EP1246754B1 - Systeme de propulsion pour bateau muni d'une regulation adaptee a la dynamique - Google Patents

Systeme de propulsion pour bateau muni d'une regulation adaptee a la dynamique Download PDF

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Publication number
EP1246754B1
EP1246754B1 EP01909429A EP01909429A EP1246754B1 EP 1246754 B1 EP1246754 B1 EP 1246754B1 EP 01909429 A EP01909429 A EP 01909429A EP 01909429 A EP01909429 A EP 01909429A EP 1246754 B1 EP1246754 B1 EP 1246754B1
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EP
European Patent Office
Prior art keywords
propulsion system
vessel propulsion
filter means
rotation speed
ramp
Prior art date
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EP01909429A
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German (de)
English (en)
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EP1246754A2 (fr
Inventor
Günter GEIL
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Siemens AG
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Siemens AG
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Priority claimed from DE10011609A external-priority patent/DE10011609C2/de
Priority claimed from DE10011602A external-priority patent/DE10011602A1/de
Priority claimed from DE2000163086 external-priority patent/DE10063086A1/de
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1246754A2 publication Critical patent/EP1246754A2/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/22—Use of propulsion power plant or units on vessels the propulsion power units being controlled from exterior of engine room, e.g. from navigation bridge; Arrangements of order telegraphs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H21/213—Levers or the like for controlling the engine or the transmission, e.g. single hand control levers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B63H2005/1258—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with electric power transmission to propellers, i.e. with integrated electric propeller motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type

Definitions

  • Propulsion devices for ship propellers with an electric Propeller motor are regulated by means of speed controller.
  • the drive lever turns the bridge into a speed setpoint specified.
  • In front of the input of the regulator is in a Summation circuit of the speed setpoint (reference variable) compared with the current speed value, to this one Determine control deviation, which is fed to the controller.
  • the output signal of the controller arrives as a control variable in one Actuator via which the propeller engine with the Power source is connected.
  • In drives with synchronous machine consists of the actuator from a rectifier / converter that comes from the generator voltage the diesel generator plant a suitable multi-phase and generates frequency-varying supply voltage.
  • the power converter circuit is designed such that the interconnection of the converter and the synchronous machine behaves like a DC machine, whose current is adjusted via a DC-DC converter.
  • asynchronous electrical Energy supplied and used to ship propulsion become.
  • the reason for speed fluctuations or angular velocity changes is the behavior of the ship propeller in the water that flows past the hull while driving and a has spatially uneven velocity profile.
  • the Propeller blades move as they rotate partly due to the ship's tail skeg or Wellenbock while they are in the other part of their rotational movement to other flow velocities of the water to meet.
  • the in a fluctuating angular velocity of the ship propeller results from the speed controller or the this subordinate current regulator is adjusted to the Speed of the propeller as accurate as possible in the Preselected rotary setpoint constant.
  • the frequency the torque fluctuation corresponds to the shaft speed multiplied with the number of leaves of the propeller.
  • the torque fluctuation is from the drive motor on its anchorage and transferred to the hull. It occurs also a torque reaction in the diesel generator system on. This will be parts of the ship's construction with the Fundamental wave of this pulsating torque to vibrations stimulated, and due to mechanical conditions is the resonance of the hull at the frequency concerned negligible.
  • the resulting vibrations are not just annoying for the people on the ship, but they bring also a significant burden on the entire construction of the ship and its cargo with it and should therefore be avoided.
  • a speed control that regulates the speed of the ship propeller as exact as possible at the preselected speed setpoint keeps constant, leads to another negative effect.
  • propellers can in the speed can be adjusted very quickly.
  • a fast Adjustment of the speed leads among other things to cavitations on the propeller blades.
  • the speed depends on that with which the speed is adjusted by the driving speed of the ship, i. from the flow velocity, with which the water meets the propeller.
  • ramp-function encoders are provided, which are regulated seen between the control lever and the setpoint input lie of the regulator.
  • the run-up time is determined by the Ramp generator is set, with increasing speed of the drive motor for the propeller increased in one to three stages, by the speed surplus within the permissible range to hold the propeller curve.
  • the electric drive system must respect his power requirement also consideration for the generator excitation to take. Their timing is slower than that possible dynamics of the electric machine for the ship propeller.
  • the ramp-function generator is taking into account these two Boundary conditions of the prior art interpreted as follows:
  • the propeller motor accelerates initially without limitation so optimal.
  • the one from the propeller recorded power increases during run-up with a constant run-up time faster and achieved
  • a current limit in the speed controller by one To avoid overloading the diesel generator system.
  • the first stage of the ramp-function generator is changed to another Startup time switched.
  • the from the electric drive provided acceleration performance falls almost back to zero. This creates a sudden change the power extraction at the diesel generator plant, this must, but not necessarily can. It comes to Frequency and / or voltage fluctuations in the electrical system.
  • At least in the first phase of the runtime takes the Drive device of the diesel generator plant electrical Performance that may be required to supply the other On-board network is missing.
  • the current limit of the electric machine for the propeller is in the above-described drive device to something 30% of the nominal torque above the respective ship's propeller curve.
  • the range between the current upper limit of the electric Propulsion engine and the calculated ship propeller curve is needed in addition to those during acceleration of the Ship's necessary acceleration moments also a reserve to have for heavy sea and / or ship maneuvers.
  • Another temporal gradient in the power output of Diesel engines, not according to the IACS or otherwise general is specified in terms of thermal capacity of the diesel engine.
  • a uniform load change is allowed on a service-warm diesel engine from zero to rated power or from rated power to zero only within one dependent on the size of the respective diesel engine Minimum time. These times varied according to size strong. The time course, may not be exceeded in sections, otherwise it would cause damage can come on the diesel engine.
  • the minimum times mentioned above can be between 10 - 20 seconds for small and up to 120 seconds for large Diesel engines are.
  • the power converters between the diesel generator plant and the electrical machine of the ship's propeller need a control reactive power.
  • the control reactive power depends on the load. Examples of such converters are current source inverters, cycloconverters, converters for DC machines and the like.
