "Sea Mode" button 428 is used to select Sea Mode. in the Sea mode, the control angle of the SSP is limited to about x / -35%. The thrust direction adjustment works with a hydraulic pump. Button 428 is only with the control station selected released from the bridge of the ship.

The "Crash Stop" button 429 starts or stops the sequence Crash stop. The button lights up when the crash-stop function is activated with a steady light. The crash-stop feature will started or stopped together for all active drives (SSP). The button is by a protective cover against unintentional Acting protected and only with active control station released from the bridge.

In the area marked "Steering" 430 of the Inund Output element of the control device of the drive and Driving system are the buttons and indicators arranged to the Operation and alarm of Azimuthverstellung provided are.

The display "Steering Control Failure" 431 shows a failure control system for SSP adjustment. It is no rudder adjustment available.

The display "Steering Mechanic Blocked" 432 shows with a red steady light indicates that the azimuth adjustment of the SSP is mechanical is blocked. A tax with this facility is in not possible in this state. The propulsion of this plant is possible with limited moment. The ads 433 "Phase / Overload Pump "show phase errors or overloads of the Hydraulic pump 1 or 2 on. The ads 434 "Supply Power Unit 1/2 "show interference or loss of power supply for the hydraulic pump 1 or 2 for Azimuthverstellung at.

The display 435 "Electric Shaft Failure" appears with a red steady light when the electric shaft of the control lever failed for the thrust default or an error reports.

The display 436 "Hydraulic Locking Failure" shows a loss of function the hydraulics for azimuth adjustment. The SSP does not follow the specified angle of rotation setpoint.

The display 437 "Hydraulic Oil Tank Level" shows with a red steady light the loss of hydraulic oil in the hydraulic system the SSP azimuth adjustment. The hydraulic oil level has then reached the minimum level.

The display 438 "Stand-by Pump" shows a fault in the hydraulic system which led to a pressure loss. It will the inactive hydraulic pump starts automatically. The faulty pump is switched off. This is displayed Function by a red steady light. The automatic switching is only active in the "Sea Mode", which uses the Key 428 can be activated.

The key 439 "Hydraulic pump 1/2" serves for selection and operation display the pump 1 or 2 from the hydraulic system of SSP azimuth control. The key 439 is only with selected control station released from the bridge of the ship.

In the area marked 440 "Safety System" are the buttons and displays arranged for operation and Alerting a security system are provided.

The display 441 "Shut Down" appears in case of complete failure the drive by an automatic shutdown.

The display 442 "Slow Down" alerts with a red steady light an automatic reduction of the drive. An automatic Reduction can be achieved by pressing the "Slow Down Override "446. The display 443" Stop Request " signals with a red flashing light the request for Stopping the drive to protect the machine.

The display 444 "Slow Down Request" alerts with a red Flashing light the request for a reduction of the drive to protect the machine.

Button 445 "Shut Down Override" is used to cancel one automatic shutdown. An automatic shutdown, the by a server can be canceled indicated by a flashing red display "Shut Down". The Cancellation of the shutdown is time delayed. The key 445 is protected by a protective cover against unintentional operation protected and only with selected control station by the Bridge of the ship released.

Button 446 "Slow Down Override" is used to cancel one automatic reduction. An automatic reduction that can be picked up by an operator is by a flashing red indicator of the "Slow Down Override" lamp is displayed. The button 446 is only on the selected control station side the bridge of the ship released. The button is through a protective cover protected against unintentional operation.

In the area marked "Propulsion Control PCS" 447 The buttons and displays are arranged for use and alerting the electric drive system are.

The display 448 "Remote Control Failure" appears when a Controlling the system with the drive lever is not possible. It must be switched to the emergency control buttons, as already explained above.

The display 449 "90% Power" appears with a red steady light, if it is recognized by the power plant protection that 90% of the available power are reached.

The display 450 "Power Limit Active" appears with a red one Steady light, if a limitation of the drive is active.

The display 451 "Lever to 0" appears with a red steady light, if the system state a zero compulsion of the Driving lever required.

The display 452 "Electric Shaft Failure" appears with a red steady light when the electric shaft of the speed command has failed or reports an error.

The display 453 "Start Fail" appears with a red steady light, if the boot sequence is interrupted by an error becomes. After activating the stop or start sequence, the Advertisement taken back.

The display 454 "Propulsion Failure" appears with a red Steady light when the drive control fails within recognizes the drive.

The indicator "Converter Tripped" 455 lights up with a red one Steady light when the inverter 1 or 2 of the SSP has failed is.

The display "Propulsion Ready" 456 appears with a green Continuous light when drive and control are ready for operation. When the start sequence has been run through and the driving system is not ready, this indicator flashes. The lamp goes out after passing through the stop sequence.

The display "Start Blocked" 457 appears with a red one Steady light when the system is not ready to start. This means, that there is no startup enable for the boot sequence is.

The display 458 "Converter in Operation" appears with a green steady light when the inverter unit 1 or 2 on the network and is ready.

The "Start Propulsion" button 459 is used for automatic preparation the drive system. This includes the switching of the recooling system on driving, switching on the inverter, request the hydraulic pumps for azimuth adjustment and release the shaft brake. During the start sequence, the display flashes with green light. At rest, the sequence is the lamp out. The key 459 is only on the selected control station side the bridge of the ship released.

The "Stop Propulsion" button 460 is used for automatic settling the drive system. This includes the switching of the recooling system on stand-by, switching off the inverter, stopping the hydraulic pumps for Azimuthverstellung and insert at the end the shaft brake. During the stop sequence, the display flashes with red light. In the idle state of the sequence lights the lamp with a red steady light. The button is only on selected control station enabled by the bridge.

