EP2011732A1 - Method for regulating ship transmission systems with surface propellers - Google Patents

Abstract

The method involves interpreting desired power as reference speed (nSL1, nSL2) for each portside and starboard-ship transmission systems (1, 3), and calculating a speed-offset from the reference speed and a speed. An injection amount for the speed-regulation of an internal combustion engine is determined based on a speed controller. Control signals (STS1, STS2) for adjustment of a trim position of surface propellers (2, 4) over a system regulator is determined independent of the reference speed and another trim position. The control signal is corrected over a pre-control value.

Description

The invention relates to a method for controlling at least one port ship propulsion system with surface propeller and at least one starboard ship propulsion system with surface propeller, in which for the respective ship propulsion system a power request is interpreted as a target speed and from the target speed and an actual speed a speed Control deviation is calculated, based on which a Einspitzmenge for speed control of the internal combustion engine is determined via a speed controller. Furthermore, the method consists in that a control signal for setting a trim position of the surface propeller is determined via a system controller at least as a function of the setpoint speed and an actual trim position and the control signal is corrected via a precontrol value.

In fast ships surface propellers are often used. This can be changed in the submerged depth as well as to port or starboard to control the ship. In the text below, the immersion depth of the surface propeller is referred to as the trim position. A trim position of + 100% corresponds to a maximum replacement position and a trim position of -100% of a maximum immersion depth of the propeller. In practice, a skipper sets the subjectively best trim position via an actuator. However, this leads to an additional load of the ship's master in addition to his nautical duties. In dynamic processes, he often lacks the evaluation criteria for the best trim position. Another burden arises for the skipper in symmetrically arranged ship propulsion systems with at least one port ship propulsion system and at least one starboard propulsion system. For example, on a turn to port, the port surface propeller plunges deeper while the starboard surface propeller dives less. Also in this case, the skipper must adjust the trim position manually to an unnecessary Load of internal combustion engines and to avoid increased fuel consumption.

From the WO 2004/020281 A1 A method for automatically adjusting a surface propeller depending on the current operating state of the ship is known. The current operating state in turn is derived from the ship's speed, a steering angle, the position of a throttle lever and parameters of the internal combustion engine. When cornering, the submergence depth of the port surface propeller and starboard surface propeller are set differently. In addition, the power and / or the rotational speed of the internal combustion engine can be regulated differently.

From the not previously published German patent application with the official file number DE 10 2006 045 685.8 a method for controlling a marine propulsion system with surface propeller is known in which a desired performance is interpreted as a target speed and from the target speed and an actual speed of the internal combustion engine, a speed control deviation is calculated. Depending on the speed control deviation then determines a speed controller a target Einspitzmenge for acting on the controlled system. Also, depending on the speed control deviation, an effective speed is calculated, based on which determines a system controller in conjunction with a power reserve of the internal combustion engine and an actual trim position of the surface propeller a control signal for setting the trim position. As a further input variable, the system controller receives from a transmission control a signal which characterizes the number of coupled drive shafts and the thrust direction of the transmission. In practice, however, it has been shown that the method is not optimal in a ship with symmetrically arranged drive systems with at least one port and at least one starboard drive system when cornering.

Based on the last-mentioned prior art, the invention is therefore based on the object to improve in symmetrically arranged ship propulsion systems, the method in relation to cornering.

The object is solved by the features of claim 1. The embodiments are shown in the subclaims.

The improvement consists in correcting the control signal specified by the system controller for setting a trim position of the surface propeller via a pre-control value. Here, a port-related pilot value for the port ship propulsion system and a starboard related pre-tax value for the starboard ship propulsion system is calculated. The pre-control values are determined depending on the steering angle of a steering wheel in each case via an associated characteristic curve. The characteristics are such that, for example, when cornering to port, the trim position of the port surface propeller is changed toward evacuation, while the trim position of the starboard surface propeller remains unchanged. Further interventions, for example in the speed control loop, as proposed in the prior art, are not provided.

In order not to impair the maneuverability of the ship in the harbor, it is provided in one embodiment that the correction of the actuating signal is deactivated as soon as an actual rotational speed falls below a limiting value.

