EP2986502B1 - Optimisation d'un système d'entraînement comprenant une hélice à pas variable sur un véhicule maritime au cours d'une manuvre d'arrêt - Google Patents

Optimisation d'un système d'entraînement comprenant une hélice à pas variable sur un véhicule maritime au cours d'une manuvre d'arrêt Download PDF

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Publication number
EP2986502B1
EP2986502B1 EP14707769.7A EP14707769A EP2986502B1 EP 2986502 B1 EP2986502 B1 EP 2986502B1 EP 14707769 A EP14707769 A EP 14707769A EP 2986502 B1 EP2986502 B1 EP 2986502B1
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EP
European Patent Office
Prior art keywords
propeller
speed
water vehicle
drive system
variable pitch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP14707769.7A
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German (de)
English (en)
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EP2986502A1 (fr
Inventor
Kay Tigges
Jens Wietoska
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Siemens AG
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Siemens AG
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Publication of EP2986502A1 publication Critical patent/EP2986502A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/50—Slowing-down means not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/10—Propeller-blade pitch changing characterised by having pitch control conjoint with propulsion plant control

Definitions

  • the invention relates to a method for operating a propulsion system of a watercraft in a stop maneuver, wherein the drive system comprises at least one variable pitch propeller, each having propeller blades with adjustable blade angle and which is driven by a motor, wherein the engine can exert a motor torque on the variable pitch propeller, wherein a speed of the watercraft and a propeller speed of the at least one variable pitch propeller are determined. Furthermore, the invention relates to a controller, a watercraft, a computer program and a computer program product for carrying out the method.
  • Such a method and such a drive system are used, for example, in watercraft in which good maneuverability or widely varying steady-state speeds are required, e.g. Ferries, passenger ships, feeder.
  • the propeller blades are rotatably mounted on the hub of the "controllable pitch propeller" or variable pitch propeller.
  • the pitch can be infinitely adjusted from zero thrust to maximum thrust in the direction forward or backward, wherein the pitch angle or the pitch ratio can also be referred to as blade angle.
  • the machine To accelerate the vessel from standstill, the machine is started at zero thrust and ramped up, for example, to cruise speed. It is not loaded by drive torque when starting. Consequently, the vehicle does not immediately travel when the engine is started. A spin of the propeller shaft and the so Connected engine by flow (eg from passing ships in the harbor) is prevented by the propeller standing on zero thrust.
  • Watercraft with variable pitch propellers usually do not have a reverse gear, at most a reducer in fast-rotating engines. This eliminates a significant weakness in the drive system compared to conventional drive systems. The efficiency is cheaper at different speeds than in the case of a fixed propeller.
  • the drive can be reversed with the engine running from "ahead” to "back", which is associated with considerable time savings because the machine no longer has to be stopped or not shut down to minimum speed. This significantly improves maneuverability.
  • a control method and system for a watercraft variable pitch propeller wherein multiple modes of operation are provided, for example a maneuvering mode, a driving mode and a test mode. Furthermore, transition sub-modes are provided for a smooth transition between the drive mode and the maneuvering mode and vice versa.
  • the invention has for its object to provide a method of the type mentioned above, which allows a quick deceleration of the vessel in a simple manner.
  • a characteristic curve for the vessel is determined in advance, which different initial velocities of the vessel at the beginning of the stop maneuver with at least a temporal course of the blade angle and a time course the propeller speed linked such that the operated during the stop maneuver according to the characteristic drive system results in the shortest possible Aufstoppweg the vessel and the propeller speed does not exceed a predetermined, critical speed value, the drive system is operated during the stop maneuver according to the previously determined characteristic.
  • a controller which comprises means for carrying out the method according to the invention, wherein the means comprise a computer program according to claim 5 for running in the controller, wherein the means comprise at least one computer unit and a memory unit, on which the advance for the Watercraft determined characteristic is stored.
  • this object is achieved by a watercraft with at least one drive system and the aforementioned control, wherein the drive system comprises at least one rotatable variable pitch propeller, each having propeller blades with adjustable blade angle and which is drivable by means of a motor, wherein by means of the motor, a motor torque on the Variable pitch propeller (1) is exercisable, wherein by means of a respective sensor at least one speed of the watercraft and a propeller speed of the at least one variable pitch propeller can be determined.
  • the object is also achieved by a computer program according to claim 5 and a computer program product according to claim 6.
  • the speed of the ship is determined, taking into account also the flow velocity of the water with respect to the ship or the propeller can be.
  • sensors can be used for this purpose.
  • the propeller speed is also determined, for example by means of further sensors, in particular in the form of a transmitter.
