SU941240A1 - Ship engine control system static regulator of rotation frequency - Google Patents

Description

one

This invention relates to ship engine control systems.

Control systems for a ship engine with a static speed regulator are known, comprising a driver, a regulating device connected to a driver, a rotation frequency sensor, and an adder connected in line from the driver to an actuator connected to the speed controller, sensors and parameters mechanical and tenl engine loading, connected to the block of choice of the engine, and the block of nonlipeyosti 1.

The known systems provide protection of the engine against overload, but only in one parameter and do not provide high accuracy of control of the engine rotational speed.

For an engine spun by a static regulator, for the same task, the frequency of the play will vary depending on the load of the engines, depending on 1, on the sailing conditions of the vessel.

The purpose of the invention is to simultaneously improve the accuracy of engine control, provide its automatic overload protection and improve the reliability of the number of control parameters.

To achieve the set pellet, the system is equipped with additional block of nonlinearities, installed between the parameter sensors and the large selection block, an additional adder, the additional large selector block and the integrator, connect the input with the large selector block and the rotational speed sensor, and the outputs - with an additional totalizer connected to regulating device. FIG. 1 shows the system block system; in fig. 2 - varnants of external characteristics A, B, C, the regulative characteristic of DE in the coordinates of the control parameter P - rotation frequency l.

The system contains the master body 1 connected with the regulating device 2 and through the block 3 of the linearity and the adder

20 4 - with the actuating device 5 connected with the static regulator 6 of the rotation frequency of the engine 7. The rotation speed sensor 8 and the sensors 9 and 10 and mechanical parameters are connected to the engine 7.

25 And the engine heat load, for example, exhaust gas temperature, pressure on ram rails, etc. Sensors 9 and 10 are connected via additional AND units and 12 nonlinearities to block 13 of a larger selection, the output of which is

3

up to 110L1111Tsly) 1) 1M by a block 14 for selecting a larger one and integrator 15, the other inputs of which are connected to frequency sensor 8 are false, 1, and the outputs are connected with an additional adder 16 connected to controller) and the device 2 by it.

The system works as follows.

The kiaal from setpoint 1 (see Fig. 1) through block 3 of linearity and adder 4 is a channel of the next type, i.e., if the setting at output of setter 1 does not change, it remains inoperable and set to additional device 5. Thus control if the output signal of control device 2 is equal to O, which occurs when control device 2 is turned off, for example due to its malfunction. When the signal at the input of the adder 4 changes, while the setting body 1 is permanently polarized, the setting of the insulating device 5 will change and, consequently, the operating mode of the engine 7 will change.

Thus, the adder 4 serves to introduce into the control channel from the setting unit 1 to the actuator 5 a corrective action from the regulator; its device 2 produced by the latter to eliminate the overload or the influence of the statistics of the regulator 6.

The driver 1 performs two functions: it sets the setpoint frequency of rotation of the engine 7 to the regulating device 2; through the block 3, sets the non-linearities and the adder 4 the position of the actuator 5 and thereby a certain frequency of the rotary engine 7.

In the general case, the target rotational speed and the actual rotational speed obtained for the position of the executing device 5 corresponding to this task will be different. The adjustment of the signal of the regulating device 2 is achieved with the help of the block 3 and its equities.

The additional blocks 11 and 12 of the helicopter are adjusted so that for each value of the input signal from sensors 9 and 10 of the load parameters, the output signal of the block is equal to the magnitude of the signal of the rotation speed sensor 8 at the point of the restrictive characteristic (Fig. 2) and to this parameter, in which the load engine is equal to the measured sensor 9.

If the motor operates in the range of permissible modes according to any of the monitored parameters, then the actual torque of the motor from sensor 8 will be greater than the signal produced from additional blocks 1 to 12 nonlinearities. If, however, with respect to one of the parameters, the engine is overloaded, then the signal produced by an additional block II of non-linearities, connected to the sensor 9 of this parameter, will be greater than the signal of the actual rotation frequency. The additional block 13 for selecting the larger one selects the largest of the signals from the blocks N and 12, which characterize the minimum frequency for a given load of the wrap, the engine.

Let unit 1 set the frequency HQ, engine 7 operates at point G, and static controller 6 form the control characteristic DE. At point G, the value of the monitored parameter P is equal to PG, and it corresponds to the admissible incidence of frequency til, which is less than the actual measured by the rotational speed sensor 8, which is considered independent.