In addition to the known system-related advantage of a precontrol, here: rapid response to a changed input, there is an advantage of the invention in the prevention. For example, when cornering to port, the port surface propeller plunges deeper, whereupon the plant controller reduces the trim position of the port surface propeller toward evacuation due to the power reserve decrease indicated by the electronic engine control unit. Here, the method according to the invention intervenes preventively via the precontrol and the correction of the actuating signal. In other words: when cornering, the trim position is not determined by the interaction electronic engine control unit and system controller but directly via the steering wheel steering angle.

Another advantage is the possibility of passing through narrower curve radii. In addition, the invention allows the representation of a ship propulsion plant in the so-called fly-by-wire operation, which is characterized compared to a hydraulic system by a reduced number of components, lower system weight and ultimately lower costs. Overall, due to the better adaptation results in fuel savings.

Fig. 1

ein Systemschaubild symmetrisch angeordneter Schiffsantriebsanlagen und

Fig. 2

die Schiffsantriebsanlage als Blockschaltbild.

In the drawings, a preferred embodiment is shown. Show it:

Fig. 1

a system diagram of symmetrically arranged ship propulsion systems and

Fig. 2

the ship propulsion system as a block diagram.

The FIG. 1 shows a system diagram of symmetrically arranged ship propulsion systems, which includes at least one port ship propulsion system 1 with surface propeller 2 and at least one starboard ship propulsion system 3 with surface propeller 4. Via a drive lever 13, a skipper defines a desired performance for the port ship propulsion system 1. This desired performance is interpreted as the first setpoint speed n SL1, which represents the reference variable for a speed control loop for the speed control of the internal combustion engine of the port ship propulsion system 1. The desired performance is interpreted as the second target speed nSL2 and is the reference variable for a speed control circuit for speed control of the engine of the starboard ship propulsion system 3. About a steering wheel 12 provides the skipper the direction of travel and a steering angle L. The steering angle L is the input value of a port-related characteristic curve 8, via which a port-related precontrol value VSBB is determined, and is the input variable of a starboard-related characteristic curve 9, via which a starboard-related precontrol value VSSB is calculated. The port-related precontrol value VSBB calculated via the port-related characteristic 8 is one of the input variables for the port drive system 1. The starboard-related precontrol value VSSB calculated via the starboard-related characteristic curve 9 is one of the input variables for starboard drive system 3.

The port-related curve 8 shows as an abscissa the range of maximum steering angle port LBB (MAX) to the maximum steering angle starboard LSB (MAX). The value M on the abscissa corresponds to the center position of the steering wheel 12, a steering angle L of 0 ° accordingly. The ordinate of the port-related characteristic curve 8 plots the output variable, that is to say the port-related precontrol value VSBB. The port-related characteristic curve 8 is divided into a first area 10 and a second area 11. The actual characteristic curve is composed of a straight line section with a positive gradient in the first region 10 and an abscissa-parallel straight line section in the second area 11 together. The straight line section in the first area 10 is defined by the value pair (LBB (MAX) / 0.8) and the value pair (M / 1). The straight line section in the second area 11 has the fixed value 1.

In the starboard-related characteristic curve 9, the abscissa and the ordinate are identical to the port-related characteristic curve 8. The actual characteristic curve is composed of an abscissa-parallel straight line section in the first region 10 and a straight line segment with negative slope in the second region 11. The straight line section in the first area 10 has the fixed value 1. The straight line section in the second area 11 is defined by the value pair (M / 1) and the value pair (LSB (MAX) / 0.8).

In the FIG. 1 is in the port-related curve 8 as a dashed line an alternative embodiment in the second region 11 located. In this embodiment, in the second region 11, the straight line section has a positive slope. In the starboard related characteristic curve 9, an alternative embodiment is also shown in the first region 10 as a dashed line. In this embodiment, in the first region 10, the straight line section has a negative slope. The effect of this alternative embodiment on functionality will be discussed in connection with FIG FIG. 2 described.