  • the reactive power is provided by the synchronous generators of the diesel generator system delivered.
  • the temporal gradient of Load-dependent reactive power in the above-mentioned converters with control reactive power can be 15 to 25 times faster change than the terminal voltage of the synchronous generators, which can not follow the generator system. In particular, that De-energizing the excitation field of the synchronous generators needed Time.
  • a marine propulsion system for an electric vehicle electrical system exhibiting To create a ship that does not lead to any loss of comfort and / or Impairments in ship operation.
  • the ship propulsion system should respect its dynamic range to the various types mentioned above Better adjust or adjust boundary conditions.
  • the loss of comfort can be in vibrations of the ship's structure and / or flickering light. Due to the invention Facility will ensure that independent from the adjustment speed of the drive lever and / or of the rudder angle no fluctuations in the instantaneous value of On-board voltage and / or its frequency occur over go beyond a tolerable level.
  • Too much acceleration of the propeller can also cause significant noise when the accelerations lead to cavitations on the ship propeller.
  • the filter means comprise first filter means, which are adapted to amplitude fluctuations of the signal to suppress at the control input of the actuator. Due to the torque fluctuations, the angular velocity changes the propeller shaft, resulting in a corresponding Ripple of the signal supplied by the tachometer leads.
  • the ripple would become instantaneous without the invention find themselves in the regulatory difference and cause that according to this control difference the current for the Propeller engine and thus its drive torque fluctuates.
  • this ripple is filtered out, i.e. the drive system is given the opportunity give in the speed when the propeller blades against start a high flow resistance, and the speed resume when the "sluggishness" subsides again Has.
  • the filter media that can be used for this purpose can be amplitude filters be that forward a signal change only when the signal change has exceeded a certain level.
  • amplitude filters be that forward a signal change only when the signal change has exceeded a certain level.
  • Such a filter can, for example, by means of a diode characteristic will be realized.
  • the other possibility exists in a frequency filter that acts as a low pass and the ripple superimposed on the control difference filters out.
  • the frequency filtering means may be adaptive, in the way that the cutoff frequency with the speed of the Propeller shaft or the voltage threshold with the ground or Equal value of the input variable changed. This way you can Ensures sufficient dynamics in all speed ranges be without the suppression of ripple one Has influence on the control dynamics or in another Speed range, the ripple up to the actuator by strikes.
  • the first filter means can be between the controller input and the speed sensor, in the signal path of the signal with the control difference or at the output of the controller between controller and Control input of the adjusting device may be arranged. It is also possible, the filter means in the actuator too to implement.
  • the filter means are implemented as amplitude filters, they are expediently in the signal path for the control difference.
  • the control device preferably has a PI control behavior.
  • the control device can be used in a classical manner as an analog control device or be executed digitally working.
  • the actuator for the propeller engine can itself again be executed as a regulator.
  • the control signal for the Setting device preferably has the meaning of a Current setpoint, i. the current is controlled by the adjusting device is delivered to the propeller engine and thus the torque delivered by the propeller engine becomes.
  • a control is also possible if the Propeller engine is made of a synchronous machine and the adjusting device designed as a converter or power converter is.
  • suitable circuits are known known to the art.
  • a feedback is used to filter the ripple is, this is suitably set so that at nominal load a stationary control deviation of about 0.2 to about 3%. If this error is disturbing is, it can by a suitably corrected set point be compensated.
  • the setpoint compensation can be from the estimated Load dependent.
  • the filter media include expediently second filter means which are controlled Ramp function generator are executed.
  • the ramp-function generator is the rate of change of the speed of Propeller shaft adapted to the permitted dimensions.
  • the second filter means contain a characteristic curve, dependent on the speed of the propeller motor, the rate of increase of incoming from the drive lever Setpoint signal is slowed down.
  • the second Filtering means between the input of the control device and be arranged the drive lever. At this point affect Do not you the control behavior, consisting of control device, Adjusting device and ship propeller.
  • the characteristic of the second filter means is continuous in the sense that she is free of jumps. It does not necessarily need to be smooth in the mathematical sense, but they can be approximated as a polygon. The only important thing is that the transitions within the traverse are jump-free.
  • the Characteristic can be a quadratic characteristic with offset.
  • the characteristic is at least in the lower one Speed range so that the ramp-up time constant and briefly, or with the speed of the propeller only slightly is rising. The drive system then "hangs" almost directly on the Lever.
  • the ramp-up time increases with the speed the propeller motor on, or stronger. This will the possible angular acceleration independent of the adjustment speed the higher the driver's height the speed of the ship's propeller is.
  • the speed, with the speed of the propeller motor can increase even further throttled, i. the ramp-up time increases even more the speed than in the underlying speed range.
  • the second filter means may be in digital form by means of Be executed microprocessor or analog working.
  • the filter means a third filter means, which is the speed the change in power consumption by the Limited propeller engine to such values, which the Wiring system can follow easily.
  • the third filter means can in turn either in the signal path the setpoint signal, ie between the controller and the Be arranged driving lever, or after the control device or be implemented directly in the actuator.
  • the arrangement after the controller or after subtraction has the advantage of slowing down state changes as well caused by changes in the propeller load. Such Changes in the propeller load occur while driving of the rudder or when switching off or throttling a propeller in multi-shaft systems.
  • the execution of the third filter means was suitably carried out in digital form based on microprocessors.
  • the third filter means can also be constructed classically and work analogously.
  • the third filter means may be designed to be the rate of change in an adjustment of the driving lever towards greater power consumption to others Limit values, compared to the adjustment of the driving lever towards small power values.
  • the limitation of the rate of change decreases at least in an upper power range or speed range of the From the propeller engine.
  • the rate of change that the third filter means can also depend on the number of generators be who feed the electrical system.
  • Another influencing factor may be the operating state of the plant, i. whether the Plant already in a warm, stationary state is or is still in the warm-up phase, or depends on the total operating time.
  • Another influencing factor the load of the generator plant, namely whether the Load in the lower, middle or upper power range the diesel engines is located.
  • the third filter means be designed so that they realize a window, within that, the third filter means on the rate of change with the signal at the control input the adjusting device changed, not influenced.