  • the propeller speed can be determined, for example, via electrical currents with which the motor is acted upon by the converter.
  • the propeller torque of the at least one variable pitch propeller can be determined.
  • the time change of the propeller speed is proportional to the difference between the engine torque and the propeller torque, wherein in a converter-fed drive system, the engine torque can be determined based on the engine-supplied torque-generating current.
  • the inventive method is used in watercraft with pitch-adjustable propeller blades and a pitch adjuster for adjusting the pitch of the propeller blades used.
  • a controller may be provided which can process the data from sensors and can pass commands to the pitch adjuster, the engine, the inverter and possibly other ship components and parts of the ship propulsion system.
  • the characteristic according to which the drive system is operated during a stop maneuver can be determined, for example, by means of a calculation or a simulation, which is carried out for a specific vessel or for a particular type of vessel.
  • a calculation or a simulation which is carried out for a specific vessel or for a particular type of vessel.
  • forces acting on the vessel during a stop maneuver such as the resistance of the hull of the vessel due to the forward drive, the resistance of the rudder and the thrust of the propeller.
  • the resistance of the vessel and the resistance of the rotor for example, by model tests or semiempirical functions are described.
  • the mass inertia of the vessel can be taken into account, which can be assumed to be known.
  • the ship's propulsion system generates propulsion and the at least one variable pitch propeller has a positive blade angle so that a positive torque is applied to the pitch propeller.
  • positive blade angle are understood as those blade angle, which cause a feed of the ship at a given direction of rotation of the variable pitch propeller.
  • Negative blade angles are thus understood as those blade angles which cause a repulsion of the ship in the same given direction of rotation of the variable pitch propeller.
  • the blade angle is changed by a positive blade angle until the blade angle is reached at which the variable pitch propeller no longer generates any feed. Subsequently, the blade angle can be further changed until finally a negative blade angle is reached and a recoil arises.
  • the speed of the variable pitch propeller can be changed. This can be done by specifying a setpoint speed to the motor or, for example, also be achieved in that the drive motor is disconnected from its power supply.
  • the stopping maneuver results in the shortest possible stopping distance of the watercraft, with the propeller speed not exceeding the specifiable, critical speed value.
  • the critical speed value can in particular be selected such that serious damage to the ship propulsion system can be avoided.
  • the characteristic curve initially provides for maintaining the blade angle, in particular in order to prevent "windmilling".
  • Aufstoppweg can provide an advantageous especially at lower initial velocities of the vessel, initially to increase the propeller speed, but at most up to the critical speed value.
  • a distance of the vessel is determined to a collision obstacle, wherein the drive system additionally performs an evasive maneuver, if the distance traveled during the stop maneuver of the vessel Aufstoppweg is greater than the distance of the vessel to the collision obstacle.
  • the collision obstacle may be stationary obstacles such as reefs, docks and the like, or even mobile obstacles such as other watercraft.
  • the determination of the distance of the watercraft to the collision obstacle can be made in particular optically or by means of radar measurements.
  • position data of the obstacle can be supplied to the drive system to determine the distance.
  • an obstruction path traveled by the collision obstruction during the stop maneuver may be taken into account in determining the distance.
  • the obstacle path may increase or decrease an allowable stopping distance of the vessel, depending on which direction the collision obstacle is moving.
  • the avoidance maneuver can be optimized, for example, that the drive system current position data of the vessel are accessible.
  • possible avoidance maneuvers can be checked for feasibility, and finally an evasive maneuver can be selected which is feasible and at the same time ensures a safe distance to the possible collision obstacle.
  • FIG. 1 shows a schematic representation of an embodiment of a drive system according to the invention.
  • a variable pitch propeller 1 is a reduction gear 4 of a motor 3 driven.
  • the variable pitch propeller 1 has propeller blades, which each have an adjustable blade angle 12, which can be changed by an adjustment unit 5.
  • the motor 3 is supplied with energy by a converter 2, wherein the converter 2 receives set values relating to the engine speed 10 from a controller 6.
  • the controller 6 is supplied with the actual propeller speed 11 determined by a transmitter 7 and the controller 6 continues to supply set values with respect to the blade angle 12 to the adjustment unit 5.
  • FIG. 2 shows time courses of a blade angle 12 according to an exemplary characteristic.
  • the characteristic curve was determined in advance and ensures that a drive system of an associated vessel operated during a stop maneuver results in the shortest possible stop-up distance and the propeller speed 11 does not exceed a predefinable critical speed value.
  • forces acting on the vessel such as the resistance of the hull of the vessel due to the forward drive, the resistance of the rudder and the thrust of the propeller can be taken into account.
  • the inertia of the watercraft can be used to determine the characteristic curve.
  • the initial speed 17 is plotted in arbitrary units.
  • the stop maneuver is started for different initial speeds 17.