In the FIG. 2 the port ship propulsion system 1 and the starboard ship propulsion system 3 are shown as a block diagram. The input variables of the port ship propulsion system 1 are the first setpoint speed nSL1 and the port-related precontrol value VSBB. The output of the port ship propulsion system 1 is the trim position of the surface propeller 2. Here, a trim position of + 100% corresponds to a maximum replacement position and a trim position of -100% of a maximum immersion depth of the surface propeller 2. The inputs of the starboard ship propulsion system 3 are the second target Speed nSL2 and the starboard related pilot value VSSB. The output of the starboard marine propulsion system 3 is the trim position of the surface propeller 4. The internal structure and functionality of the two marine propulsion systems are identical.

The port ship propulsion system 1 comprises as mechanical components an internal combustion engine 5 with common rail system 15 for fuel injection, a transmission 17, an actuator 19 for adjusting the trim position and the surface propeller 2. As electronic assemblies, the port ship propulsion system 1 comprises an electronic engine control unit (ADEC) 16, an electronic transmission control unit (GS) 18 and a system controller 6. The internal combustion engine 5 drives via a shaft 20, the transmission 17 at. The transmission 17 usually includes an input and an output shaft and means for reversing the direction of rotation for the forward or reverse drive. The activation and the switching state of the transmission 17 are predetermined by the electronic transmission control unit 18. Via a shaft 21 and a shaft 22, the gear 17 drives the surface propeller 2.

The operation of the internal combustion engine 5 is determined by the electronic engine control unit (ADEC) 16. This includes the usual components of a microcomputer system, such as a microprocessor, I / O devices, buffers and memory devices (EEPROM, RAM). In the memory modules relevant for the operation of the internal combustion engine 5 operating data in maps / curves are applied. About this calculates the electronic engine control unit 16 from the input variables, the output variables. As input variables are in the FIG. 2 the first target speed nSL1, which can be predetermined by a drive lever 13, an actual speed nIST, which is detected, for example, on the shaft 20, and a signal ON. The signal ON is representative of the other input signals, for example a rail pressure of the common rail system 15 with individual accumulators, a charge air pressure of the turbocharger and the temperatures of the coolants and lubricants or of the fuel.

In FIG. 2 are shown as outputs of the electronic engine control unit 16, a target injection quantity qV, an effective speed nEFF, a signal power reserve PRES and a signal OFF. The power reserve PRES corresponds to the engine power which results from the difference of the power at the current operating point to the maximum possible power for this operating point. The signal OFF is representative of the other control signals for controlling and regulating the internal combustion engine 5, for example, a drive signal for the intake throttle of the common rail system 15 and a control signal for activating a second exhaust gas turbocharger in a register charging.

The input signals of the system controller 6 are the effective speed nEFF, the power reserve PRES, a thrust direction SRI and the actual trim position POS (IST) of the Surface propeller 2. The output signal of the system controller 6 is the control signal STS1 for controlling the actuator 19, via which then the trim position is set. The system controller 6 outputs the control signal STS1 either as an absolute angle value in degrees, or as a percentage of the immersion depth, for example + 20%, or as an adjustment rate in degrees / second or percent / second. The following functions are integrated in the system controller 6: maps for the trim input as a function of the effective speed nEFF and the thrust direction SRI, a load control as a function of the trim specification and power reserve PRES and the actual trim position POS (IST) and a trim control (actuating signal STS1). A detailed description of the internal structure of the system controller 6 is the non-prepublished German patent application with the official file number DE 10 2006 045 685.8 known.