  • One such window is particularly useful when the third Filter means in the signal path between the control device and lie the adjusting device. If the third filter means between the drive lever and the setpoint input of the control device may lie on such a window be waived.
  • Figure 1 is in the block diagram of an electrical Ship propulsion system illustrated. In the block diagram only those parts are shown that are essential to the invention are of importance. Of course that's the exact one Circuit diagram of the ship propulsion system much more complicated, however, the presentation of all details would only obscure the essence of the invention and make understanding difficult.
  • the marine propulsion system includes one located on the bridge Driving lever 1, a control device 2, a propeller motor 3 for driving a ship propeller 4, a schematic indicated on-board network 5 and an adjusting device 6, connected by the propeller engine 3 to the electrical system 5 is.
  • the Bergriff driving lever is in the present documents named as representative of all facilities with which the driving speed given on a high control level such as automatic systems, so to speak a "cruise control" for ships.
  • the drive lever 1 provides an electrical signal that the Speed of the ship propeller 4 corresponds, as a reference variable via a connecting line 7 to a setpoint input 8 the control device 2.
  • the control device 2 includes a Summation node 9 and a PI controller 10 whose output 11 is connected to an input 12 of the adjusting device 6.
  • the feedback signal receives the control device 2 via a Line 13, which is connected to a speed sensor 14.
  • the speed sensor 14 is composed of a digitally operating Speed sensor 15 and a digital / analog converter 16 with Direction of rotation detection together.
  • the speed sensor 15 is connected to a propeller shaft 17, on which the propeller engine 3 works and at the Ship propeller 4 rotatably seated.
  • the digital / analogue converter 16 is made of two of the speed sensor 15th coming phase shifted periodic digital signals in known manner with the speed proportional signal Sign generates, which enters the line 13.
  • the Summation node 9 of the control device 2 is this signal, that is proportional to the speed of the propeller 4, compared with the signal coming from the driving lever 1.
  • the speed sensor 14 may alternatively be an indirect measuring system be. The speed with the help of the time course of Current and voltage preferably in the actuator 6 or detected in the connecting line 19 to the propeller engine.
  • the resulting difference is in the PI controller 10th processed according to its characteristics.
  • the control behavior a PI controller is known and needs at this Place not to be explained.
  • the adjusting device 6 is itself in the manner of a Regulator constructed and includes a tax rate 18, for example from GTOs in bridge circuit, between the multi-phase, for example, three-phase electrical system 5 and the Propeller engine 3 in series.
  • a tax rate 18 for example from GTOs in bridge circuit, between the multi-phase, for example, three-phase electrical system 5 and the Propeller engine 3 in series.
  • the propeller motor 3 is, for example, a synchronous machine and the headset 18 is controlled to have a corresponding multi-phase and variable in frequency AC voltage receives.
  • a connecting line 19 between the headset 18 and the propeller motor 3 is a Current sensor 21, which via a line 22 to a converter circuit 23 is connected.
  • An arrangement of the current sensor 21 on the input side of the headset 18 is also possible.
  • the converter circuit 23 generates from that of the current sensor 21 detected alternating signal, a DC signal, for example corresponds to the total RMS value of the current in flows in the propeller motor 3.
  • the hiking circuit 23 Accordingly, at its output 24 outputs a DC signal, which is fed via a line 25 to a summation node 26 becomes.
  • summation node 26 the current proportional Signal of the current sensor 21 with the output signal of the control device 2, which is why the other input of the Summation point 26 with the input 12 of the actuator connected is.
  • the adjusting device 6 forms a case in the present case Power inverters.
  • the synchronous machine can also be a Asynchronous machine form the propeller engine.
  • a DC machine which may be AC powered is.
  • the flow field of the water that on the ship propeller. 4 flows past is spatially different.
  • the uneven Flow distribution prevents the ship's propeller 4 during a full revolution always the same resistance moments in the water. If its propeller blades in certain Immerse flow areas, they hit one increased resistance. This spatially different resistance leads to torque fluctuations when the drive shaft 17 is driven at a precisely constant speed.
  • the torque fluctuations form as fluctuations in the Angular velocity and are called angular velocity changes detected by the speed sensor 14.
  • the control device 2 strives to control the speed variations around the propeller shaft 17 at a constant speed drive. The result is significant vibration in the hull.
  • control device is provided with first filter means whose purpose is the previously mentioned ripple to suppress.
  • the controller 10 has an input side Proportional controller 33, the input side with the summation point 9 is connected, and output at an input an integral controller 34 is connected. With his exit the integral controller 34 is located at an input of a summation point 35, whose other entrance with the exit of the Proportional controller 33 is connected. The output of the summation point 35 forms the output of the regulator to which the Connecting line 11 is connected. From the line 11 a feedback resistor 36 leads to the input of the regulator 33, the output signal in phase opposition to the input returns.
  • a regulator constructed in this way shows, as a whole, a lowpass / gain behavior that is capable of caused by the torque fluctuations of the ship propeller 4 Ripple at least to diminish.
  • the adjusting device 6 tries only on the correspondingly reduced speed setpoint n * -n R R and thereby gives the propeller motor 3 opportunity by reductions n of n * to n * -n R flywheel energy from the drive train, consisting of the propeller motor 3, the ship's propeller and the propeller shaft 17 release.
  • the control device 2 of the decreasing engine speed n virtually a decreasing speed setpoint n * - n R compared and thus hardly countersteer.
  • the propeller engine 3 generates no or only a small additional torque, so that no increased torque is introduced into the hull at the engine mooring.
  • a function generator 37 may be included, which maps the compensation described above and as a signal N L * a summation point 38 in the line 7 is supplied.
  • the speed setpoint n * is increased by a value n L * f (n).
  • n L * -n R and has the desired effect that the sum of the signal 8 and the signal 35 is equal to the signal 6 in the summation point 9.
  • the torque proportional Fluctuations of the controller output signal about 180 ° out of phase fed back to the speed controller input, so that on the one hand a negative and therefore stable Feedback results and on the other hand that to the Ausregel the load-related fluctuations in the speed required Torque or the approximately proportional to this controller output signal is reduced.