  • the time to completely reverse the blade angle 12 depends on the initial speed 17: At low initial velocities 17, the blade angle 12 can be reversed very quickly, with larger initial velocities 17, this exemplary characteristic provides more time for the reversal of the blade angle 12.
  • the determined characteristic curve can furthermore take into account that different blade angles 12 are present during the operation of the watercraft before the stop maneuver. For the sake of simplicity, a corresponding graphical representation is dispensed with.
  • FIG. 3 shows time profiles of a propeller speed 11 according to another exemplary characteristic. Shown are different time profiles of the propeller speed 11, wherein the time on the x-axis, the propeller speed 11 on the y-axis and the initial speed 17 on the z-axis are each plotted in arbitrary units.
  • the stop maneuver is started, wherein before the start of the stop maneuver different propeller speeds 11 are present.
  • the propeller speed 11 is increased rapidly and considerably at the beginning of the stopping maneuver.
  • the propeller speed 11 is maintained according to the present characteristic.
  • the propeller speed 11 is lowered during the course of the stop maneuver.
  • FIG. 4 shows a first example of a time course of a propeller speed 11 according to the characteristic and a speed 13 of a watercraft. Furthermore, exemplary time profiles of a blade angle 12 and a moment coefficient 14 are shown, wherein the respective absolute value of the measured variable is plotted on the ordinate axis and the time, in each case in arbitrary units, on the abscissa.
  • a positive torque coefficient 14 means that on the variable pitch propeller 1 a total of positive Torque acts. This can, as in the following figures, the curves shown in particular of the in the FIG. 2 and 3 Distinguish exemplary curves illustrated.
  • the determined speed 13 and the propeller speed 11 of the vessel are constant and comparatively high.
  • a stop maneuver is initiated and the blade angle 12 is reduced and finally changed to negative angles.
  • the propeller speed 11 is increased by the engine speed 10 is increased until a maximum speed is reached.
  • the maximum speed can be selected, for example, so that the propeller speed 11 does not exceed a predetermined, critical speed value.
  • the torque coefficient 14 abruptly drops, but remains positive.
  • a negative torque coefficient 14 would indicate that a negative torque acts on the variable pitch propeller 1 and thus "windmilling" occurs.
  • the detected speed of the vessel 13 drops relatively quickly and the torque coefficient 14 takes after a certain period of time larger values than at the beginning of the stop maneuver, in which the direction of rotation of the propeller is always maintained.
  • the determined speed 13 is steadily reduced until it finally assumes the value zero and the vessel is stationary.
  • FIG. 5 shows a second example of a time course of a propeller speed 11 according to the characteristic and a speed 13 of a watercraft.
  • the determined speed 13 and the propeller speed 11 are lower before the start of the stop maneuver.
  • the propeller speed becomes 11 solid increases, wherein the blade angle 12 is reversed only gradually. This results in an ascertained speed 13 at the beginning of the stop maneuver, which is subsequently reduced to zero.
  • the torque coefficient 14 always remains positive, so that no "windmilling" occurs.
  • FIG. 6 shows a third example of a time course of a propeller speed 11 according to the characteristic and a speed 13 of a watercraft.
  • the propeller speed 11 remains unchanged and the blade angle 12 is gradually reversed.
  • the torque coefficient 14 remains positive during the entire stop maneuver and the determined speed 13 is lowered continuously until the vessel is at a standstill.
  • FIG. 7 shows a fourth example of a time course of a propeller speed 11 according to the characteristic and a speed 13 of a watercraft.
  • the determined speed 13 and the propeller speed 11 are comparatively large before the start of the stop maneuver.
  • the blade angle 12 is reversed relatively quickly, the engine 3 is separated from the inverter 2, so that the propeller speed 11 initially drops rapidly.
  • the torque coefficient 14 becomes negative for a certain period of time, the "windmilling" effect occurs so that the propeller speed 11 increases again.
  • the moment coefficient 14 again assumes positive values.
  • the determined speed 13 is continuously reduced, and furthermore the propeller speed 11 remains below the predefinable critical speed during the entire stop maneuver.
  • the invention relates to a method for operating a propulsion system of a watercraft in a stop maneuver, wherein the drive system comprises at least one rotatable variable pitch propeller, each of which propeller blades having an adjustable blade angle and which is driven by a motor, wherein the engine can exert a motor torque on the variable pitch propeller, wherein a speed of the watercraft and a propeller speed of the at least one variable pitch propeller are determined.
  • the invention relates to a controller, a watercraft, a computer program and a computer program product for carrying out the method.
  • a characteristic curve for the vessel be determined in advance, which different initial velocities of the vessel at the beginning of the stop maneuver with at least a time course of the blade angle and a time course of the propeller speed linked so that the operated during the stop maneuver according to the characteristic drive system results in the shortest possible Aufstoppweg the vessel and the propeller speed does not exceed a predetermined, critical speed value, the drive system is operated during the stop maneuver according to the previously determined characteristic.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Stopping Of Electric Motors (AREA)
  • Wind Motors (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (6)