The "Converter Selected" button 461 is used to select inverters 1 or 2. By pressing a button, the inverter 1 or 2 selected or deselected. There must be at least one inverter 1 or 2 selected. For selection, the system must be in the state off be. The button is only on the selected control station by the Bridge of the ship released.

In the area marked "Control Station" 462 are the buttons and indicators arranged to dial and Display of the active control station or control station.

The button "Bridge Control" 463 is used to select the control station from the bridge. The lamp of button 463 shows the Initiation of the change of the driving gear to the bridge and the active ones Control station of the bridge.

The "ECR Control" button 464 is used to select the control station ECR (Engine Control Room). The lamp of the key 464 shows the Initiation of the change of driving gear to the ECR and the active ones Control station ECR active.

When the "ECS Control" indicator 465 is lit, the emergency control is on activated. An operation of the drive from the bridge out is not possible.

Key 466 "Steering Wheel Control" changes the steering position of the steering wheel selected. With initiation of the transfer the key 466 flashes. The transfer takes place with the key "Take Control" 467 at the helm of the steering wheel. The signaling done with a steady light. The button is only on selected control station released by the bridge of the ship.

The "Take Control" key 467 is for confirmation and for Takeover of the control station provided. She will be part of a Steering position switching used. Flashes when requested the "Take Control" lamp of button 467. Lights up the display with steady light, exactly this control station is activated. The Display is used to distinguish the active auxiliary control statuses on the bridge.

The levers 470 for SSP port and starboard serve for Specification of the speed and the thrust direction of the drive. The Control lever of the individual control stations, that is, emergency control stations, Bridge and the like, are connected to each other via an electric shaft connected. This results in a tracking of the Not selected control stations for thrust as well as thrust direction. In tandem mode, the electric waves of connected to both drives. The setpoint specification for thrust and direction for both drives via a Lever. For a selected higher-level control system the control device of the drive and driving system, such as Track / Speed Pilot or the Joy Stick become the driving levers according to the reference for speed and thrust direction tracked. The drive lever of the input and output element of Control station on the bridge have during the joystick or Track / Speed Pilot operation an override function. The operator has the option during the operation of joy stick or track / speed pilot via the throttle 470 in the Driving operation intervene.

The "Emergency Telegraph" button can be used to select the driving commands from the helm on the bridge of the ship to the ECR the emergency control station are transmitted, as shown in Fig. 6. In the ECR or emergency control station, the commands of the Key telegraph sequence to be done. In the ECR or emergency control station sounds as long as an acoustic signal until the Command of the bridge is confirmed. The helm stations are included - As shown in Fig. 6 and already explained - via a Ring bus connection 90 connected for communication.

For each drive an emergency stop button 471 is provided, the protected by a protective cover against unintentional operation is. The emergency stop is from the currently active control station independently. The depressed key 471 is indicated by a Flashing marked.

In the upper part of the input and output element of a bridge side Control station of the control device according to FIG. 7 are indicators for shaft speed, shaft power and rudder position a SSP for port and starboard provided. The ads have a size of 144 x 144 mm and are dimmable via a common dimming device. The dimming device is in the input and output element of the control device integrated and presently with the reference numeral 472 marked.

With the arranged in the middle of the helm of the bridge Steering wheel are given to both SSPs control commands. in the active control position of the steering wheel is the maximum angle of rotation the SSP is limited to about +/- 35%. With active control station The "Take Control" lamp 467 lights up in a steady light. The change from the main stand by the bridge to a Steuerradfahrstand via the main control station. When selected, the lamp of the "Take Control" button 467 flashes Transfer of the control station by pressing the "Take Control" button In 467 the lamp goes into a steady light.

Fig. 8 shows an embodiment of an input and output element an emergency control station. As can be seen from FIG. 8 is, has the input and output element of the emergency control station Although fewer input and output elements on how the Fig. 7 illustrated input and output element of the control station from a bridge of a ship to emergency control However, necessary functions are also in the input and output element an emergency control gear according to FIG. 8 realized.

Instead of the analog value display 413 provided in FIG has the input and output element of an emergency control station according to 8 shows the actual values of the shaft power for both Drives pointer instruments on, which according to the indications for the actual values of shaft speed from SSP position approximately have the format of 96 x 96 mm.

As already explained, the modules are the input and output elements the various control stations with the control device, the control device, the azimuth modules, the propulsion modules, the various modules of the control device and the motors of the drives and the like with each other connected to a ring bus system. This allows a very high easy communication between the different modules and beyond with simultaneous presentation on the part the input and output element a simultaneous value query in dialogue.

Fig. 9 shows a further embodiment of an input and output element an emergency control station of the control device. This is a so-called "Emergency Control Station ", which is arranged, for example, aft. The input and output element of the control device according to FIG. 9 is also a ring bus system with the various Modules of the drive and drive system for ships connected. In addition, the input and output element to Control of the drive motors, the azimuth modules, the propulsion modules and the like directly connected to them, so that, for example, a failure of the ring bus system not for The consequence is that part of the emergency control station according to FIG. 9 a Control of the drive and driving system is impossible. About that In addition, the direct wiring of the input and output element allows the emergency control station providing a redundant Communication connection with the different modules of the drive and drive system.

The emergency control station of FIG. 9 includes the controls for on-site control of the port and starboard SSP. In detail, the displays and buttons have the following functions:
About the above-explained "Emergency Telegraph" the driving commands can be transferred from the control station by the bridge of the ship to the emergency control gear shown in FIG. On the emergency control, the commands of the key telegram 475 must be followed.

On the part of the input and output element of Notfahrstandes the actual values of shaft speed and thrust direction for both drives are displayed. The ads have the format of about 96 x 96 mm, as shown in Fig. 9 and already in Connection with FIGS. 7 and 8 described in more detail.

