RU131695U1 - SYSTEM OF MACHINE TELEGRAPHES AND ROWSHAFT TACHOMETERS - Google Patents

Abstract

1. A system of engine telegraphs and tachometers of propeller shafts, comprising a machine telegraph, consisting of a master device and a transponder connected through a voltage converter to the ship’s power system and connected to each other via communication channels installed in the command and executive posts of the ship’s system, characterized in that the machine telegraph contains the instruments of the main and emergency machine telegraphs, and the system additionally contains tachometer instruments of the propeller shafts of the command and executive units posts, independent communication lines connected to a redundant CAN bus comprising main and backup channels, secured data transmission is possible between components and command executive positions simultaneously on both kanalam.2. The system according to claim 1, characterized in that the devices of the main and emergency engine telegraphs and tachometers of the propeller shafts are made digital, implemented in hardware and software based on microprocessors, with the possibility of exchanging data via the CAN bus, selecting, receiving and processing data transmitted over the lines communication according to hardware and software predefined for each of the devices of the system parameters and rules. 3. The system according to claim 1, characterized in that the CAN bus microcontrollers are equipped with hardware-software transfer counters with the ability of receiving devices to recognize CAN bus channels and select incoming data according to parameters predefined in the microprocessors of the devices. The system according to claim 1, characterized in that the master devices of the main machine telegraph command post are equipped with at least dual

Description

Purpose and scope.

The invention relates to the field of ship automation, in particular to automatic centralized control and management systems designed to provide communication between the command and executive posts of marine vessels for the purpose of controlling and controlling the main engines, assigning commands to change the frequency and direction of rotation of the propeller shaft, an answer about their reception and indication of the current state of the system.

The prior art.

Known machine telegraph "JET" manufacturer LLC "Neptune-electro", designed to transmit commands from the wheelhouse (XP) to the engine room (MO) to control one or two main engines and receive answers about the execution of these commands (website on the Internet: http://sudoelektrik.com/production/jet.php, passport N / E.362634.004 Substation, Nikolaev, 2007 http://sudoelektrik.com/production/jet.php). At the same time, the telegraph is a backup means of communication for remote automated control systems for the main engines installed on the ship. The engine telegraph "JET" consists of two main units - a command unit installed in the wheelhouse and an executive unit installed in the engine room. The telegraph allows you to transfer 10 basic commands for controlling the main engine of a ship, boat or yacht. As a communication line between the command and executive units of the machine telegraph, a digital current loop type communication line is used, and two wires of a standard pair-twisted ship cable are used to transmit information.

The engine telegraph "JET" can be put on a ship with any number of main engines - for this, the required number of "command" - "executive" pairs is simply set.

Also known is the universal tachometer "TA-12M" manufactured by Neptune-Electro LLC, designed for digital measurement of rotational speed and counting running hours (hours) of a controlled object (Internet site: http://sudoelektrik.com/production/ta12m. php, passport N / E. 362634.010 Substation, Nikolaev, 2006 http://sudoelektrik.com/production/ta12m.php). The composition of this ship's tachometer includes local and remote indication devices. Information about the measured value of the rotational speed, engine hours, indexes and the values of the set points is presented on the LED sign indicator. The indicator of the local measurement device displays information about the measured value of the rotational speed, operating hours, set points and tachometer settings. The indicator of the remote measuring device displays information about the measured value of the rotational speed and hours. From the local measurement device to the remote measurement device, information is transmitted via an interface “current loop”.

Among the disadvantages of the above engine and propeller shaft control systems is the need to use two independent subsystems that are not connected to each other in the system, which requires an extensive communication network with a large number of cable connections, data duplication, increased energy consumption and ultimately leads to a decrease the information content of the system as a whole, the lack of diagnostic tools and the inability to directly interface the above subsystems with modern ship systems s management. At the same time, information on systems combining a machine telegraph and tachometers of propeller shafts is not known from the prior art, which, taking into account the foregoing, allows us to conclude that there are no analogues among the identified information sources that could be taken for the totality of essential features as prototype.

The essence of the claimed utility model.