• Aus der ersten Soll-Drehzahl nSL1 und der Ist-Drehzahl nIST berechnet das elektronische Motorsteuergerät 16 eine Drehzahl-Regelabweichung. Ein Drehzahlregler, üblicherweise ein PIDT1-Regler, setzt die Drehzahl-Regelabweichung in ein Stellsignal, hier: eine Soll-Einspritzmenge qV, um. Mit dem Stellsignal werden dann die Injektoren des Common-Railsystems 15 mit Einzelspeichern beaufschlagt. Ebenfalls aus der Drehzahl-Regelabweichung wird über ein Kennfeld die effektive Drehzahl nEFF berechnet. Aus der effektiven Drehzahl nEFF, dem Signal SRI, der Leistungsreserve PRES und der Ist-Trimmposition POS(IST) berechnet der Anlagenregler 6 das Stellsignal STS1. An einer Multiplikationsstelle A wird das Stellsignal STS1 über den backbordbezogenen Vorsteuerwert VSBB korrigiert, Ausgangssignal SKORR. Anhand des Signals SKORR stellt das Stellglied 19 dann die Trimmposition ein. Für die Steuerbord-Antriebsanlage 3 gilt dieselbe Funktionalität, d. h. der Anlagenregler 7 bestimmt ein Stellsignal STS2, welches über den steuerbordbezogenen Vorsteuerwert VSSB, Multiplikationsstelle B, korrigiert wird und über das Stellglied in die Trimmposition für den Oberflächenpropeller 4 umgesetzt wird.

The arrangement has the following functionality:

• From the first target speed nSL1 and the actual speed nIST, the electronic engine control unit 16 calculates a speed control deviation. A speed controller, usually a PIDT1 controller, converts the speed control deviation into a control signal, here: a set injection quantity qV. With the control signal, the injectors of the common rail system 15 are then acted upon with individual memories. The effective speed nEFF is also calculated from the speed control deviation via a characteristic diagram. From the effective speed nEFF, the signal SRI, the power reserve PRES and the actual trim position POS (IST), the system controller 6 calculates the actuating signal STS1. At a multiplication point A, the actuating signal STS1 is corrected via the port-related precontrol value VSBB, output signal SKORR. Based on the signal SKORR, the actuator 19 then sets the trim position. The same functionality applies to the starboard drive system 3, ie the system controller 7 determines an actuating signal STS2, which is corrected via the starboard-related precontrol value VSSB, multiplication point B, and is converted into the trim position for the surface propeller 4 via the actuator.

When driving straight ahead, the steering wheel is in the center position M. In the center position M, the port-related pilot control value VSBB is calculated via the port-related characteristic curve 8 to one, ie the manipulated variable STS1 of the port ship propulsion system 1 is not corrected. The starboard related pilot value VSSB also becomes unity via the starboard related characteristic 9 calculated, so that the manipulated variable STS2 the starboard ship propulsion system 3 is not corrected. In other words, when driving straight ahead, there is no correction of the manipulated variables STS1 and STS2.

When cornering to port, a port-related precontrol value VSBB is calculated as 0.9 using the steering angle L via the port-related characteristic curve 8 (first region 10), for example. The signal SKORR is therefore calculated from the current value of the control signal STS1 times the value VSBB, here 0.9. As a result, the trim position of the surface propeller 2 in the direction of + 100%, ie in the direction of Austauchen, changed. On the starboard-related characteristic curve 9, a value of one (first region 10) is calculated as a function of the steering angle L, so that the trim position of the starboard surface propeller 4 remains unchanged.

When cornering to starboard is changed according to the starboard surface propeller 4 on the starboard related pilot value VSSB in the direction of Austauchen, while the port surface propeller 2 maintains its trim position.

If, instead of the characteristic curves 8 and 9, their alternative embodiment is used, this causes the trim position of the starboard surface propeller 4 to be -100%, that is to say in the direction, due to the starboard related precontrol value VSSB (VSSB> 1) when cornering to port Immersion, is changed. When cornering to starboard, the trim position of the port surface propeller 2 is changed in the direction -100%, ie in the direction of immersion, due to the port-related precontrol value VSBB (VSBB> 1).

In order not to affect the maneuverability of the ship in the port, it is envisaged that the function will be deactivated when the actual speed nlST of the port ship propulsion system 1 or the actual speed of the starboard ship propulsion system 3 falls below a predefinable limit.

In the description, a symmetrical arrangement of a port ship propulsion system and a starboard ship propulsion system has been described. A symmetrical arrangement is also present if in the center of the fuselage a drive system with fixed or variable pitch propeller is arranged and at least one Ship propulsion system with surface propeller on the port side and at least one ship propulsion system with surface propeller on the starboard side are arranged. In this embodiment, the bottom-center drive system is then not activated.