When the emergency control is active, the buttons are below the display released for the shaft speed for speed control. By pressing the buttons to increase or decrease the Speed lights up the corresponding button. The lamps are lit. only if the commands at the emergency control station (Emergency Control Station (ECS)) are released. The throttle on the bridge will be tracked accordingly.

By pressing the ports for starboard or starboard rotation below the display of the actual values for the thrust direction the corresponding keys light up. The lamps only light up, when the commands are released at the emergency control station (ECS). The buttons are only used as a control station when emergency control is selected active. The control levers of the control station on the part of the bridge be tracked accordingly.

In the area marked "Control Station" 476 of the Input and output element of the emergency control gear according to FIG. 9 are the buttons and indicators arranged to dial and Display of the active control station serve as control station.

The display "Bridge Control" 477 shows the active control station from the bridge of the ship.

The display "ECR-Control" 478 shows the active control station of the Engine room (ECR Engine Control Room).

The display 479 shows the active control station of the emergency control station (ECS Emergency Control Station). If this ad 479 is lit with a steady light, the emergency control is the active control station. An operation of the control station 1 of the bridge of the ship is not possible.

The display "POD Control" 480 indicates that in the POD the control station POD has been selected and is active. A remote control can not.

The selector switch "Selector REM / ECS" 481 changes the control station of the emergency control station "ECS" selected or deselected.

In the area labeled "azimuth control" 482 the buttons and displays arranged for operation and Alerting for azimuth detection are provided.

The keys 483 "Hydraulic pump" are used for selection and operation display the pump from the hydraulic system of the SSP azimuth control. The button is only available when the emergency control is selected added.

The display 484 "Hydraulic Failure" shows an error of the Hydraulic system for SSP-Azimuth detection. An ad here can mean the loss of the rudder effect.

The Collective Failure 485 indicator is a collective alarm signal. It shines when at least one error on the part of Control device of the drive and drive system for ships or a fault of the auxiliary equipment within the housing of the SSP has occurred.

With the "Break Active" button 486, the shaft brake of the Drive engaged and released. The shaft brake can only be inserted if both inverters of the drives are not in Operation are. The lamp in the key 486 gives the feedback, whether the shaft brake is engaged.

The key "POD cover" 487 becomes the locking bolt for the "POD access door reactivated, the key is only operable with selected emergency control (ECS) and with engaged Brake. The lamp of the button 487 shows the unlocking at.

With the button "POD Pos." 488, the PUD is in the basic position posed. The basic position is at = O °. Reached the POD the home position, the lamp of button 488 lights up.

The button 489 "Fan On" switches the fan for the POD. there the button 489 lamp indicates the status of the fan.

The "Heater On" button switches the heating for the capital letter PUD. The lamp of the 490 button shows the status at.

The display 491 "Disconnecting Valve" indicates that the shut-off valve between the first hydraulic pump and the second Hydraulic pump and the hydraulic tank is closed.

In the area labeled "Propulsion Unit" 492 the buttons and displays arranged for operation and Alerting the electric drive system are provided.

The "Converter Selected" button 493 is used to select the inverter 1 or 2. By pressing the key, the inverter 1 or 2 selected or deselected. At least one inverter must be installed 1 or 2 selected. To dial, the system must be in Condition be off.

The "Converter Run" screen 494 appears with a green light Steady light when the inverter unit 1 or 2 on the network and is ready for use.

Each SSP has two power and speed control systems (power and speed control, PSU).

The task of these systems is power plant protection and speed control of the drive. There is always one system active. If an error occurs, the operator can switch over to the other system. The "PSU 1/2 SEL" button 496 is used to select the active power and speed control system ½. When dialing one system automatically deselects the other system. The button 496 is the same as the emergency control station (ECS) released. To select a new system, the Drive be switched off.

The "Start Propulsion" button 497 is used for automatic preparation the drive system. This includes the switching of the recooling system on driving and switching on the inverter. During the startup sequence, the display of button 497 flashes with green light. In the idle state of the start sequence is the lamp out. The button 497 is only available when the emergency control is selected given. From the emergency control only the inverter through the The "Start Propulsion" button 497 is ready for operation. The systems for azimuth detection and the shaft brake need be operated by the key in the area "Azimuthcontrol" 482. The key 497 "Start Propulsion" can only be operated if the shaft brake is not activated.

The "Stop Propulsion" button 498 is used for automatic settling the drive system. This includes the switching of the recooling system on standby and turning off the inverters. During the stop sequence, the display of button 498 flashes with red light. When idle, the lamp lights up with a red steady light. The key 498 is only on Emergency control released. The settling of the hydraulic pumps for azimuth detection and the insertion of the shaft brake done by additional operation in the area "Azimuth Control" 482.

The display "Propulsion Ready" 499 appears with a green Steady light when the drive and the controller are ready for operation are. When the start sequence has been run through and the driving system is not ready, the display 499 flashes. The Lamp of display 499 goes out after passing through the stop sequence.

The display "Propulsion Failure" 500 appears with a red one Steady light when the drive control fails within recognizes the drive.

In the "Control" 500 area, the buttons and displays are arranged which serve to select and display the emergency control station.

By pressing the "Lamp Test" button 501 all lamps light up of the corresponding drive on the corresponding pendulum of the Input and output element and the corresponding horn is activated.

With the "Alarm Reset" button 502, pending alarms can be reset become. Pending alarms will go through Blinking.

With control or Fahrstandsübernahme and to the alarm of Spring states, the horn is controlled. The alarm over the horn is only with selected emergency control station (ECS) Approved.

For each drive, as shown in Fig. 9, an emergency stop button 502 "Emergency Stop" provided. The emergency stop is regardless of the active control station. When emergency stop lights the corresponding key 503.

