JPS60212640A - Vane-angle and speed controller - Google Patents

Abstract

PURPOSE:To improve the control performance for vane angle by installing an estimating device for calculating the estimated torque of a main engine on the basis of the operating instruction signal for a fuel flow-rate actuator in order to control the speed of a main engine in a vessel equipped with a variable pitch propeller and the vane angle of the variable pitch propeller. CONSTITUTION:The captioned apparatus is equipped with a speed control part 1 which outputs a rack-position operating instruction signal (a) on the basis of the deviation between the set seed and the detected speed (d) of an engine and controls a fuel-pump actuator 2 by the instruction signal (a). Further the captioned apparatus is equipped with a vane-angle control part 4 which outputs a vane-angle operating instruction signal on the basis of the deviation between the instruction signal (a) and the set torque of the engine, and controls the vane angle actuator 5 of a variable-pitch propeller by the instruction signal. In this case, a torque estimating device 8 for calculating the estimated generation torque (b) of the engine on the basis of the signal (a) is installed onto a feedback loop for the instruction signal (a), and a vane-angle operating signal is generated on the basis of the deviation between the estimated torque (b) and the set torque.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention 1] The present invention relates to a method for controlling the speed and variable pitch propeller blade angle of a main engine, such as a diesel engine, gas turbine engine, or steam turbine engine, on a ship equipped with a variable pitch propeller. The present invention relates to a control device, and particularly to a blade angle/speed control device that can improve the control of the main engine speed if3 and the variable bidge propeller blade angle by simply adding a compensation element in consideration of the dynamic characteristics of the main engine.

"Technical Background of the Invention" Figure 1 shows a conventional blade angle/speed control device for a diesel engine, which is an example of a main engine. Based on the speed deviation from the speed, the speed 1σ control unit 1 shown in an equivalent circuit outputs a rack position operation command signal, and based on this rack position operation command signal, the fuel pump actuator 2 is operated to reach the set speed. The amount of fuel injected from the fuel injection pump 3 is adjusted accordingly. On the other hand, based on the 1-herk deviation between the rack position operation command signal and the engine setting torque, the W angle control section 4 shown in the equivalent circuit outputs a blade angle operation command signal, and based on this blade angle operation command signal, the blade angle is adjusted. The blade angle of the variable pitch propeller 6 is adjusted by operating the actuator 5 to obtain a propeller load torque that matches the amount of adjustment of the opening of the fuel injection DA.

As a result, when the detection method 1α falls, the fuel light detection suspension is increased and the propeller load 1-lux is decreased by 1! Adjust the blade angle to increase the main engine speed, and conversely, if the detected speed increases, reduce the fuel injection amount! At the same time, the main engine speed is lowered by adjusting the blade angle in the direction of increasing the 11-copera load torque, and the main engine speed is reduced to constant speed.
- This is the case with J,), which provides stable control with ease. In addition,
The above detection speed includes noise components and is filtered by the low-pass filter 7.

[Problems in the Background Art] However, in the conventional control system, the noise back signal for the set torque is a rack position operation command signal (not the main engine generated 1-lux, so it is difficult to know how much the true main engine generated 1-lux is). A temporal phase difference occurred between the two, causing unnecessary control operations at the blade angle.
-]- Noise filtering by the pass filter 7 not only fails to remove noise components sufficiently, but also has the risk of removing true values in high frequencies, making it impossible to create an appropriate control signal.

This resulted in poor controllability, increased energy consumption, and decreased maneuverability.

[Object of the Invention] The present invention was made in view of the above-mentioned conventional drawbacks, and aims to improve the controllability of the main engine by adding a compensation element that takes into account the dynamic characteristics of the main engine to the conventional control device. , a wing angle that can save fuel and improve maneuverability.
The purpose is to obtain a speed control device.

[Summary of the Invention] In accordance with the above object, the present invention operates a flow rate actuator according to a speed deviation between a set speed of the main engine and a detected speed, and adjusts the supply amount of a driving fluid that rotates the main engine.
The estimated torque of the main engine is calculated by a torque estimator based on the operation command signal to the flow rate actuator, and the blade angle actuator is operated according to the torque deviation between the calculated output of this torque estimator and the set torque to achieve variable pitch. By adjusting the blade angle of the propeller, the propeller load commensurate with the supply of driving fluid can be obtained. Based on the estimated torque that is close to the true value, regardless of the temporal phase difference between the main engine generated torque and the torque generated by the main engine, it is possible to accurately adjust the blade angle of the copeller, and to avoid waste in the W angle acquisition. (a) This is to prevent movement or deterioration of controllability.

