JPS60110597A - Controller of propeller blade angle in variable pitch propeller vessel - Google Patents

Abstract

PURPOSE:To always operate an engine with an optimum air-fuel ratio so as to improve fuel consumption and prevent the generation of black smoke by controlling a propeller blade angle, adding the information of air volume in relation to combustion of the engine such as a rotational speed of a supercharger etc. CONSTITUTION:A set rack signal S'2 is output by the set location of a handle 1 for setting a rotational speed and a handle 2 for indicating a blade angle, and when the rotational speed of supercharger is detected by a detector 19 and a speed signal S6 is output, a predicted value Ga of air volume to be supplied is determined in a primary delay circuit 17 which receives the speed signal S6 and a predicted signal S11 is output. Next, the excessive rate of input air is calculated by receiving a real rack signal S3 and a signal S17, and whereby the combustion ratio is determined, and a signal S7 is output. Further, a value 1 in complete combustion is subtracted from the signal S7 and Kf is multiplied to output a signal S8. At this time, when real air volume is smaller than required volume, a propeller blade angle is lowered to decrease a load and further, the difference between the set rack signal S'2 and the real rack signal S3 is calculated and the blade angle is controlled to a load under the value set by the handle 2.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for automatically controlling the propeller blade angle on a variable pitch propeller ship.

Generally speaking, on variable pitch propeller ships, the propeller blade angle can be automatically controlled to prevent civilian overload.
TI CLOAD CON'rROLLERJ It is abbreviated as I'ALCJ. ) are provided.

As a conventional automatic blade angle control device of this type, there is one as shown in FIG. The difference between the error signal S2 and the actual rank signal S3 from the speed governor B is calculated by the adder/subtractor 4. This difference signal is then supplied to the adder/subtractor 7 via the limiter circuit 5 and the PI (proportional/integral) controller 6, and the difference between the signal S4 from the blade angle command handle 2 and the signal from the P1 controller 6 is calculated as follows. The signal is calculated by the adder/subtractor 7 and sent to the variable pitch propeller 8 as a blade angle correction signal.

Note that this correction signal is used when the actual rank signal S3 is also smaller than the set rack signal S2.
It is not sent due to the action of

Masuko, number A in Figure 1. 1 is the main control circuit of the automatic blade angle control device n, C is the engine fuel pump system, D is the rotation system that detects the actual rotational speed of the engine, and 9 and 10 both constitute the speed governor B. It indicates kidnapping, and f
Reference numeral J 9 indicates an adder/subtracter that calculates the deviation between the signal S1 from the rotation speed setting handle 1 and the actual rotation speed signal S5 of the rotating system rack. A PI (proportional-integral) controller is shown that outputs a signal S3.

With conventional automatic wing angle control devices like this,
(Since control is performed based on the rotational speed, when the propeller blade angle is controlled at a constant rotational speed, only a constant maximum rack control is performed, and this allows In some cases, it may not be possible to optimize the air-fuel ratio of the engine, which may lead to a decrease in additive consumption efficiency and the generation of black smoke.

The present invention aims to solve these problems.
When controlling the propeller blade angle, by taking into account information on the amount of air related to combustion (for example, supercharging speed and (+V information) of the amount of air used by civilians),
The purpose of the present invention is to provide a propeller blade angle control device for a variable pinch propeller l1ij, which allows a civilian engine to be operated at an optimal air-fuel ratio at all times.

For this reason, the propeller blade angle control device of the present invention, in a variable pitch propeller ship, is equipped with a rotation speed setting handle for setting the civilian rotation speed and a blade angle command handle for commanding the propeller blade angle, Speed setting] A function generator is provided that receives signals from the 1 torque and blade angle command handle and outputs a setting rack signal according to these signals, and also receives the supercharger rotational speed signal and predicts the air amount. a first-order lag circuit that outputs a signal, an air amount prediction signal from the same-order lag circuit, and an actual rack signal from the governor; The difference between the combustion ratio function generator that receives the signal from the excess air ratio calculator and outputs the combustion ratio signal of the engine, and the combustion ratio No. 13 from the combustion ratio related generator and the signal that corresponds to a complete combustion state. a first computing unit that computes
a second calculator that multiplies the signal from the calculator by a constant, and a third calculator that calculates the difference between the sum of the set rack signal and the signal from the second calculator and the actual rack signal. a computing unit 11, which computes the difference between the blade angle command signal from the blade angle command handle and the signal from the third computing unit, and outputs a blade angle Ill positive signal to the variable pinch propeller; It is characterized by being provided with 11 arithmetic units.

Hereinafter, with reference to the drawings, an oJ modified bicycle as an embodiment of the present invention,
To explain the propeller blade angle control system for a 2-propeller ship, Fig. 2 shows its overall configuration.
A rotational speed setting node ['1] for setting the rotational speed of the diesel engine II (diesel engine) and a blade angle command 21 for commanding the propeller blade angle are provided.

Also, upon receiving the signal S1 from the rotation speed control handle 1 and the signal S4 from the blade angle command handle 2, a setting S2' determined according to these signals is output. A function generator 12 is provided.