For all keys initiate or operate the functions which affect both drives, such as the Fahrstandsumschaltung or the driving mode, the corresponding Control panels according to FIGS. 7-10 of the input and output elements the control stations of the drive and drive system both used for port as well as for starboard.

"Crash Stop" 429

"Single Mode" 422

"Tandem Mode" 423

"Joystick" 424

"Track Pilot" 425

"Speed Pilot" 426

"Bridge Control" 463

"ECR Control" 464

"Steering Wheel Control" 466 und

"Take Control" 467.

The following keys of the input and output elements according to FIGS. 7-10 interact on both drives:

"Crash Stop" 429

"Single Mode" 422

"Tandem Mode" 423

"Joystick" 424

"Track Pilot" 425

"Speed Pilot" 426

"Bridge Control" 463

"ECR Control" 464

"Steering Wheel Control" 466 and

"Take Control" 467.

• Die Fahrhebel am aktiven Fahrstand müssen auf Stopposition stehen.
• Es darf kein "Shut Down"-Kriterium aktiv sein.
• Die angewählten Umrichter müssen einschaltbereit sein.
• RCU muss einschaltbereit sein.
• Die Rückkühlanlage muss auf Automatik unter Leitwert unter dem eingestellten Grenzwert stehen.
• Es müssen wenigstens zwei Generatoren am Bordnetz angeschlossen sein.

For the release of the start sequence by the control stations, there must be different conditions in the drive and drive system:

• The drive levers on the active control station must be in the stop position.
• There must not be a "shut down" criterion active.
• The selected inverters must be ready to switch on.
• RCU must be ready to switch on.
• The recooling system must be set to automatic under conductivity below the set limit.
• There must be at least two generators connected to the electrical system.

The startup sequence is disabled when the lamp "Start Block" 457 is lit with a steady light.

1. Umschalten der Rückkühlanlage und Stand-by-Betrieb auf Fahrbetrieb

2. Lösen der Wellenbremsen

3. Starten der Hydraulikpumpe

4. Zeitlich versetztes Einschalten der angewählten Umrichter.

The start sequence is activated by the "Start Propulsion" button 459 on the active control station. The following starting sequence is followed:

1. Switching the recooling system and stand-by mode to driving mode

2. Release the shaft brakes

3. Start the hydraulic pump

4. Time-delayed switching on of the selected inverter.

During the start sequence, the "Start Propulsion" lamp flashes the key 459 with a slow frequency. After correct The lamp of button 459 goes out and the lamp goes through "Propulsion Ready" lights up green. The drive and drive system is ready for use. If the start sequence by a Error aborted, the lamp "Start Fail" 453 lights.

If the start sequence of the emergency control gear according to FIG. 9 is started, the hydraulic pumps are not started automatically, the shaft brake is not released automatically. This must be done in advance by the operator at the emergency control buttons of the azimuth control be made.

1. Sollwert Null für die Umrichter

2. Ausschalten der Umrichter

3. Einlegen der Bremse

4. Einschalten der Rückkühlanlage von Fahrbetrieb auf Stand-by-Betrieb.

To switch off the system, the drive lever must be in the Stop position. In the stop sequence, the steps of the start sequence are reversed in reverse order.

1. Setpoint zero for the inverters

2. Switch off the inverter

3. Insert the brake

4. Switching on the recooling system from driving to standby mode.

During the stop sequence, the "STOP Propulsion" lamp flashes 460 with a slow frequency. After going through the first Step by step, the lamp "Propulsion Ready" on steady light. The system is now no longer operational and all systems are off. If the stop sequence by a Error canceled, the lamp "STOP Propulsion" goes off.

1. Aufforderung an das Power Management alle Generatoren zu starten.

2. Drehzahlsollwert wird auf Null gesetzt.

3. Momentgrenze wird auf etwa 10 % gesetzt.

4. Zur schnelleren Schubrichtungsverstellung wird die zweite Hydraulikpumpe gestartet.

5. Start zum gegenläufigen Drehen beider Antriebe auf 180°.

6. Bei Antriebsposition von etwa 75° wird der Drehzahlsollwert auf Nenndrehzahl gesetzt.

7. Von Antriebsposition 75° bis Antriebsposition 180° wird die Momentengrenze schrittweise zurückgenommen.

8. Bei Antriebsposition 180° steht der Drehzahlsollwert auf Nenndrehzahl und die Momentengrenze auf Nennmoment.

If the stop sequence is started from the emergency control station according to FIG. 9, the hydraulic pumps are not automatically stopped and the shaft brake is not engaged. This must be additionally done after stopping the drive by the operator on the emergency control buttons of the azimuth control. The crash-stop sequence automatically performs the following steps:

1. Request the power management to start all generators.

2. Speed setpoint is set to zero.

3. Moment limit is set to about 10%.

4. For faster thrust direction adjustment, the second hydraulic pump is started.

5. Start to reverse rotation of both drives to 180 °.

6. When the drive position is about 75 °, the speed setpoint is set to rated speed.

7. From the drive position 75 ° to the drive position 180 °, the torque limit is gradually reduced.

8. With drive position 180 °, the speed setpoint is at rated speed and the torque limit is at rated torque.

As long as the crash-stop function is active, the lamp lights up with a steady light.

During the crash stop, the driving levers of the control station become tracked from the bridge of the ship.

The crash stop is activated by pressing the crash stop button again on one of the input and output elements of the control device completed. After completing the crash-stop function the SSP remains in the current position and the speed setpoint remains is set to zero. After the crash stop has been completed is the driving again on "Harbor and Sea Mode. "The active throttle has the command again, after being reset to zero.