The technical problem solved by the claimed utility model is to increase the information content, reliability and ease of use on ships of communication systems between the command and executive posts of marine vessels to provide control and monitoring of engines and assign commands to change the frequency and direction of rotation of the propeller shaft.

The technical result achieved by the claimed utility model is to increase the control efficiency of the above control objects and expand the functionality of the system, increase the fault tolerance and reliability of operation, the possibility of building up the system and expanding the range of connected external and supporting ship systems.

The above technical result is achieved by using a system of machine telegraphs and tachometers of propeller shafts containing a machine telegraph consisting of a voltage transformer connected to a ship power system and interconnected via communication channels of the master device and the transponder device, installed respectively in the command and executive posts ship system, and the machine telegraph contains devices of the main and emergency engine telegraph, and the system additionally contains tachometer devices the propeller shafts of the blocks of the command and executive posts, connected by independent communication lines in the form of a redundant CAN bus containing the main and backup channels, with the possibility of transmitting data between the devices of the command and executive posts simultaneously on both channels.

In a preferred embodiment of the utility model, the devices of the main and emergency engine telegraphs and tachometers of propeller shafts are made digital, implemented in hardware and software based on microprocessors, with the possibility of exchanging data via the CAN bus, selecting, receiving and processing data transmitted over communication lines via hardware and software parameters and rules pre-programmed for each device in the system. Any data transmission over the communication line is available to all devices connected to this line. Each device selects only the data that is intended for it and necessary for operation, receives and processes them.

In a preferred embodiment of the utility model, the CAN bus microcontrollers are equipped with hardware-software transfer counters, with the ability of receiving devices to identify CAN bus channels and select incoming data according to parameters predefined in the microprocessors of the devices.

In a preferred embodiment of the utility model, the reference devices of the main machine telegraph of the command post are equipped with at least a dual mode setting knob for the starboard and port side with a movable pointer and a sectional scale of setting modes, as well as indicators, alarms and switches between posts.

At the same time, the transponder devices of the main machine telegraph, as well as the emergency machine telegraph devices, are push-button type and contain at least indicators, alarms and switches between posts.

Propeller shaft tachometer devices contain primary and secondary converters connected to indicating devices with means for indicating continuously processed parameters of the propeller shafts with the possibility of recording measured data in memory and transmitting them via the CAN bus. In this case, the primary converter contains two stators, which allow determining the frequency and direction of rotation of the shaft from the emitter created in the signal stator windings. alternating current (frequency signals) during shaft rotation. The secondary Converter contains a microprocessor with the ability to convert the hardware-software image of the frequency signals into a DC voltage proportional to the rotational speeds of the shafts.

The system according to the utility model may further comprise a control post equipped with indicating shield panels containing responding devices of the main and emergency engine telegraphs, as well as showing tachometer devices of the propeller shafts.

In a preferred embodiment of the utility model, the command post system comprises three switchable posts equipped with instruments for the main and emergency engine telegraph and tachometers of the propeller shafts, including the wheelhouse (HR), the main command post (GKP) and the spare command post (ZKP), and the executive post - two switchable posts equipped with instruments of the main and emergency engine telegraph and tachometers of propeller shafts, including the emergency control post (PAH) and the control system of the main power plant and (SU GEMs), the command post of the energy and vitality (KPEZH). At the same time, the control post may contain four posts equipped with instruments of the main and emergency engine telegraph and tachometers of propeller shafts, including a remote control post (MPD), engine room (MO), a command post of energy and survivability (KPEZh), and a reserve command post of energy and survivability ( ЗКПЭЖ). In any of the aforementioned configuration options for posts, it is possible to simultaneously operate only one command and one executive posts, with power off for inactive OMT and AMT devices when changing command and executive posts by switching the relays installed on the outputs of the OMT and AMT power supplies when selecting the appropriate command with the button switch between posts.

The master devices of the main machine telegraph of command posts can be made in the form of console sections, and the devices of the main and emergency machine telegraphs of executive and control posts can be made in the form of built-in console or panel board modules showing devices of the corresponding control systems. And command posts can be additionally equipped with panel-mounted panel modules of machine telegraph devices and tachometers showing propeller shafts

A brief description of the drawings.