  • a side effect here is that the speed of the propeller is no longer accurate remains constant, but certain fluctuations as they pass through The changing load is caused, is subject.
  • the recycled Output signal of the speed controller multiplied by a factor becomes.
  • 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 no longer offset in length with PI characteristic would be, the drive shaft to the set speed setpoint to accelerate.
  • 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 Corresponding speed for forward and reverse, or the maximum motor torque, so is for the setting of a optimal level of feedback a multiplicative adjustment these two signal levels are essential.
  • the multiplication factor can be between 0.01% and 5%, preferably between 0.1% and 3.0%, in particular between 0.15% and 2% lies. It is a very natural by nature low negative feedback, because - as already mentioned above - already Much of the demanded by the changing load Energy from the moment of inertia of the rotor from the electric motor, taken up by the propeller and the drive shaft and can be returned to each of these.
  • 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, mutual Adjustment of the speed setpoint to compensate.
  • the system has at least approximately known properties.
  • the static, mean load torque according to a characteristic from the static speed list value For example, increases with propeller drives the drive torque about square with to the actual speed value. If the actual speed therefore a may correspond to certain speed setpoint, can from this Characteristic approximately the torque can be determined, which in static condition, approximately proportional to the controller output signal is, so that also the mean of the feedback signal and thus the remaining control deviation determine.
  • This is added to the setpoint is, preferably additive, which is when the precalculated Control deviations as actual speed actual just the ideal speed setpoint results.
  • the filter means for suppressing the vibrations in Hull due to the inhomogeneities in the circulation of the Ship propellers 4 can also come with a classic low pass be suppressed. Appropriately, this is the Limit frequency of the low pass depending on the speed of the Propeller shaft 17 tracked.
  • FIG. 3 schematically illustrates the signal, which is present without filtering at the output of the PI controller 10. It is composed as shown of a steady share and the already mentioned several times superimposed ripple together.
  • a lower limit 39 is determined, which is below the valleys of the vibration amplitude the ripple lies.
  • an upper limit 40 is set, which has a certain Safety distance from the crests of the ripple shows.
  • the incoming signal between these two Barriers 39 and 40 is a predetermined average for example, the mean between the barriers 39 and 40 forwarded to the control input 12. Only when because of an adjustment of the driving lever 1 a larger deviation comes about, which is one of the limits or barriers 39, 40, there is a corresponding readjustment.
  • Such amplitude filtering is particularly easy to realize a microprocessor. It is, however possible to use a non-linear gain characteristic for this, as it shows, for example, a diode.
  • One Such amplitude filter is suitably between the Summation node 9 and the input of the proportional controller 33 accommodated.
  • FIG. 4 shows the highly schematic block diagram of FIG Ship propulsion system according to the invention, in the second filter means 41 are realized, which serve the possible Dynamics from adjusting device and propeller engine to the possible and adapt the permissible driving dynamics of the ship propeller 4. This causes cavitation phenomena during acceleration processes suppressed at the ship's propeller.
  • a ramp-function generator 42 belongs to the second filter means 41 of the ship propulsion system According to FIG. 4, a ramp-function generator 42 belongs.
  • the ramp-function generator 42 lies in the connecting line 7, which the drive lever 1 with the setpoint input 8 of the summation account 9 connects.
  • the second filter means 41 are thus in the guide variable channel.
  • Part of the second filter means 41 is also a characteristic generator 43, which is connected to a control input 44 of the ramp-function generator 42 is connected via a line 45.
  • On the input side is the characteristic transmitter 43 with the output of a circuit assembly 46 connected, the input side, the speed signal from the connecting line 13 receives.
  • the circuit assembly 46 serves to increase the amount of the speed signal produce.
  • the purpose of the second filter means 41 is the rate of change the setpoint signal, as it is from the drive lever. 1 comes to limit to those values where ensured is that the ship's propeller does not foam still tends to cavitation. No matter how fast the throttle 1 is adjusted in the sense of accelerating changes the setpoint at the corresponding input of the summation element 9 only at a slower speed.
  • Such a filter medium can preferably be microprocessor-based produce.
  • this is now in the slew rate is changed.
  • the characteristic generator 43 therefore receives a speed-dependent Signal, because limiting the rate of change so the run-up time of the speed of the ship propeller 4 dependent is.
  • the amount of the actual speed of the propeller shaft 17th serves as a guide for the adaptive characteristic generator 43 and indirectly as a reference variable for the rate of increase of the setpoint signal forwarded to the control device 2.
  • Fig. 5 shows the course of the characteristic of the second filter means 41.
  • the characteristic curve is continuous, i.e. free of jumps and is approximated by a polygon.
  • the characteristic curve 47 for normal operation is set three sections 48, 49 and 50 together, over the Actual speed of the ship propeller 4 are plotted.
  • Fig. 5 is in the characteristic generator 43 for the adaptive ramp generator 42 for the low actual speed range 48 of the electric propeller motor 3, for example correspond to the range between 0 and 1/3 of the rated speed can, a constant, short run-up time in seconds specified per rpm.
  • the electric propeller motor 3 and thus the ship propeller 4 can in this maneuver area work with high dynamics.
  • the second Filter means 41 has a constant return time, e.g. 0.2 s may be per rpm, can be specified.
  • a characteristic 51 shown in dashed lines for an emergency maneuver in the area They are from the characteristic 47 for normal operation different.
  • the ramp-up time of the the drive device according to the invention driven ship to the maximum velocity of the same can thus e.g. be reduced to half, with the characteristic 51 for the emergency maneuver only technical limit values considered.
  • go in the design the characteristic 47 further aspects, where in Generally in the interpretation of this characteristic a compromise between adequate maneuverability of the ship and careful driving style of the entire machinery selected becomes. It's an optimization in terms of different Target functions such as minimum fuel requirement, minimum Time consumption, high maneuverability of the ship etc. possible.
  • An alternative course of the section 48 of the characteristic 47 in the characteristic generator 43 of the second filter means 41 is a slight slope, but less than the slope of section 49.