An additional block 14 for selecting the larger one compares the signal of the actual rotational speed of Yao from the sensor 8 with the largest signal and the most admissible rotational speed, and since the engine operates in the area of donable modes (not unloaded), the signal of the actual rotational frequency Lo freely through the block 14 to the complementary adder 16. The signal from the integrator 15 will be equal to O, since it integrates only a positive value of the difference between the signals of the block 13 n of the sensor 8. Consequently, at the output of the sum of the matrix 16 there will be sipgal aven signal from the sensor 8 and, respectively, the control device 2 that implements, nairnmer, iroiortsionalio integrals law control to yield the korrektiruyun; s signal at an adder 4, will provide exact equality sigiala from the sensor 8 a signal from setter 1, ie actual frequency vraideni engine..

7 will be exactly ravia given “let's do it, for some reason, for example, wind strength, the screw characteristic will look like B. If it were not for controlling device 2, then the engine

A beat would be at a point} F, and its frequency of interference would become equal to / r / -, which is less than «0. The safety parameter of the parameter P at this point is equal, and the corresponding limiting characteristic is extremely

L. Permissible rotation frequency ravia P2. Since it is less than “oh, then the process will proceed similarly to the above, and control device 2 will bring the engine to point K, with the parameter RK

and the maximum permissible frequency of the struggle 1, eii “4. Thus, the regulating device 2, regardless of the sailing conditions and the type of regulating characteristic of the DE, will ensure exact equality of the actual

frequency of rotation of the engine given.

Let now, by virtue of some principles, for example, a decrease in depth, the screw characteristic becomes A. If the regulating device 2 were directly connected to the sensor 8, then it would lead the engine to the L point, for a restrictive characteristic, which is unacceptable. At point L, parameter P is equal to PL, and the corresponding maximum allowable engine rotational speed% is greater than actual (not considered as long as integrator 15), so block 14 will receive a signal from blocks And 12, equal to Ls, and a larger sensor signal 8, i.e., at the input of the regulator 2, the signal of the variable will become larger than the reference signal. Control device 2 will produce a corrective action to reduce the variable signal, which will reduce the engine speed.

This reduction due to block 14 will occur until the engine reaches point M. At this point, the signal at the output of blocks 11 and 12 will become equal to signal P from setpoint 1, and regulating device 2 will stop (if the integrator 15 is not taken into account) adjust engine mode. But the point M lies above the restrictive characteristics, therefore, the work in it is unacceptable. The exact output of the engine to the limiting characteristic is carried out by the integrator 15. At the point M, the signal at the output of blocks 11 and 12 is equal to P, and the actual frequency of the engine is less and equal to PM, i.e. the sign of their difference corresponds to the operation of the integrator 15. The integrator 15 generates a signal at the output of the block 13 above the actual rotational speed signal from the sensor 8. At the output of the integrator 15, the signal will begin to increase and, accordingly, the signal behind the adder 16 will increase, so that again the variable frequency signal at the output of regulating device 2 will become olshe signal from setter 1, equal to front. The control device 2 will reduce the engine operation mode. This reduction will occur until the integrator 15 stops increasing its output signal, i.e., until the signal from blocks 11 and 12 equals the signal from sensor 8. The indicated equality of signals can occur only when the engine is at point L exactly on the restrictive characteristic.

The selection of the parameter by which the mode is restricted is made by block 13.

The system implements the output of the engine to the restrictive nature of a stick for any of several dissimilar parameters.

This is achieved due to the fact that nonlinearity blocks 11 and 12, which form such dependencies, are not embedded in the communication lines from the rotational speed sensor, but into the output channels of sensors 9 and 10 load parameters, and their output signals are scaled (scaled) to values one parameter — rotational speed. Thus, blocks 11 and 12 of non-linearities, integrator 15 and additional block 14 for selecting more are necessary to prevent the engine from going out of the permissible range of work and solve the same problem - they provide accurate

control of the engine with a static regulator 6 in the permissible range of modes and prevent the engine from exiting this area (statically) in all conditions of navigation.

The system can be implemented on pneumatic elements or on elements of other types, for example electronic, or combinations of elements of different types.

Claims (1)

1. USSR author's certificate No. 379452, cl. In 63 H 21/22, 1973 (prototype). ta,