A change from "Harbor Mode" to "Sea Mode" via the corresponding keys. Reached the ship in "Harbor Mode" a speed to be determined, is through an acoustic alarm and a flashing of the "Sea-Mode-Button" made aware that for the safety of the ship would be advantageous to switch now in the "Sea-Mode". in the Sea-Mode runs a hydraulic pump per drive and the steering angle SSP is preferably limited to a maximum of +/- 35 °. In "Harbor Mode", the drive is without a 360 ° limit rotatable and there are two hydraulic pumps in operation. additionally the "Harbor Mode" is reported to the "Power Management". The power management leaves all active generators in "harbor mode", regardless of the unused power, on Network.

The helm changes, as already in connection explained with Fig. 6, without setpoint jumps. Through the tracking the control lever on the part of the control station on the bridge of the ship and by the key control on the other Control stations, especially emergency control stations, is a manual one Driving lever equalization not required. With active control station the bridge is the setpoint specification of speed and Direction of thrust on the part of the helm of the bridge. When active Control station on the part of the engine room (ECR) takes place only the Speed specification from the ECR control station. The thrust direction specification takes place on the part of the helm of the bridge. When active Emergency control station, the setpoint value is specified for thrust and thrust direction together by buttons on the emergency control, as above explained. The command specification by the control station of Bridge is done via phone regarding thrust direction and Thrust or by the built-in emergency graph with regard to of the thrust.

Changing the control station is done by pressing the button "Bridge Control" initiated at the bridge center control station. By flashing display of the lamps "Bridge Control" and "Take Control "on the input and output element of the control station side the bridge of the ship becomes the initiation of the change displayed. As long as the change of the control station by the "Take Control" button has not been confirmed, the change can at any time by pressing the "Bridge Control" button again to be interrupted. By pressing the "Take Control "is directly from the active control station, for example from the engine room (ECR) on the actively switched Control station, for example, switched by the bridge. Switching from the control room of the engine room on the helm from the bridge of the ship will be in Control station of the engine room by an acoustic alarm and signaled by flashing the "Bridge Control" lamp. The steering position loss is achieved by pressing the button "Bridge Control" in the control room on the part of the engine room acknowledged.

The change of the control station from the bridge to the control station From the engine room, pressing the "ECR Control "initiated on the bridge-side control station flashing display of the "ECR Control" lamp by the bridge stand and the ECR helmstand will be the launch of the Change. At the same time an acoustic signal Signal on both control stations the initiation of the change. in the ECR control station flashes the "Take Control" button. As long as the Change of the control station by the "Take Control" button in the ECR control station has not been confirmed, the change can at any time by pressing the "ECR Control" button again the bridge stand are interrupted. By pressing the "Take Control" button in the ECR control station becomes instantaneous Active bridge active on the bridge ECR control station switched. On all stands the Lamp "ECR Control" with a steady light. The lamp "Bridge Control" has been extinguished on all control stations. The Acoustic signaling is terminated on all control stations.

The change to the ECS control station takes place by pressing the Selector switch "REM / ECS" from REM to ECS at the emergency control station. With the switch receives the emergency control directly tax. The "ECS Control" lamp on the emergency control goes over into a steady light. The steering position loss in the machine control station (ECR control station) is characterized by optical and acoustic Signaling on the ECR control gear input and output element (ECR panel) alarmed. The "ECR Control" lamp on the ECR panel goes out. The "ECS Control" lamp flashes on the ECR panel, until the steering position loss is lost with the "ECS Control "was acknowledged on the ECR panel with the acknowledgment also the acoustic signaling is terminated. The The "ECS Control" lamp on the ECR panel has a steady light. On the bridge-side control station, the lamp "ECS Control "with a steady light and the lamp" ECR Control "goes out.

The steering position loss on the bridge is caused by optical and acoustic signaling on the input and output element alarmed by the control of the bridge. The lamp "Bridge Control" on the input and output element of the bridge control station goes out. The "ECS Control" lamp flashes on the Input and output element of the bridge stand as long as, until the steering position loss with the "ECS Control" button on the side the bridge stand was acknowledged. With the acknowledgment also the acoustic signaling is terminated. The lamp "ECS Control" on the bridge stand has a steady light. The "ECS Control" lamp appears in the ECR control station with A steady light and the lamp "Bridge Control" goes out.

The change from emergency control to a so-called remote control station is done by pressing the selector switch "REM / ECS" from ECS to REM at the emergency control station. When changing from an emergency control to a remote control station are the Control stations of the bridge and the engine room (ECR) at the same time selected. The "Bridge Control" lamp flashes on the bridge and there is an audible alarm. At the ECR control station the "ECR Control" lamp flashes and this also sounds Horn. When the controller is taken over by the bridge control station by pressing the "Bridge Control" button on the on and off Output element of the bridge-side control station is the Lamp "Bridge Control" in a steady light and the horn silent. Thus, the bridge-side control station has now Command. In the ECR control console, the flashing "ECR Control "off and the" Bridge Control "lamp on, the horn stops also. Accepts the ECR control station by pressing the "ECR Control" button on the input and output element of the ECR control station the control, goes the lamp "ECR Control" into a steady light and the horn stops. This has the ECR control station command. At the bridge-side control station goes out the blinking lamp "Bridge Control" and the "ECR Control "lamp on, the horn also stops.

The change between the control stations on the bridge of Ship is carried out by pressing the "Take Control" button on the desired control station. This is only possible with active steering position Bridge.

• Wicklungstemperatur vom Transformator hat das Limit für die Reduzieranforderung erreicht.
• Wicklungstemperatur vom Motor hat das Limit für die Reduzieranforderung erreicht.
• Temperatur des Umrichterkühlwassers hat das Limit für die Reduzieranforderung erreicht.
• Temperatur des Umrichters hat das Limit für die Reduzieranforderung erreicht.

A reduction request is reported at the following events.