  • the adaptive ramp generator 42 accelerates with the smaller actual speed always faster than the adaptive Ramp function generator 42 with the higher actual speed value. Because of this behavior arises during an acceleration process of the ship an even load distribution between the two propeller shafts 17 almost automatically one. As a result, when accelerating a higher Course stability achieved.
  • Suitable circuits for tracking the in the second filter means 41 contained ramp-function generator 42 by the speed controller are known from the prior art. For reasons the simplification they are not shown in the figure.
  • FIG. 7 shows the highly schematic block diagram of FIG Ship propulsion system according to the invention, in the third filter means 55 are realized, which serve the possible Dynamics from adjusting device and propeller engine to the possible and adapt the permissible dynamics of the generator system. In order to Voltage and / or frequency fluctuations in the electrical system suppressed during acceleration and braking.
  • the electrical system 5 is from a diesel generator system 56 with four diesel generators 57 ... 61 fed.
  • the generators are usually three-phase synchronous generators.
  • the third filter means 55 comprise a limiting circuit 62, between the output of the controller 10 and the Control input 12 of the adjusting device 6 is located.
  • the purpose of the limiting circuit 62 is amplitude dependent an increase or decrease in the output signal of controller 10 or too fast slew rate to limit.
  • the limiting circuit 62 has two control inputs 63 and 64 which are connected to an upper and a lower limit level 65 and 66 are connected.
  • the upper and lower limit levels are placed over the control inputs 63 and 64, at what speed the Signal can change up and down and they have moreover, the property of defining an amplitude window.
  • the rate of change by the limiting circuit 62 intervenes only when the output signal of the controller 10 in the amplitude changes more than it does through the two threshold levels 65 and 66 is fixed.
  • the center and the size of the amplitude window, which are indicated by the Both threshold levels 65 and 66 are not rigid, which is why the two threshold levels 65 and 66 control inputs 67, 69 have.
  • the control inputs 67, 69 are on an output of a characteristic generator 72 with two control inputs 73 and 74 connected, over which the high and the Return time can be set.
  • the input 74 is over a corresponding line connected to the control input 12 and gets such information about the current value of the reference variable, which enters the actuator 6.
  • the input 73 is connected to an output of another characteristic generator 75, in the one hand, the amount of Speed signal as it comes out of circuit assembly 45, and, on the other hand, a control signal from a logic circuit 76 is fed.
  • the logic circuit 76 is via control line 77 connected to switches 78, 79, 81 and 82, via the the individual generators 57 ... 61 connected to the electrical system 5 become.
  • the characteristic generator 75 sets the high and the Rewind time for the ramp function generator 72 fixed.
  • the size of the amplitude window, also by the is set to both threshold levels 65 and 66 is not rigid, which is why the two threshold levels 65 and 66 control inputs 98, 99.
  • the control inputs 98, 99 are with connected to an output of another characteristic generator 97, in the one hand, the amount of the speed signal as it out the switch assembly 45 already described above comes, and On the other hand, a control signal are fed, as it is from the logic circuit 76 already described above is provided.
  • the limit value stage 65 is expediently an adder and the threshold level 66 is a subtractor.
  • the output of the ramp-function generator 72 forms the stationary state torque-forming Control signal, as in the control input 12 of the Setting device 6 passes, from.
  • the output of the characteristic generator 97 forms the relative to the stationary state in the respective Operating point permissible maximum signal jump of the torque-forming control signal, as in the control input 12 of the actuator 6 passes, from.
  • the third filter means 55 thus set the permissible rate of change, with which the setpoint signal for the Adjustment device 6 and thus speed of the propeller or motors 3 can change, fixed, depending on the speed of the propeller motor 3, the number and the load the connected to the electrical system diesel generators.
  • this window thus formed is of the number the switched on the electrical system 5 diesel generators 57th ... 61, the speed of the propeller motor 3 and the size of the Control signal for the actuator 6 dependent.
  • FIG. 8 shows a characteristic 83 which is connected to the characteristic generator 75 is realized, if only a single Diesel generator is connected to the electrical system 5 is turned on.
  • Curve 84 for use. This curve is, as Figure 8 recognize leaves below the curve 83, i. they are faster Performance changes in both the horizontal part of the curve as well as in the rising part possible.
  • diesel generator 57 ... 61 can be switched on one after the other, depending on the speed of the propeller motor 3, i. depending on the total power consumption of the ship's propulsion, results in a course of permissible temporal power change according to FIG. 9.
  • the left horizontal section including the left rising branch with the reference numeral 87, corresponds to the corresponding part of the curve 84 with only two diesel generators. From a certain speed, the corresponding one Power consumption is equivalent to a third diesel generator switched, whereby the temporal change of Power consumption is determined by a curve 88, in the the curve 87 changes abruptly. For even greater power consumption finally becomes the fourth diesel generator switched on, bringing the change in performance according to a Curve 89 can be done.
  • the permissible temporal change of the reference variables like them occurs at the entrance 12, has an approximately sawtooth-shaped Course and is by connecting diesel generators even in the high power range approximately on one value kept maneuvering with only two active diesel generators equivalent.
  • the controller 10 In the quasi-stationary state, the controller 10 must be able be, to be passed to the adjusting device 6 setpoint free from any limitations. Otherwise arise, as already mentioned above, in the electrical Propeller engine 3 significant beats that occurred in the ship as mechanical vibrations can affect. You can also Promote cavitations on the ship propeller 4 or trigger. The limitation of the temporal rate of change is therefore within the aforesaid amplitude window made ineffective.
  • the distance, the lower or the upper edge of the window from the instantaneous value of the setpoint value at the control input 12 is a function of the amount of speed of the Propeller engine 3, because the on-board power factor depends on the modulation of the respective setting device 6. Furthermore, the size of the window is proportional to the number of synchronous generators feeding the vehicle electrical system 5 the diesel generator plant 56. The reason for this is in the larger short circuit power in the electrical system, which is again from the smaller reactance of the parallel connected Synchronous generators results.
  • a little bigger Window corresponding to two curves 92 results in two diesel generators, while the window is moving according to the distance the two curves 93 at two diesel generators up to expanded to a window corresponding to the curves 94 when a total of four diesel generators feed the vehicle electrical system 5.