Note that this function generator 12 sets jt(・rusetting>t
The relationship between the angle and the blade angle is expressed as 9 out of 70 points, indicated by the reference numeral 12 in FIG. 2, using the rotational speed as a parameter. +i
It's like sex.

Further, the function generator 12 can change its functional relationship using the mode setter 111.

By the way, I checked the speed of the supercharger of the engine supercharging system E at 13:00.
Then, the supercharging that outputs the rotation speed signal S6 is the rotation J
The wheat skin detector 19 receives this supercharger rotational speed signal S6 (
1 each of first-order delay circuits U that output the waste air amount prediction signal 311
7 is provided.

Then, the air amount prediction signal S from this − next lag circuit] 7
An excess air ratio calculator 13 is provided which calculates an excess air ratio λ based on the predicted air amount Ga indicated by J and J and the supplied fuel amount Gf indicated by the actual rack signal S3 from the governor B.

A combustion ratio function generator 14 receives the signal from the excess air ratio calculator 13 and outputs an engine combustion ratio signal S7.
is provided.

Then, a combustion ratio signal S7 when the engine is completely burned
A subtracter 15 as a first arithmetic unit is used to subtract the value of from the combustion ratio signal S7, and a constant Kl' is multiplied by the output signal of the first and second subtracters 15 to output a signal S8. A multiplier 1B is provided.

In addition, a third calculation is performed to calculate the difference between the sum of the set rack signal S2' from the function generator 12 and the signal S8 from the multiplier 18, and the actual rack signal S3 from the governor B. An adder/subtracter 16 is provided as a device.

The difference signal from the adder/subtractor 16 is then sent to the +7 mitter circuit 5. This limiter circuit 5 outputs an input difference signal only when the input difference signal is negative, that is, when the sum of the set rack signal 32' and the signal S8 from the multiplier 18 is smaller than the actual rack signal S3. It is.

Further, the signal from the limit/integral circuit 5 is inputted via a PI (proportional/integral) controller 6 to an adder/subtractor 7 serving as a fourth arithmetic unit. The difference with the blade angle command signal S4 is real! 3, and as a result, a blade angle adjustment signal is output to the variable pitch propeller 8.

Incidentally, upon receiving the load signal S9 from the variable pinch propeller 8 and the engine output signal S10 from the fuel engine system C, the rotational speed of the engine rotational system D''cc is detected.

This actual quantity l1lie speed signal S5 is the acceleration j of the speed governor 13.
It is compared with the set rotational speed signal S1 from the rotational speed setting handle 1 by the multiplier 5], and the deviation signal is sent to the PI (proportional/integral) controller 10, and the actual rack signal is output from the PI controller 0. S3 is a fuel pump system C9, and engine supercharging is supplied to system E and an adder/subtractor 16.

Further, in FIG. 2, reference numeral A indicates a main control circuit of the present apparatus, and this circuit A is composed of parts indicated by reference numerals 5 to 7 and 12 to 18.

Note that it is also possible to perform signal processing within the main control circuit A by a computer.

With the above-described configuration, first, a set rack signal S2' is output from the function generator 12 depending on the set positions of the rotational speed setting handle 1 and the blade angle command handle 2.

Then, the supercharging rotation speed determined by the state of the supercharging system E is detected by the supercharger rotation speed detector 19, and a supercharger rotation speed signal S6 is output.

By the way, the amount of air supplied according to the result E can be regarded as a first-order lag in the rotational speed of supercharging, so the first-order lag circuit 17 that receives the rotational speed signal S6 A predicted value Ga of the amount of air supplied by the machine is determined, and an air amount prediction signal 311 is output.

Next, in response to the actual rack signal S3 from the speed governor B and the air amount prediction signal Sll from the first-order lag circuit 17, the excess air ratio calculator 13 calculates the excess air ratio λ.

That is, the actual rank signal S3 indicates the supplied fuel amount G, and the air amount prediction (M No. 31.1 indicates the predicted value Ga of the air amount supplied to the private sector. From these values, the excess air ratio ＾ is expressed as follows.

λ=Ga/GrL Here, L is a redundant that represents the amount of air theoretically required for complete combustion of fuel per unit weight. Therefore, if ^≧1, the engine has a complete combustion capacity of 1, and λ×1
In this case, the amount of air supplied is insufficient.

Then, based on the excess air ratio λ calculated by the excess air ratio calculator 13, the combustion ratio function generator 4 calculates the combustion aging ratio, and outputs the combustion aging ratio signal S7. This is it! , the power ratio 90 is defined as (the ratio of the fuel supply flow rate G to the next section and the amount of combustion fuel G"r in the section G"r/Gr
It is expressed as follows.

* Gf/C; f−λ (λ<l) 4 (,; r/C; f= ] (λ≧1) In other words, if sufficient air is supplied, G”f/C, month=1 In other words, complete combustion occurs, and as air becomes insufficient, the combustion rate decreases.

Furthermore, annihilator 1! ; in the furnace, the firing rate signal S'
The value 1 at the time of complete combustion is subtracted from 77'J・, and the multiplier 18
, the value is multiplied by K[, and a signal S8 is output.