The essence of the utility model is illustrated by drawings (Fig.1-3). representing one of the possible options for implementing a system of machine telegraphs and tachometers of propeller shafts (hereinafter referred to as SMTT) and for a specialist is obviously not exhaustive.

Figure 1 - structural diagram of SMTT

Figure 2 - panel of the master unit OMT.

Figure 3 is a diagram of the layout and interaction of command and executive posts.

Feasibility of utility model.

As follows from the structural diagram shown in Fig. 1, the system of machine telegraphs and tachometers of propeller shafts (SMTT) consists of the starboard and portside devices OMT 16, AMT 17 and TGV 18 installed, in particular, in instrument sections, consoles and / or switchboards modules of command 1, executive 2 and control 3 posts, interconnected via independent communication lines in the form of CAN bus 4, containing the main 5 and backup 6 circuits. At the same time, devices 16, 17 and 18 of the system are installed in three command posts, including the wheelhouse (7) post, the main command post 8 (GKP) and the spare command post 9 (ZKP), made switchable by transmitting control signals from the devices 16 , 17, 18 SMTT via CAN bus 4 to the power system (not shown in Fig. 1).

In the presented embodiment of the utility model, the SMTT devices 16, 17, and 18 are also located in at least two executive posts PAU10 and KPEZH 11, made, like command posts, switched by transmitting control signals from the SMTT devices 16, 17, 18 through CAN bus 4 to the power system. At the same time, control posts 3 include PDU12, MO13, KPEZh 14 and ZKPEZh 15 posts, containing SMTT devices 16, 17 and 18, which are usually located in switchboard modules. Checkpoints 3 make it possible to ensure uninterrupted operation of the system, with the possibility of providing wide access to information on IMTT to various ship services, thereby contributing to the obtaining of objective information about the state of life-supporting ship systems.

OMT, AMT and TGV devices contain starboard and starboard kits; at the CMTT posts, TGV showing devices with indicators are placed, receiving digital codes via CAN bus 4 corresponding to the measured values of the frequency and direction of rotation of the propeller shafts received from the TGV secondary converter 19 connected to the primary converter 20 TGV, which is a speed sensor of each propeller shaft (TGV sensor) with two stators to determine the frequency and direction of rotation of the rotor. The principle of operation of tachometers is based on the non-contact method of converting the shaft rotation frequencies into electrical signals using a rotor mounted on the shaft and a stator. With each passage of the teeth of the rotor mounted on the propeller shaft, alternating current EMF is created near the pole tips of the stator in the stator windings. The frequency of occurrence of EMF is proportional to the frequency of rotation of the shaft and the number of teeth of the rotor. The frequency signals in the stator windings are 90 out of phase and the sign of the phase shift changes when the direction of rotation of the shaft changes. The frequency signal from the stator is fed to the input of the TGV converter 19, where it is converted into a digital code of the frequency and direction of rotation of the propeller shaft. At the same time, the TGV sensor 20 and the TGV converter 19 are located in the corridors of the left and right side shaft ducts (not shown in the figures), with the possibility of recording the measured data in memory and transmitting them via the CAN bus. The TGV indicating device consists of a dashboard with a command knob, an indication tool in the form of a digital speed display with an LED bar of current shaft revolutions, current status indicators and a brightness control indicator.

The system of engine telegraphs and tachometers of propeller shafts (SMTT) including, according to a utility model, the main machine telegraph, emergency engine telegraph and tachometers of propeller shafts, is designed to provide communication between the ship's command post (XP, GKP or ZKP) and the executive post (KPEZh or PAU ) in order to assign commands to change the frequency and direction of rotation of the propeller shaft and receive an answer about their reception. At the same time, the system provides continuous measurement of the rotational speed of the right and left side propeller shafts and frequency indication at all named posts, as well as control posts (PDU, MO, KPEZh and ZKPEZh). SMTT is implemented in such a way that only one of the above command and one of the executive posts of the system can work at a time.