  • Fig. 11 schematically illustrates the width of the window with variable drive power depending on the Speed of the propeller motor 3.
  • the width of the window becomes represented by two dashed curves 95.
  • the curves start at low speed with two switched on Diesel generators. At the first jump of Coming to the left, is another diesel generator while right from the second jump, four diesel generators are effective.
  • the special arrangement of the third filter 55 at the output of controller 10 also suppresses too fast control operations, not by the adjustment of the control lever 1 but caused by load changes to the ship propeller 4 become. Load changes occur when rudder is given or the rudder is moved back to zero position. The load changes have speed changes result, the regulated need to be and to different power extraction to lead.
  • the controller 10 is very fast and would without the limitation by the third filter 55, the electrical system if necessary overwhelm.
  • the filters and the control and control circuits were top in Form of classical electrical schematic diagrams shown, to facilitate understanding. It goes without saying however, that in practice the filters and the Ruling and control circuits predominantly in the form of programs or program sections are realized. The nature of the presentation should not be limited to the specific type of practical implementation, because the skilled person is clear how filters and controllers are to be executed digitally as programs. The digital implementation has advantages in regulations with long time constants or variable time constants.
  • a marine propulsion system consists of an electric On-board network and an electrical drive system fed from it has a subordinate control for the propeller engine on.
  • the speed of the propeller engine is over a parent Defined controller whose command value of the Driving lever comes.
  • Filtering agents are included.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Control Of Eletrric Generators (AREA)
  • Control Of Electric Motors In General (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (54)

  1. Système d'entraínement de navire destiné à un navire comportant un réseau électrique embarqué (5), lequel système d'entraínement de navire comprend :
    un dispositif à levier de marche qui comporte un levier de marche (1) et qui délivre à sa sortie (7) un signal de levier de marche correspondant à la position du levier de marche (1),
    une source de courant/tension (56) destinée à générer de l'énergie électrique,
    un dispositif de réglage électrique (6) qui comporte une entrée de puissance, une sortie de puissance (19) et une entrée de commande (12), l'entrée de puissance étant reliée à la source de courant/tension (5),
    un moteur d'hélice électrique (3) qui entraíne une hélice de navire (4) et qui est raccordé à la sortie de puissance (19) du dispositif de réglage (6),
    un moyen formant capteur de vitesse de rotation (14) qui délivre un signal de vitesse de rotation correspondant à la vitesse de rotation de l'hélice de navire (4),
    un dispositif de régulation (2) qui comporte une sortie de régulation (11), une entrée de valeur de consigne (8) et une entrée de valeur réelle (13), le signal à de levier de marche étant appliqué à l'entrée de valeur de consigne (8) et le signal de vitesse de rotation étant appliqué à l'entrée de valeur réelle (13) et la sortie de régulation (11) étant en liaison avec une entrée de commande (12) du dispositif de réglage (6), et
    des moyens de filtrage (2, 36, 41, 55) qui sont destinés à supprimer les variations dans le temps des valeurs instantanées de l'énergie électrique, délivrée par le dispositif de réglage (6) au moteur d'hélice (3), lesquelles variations perturbent le fonctionnement du navire.
  2. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que la valeur instantanée est la valeur d'une tension continue ou la valeur efficace d'une tension alternative.
  3. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que la valeur instantanée est la fréquence d'une tension alternative.
  4. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que les perturbations sont des oscillations dans la coque du navire, qui sont provoquées par des variations de couple de rotation du moteur d'hélice (3).
  5. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que les perturbations sont des surtensions ou des variations de fréquence dans le réseau embarqué (5) qui sont provoquées par un déplacement trop rapide du levier de marche (1) au sens d'une réduction de la vitesse de rotation du moteur d'hélice (3).
  6. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que les perturbations seront des surtensions, des chutes de tension ou des variations de fréquence dans le réseau embarqué (5) qui sont générées par des variations de charge au niveau de l'hélice (4) qui sont dues à des mouvements de gouvernail, à des variations du pas de l'hélice ou, dans le cas de navires comportant d'autres branches d'entraínement, à des variations de la vitesse de rotation d'une autre branche d'entraínement.
  7. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que les perturbations sont formées par des variations de la dynamique de l'hélice de navire (4) qui dépendent de la vitesse de déplacement.
  8. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que les moyens de filtrage (2, 36, 41, 55) comportent des premiers moyens de filtrage qui sont destinés à supprimer les variations d'amplitude du signal à l'entrée de commande (12) lorsque la fréquence des variations d'amplitude est supérieure à une limite prédéterminée et/ou l'amplitude des variations d'amplitude est inférieure à une limite prédéterminée.
  9. Système d'entraínement de navire selon la revendication 8, caractérisé en ce que les premiers moyens de filtrage sont des moyens de filtrage d'amplitude.
  10. Système d'entraínement de navire selon la revendication 8, caractérisé en ce que les premiers moyens de filtrage sont des moyens de filtrage de fréquence.
  11. Système d'entraínement de navire selon la revendication 8, caractérisé en ce que les premiers moyens de filtrage sont montés en amont de l'entrée de valeur réelle (17) de sorte que le signal de valeur réelle est amené par les premiers moyens de filtrage.
  12. Système d'entraínement de navire selon la revendication 8, caractérisé en ce que les premiers moyens de filtrage sont placés entre l'entrée de régulation (11) et l'entrée de commande (12).
  13. Système d'entraínement de navire selon la revendication 8, caractérisé en ce que les premiers moyens de filtrage (36) sont intégrés dans le dispositif de régulation (2).
  14. Système d'entraínement de navire selon la revendication 8, caractérisé en ce que les premiers moyens de filtrage sont conformés de façon adaptative de sorte que la valeur caractéristique de filtrage respective dépend de la vitesse de rotation de l'hélice de navire (4).
  15. Système d'entraínement de navire selon la revendication 8, caractérisé en ce que les premiers moyens de filtrage comportent une entrée de commande de moyens de filtrage à laquelle est appliqué le signal de vitesse de rotation.
  16. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que le dispositif de régulation (2) présente une caractéristique proportionnelle et intégrale PI.