  1. Procédé pour faire fonctionner un système d'entraînement d'un bâtiment de navigation sur l'eau lors d'une manoeuvre d'arrêt,
    dans lequel le système d'entraînement a au moins une hélice (1) à pas variable, qui a respectivement des pales d'angle (12) réglable et qui est entraînée au moyen d'un moteur (3),
    dans lequel le moteur (3) peut appliquer un couple (15) à l'hélice (1) à pas variable,
    dans lequel on détermine une vitesse (13) du bâtiment de navigation sur l'eau et une vitesse (11) de rotation de la au moins une hélice (1) à pas variable,
    caractérisé en ce qu'auparavant on détermine une courbe caractéristique du bâtiment de navigation sur l'eau, qui combine diverses vitesses (17) initiales du bâtiment de navigation sur l'eau au début de la manoeuvre d'arrêt à au moins respectivement une variation dans le temps de l'angle (12) des pales et une variation dans le temps de la vitesse (11) de rotation de l'hélice, de manière à ce que le système d'entraînement, fonctionnant suivant la courbe caractéristique pendant la manoeuvre d'arrêt, donne un trajet d'arrêt parcouru aussi court que possible du bâtiment de navigation sur l'eau et de manière à ce que la vitesse (11) de rotation de l'hélice ne dépasse pas une valeur critique pouvant être donnée à l'avance,
    dans lequel on fait fonctionner le système d'entraînement pendant la manoeuvre d'arrêt selon la courbe caractéristique déterminée à l'avance.
  2. Procédé suivant la revendication 1,
    dans lequel on détermine de combien le bâtiment de navigation sur l'eau est éloigné d'un obstacle de collision et
    dans lequel le système d'entraînement effectue, en outre, une manoeuvre d'évite si le trajet d'arrêt parcouru, pendant la manoeuvre d'arrêt du bâtiment de navigation sur l'eau, est plus grand que la distance du bâtiment de navigation sur l'eau à l'obstacle de collision.
  3. Commande (6) d'un bâtiment de navigation sur l'eau, comprenant au moins un système d'entraînement,
    dans laquelle la commande (6) a des moyens pour effectuer un procédé suivant la revendication 1 ou 2,
    dans laquelle les moyens comprennent un programme informatique devant se dérouler dans la commande (6),
    dans laquelle les moyens comprennent au moins une unité informatique et une unité de mémoire, dans laquelle la courbe caractéristique déterminée auparavant pour le bâtiment de navigation sur l'eau est mémorisée.
  4. Bâtiment de navigation sur l'eau, comprenant
    - au moins un système d'entraînement et
    - une commande (6), qui est constituée suivant la revendication 3,
    dans lequel le système d'entraînement a au moins une hélice (1) à pas variable tournante, qui respectivement a des pales d'angle (12) réglable et qui peut être entraînée au moyen d'un moteur (3),
    dans lequel un couple (15) peut être appliqué à l'hélice (1) à pas variable au moyen du moteur (3),
    dans lequel, au moyen d'un capteur respectif, on peut déterminer au moins une vitesse (13) du bâtiment de navigation sur l'eau et une vitesse (11) de rotation de la au moins une hélice (1) à pas variable.
  5. Programme d'ordinateur pour effectuer un procédé suivant l'une des revendications 1 ou 2 lorsqu'il se déroule dans une commande (6) suivant la revendication 3.
  6. Support de mémoire déchiffrable par ordinateur sur lequel un programme d'ordinateur suivant la revendication 5 est mis en mémoire.
EP14707769.7A 2013-05-21 2014-03-04 Optimisation d'un système d'entraînement comprenant une hélice à pas variable sur un véhicule maritime au cours d'une manuvre d'arrêt Active EP2986502B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013209337.3A DE102013209337A1 (de) 2013-05-21 2013-05-21 Optimierung eines Antriebssystems mit einem Verstellpropeller bei einem Wasserfahrzeug während eines Stoppmanövers
PCT/EP2014/054114 WO2014187584A1 (fr) 2013-05-21 2014-03-04 Optimisation d'un système d'entraînement comprenant une hélice à pas variable sur un véhicule maritime au cours d'une manœuvre d'arrêt