In addition, the present invention calculates the estimated speed of the main engine with a speed estimator based on the shut-off output and detected speed of the torque estimator, and calculates the speed difference between the calculated output of the speed estimator and the set speed of the main engine. The flow rate actuator is operated in accordance with
Calculate the constant torque from 1 to 1 using a torque estimator, and operate the blade angle actuator according to the torque deviation between the tightening output of this torque estimator and the set torque. By doing this, we can obtain a propeller load of 1 to 1 lb that matches the supply amount of driving fluid, and by this method, even if the detected speed contains a noise component, the main engine speed can be adjusted based on the estimated speed close to the true value. It is possible to accurately adjust the supply amount of the driving fluid that rotates the flow rate actuator, and prevent unnecessary operation of the flow rate actuator and reduction of the control υ1IfII.

[Embodiment 1 of the Invention] Hereinafter, a preferred embodiment of the blade angle/control device according to the present invention will be described with reference to the accompanying drawings.

In the blade angle/control device according to this embodiment, the configuration of the control circuit itself that constitutes the feedback base is the same as that of the conventional example.

FIG. 2 is a block diagram showing an embodiment in which the present invention is applied to a diesel engine.

As shown in the figure, depending on the output of the speed control section 1, the blade angle control section 4
A torque estimator 8 is inserted in the feedback loop that feeds back the rack position operation command signal a to the input of the rack <V if (torque estimator 8 that calculates the estimated generated torque of the engine based on the operation command signal a).

This torque estimator 8 uses a predetermined engine constant α of the main engine,
It consists of a dynamic characteristics model of the main engine, which is expressed by the following equation.

G(sun-)go 〒 However, S is a lazolas operator, and from the sieve output setting torque of the torque estimator 8, the human power of the blade angle control unit 4 is the torque deviation C J: Sea urchin (there is).

Next, the operation of this embodiment will be described.

When the detected speed d of the main engine is 4i times smaller than the set speed, the speed Q difference C increases by /2 in the positive direction.

Therefore, a large rack position operation command compensation a is inputted from the speed control section 1 to the fuel V1 bomb control unit 2, and the fuel F1 control pressure of the fuel tank 11 & 1 pump pump 3 is increased.

At the same time, a large rack (QtJll operation command (i; F
'3 a is converted into a constant torque by the torque controller 8 (I1), and the UN angle control is performed according to the 1~LQ difference C, which is large in the negative direction based on this 111 constant torque b and the setting i・Lux. A negative command Iha is generated by the blade angle control section 4.The blade angle is then operated in a direction to avoid reducing the propeller negative vJl-luke.

At this time, the rack position control command 48'';'3a is input to the torque Jlf regulator 8, an estimated torque close to the true value is calculated, and a blade angle control command is issued based on the torque deviation C from this calculated output. Since the signal is output, the blade angle is adjusted without time delay in the direction of reducing propeller torque in accordance with the torque generated by the main engine, so A-barge coat or control with less hunting can be performed. be able to.

Conversely, when the detected speed d of the main engine becomes greater than the set speed, the speed deviation e increases in the negative direction. Therefore, a small rack position operation command signal a is inputted from the speed control section 1 to the fuel bomb actuator X1-2 to reduce the amount of fuel injected by the fuel injection pump 3. At the same time, the small rack position operation command signal a is converted into an estimated torque by the torque estimator 8, and the blade angle operation command signal is converted into an estimated torque in the positive direction based on the estimated torque b and the set torque. It is formed by the control section 4. Even when the main engine speed increases, the torque estimator 8
Since an estimated torque close to the true value is generated at , the blade angle is immediately adjusted in the direction of 9 where the propeller load torque is large.

Therefore, even if the rack position operation command I A has a temporal phase of Wasteful operations for controlling the silk are solved.The binding and setting torque of 1 and II Mitake are greatly improved.

FIG. 3 shows the second embodiment of b (・, second
The white color, which is different from the diagram, indicates that the detection method 1md is fed back to the input of the speed 9-control unit 1 in the noise back loop, and the detection method is This is the point where a regulator 9 is inserted into 1 to calculate the H1 constant speed of the engine. It consists of an optimal filter for the main engine consisting of , and is basically expressed by the following formula.