  17. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que le dispositif de régulation (2) et/ou les premiers moyens de filtrage ont une structure numérique ou analogique ou mixte analogique/numérique.
  18. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que le dispositif de régulation (2) et/ou les moyens de filtrage sont réalisés sous la forme d'un programme dans un microprocesseur/microcontrôleur.
  19. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que le dispositif de régulation (2) contient en série un régulateur proportionnel (33), un régulateur intégral (34) et un élément de sommation (35), une entrée du régulateur proportionnel (33) formant une entrée à laquelle est appliquée la différence de régulation, une sortie du régulateur proportionnel (33) étant raccordée à une entrée d'un régulateur intégral (34) et la sortie du régulateur proportionnel (33) ainsi que la sortie du régulateur intégral (34) étant raccordées aux entrées de l'élément de sommation (35) dont la sortie forme la sortie de régulation et est ramenée en boucle de rétroaction à l'entrée du régulateur proportionnel (33).
  20. Système d'entraínement de navire selon la revendication 19, caractérisé en ce que la boucle de rétroaction (36) est réglée de façon à obtenir à charge nominale un écart de régulation statique d'environ 0,2% à 2%.
  21. Système d'entraínement de navire selon la revendication 20, caractérisé en ce que l'écart de régulation statique est compensé par une valeur de consigne corrigée n*.
  22. Dispositif d'entraínement de navire selon la revendication 21, caractérisé en ce que la compensation de valeur de consigne nD* est effectuée en fonction de la contrainte estimée.
  23. Système d'entraínement de navire selon la revendication 22, caractérisée en ce que la contrainte est déterminée selon une caractéristique constituée de la valeur de consigne de vitesse de rotation non compensée ou en particulier de la valeur réelle de vitesse de rotation.
  24. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que le dispositif de réglage (6) est réalisé sous la forme d'un régulateur dont l'entrée de valeur de consigne forme l'entrée de commande (12) du dispositif de réglage (6).
  25. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que le dispositif de réglage (6) délivre à sa sortie de puissance (19) une tension continue dont la valeur dépend de la position du levier de marche (1).
  26. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que le dispositif de réglage (6) délivre à sa sortie de puissance (19) une tension alternative dont la fréquence dépend de la position du levier de marche (1).
  27. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que le dispositif de réglage (6) est conformé de telle sorte que le courant qui est délivré par le dispositif de réglage (6) au moteur d'hélice (3) est réglé par le signal à l'entrée de commande (12).
  28. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que les moyens de filtrage (41) comportent des deuxième moyens de filtrage (41) qui sont réalisés sous la forme d'un capteur commandé de montée en régime de façon à déterminer en fonction d'une caractéristique (47) le temps de montée en régime pendant lequel la vitesse de rotation du moteur d'hélice (3) suit le déplacement du levier de marche (1) dans le sens d'une accélération, avantageusement en fonction de la vitesse de rotation du moteur d'hélice (3).
  29. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que la caractéristique (47) est continue en ce sens que la caractéristique (47) est dépourvue de sauts.
  30. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que les deuxièmes moyens de filtrage (41) sont placés entre le levier de marche (1) et l'entrée de valeur de consigne (8) du dispositif de régulation (2).
  31. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que les deuxièmes moyens de filtrage (41) comportent une entrée de commande (44) à laquelle est appliqué le signal de vitesse de rotation.
  32. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que le temps de montée en régime est constant et court ou légèrement croissant et court dans la plage de vitesse de rotation (48) entre 0 et à peu près un tiers de la vitesse de rotation nominale.
  33. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que le temps de montée en régime avec la vitesse de rotation du moteur d'hélice (3) augmente proportionnellement à la vitesse de rotation du moteur d'hélice (3) pour une plage de vitesse de rotation (49) du moteur d'hélice (3) au-dessus du quart, avantageusement au-dessus du tiers de la vitesse de rotation nominale.
  34. Système d'entraínement de navire selon la revendication 33, caractérisé en ce que le temps de montée en régime augmente proportionnellement à la vitesse de rotation du moteur d'hélice (3) dans une plus grande mesure pour une plage vitesse de rotation supérieure (50) du moteur d'hélice (3), qui est au-dessus de la moitié de la vitesse de rotation nominale, que pour la plage de vitesse de rotation plus basse.
  35. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que les deuxièmes moyens de filtrage (41) ont une structure numérique ou analogique ou mixte analogique/numérique.
  36. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que le temps de descente en régime prédéterminé dans les deuxièmes moyens de filtrage (41) est inférieur ou égal dans les plages de vitesse de rotation (48, 49) du moteur d'hélice (3) jusqu'à un quart, avantageusement un tiers de la vitesse de rotation nominale, et en particulier nettement inférieur dans la plage de vitesse de rotation suivante (50) du moteur d'hélice (3), au temps de montée en régime dépendant de la vitesse de rotation.
  37. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que le temps de descente en régime prédéterminé dans les deuxièmes moyens de filtrage (41) est constant ou diminue à mesure que la vitesse de rotation du moteur d'hélice diminue.
  38. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que le temps de descente en régime prédéterminé dans les deuxièmes moyens de filtrage (41) est continu en ce sens qu'il est dépourvu de sauts.
  39. Système d'entraínement de navire selon la revendication 28, caractérisé en ce que le temps de descente en régime prédéterminé dans les deuxièmes moyens de filtrage (41) est d'environ 0,2s par U/min.
  40. Système d'entraínement de navire selon la revendication 1, caractérisé en ce que les moyens de filtrage (2, 36, 41, 55) comportent des troisièmes moyens de filtrage (55) qui limitent la vitesse de variation de la puissance absorbée par le moteur d'hélice (3).
  41. Système d'entraínement de navire selon la revendication 40, caractérisé en ce que les troisièmes moyens de filtrage (55) sont destinés à limiter la vitesse de variation de la grandeur de sortie du dispositif de régulation (2) destiné au dispositif de réglage électrique (6) en tenant compte de valeurs limites qui dépendent de la source de courant/tension alimentant le réseau embarqué (5) en énergie électrique.