The transfer of a command post, for example, from XP to the emergency control room, is carried out by means of a switch between the posts located in this case in the OMT console in the emergency control room. In this case, the OMT console in the PCG is connected to the system, and the console in XP is disconnected from the system through the power circuits and CAN bus communication lines.

When a signal is received from the control system of the main ship’s power plant about the transfer of the executive post from KPEZH to PAH, the system transfers the post of receiving commands to the PAH, disabling the KPEZh post along the power circuits and CAN bus communication lines.

The transition to AMT control is carried out by a switch located in the SMTT console in XP.

In the considered example of implementation of the utility model, OMT, AMT and TGV devices are digital microprocessor devices that implement hardware-software data exchange via a communication line, which is a redundant CAN bus connecting devices. Redundancy consists in the fact that data on the bus is transmitted simultaneously through two channels - one of which is the main 5 and the other backup 6, which allows for uninterrupted operation of the system and data exchange in case of failure of one of the communication channel channels. Any data transmission via an independent communication line is available to all devices connected to this line, and each device selects, receives and processes only those data that are intended and necessary for it through the communication lines and hardware and software settings for each device in the system for his work.

Microcontrollers of the CAN bus are equipped with hardware-software counters of transfers, with the ability to receive data from the devices to recognize the channels of the CAN bus and select the incoming data according to the parameters preset in the microprocessors of the devices. Thus, the presence of counters in the microcontrollers of the CAN bus allows the receiving device to determine from which bus the new data came earlier and ignore the repeated message, which increases the system performance, its operation safety, reduces power consumption and the risk of errors during reception and transmission of commands.

The master devices of the main machine telegraph of command posts are made in the form of console sections or in the form of modules integrated in control panels of command posts and are equipped with a dual mode setting handle 21 for starboard and port side with a movable pointer 22 and a sectional scale 23 of setting modes, as well as indicators 24 , for example, executable commands, alarm 25, for example, when the commands of the master device and the responder device are mismatched, as well as by switches 26 between the posts (Fig. 2). The handle 21 is designed to transmit commands and receive confirmation. At the same time, each handle is connected by a microcontroller located in the console containing an analog potentiometer module and a CAN interface module. When moving the handle of the OMT device, the resistance of the potentiometer of the device changes in proportion to its position. The command arrow, moving along the scale simultaneously with the handle, indicates the correspondence of the position of the handle to the team sector. The movement of the handle causes the movement of the potentiometer shaft by means of a flexible transmission. The signal from the potentiometer is fed to the analog module of the controller potentiometer, where it is converted into a command code and transmitted over the communication line

OMT and AMT transponder devices located both in the dashboards and in the switchboard modules of the executive, command and control posts are push-button type and contain indicating devices with means for indicating received commands and the current state, alarms, including when the executed commands are mismatched, and also switches between posts.

The OMT team is transferred to the executive post by transferring the left and / or starboard handles of the OMT device in the command post to the position (in the sector of the scale) corresponding to the team name (the command arrows of the left and right sides are moved simultaneously with the handles). When installing the handle of the OMT device in a specific sector, the resistance of the handle potentiometer changes. The OMT controller converts the analog signal from the potentiometer to a digital command code, and through the CAN interface module, the command is transmitted over the communication line. At the same time, the OMT controller, comparing the command code from the handle and the code of the last confirmed command, finds their mismatch and turns on the OMT mismatch alarm. At the same time, the sound and light alarm of the mismatch is turned on - the indicator of the left and / or right side flashes on the front panel of the OMT device, accompanied by a sound signal.

In the executive post on the front panels of OMT devices (left and / or right sides according to the given command), the executive indicator of the transmitted command flashes accompanied by a sound signal. At the same time, the OMT device, having accepted the code of the transmitted command, also compares the command code from the handle and the code of the last confirmed command, finds their mismatch and turns on the OMT mismatch alarm. At the output of the OMT device, approximately 24 V DC appears at the bell. With the same period, the executive indicator of the received command lights up, indicating the position of the OMT handle in the command post.