• Winding temperature from the transformer has reached the limit for the Reduzieranforderung.
• Winding temperature of the motor has reached the limit for the Reduzieranforderung.
• Temperature of the inverter cooling water has reached the limit for the reduction request.
• Temperature of the inverter has reached the limit for the reduction request.

• Wicklungstemperatur vom Transformator hat das Limit für die automatische Reduzierung erreicht.
• Wicklungstemperatur vom Motor hat das Limit für die automatische Reduzierung erreicht.
• Temperatur des Umrichterkühlwassers hat das Limit für die automatische Reduzierung erreicht.
• Temperatur des Umrichters hat das Limit für die automatische Reduzierung erreicht.

If the reduction requirement is disregarded and the values continue to deteriorate, an automatic reduction is initiated. This happens for the following events:

• Winding temperature of the transformer has reached the limit for automatic reduction.
• Winding temperature of the motor has reached the limit for automatic reduction.
• Temperature of the inverter cooling water has reached the limit for automatic reduction.
• Temperature of the inverter has reached the limit for automatic reduction.

• interner Fehler Umrichter
• Erdschluss
• Übertemperatur Umrichter
• Übertemperatur Transformator
• Übertemperatur Kühlanlage
• Ausfall TCU^VIII

In addition to the events mentioned above, the message Automatic Reduction occurs when a converter is switched off in double inverter mode for the following reasons:

• internal error inverter
• Ground Fault
• Overtemperature inverter
• Overtemperature transformer
• Overtemperature cooling system
• Failure TCU ^VIII

• Reduzierung wegen der Wicklungstemperatur vom Transformator
• Reduzierung wegen der Wicklungstemperatur vom Motor
• Reduzierung wegen der Temperatur des Umrichterkühlwassers
• Reduzierung wegen der Temperatur des Umrichters

For the following automatic reduction, it is possible to terminate the reduction by a topride:

• Reduction due to the winding temperature of the transformer
• Reduction due to the winding temperature of the motor
• Reduction due to the temperature of the inverter cooling water
• Reduction due to the temperature of the inverter

Is the actual speed value of the system by an automatic Reduction below the speed setpoint has been pressed the override function only becomes active when a setpoint value is lower is given equal to the actual value.

The override function is at any time by the operator with a press the slowdown override key again.

The override is reported to the alarm system.

• Ausfall beider Hydraulikpumpen der Azimuthsteuerung

The request to stop occurs on the following events:

• Failure of both hydraulic pumps of the azimuth control

• Grenztemperatur Motor erreicht
• Wassereinbruch in der SSP-Gondel, der nicht durch die Bilgenpumpen bewältigt werden kann
• Kurzschluss
• Ausfall beider Umrichter
• Leitwert Umrichterkühlwasser über Limit
• Ausfall angewählter PSU (Drehzahlregler)

An automatic stop is initiated on the following events:

• Limit temperature motor reached
• Water ingress in the SSP nacelle that can not be handled by the bilge pumps
• short circuit
• Failure of both inverters
• Conductor inverter cooling water over limit
• Failure of selected PSU (speed controller)

1. Sollwert Drehzahl = 0

2. Betrieb von zwei Hydraulikpumpen.

3. Schwenken des Antriebes auf 90°. Wellenbremse einlegen, sobald Grenzdrehzahl erreicht ist.

4. Umrichter wird ausgeschaltet, sobald Wellenbremse eingelegt ist.

5. Stickstoffdichtung an der Welle wird aufgeblasen (Pneumostop).

6. Schwenken des Antriebes zurück auf die Fahrhebelstellung.

7. Hydraulikpumpen werden entsprechend dem gewählten Fahrmode geschaltet.

When a waterfall shutdown occurs, the following sequence is initiated:

1st setpoint speed = 0

2. Operation of two hydraulic pumps.

3. Pivoting the drive to 90 °. Insert the shaft brake as soon as the limit speed is reached.

4. Inverter is switched off as soon as the shaft brake is engaged.

5. Nitrogen seal on the shaft is inflated (pneumostop).

6. Pivoting the drive back to the driving lever position.

7. Hydraulic pumps are switched according to the selected driving mode.

1. Beide Umrichter werden ausgeschaltet.

2. Betrieb von zwei Hydraulikpumpen.

3. Schwenken des Antriebes auf 90°. Wellenbremse einlegen, sobald Grenzdrehzahl erreicht ist.

4. Schwenken des Antriebes zurück auf die Fahrhebelstellung.

5. Hydraulikpumpen werden entsprechend dem gewählten Fahrmode geschaltet.

When a short-shutdown shutdown occurs, the following sequence is initiated:

1. Both inverters are switched off.

2. Operation of two hydraulic pumps.

3. Pivoting the drive to 90 °. Insert the shaft brake as soon as the limit speed is reached.

4. Pivoting the drive back to the driving lever position.

5. Hydraulic pumps are switched according to the selected driving mode.

For the function "ship before machine" there is the possibility to override a shutdown. Shutdowns this Possibility will be announced. To the announcement the "Shutdown" and "Shutdown Override" lamps flash. the operator can decide within 30 seconds if he has this Shutdown wants to allow. After 30 seconds, the Shutdown performed. He presses the within 30 seconds Override button, the shutdown is not performed. By Pressing the override function takes the operator one possible Damage to the drive system in purchase.

• Grenztemperatur Motor erreicht.
• Wassereinbruch in der SSP-Gondel, der nicht durch Bilgenpumpen bewältigt werden kann.

The following shutdowns can be prevented:

• Limit temperature motor reached.
• Water ingress in the SSP nacelle that can not be handled by bilge pumps.

The override is reported to the alarm system.

The inverter cooling system has three operating modes.

The first mode is the shutdown state. This State is reached by the pump starters of "Automatic" be switched to "hand". In manual mode, the Pump off by the operator if necessary.