  42. Système d'entraínement de navire selon la revendication 40, caractérisé en ce que les troisièmes moyens de filtrage (55) sont conformés de façon à limiter la vitesse de variation de la grandeur de sortie dans un sens, désignée par temps de montée en régime ou vitesse de variation de montée en régime, à une valeur différente de la vitesse de variation de la grandeur de sortie dans l'autre sens, désigne par temps de descente en régime ou vitesse de variation de descente en régime.
  43. Système d'entraínement de navire selon la revendication 42, caractérisé en ce que au moins la valeur pour le temps de montée en régime ou la valeur pour le temps de descente en régime, qui sont limitées par les troisièmes moyens de filtrage (55), peut être modifiées dans le même sens que la variation de la valeur, avantageusement proportionnelle à la valeur de la vitesse de rotation réelle du moteur d'hélice électrique (3).
  44. Système d'entraínement de navire selon la revendication 41, caractérisé en ce que, dans la plage de vitesse de rotation inférieure du moteur d'hélice électrique (3) ou de l'hélice de navire (4), le temps de montée en régime ou le temps de descente en régime, qui sont prédéterminés par les troisièmes moyens de filtrage (55), sont adaptés à la variation permise dans le temps de la puissance apparente dégagée de la source de courant/tension (56) qui alimente le réseau embarqué (5).
  45. Système d'entraínement de navire selon la revendication 41, caractérisé en ce que la source de courant/tension comporte au moins deux générateurs (57...61) et en ce que le temps de montée en régime et/ou le temps de descente en régime, qui sont prédéterminés par les troisièmes moyens de filtrage (55), peuvent être modifiés dans le même sens que la variation du nombre et de la dimension, en étant avantageusement inversement proportionnelle au nombre et à la dimension des générateurs actifs.
  46. Système d'entraínement de navire selon la revendication 41, caractérisé en ce que le temps de montée en régime et/ou le temps de descente en régime, qui sont prédéterminés par les troisièmes moyens de filtrage (55), peuvent être modifiés en fonction de l'état de fonctionnement de la source de courant/tension (56).
  47. Système d'entraínement de navire selon 1a revendication 41, caractérisé en ce que les troisièmes moyens de filtrage (55) sont conformés de façon à ménager une fenêtre dans laquelle la limitation du temps de montée en régime et/ou du temps de descente en régime est inactive.
  48. Système d'entraínement de navire selon la revendication 47, caractérisé en ce que la position de la fenêtre est sensiblement symétrique, dans une région de la grandeur de sortie du dispositif de régulation (2), à la grandeur de sortie de sorte qu'une limitation dans les deux sens apparaít à peu près à la même vitesse de variation.
  49. Système d'entraínement de navire selon la revendication 47, caractérisé en ce que, pour ménager la fenêtre, le signal de sortie du dispositif de régulation est ramené dans une commande d'entrée (74) des troisièmes moyens de filtrage (55).
  50. Système d'entraínement de navire selon la revendication 47, caractérisé en ce que la dimension de la fenêtre peut être réglée de telle sorte qu'un courant réactif du côté du réseau embarqué, qui résulte de la vitesse de variation de la puissance absorbée par le moteur d'hélice (3), génère au niveau d'une réactance de la source de courant/tension (56), avantageusement d'un générateur synchrone, une chute de tension qui se trouve dans les tolérances de tension permises du réseau embarqué (5).
  51. Système d'entraínement de navire selon la revendication 47, caractérisé en ce que la source de courant/tension (56) comporte au moins deux générateurs (57...61) et en ce que la dimension de la fenêtre augmente proportionnellement au nombre de générateurs actifs (57...61).
  52. Système d'entraínement de navire selon la revendication 41, caractérisé en ce que le temps de montée en régime et le temps de descente en régime de la valeur de consigne de courant est modifiée dans le même sens que la variation de la valeur, avantageusement proportionnelle à la valeur de la vitesse de rotation réelle du moteur d'hélice électrique (3).
  53. Système d'entraínement de navire selon la revendication 41, caractérisé en ce que le temps de montée en régime et le temps de descente en régime de la valeur de consigne de courant est modifiés de façon inversement proportionnelle au nombre et à la dimension des générateurs (57...61) alimentant le réseau embarqué en énergie électrique.
  54. Système d'entraínement de navire selon la revendication 41, caractérisé en ce que les troisièmes moyens de filtrage (55) sont réalisés à base de microprocesseur ou ont une structure analogique ou mixte numérique/analogique.
EP01909429A 2000-01-14 2001-01-08 Systeme de propulsion pour bateau muni d'une regulation adaptee a la dynamique Expired - Lifetime EP1246754B1 (fr)

Applications Claiming Priority (11)

Application Number Priority Date Filing Date Title
DE10001358 2000-01-14
DE10001358 2000-01-14
DE10011609 2000-03-10
DE10011601 2000-03-10
DE10011609A DE10011609C2 (de) 1999-06-24 2000-03-10 Antriebseinrichtung für Schiffspropeller
DE10001602 2000-03-10
DE10011601A DE10011601C2 (de) 1999-06-24 2000-03-10 Antriebseinrichtung für Schiffspropeller
DE10011602A DE10011602A1 (de) 1999-06-24 2000-03-10 Drehzahlgeregelter Antrieb und Verfahren zur Schwingungsdämpfung desselben
DE10063086 2000-12-18
DE2000163086 DE10063086A1 (de) 2000-01-14 2000-12-18 Schiffsantriebssystem mit in der Dynamik angepasster Regelung
PCT/DE2001/000027 WO2001051351A2 (fr) 2000-01-14 2001-01-08 Systeme de propulsion pour bateau muni d'une regulation adaptee a la dynamique

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WO2001051351A2 (fr) 2001-07-19
DE50107828D1 (de) 2005-12-01
EP1246754A2 (fr) 2002-10-09
CN1400946A (zh) 2003-03-05
JP2003519592A (ja) 2003-06-24
US20030124919A1 (en) 2003-07-03
JP3990155B2 (ja) 2007-10-10
WO2001051351A3 (fr) 2001-12-20
ATE307754T1 (de) 2005-11-15
US6752670B2 (en) 2004-06-22

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