After pressing the button corresponding to the flashing executive indicator (that is, confirming receipt of the command), the command indicator of the pressed button goes into the steady light mode. The codes compared by the controllers of the devices coincide, and the signal to the light and sound signaling devices is removed from the outputs of the devices

The AMT team is transferred to the executive post in the same way, however, the team is selected by pressing the button on the front panels of the AMT left or right side panels with the name of the team. At the same time, the sound and light signaling of the mismatch is turned on - the actuator indicator flashes on the front panel of the AMT device, accompanied by a sound signal. In the executive post on the front panel of the AMT device, the executive indicator of the transmitted command flashes, accompanied by an audible signal.

To confirm receipt of the command, select the button corresponding to the flashing Executive indicator. At the same time, in the command post on the front panel of the AMT device, the indicator switches to an even glow and the sound signal is turned off. In the executive post on the front panel of the device, the executive indicator of the received command goes into the steady light mode, the sound signal is turned off, the command indicator of the button lights up steadily - AMT is coordinated.

Switching the OMT command post is carried out by pressing the switch button between the posts in the SMTT console in the emergency control room.

Before switching, it is necessary to install the handle of the OMT device in the command post to which the transition will be made, in the position corresponding to the position of the handle in the post from which the transition is made. This will prevent the transmission of a random (depending on the position of the handle) command.

When the switch button between posts is pressed, the power supply is removed from the OMT device in XP and the device is excluded from the OMT network. In addition, if AMT was selected in XP, AMT is turned off. The corresponding actuator indicator built into the OMT dashboard lights up and the OMT device in the HCP connects to the OMT power supply and switches to active mode. The transition in the opposite direction is similar.

When an executive post is transferred, for example, to a PAH, power is removed from the OMT and AMT devices in KPEZH, and the devices are excluded from the network. OMT and AMT devices in the PAH are connected to the network. The transition in the opposite direction is similar.

The system receives 380 V 50 Hz power from the shipboard boards of the main and backup power supply via two feeders. Moreover, SMTT uninterruptible power supply units can be made in the form of switching power supply units 220V 50 Hz / 24V (25A) with an integrated charger and rechargeable batteries (12V + 12V) connected to them. When the system is turned on, the power supply unit converts the external 220V AC power supply into secondary 24V DC power supply. At the same time, recharge the batteries. In case of loss of external power supply, the power supply automatically switches to power supply to the emergency power source from batteries. A short switching time ensures that all CMTT devices continue to operate without rebooting. At the same time, the 24V DC power supply OMT, AMT, TGV port and starboard are separate.

Structurally, the OMT master devices of command posts are made in the form of console sections, while the OMT responder devices, as well as AMT and TGV devices are made in the form of indicating, push-button devices equipped with indicators and signaling devices that are built into the dashboards of control systems of executive or command posts, or in panel modules located next to the posts. The switchboard module with the TGV and AMT indicating devices installed in it, in the preferred embodiment of the utility model, is installed next to each command post equipped with remote controls for OMT master devices. The panel modules are designed to indicate the current value of the propeller shaft revolutions, issue commands to control posts and receive confirmation of the command, and also provide complete information about the current working condition of telegraphs and propeller shafts, regardless of the activity of the command post console.

The OMT and TGV information network based on the CAN bus and under the control of microcontrollers of devices allows transmitting the information received during operation of the system for registration to the control system of the main power plant (SU GAU), for example, via the RS-485 Modbus RTU channel. At the same time, SMTT provides the following data: the transmitted OMT command, the confirmed OMT command, transfer to the PAH of the OMT executive post, OMT malfunction, as well as the frequency and direction of rotation of the right and left side propeller shaft, with the ability to record and store data in memory registrar SU GAU.

Thus, SMTT according to the utility model allows to carry out the following functions:

- Transmission and reception of commands between command and executive posts;

- Indication of a given and confirmed command;

- Indication of set and current revolutions on SMTT devices;

- Switching (selection) of command posts;

- Switching (selection) of executive posts;

- Data transfer to the registrar.