The second operating mode is stand-by mode. The stand-by operation is activated by switching the pump starters from manual to automatic mode. The stand-by operation of Recooling system is active when the drive system is switched off is ("PROP STOP" active). In stand-by mode, the pumps the recooling system started at intervals to the conductance of cooling water to maintain a value of an immediate Start of the drive system allows.

The third operating mode is operation when the drive system is activated. In this mode, one of the two cooling water pumps operated continuously. The other pump serves as a standby pump.

• Brücke
• ECC
• Wing PS
• Wing SB
• ECR
• Steuerschrank Umrichter
• ECS Notfahrstand

The emergency stop can be triggered in the following places:

• bridge
• ECC
• Wing PS
• Wing SB
• ECR
• Control cabinet inverter
• ECS emergency control

Each SSP drive can be controlled individually by the emergency sequencer assigned to it being stopped.

When the emergency stop is activated, all inverters are assigned to the Drive shut down immediately and the circuit breaker opened in the switchgear. The drive is spinning out.

Each emergency stop is designed as a detent switch. actuated Switches are indicated by a flashing signal.

Is the setpoint specification with the drive levers due to an error? not possible, so the operator can click on the emergency button control switch.

Among the SSP position indicators are the "Turn the SSP to port and starboard. "The direction of rotation is made clear by arrows.

To activate the buttons just mentioned must be the emergency button control to be activated. To activate, the button must "Emergency Steer" be pressed. The activated emergency key control is indicated by a steady light.

All buttons of the emergency control are on the nocks and the Center control station connected in parallel.

bzw.

werden unmittelbar an die Ventile der Steuerhydraulik geleitet.During emergency operation, so-called timing is active. Signals of the keys

respectively.

are routed directly to the valves of the control hydraulics.

Is an error the speed setpoint with the Driving levers not possible, so the operator can on the emergency button control switch.

Among the SSP speed indicators are the "Speed high "and" RPM down. "The commands will be indicated by arrows.

To activate the buttons just mentioned must be the emergency button control to be activated. To activate, the button must "Emergency Speed Control" be pressed. The activated Emergency button control is indicated by a steady light.

All emergency control buttons are located on the nocks and the center console connected in parallel.

During emergency operation, so-called timing is active. Signals of the keys respectively. are routed directly to the inputs of the speed control module.

Claims (35)