Changes in estimated torque (h) L 1 1-T (s)
-117 However, S is the radius lath operation 10- Then, from the calculated output f of the speed estimator 9 and the set speed, the speed deviation e, which is the input to the speed control section 1, is calculated.

Therefore, the detected speed d including the noise component passes through the speed estimator 9 to become the estimated speed f close to the true value with the noise component removed, and based on this accurate estimator if, the rack of the fuel pump actuator 2 is The position will be adjusted. As a result, compared to directly using the detected speed d containing noise components or using a signal passed through a low-pass filter to the detected speed d, speed estimation becomes a more appropriate signal, making it easier to control the set speed. is significantly improved.

In both of the above embodiments, not only the speed control section 1 and the blade angle control section 4 but also the added torque estimator 8 and/or speed estimator 9 are configured as separate circuits. The functions of the additional elements may be integrated with the blade angle control section 4 into a device having an arithmetic function equivalent to that of a microcomputer, thereby forming a single device.

Also, -L i [! Although JJ Akira described the case of a deep-pil engine, the present invention can be applied to gas turbine engines, steam turbine engines, and even equivalent engines using a pitch propeller.

[Effects of the Invention 1 In short, the present invention provides the following excellent effects.

(1) Flow rate actuator: 1] - A 1-lux estimator was installed to calculate the estimated I-lux of the main engine based on the operation command signal of the J: Since the torque can be accurately estimated, the controllability of the blade angle is improved as much as possible, and unnecessary movements of the fuel pump and the w-angle actuator are eliminated, thereby achieving fuel efficiency.

(2) Also, the stem output and detection speed of the torque Jul regulator! [Based on the banquet]: We have also installed a transmission estimator that calculates the estimated speed of the engine, so it is possible to obtain an appropriate estimated speed in comparison with the conventional method that uses a signal passed through a low-pass filter. This improves the controllability to the set speed. Therefore,
Improved controllability of speed and wing angle enables fuel efficiency and maneuverability to be significantly improved.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an example of a conventional blade angle/speed control device, FIG. 2 is a block diagram showing a preferred embodiment of the blade angle/speed control device according to the present invention, and FIG. 3 is a block diagram showing an example of a conventional blade angle/speed control device. FIG. 3 is a block diagram showing another embodiment. In the figure, 2 is a fuel pump actuator which is an example of a flow rate actuator, 3 is a fuel injection pump which is a component of the main engine, 5 is a blade angle actuator, 6 is a variable pitch propeller, 8 is a torque estimator, and 9 is a speed estimator. It is a vessel. Patent applicant: Patent attorney representing Ishikawajima-Harima Heavy Industries Co., Ltd.
Nobuo Kinutani 13-

Claims (1)

[Claims] (1) The flow rate actuator is operated according to the speed deviation between the set speed of the main engine and the detected speed to adjust the supply amount of the driving fluid that rotates the main engine, and the set torque of the main engine and the operation of the flow rate actuator are adjusted. A blade angle/blade angle system that adjusts the blade angle of a variable pitch propeller by operating a blade angle actuator according to the torque deviation from the command signal to obtain a propeller load torque that matches the supply amount of driving fluid.
The speed control device is configured to include a torque estimator that calculates the estimated torque of the main engine based on the operation command signal of the flow rate actuator, and to calculate the torque deviation between the calculated output of the torque estimator and the set torque. A blade angle and speed control device characterized by: (b) The flow rate actuator can be operated according to the speed deviation between the set speed of the main engine and the detected speed to adjust the supply amount of the driving fluid that rotates the main engine, and the set torque of the first engine and the flow 4 actuator described above can be adjusted. Operate the motor control command No. 16 (blade angle) according to the I/Luku deviation) 7. Operate the controller 1
The blade angle of the 11 variable pitch propeller is mW 1lil'
In particular, the 1-1 propeller gains 1 herk due to the supply of driving fluid.
control system] m, a torque estimator that calculates the 111 constant 1 to 1 torque of the main engine based on the operation command signal of the flow rate controller, and the calculated output of the 1 to 1 torque constant and the detected speed; Next, a speed estimator for calculating the constant speed 111 is set up (), and the calculated output of the second device and the torque estimator and the set torque are calculated by taking the torque deviation above, and the calculated output of the speed Ht constant. Blade angle and stray electricity 1III, characterized in that the speed deviation is calculated by the set speed and the set speed.
II device.