When the value of this signal S8 is (), it is a complete combustion state, and when it is negative, it is an incomplete combustion state, and the smaller the value, the worse the ARM ratio is due to the lack of air.

Next, when the output signal S8 from the multiplier 18 is negative σ2, that is, when the actual air amount is less than the required amount, the propeller blade angle is decreased through the adder j multiplier 16 in the next stage to reduce the load. Control takes place.

In addition, the difference between the set rank signal S2' and the actual rack signal S3 is calculated by the adder/subtractor 1G to 11 gl-, and the limit/return circuit 5 makes the load less than or equal to the load set by the handle 2.
and P1 controller 6, the propeller blade angle is controlled.

Incidentally, when it is necessary to change the functional relationship of the function generator 12, the functional relationship can be easily changed by operating the mode setting device 11.

By the way, the actual rotational speed of the engine is determined by the load determined by the propeller blade angle and the output power determined by the fuel pump system C.

The deviation between the actual rotational speed and the set rotational speed is determined by the governor B, which is composed of an adder/subtractor 9 and a P1 controller 1 (I), and becomes an actual rank amount as a fuel injection amount command.

In addition to the above-mentioned action, for example, when the discharge of the actual supercharging (motor rotational speed) is detected, the blade angle is lowered, so the actual rack also lowers, and the actual supercharging (the rotational speed J) is detected. A commensurate amount of fuel injection can be obtained.Therefore, the air-fuel ratio at the opening is always optimal, and the heat load on the combustion chamber components is reduced.

At the same time, excessive fuel injection is prevented, black smoke is no longer generated due to insufficient air volume, and combustion efficiency is greatly improved, resulting in fuel savings.

Furthermore, since the amount of fuel is determined by the rotational speed of the supercharger, surging of the supercharger (vibration occurs when operating due to the amount of air, and the amount of air, pressure, and rotational speed fluctuate).
It is also possible to prevent the phenomenon in which transportation becomes impossible.

Note that since the supercharger rotation speed changes in response to the load on the engine, the Itlfil of this device is effective even when the engine is operated at a constant open rotation speed and only by changing the propeller blade angle. be.

In addition, if the overload condition is above the handle position, limit/recircuit 5
This can be prevented and the section can be controlled to an optimal load state 911.

As explained in detail below, the propeller blade angle control device for a DJ variable pitch propeller ship of the present invention has the advantage that the propeller blade angle control device for a DJ variable-pitch propeller ship has the advantage that, compared to the conventional one, one Sachi U
Since the propeller blade angle is controlled by taking into consideration There are advantages that can be achieved.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram of a propeller blade angle control device in a conventional variable pitch propeller 1ilil, and Fig. 2 is an overall configuration diagram of a propeller blade angle control device in a variable pitch propeller ship i of the present invention. It is. 1...Rotation speed setting/% handle, 2...Blade angle command knob, 5...Limintor circuit, 6...1. ) I Fundroller, ■... Addition/subtraction unit as the 71st arithmetic unit, 8.
・Variable pinch propeller, (3...addition/subtractor, 10...P
l Controller, 11...Mode setter, 12...Function generator, J3...Air excess ratio 7 [n unit,]4...Combustion ratio function generator, 15...Subtraction as first computing unit Container, 16・-3rd current i [Adder j adder as a bonding device, 17
・J-order slow jt circuit ゛, 3 B ・-2nd No. 1iit
19. Supercharging speed detector, A. Main control circuit, B. Governor, C. Fuel pump system, D. (Private Rotating system, ) Σ... (Shunkaku supercharging system. Sub-agent Patent attorney Yoshihiko Iinuma

Claims (1)

[Claims] ■ In a rotating pitch propeller ship, (equipped with a rotation speed setting handle for setting the rotation speed of the Ikkaku and a blade angle command handle for commanding the propeller blade angle, the rotation speed of 2)
A numerical generator is provided which outputs a setting rack signal JB to these signals in response to each (II) from the U setting handle and the blade angle command handle, and also outputs a setting rack signal JB to these signals from the U setting handle and the blade angle command handle. a first-order lag circuit that outputs an amount prediction signal; an excess air ratio calculator that calculates an excess air ratio for month t based on the air amount prediction signal from the same-order lag circuit and the actual rack signal from the speed governor; , a combustion ratio function generator that outputs a combustion ratio signal of the engine in response to a signal from the excess air ratio calculator, and a difference between the combustion ratio signal from the combustion ratio function generator and a signal corresponding to a complete combustion state. A first arithmetic unit that performs calculations, a second arithmetic unit that multiplies the signal from the first arithmetic unit by a constant, and the above-mentioned setting signal and the second i*1F-
A $3 calculator that calculates the difference between the sum of the signals from the unit and the above actual rack signal, and a $3 calculator that calculates the difference between the blade angle command signal from the blade angle command) A propeller blade angle control device for a 11f variable pinch propeller ship, characterized in that a fourth calculator is provided for calculating and outputting a blade angle correction signal to a variable pitch propeller.