1. Drive and propulsion system for ships having a steering propeller (10) which is arranged outboard and comprises an azimuth module (11), which can rotate and has a power transmission device (14), and a propulsion module (12) which is arranged like a pod on this azimuth module (11) and is provided with a drive motor for a propeller (16), in which at least two steering propellers (10) are provided, whose respective drive motor is in the form of a permanent magnetic synchronous machine, with the stator winding of the synchronous machine having three sections which are connected to a 3-phase alternating current and are connected via the power transmission device (14) to a converter (20), which is arranged in the ship and is connected on the input side via converter transformers to the ship's on-board power supply system, characterized in that a control and regulation device, which comprises standardized assemblies in a modular form, is provided for each of the steering propellers (10).
2. Drive and propulsion system for ships having a steering propeller (10) which is arranged outboard and comprises an azimuth module (11), which can rotate and has a power transmission device (14), and a propulsion module (12) which is arranged like a pod on this azimuth module (11) and is provided with a drive motor for a propeller (16), in which the drive motor is in the form of a permanent magnetic synchronous machine, with the stator winding of the synchronous machine having six sections, of which three are in each case connected to a 3-phase alternating current and, forming a subsystem, are connected via the power transmission device (14) to a converter (20a, 20b), which is arranged in the ship and is connected on the input side via a converter transformer (30a, 30b) to the ship's on-board power supply network, characterized in that a control and regulation device (25a, 25b, 26a, 26b), which comprises standardized assemblies in a modular form, is provided for each of the two subsystems.
3. Drive and propulsion system according to Claim 2, characterized in that the two subsystems can be operated in parallel, in which case one of the regulation and control devices (25a, 26a) of the subsystems can be used as the master, and the other (25b, 26b) can be used as a slave.
4. Drive and propulsion system according to either of Claims 2 and 3, characterized in that each subsystem has an associated programmable safety device (27a, 27b) which, in addition to alarm signals, also produces regulation and control signals automatically.
5. Drive and propulsion system according to one of Claims 1 to 4, characterized in that each converter (20, 20a, 20b) has phase current regulation.
6. Drive and propulsion system according to Claim 5, characterized in that the phase current regulation is preceded by field-oriented regulation in the form of transvector control.
7. Drive and propulsion system according to one of the preceding claims, characterized in that a monitoring device (60) is provided, by means of which the power generation and distribution in the on-board power supply network can be protected against being overloaded by the drive motor.
8. Drive and propulsion system according to one of Claims 1 to 7, characterized by its individual components being arranged in at least one prefabricated container.
9. Drive and propulsion system according to Claim 8, characterized in that the dimensions of the containers are standardized.
10. Drive and propulsion system according to one of Claims 8 or 9, characterized in that a device for remote position monitoring is arranged on the container.
11. Drive and propulsion system according to Claim 10, characterized in that the device for remote position monitoring is a GPS unit.
12. Drive and propulsion system according to one of Claims 10 or 11, characterized in that the device for remote position monitoring is removable.
13. Drive and propulsion system according to one of Claims 1 to 12, with the regulation device having only a single rotation speed regulator (111), irrespective of the number of motors (102) operating on one shaft (103), for damping oscillations in a drive (101) whose rotation speed is regulated, with the output signal (116) from the rotation speed regulator (111) being fed back (133, 134, 135) to its regulator input (110).
14. Drive and propulsion system according to Claim 13, characterized in that the fed back (133, 134, 135) output signal (116) from the rotation speed regulator (111) is inverted (109).
15. Drive and propulsion system according to Claim 13 or 14, characterized in that the fed back (133, 134, 135) output signal (116) from the rotation speed regulator (111) is multiplied (134) by a factor.
16. Drive and propulsion system according to Claim 15, characterized in that the multiplication factor (134) is set such that it results in a steady-state control error of about 0.2% to 1.5% at the rated load.
17. Drive and propulsion system according to Claim 16, characterized in that the steady-state control error is compensated for by a corrected nominal value n^*.
18. Drive and propulsion system according to Claim 17, characterized in that the nominal value compensation n_L ^* (136) is carried out as a function of the estimated load.
19. Drive and propulsion system according to Claim 18, characterized in that the load is determined on the basis of a characteristic from the non-compensated rotation speed nominal value (106, 107) or from the rotation speed actual value (112).
20. Drive and propulsion system according to one of Claims 1 to 19, with the regulation device comprising a rotation speed regulator (216) whose output value makes it possible to preset a torque nominal value or current nominal value via a converter (207) for the electrical propeller motor (203) or, respectively, the ship propeller (201), in which case the electrical propeller motor (203) can be supplied by means of the converter (207) with electrical power from an on-board power supply network (205), which is supplied with electrical power by means of a diesel generator system (206), in accordance with a torque nominal value or current nominal value which corresponds to the nominal rotation speed of the rotation speed regulator (216), and in which case [lacuna] by an adaptive ramp transmitter (226), by means of which the time matching of the current nominal value of a current regulator (208) of the converter (207) to the current nominal value which corresponds to the nominal rotation speed present at the rotation speed regulator (216) can be controlled, taking account of limit values which are predetermined by the on-board power supply network (205) and/or by the diesel generator system (206) which feeds the on-board power supply network (205) with electrical power.
21. Drive and propulsion system according to Claim 20, in which a run-up time and a run-down time of the adaptive ramp transmitter (226) for the current nominal value of the current regulator (208) can be varied in proportion to the magnitude of the actual rotation speed of the electric propeller motor (203).
22. Drive and propulsion system according to Claim 20 or 21, in which a minimum run-up time and a minimum run-down time can be predetermined for the run-up time and the run-down time of the adaptive ramp transmitter (226) for the current nominal value of the current regulator (208) in a lower rotation speed range of the electric propeller motor (203) or of the ship's propeller (201), and this minimum run-up time and minimum-run-down time are dependent on the maximum permissible rate of change of the wattless component emitted by synchronous generators in the diesel generator system (206) which feeds the on-board power supply network (205).
23. Drive and propulsion system according to one of Claims 1 to 22, in which the regulation device comprises a rotation speed regulator (315), which is associated with the electric propeller motor (303) and whose output signal, the torque nominal value or current nominal value, regulates the rotation speed of the electric propeller motor (303) via a converter (306), and a ramp transmitter (311), into which a rotation speed nominal value for the electric propeller motor (302) can be entered and by means of which a rotation speed nominal value profile can be predetermined for the rotation speed regulator (315), by means of which the actual rotation speed of the electric propeller motor (303) can be matched to the rotation speed nominal value, entered in the ramp transmitter (311), for the electric propeller motor (303), with the ramp transmitter being in the form of an adaptive ramp transmitter (311) and having a characteristic transmitter (319) which can be controlled by the magnitude of the rotation speed actual value of the electric propeller motor (303).
24. Drive and propulsion system according to Claim 23, characterized in that different dependency levels between the actual rotation speed of the electric propeller motor (303) and the run-up time can be predetermined in the characteristic transmitter (319) of the adaptive ramp transmitter (311) for different actual rotation speed ranges (323, 324, 325) of the electric propeller motor (303).
25. Drive and propulsion system according to Claim 23 or 24, characterized in that the dependency level between the actual rotation speed of the electric propeller motor (303) and the run-up time can be set, preferably continuously, in at least one higher actual rotation speed range (325) of the electric propeller motor (303).
26. Drive and propulsion system according to one of Claims 1 to 25, characterized in that the control device comprises at least one control station with an input and output element for selecting, visualizing and activating operating modes, in which case, in particular, control station switching operations and/or operating mode changes can be activated via the input and output elements.
27. Drive and propulsion system according to Claim 26, characterized in that the input and output element comprises switching means, preferably push buttons.
28. Drive and propulsion system according to Claim 26 or 27, characterized in that the input and output element comprises lamps, which are preferably combined with switching means according to Claim 30.
29. Drive and propulsion system according to one of Claims 26 to 28, characterized in that the input and output element comprises at least one text display indication, preferably with a resolution of 4 lines, with 20 characters in each line.
30. Drive and propulsion system according to one of Claims 26 to 29, characterized in that fault and/or defect messages can be displayed on the text display indications.
31. Drive and propulsion system according to one of Claims 26 to 30, characterized in that the control device comprises at least one input and output element which can be used as an emergency controller and is directly connected to the drive motors, to the azimuth modules and to the propulsion modules in order to control them.
32. Drive and propulsion system according to Claim 31, characterized in that the input and output element is in the form of an emergency control station.
33. Drive and propulsion system according to one of Claims 26 to 32, characterized in that the control device, the regulation device, the drive motors, the azimuth module and the propulsion module are connected to one another for communication via a bus system, preferably a ring bus.
34. Drive and propulsion system according to one of Claims 26 to 33, characterized in that the control stations and the assemblies and modules that are connected to one another via the bus system interchange state values via the bus system, with value checks preferably being carried out in dialogue form.
35. Drive and propulsion system according to one of Claims 26 to 34, characterized in that at least one emergency control station is provided, preferably in the stern half of the ship.

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