Publications (2)

Publication Number Publication Date
EP2986502A1 EP2986502A1 (fr) 2016-02-24
EP2986502B1 true EP2986502B1 (fr) 2018-10-03

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EP14707769.7A Active EP2986502B1 (fr) 2013-05-21 2014-03-04 Optimisation d'un système d'entraînement comprenant une hélice à pas variable sur un véhicule maritime au cours d'une manuvre d'arrêt

Country Status (7)

Country Link
EP (1) EP2986502B1 (fr)
KR (1) KR101825282B1 (fr)
AU (1) AU2014270720B2 (fr)
DE (1) DE102013209337A1 (fr)
DK (1) DK2986502T3 (fr)
ES (1) ES2704097T3 (fr)
WO (1) WO2014187584A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10287006B1 (en) * 2015-12-18 2019-05-14 Amazon Technologies, Inc. Adjustable propeller blades for sound control
KR20180016810A (ko) * 2016-08-08 2018-02-20 월드콥터코리아 주식회사 에어보트용 가변피치 프로펠러 자동제어 장치

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Publication number Priority date Publication date Assignee Title
US4611209A (en) * 1979-10-12 1986-09-09 Lemelson Jerome H Navigation warning system and method
JP2702558B2 (ja) * 1989-08-09 1998-01-21 株式会社新潟鐵工所 船舶の衝突防止装置
WO2005044659A1 (fr) * 2003-10-28 2005-05-19 Aimbridge Pty Ltd Procede et systeme de commande d'helice marine a pas controlable
US7131385B1 (en) * 2005-10-14 2006-11-07 Brunswick Corporation Method for braking a vessel with two marine propulsion devices

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Also Published As

Publication number Publication date
WO2014187584A1 (fr) 2014-11-27
EP2986502A1 (fr) 2016-02-24
KR101825282B1 (ko) 2018-03-14
DE102013209337A1 (de) 2014-11-27
AU2014270720A1 (en) 2015-11-19
DK2986502T3 (en) 2019-01-21
KR20160004350A (ko) 2016-01-12
AU2014270720B2 (en) 2016-09-22
ES2704097T3 (es) 2019-03-14

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