Thus, the system of machine telegraphs and tachometers of propeller shafts has wide functional capabilities and increased reliability of operation and ease of operation. Due to the use of control posts equipped with SMTT devices in the system, as well as the use of panel modules with indicating devices of the system, command posts and CAN buses located next to the master devices to provide a communication line between the system devices significantly increase the information content of the system, the reliability and efficiency of engine control and monitoring and assigning commands to change the frequency and direction of rotation of the propeller shaft, increasing the fault tolerance of the system as a whole. Through the use of CAN bus and control posts provides the ability to expand the system and expand the range of connected external and supporting ship systems.

Claims (12)

1. A system of engine telegraphs and tachometers of propeller shafts, comprising a machine telegraph, consisting of a master device and a transponder connected through a voltage converter to the ship’s power system and connected to each other via communication channels installed in the command and executive posts of the ship’s system, characterized in that the machine telegraph contains the instruments of the main and emergency machine telegraphs, and the system additionally contains tachometer instruments of the propeller shafts of the command and executive units posts, independent connection lines connected in a redundant CAN bus comprising main and backup channels, secured data transmission is possible between components and command executive positions simultaneously on both channels. 2. The system according to claim 1, characterized in that the devices of the main and emergency engine telegraphs and tachometers of the propeller shafts are made digital, implemented in hardware and software based on microprocessors, with the possibility of exchanging data via the CAN bus, selecting, receiving and processing data transmitted on communication lines according to the hardware and software predefined parameters and rules for each of the devices of the system. 3. The system according to claim 1, characterized in that the CAN bus microcontrollers are equipped with hardware-software transfer counters with the ability of receiving devices to recognize CAN bus channels and select incoming data according to parameters predefined in the microprocessors of the devices. 4. The system according to claim 1, characterized in that the reference devices of the main machine telegraph of the command post are equipped with at least a dual mode setting handle for the right and left sides with a movable pointer and a sectional scale of the setting modes, as well as indication, signaling and switches between posts. 5. The system according to claim 1, characterized in that the transponder devices of the main machine telegraph, as well as the emergency machine telegraph devices, are push-button type and contain at least indicators, alarms and switches between posts. 6. The system according to claim 1, characterized in that the tachometer devices of the propeller shafts comprise primary and secondary transducers connected to indicating devices with means for indicating continuously processed propeller shaft parameters transducers with the possibility of recording the measured data in memory and transmitting them via the CAN bus. 7. The system according to claim 1, characterized in that it further comprises a control post equipped with indicator shield panels containing transponder devices of the main and emergency engine telegraphs, as well as tachometer devices showing propeller shafts. 8. The system according to claim 1, characterized in that the command post contains three switchable posts equipped with instruments for the main and emergency engine telegraphs and tachometers of the propeller shafts, including the wheelhouse (HR) post, the main command post (GKP) and the spare command post (ZKP ), with the possibility of the simultaneous operation of only one command and one executive posts. 9. The system according to any one of claims 1 or 8, characterized in that the executive post contains two switchable posts equipped with instruments for the main and emergency engine telegraphs and tachometers of the propeller shafts, including the emergency control post (PAH) and the control system of the main power plant (SU GEM) of the energy and vitality command post (KPEZh), with the possibility of the simultaneous operation of only one command and one executive posts. 10. The system according to claim 9, characterized in that the control post contains four posts equipped with instruments for the main and emergency engine telegraphs and tachometers of propeller shafts, including a remote control post (RC), engine room (MO), a power and survivability command post ( KPEZh) and a reserve command post of energy and survivability (ZKPEZh), with the possibility of the simultaneous operation of only one command and one executive posts. 11. The system according to claim 1, characterized in that the master devices of the main machine telegraph command posts can be made in the form of console sections, and the devices of the main and emergency machine telegraphs of the executive and control posts can be made in the form of built-in console or panel board modules showing instruments of appropriate control systems. 12. The system according to claim 11, characterized in that the command posts are additionally equipped with panel panel modules of machine telegraph devices and tachometers of propeller shafts showing devices.

Images