• Die Reaktionszeit auf eine Lenkwinkeländerung wird verkürzt, da der Lenkwinkel über den Vorsteuerwertwert unmittelbar auf das Stellsignal zur Einstellung der Trimmposition einwirkt;
• Eine präventive Steuerung wird ermöglicht, ohne dass zuerst die Leistungsreserve der Brennkraftmaschine ausgeschöpft werden muss, woraus eine entsprechende Kraftstoff-Ersparnis resultiert;
• Engere Kurvenradien sind möglich;
• Ein so genanntes Fly-by-wire-Konzept ist darstellbar, woraus eine geringere Teilevielfalt an mechanischen und hydraulischen Komponenten und letztlich ein geringeres Gewicht und geringere Kosten resultieren .

From the description, the following advantages result for the invention:

• The reaction time to a change in steering angle is shortened because the steering angle acts directly on the control signal over the pre-control value to adjust the trim position;
• A preventive control is made possible without first having to exhaust the power reserve of the internal combustion engine, from which a corresponding fuel saving results;
• Narrower curve radii are possible;
• A so-called fly-by-wire concept can be represented, resulting in a lower variety of parts of mechanical and hydraulic components and ultimately a lower weight and lower costs.

reference numeral

1

Portside ship propulsion system

2

Surface propeller (port)

3

Starboard marine propulsion system

4

Surface propeller (starboard)

5

Internal combustion engine

6

System controller (port)

7

System controller (starboard)

8th

Port-related characteristic

9

starboard-related characteristic

10

first area

11

second area

12

Steering wheel

13

Driving lever (port)

14

Driving lever (starboard)

15

Common Rail System

16

electronic engine control unit (ADEC)

17

transmission

18

Transmission control (GS)

19

actuator

20

wave

21

wave

22

wave

Claims (9)

Method for controlling at least one port ship propulsion system (1) with surface propeller (2) and at least one starboard ship propulsion system (3) with surface propeller (4), in which for the respective ship propulsion system a power request as a target speed (nSL1, nSL2) is interpreted , from the target speed (nSL1, nSL2) and an actual speed (nIST) a speed control deviation is calculated, based on which a Einspitzmenge (qV) for speed control of the internal combustion engine (5) is determined by a speed controller, in which an actuating signal (STS1, STS2) for setting a trim position of the surface propeller (2, 4) via a system controller (6, 7) determined at least as a function of the target speed (nSL1, nSL2) and an actual trim position (POS (IST)) is and in which the control signal (STS1, STS2) via a pilot value (VSBB, VSSB) is corrected. Method according to claim 1,
characterized,
that a port-related pilot control value (VSBb) for the port marine propulsion unit (1) and the starboard-related pilot control value (VSSB) is calculated for the starboard marine propulsion system (3). Method according to claim 2,
characterized,
that the port-related pilot control value (VSBb) via a port-related characteristic (8) and the starboard-related pilot control value (VSSB) via a starboard-related characteristic (9) each in dependence of the steering angle (L) of a steering wheel (12) are calculated. Method according to claim 3,
characterized,
in that the on-board-related characteristic curve (8) is executed in a first region (10) as a straight line section with a positive gradient and in a second region (11) as an abscissa-parallel straight line segment. Method according to claim 4,
characterized,
that the port-related characteristic (8) in the second region (11) is carried out alternatively as a straight line portion with a positive slope. Method according to claim 3,
characterized,
that the starboard-related characteristic (9) in the first region (10) than abszissenparallelen straight portion and the second portion (11) is executed as a straight line portion with a negative slope, Method according to claim 6,
characterized,
that the starboard-related characteristic (9) in the first region (10) is carried out alternatively as a straight line portion with a negative slope. Method according to one of claims 4 to 7,
characterized,
in that the first region (10) is defined via a maximum steering angle (LBB (MAX)) to port and center position (M) and the second section (11) via the center position (M) and a maximum steering angle (LSB (MAX)) Starboard is defined. Method according to one of the preceding claims,
characterized,
that the correction of the actuating signal (STS1, STS2) is deactivated below an actual rotation speed limit.

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