US3588272A - Method and apparatus for variable pitch propellers - Google Patents

Method and apparatus for variable pitch propellers Download PDF

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Publication number
US3588272A
US3588272A US851339A US3588272DA US3588272A US 3588272 A US3588272 A US 3588272A US 851339 A US851339 A US 851339A US 3588272D A US3588272D A US 3588272DA US 3588272 A US3588272 A US 3588272A
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United States
Prior art keywords
load
signal
engine
pitch
propeller
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Expired - Lifetime
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US851339A
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English (en)
Inventor
Carl-Axel Lindahl
Bengt Ludvig Ohlsen
Lars Ake Valdemar Hjort
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Metso Fiber Karlstad AB
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Karlstad Mekaniska Ab
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/07—Automatic control systems according to one of the preceding groups in combination with control of the mechanism receiving the engine power

Definitions

  • the invention relates to methods and apparatus whereby engine speed is maintained at any desired value by adjusting the fuel supply to the engine to produce a desired engine load, sensing the fuel pump position, and comparing the fuel pump position to preset limit values, in such a manner that, upon exceeding of these limit values, a corrective signal is generated and supplied to a servosystem for so changing the pitch of the propeller blades that the load on the engine reassumes its desired value.
  • the stroke of the fuel pump is generally regarded as representative of the load on the engine and is utilized as an input value to the load-control devices.
  • Other parameters for the engine load for example exhaust gas temperature, number of revolutions of turbosupercharger per unit of time, etc., can also be utilized as a measure of the engine load.
  • One conventional load-control device includes a hydraulic, pneumatic or electric signal generator that receives an input from the control rod of the fuel pump.
  • the signal generator generates a signal that is used for so correcting the propeller pitch that the desired engine load is obtained.
  • Control devices of certain types are provided with a built-in hydraulic loadcontrol valve controlling a servomotor, which in its turn in a suitable way corrects the propeller pitch and thereby the engine load.
  • the relation between the number of engine revolutions per unit of time and the fuel pump stroke is established by a cam, which represents the rated or desired number of revolutions. The engine, therefore, can be overloaded if the external load reduces the number of engine revolutions per unit oftime to a value below the rated value.
  • sensitivity cannot be adjusted other than by exchanging the control valve.
  • conventional load-control devices tend to be unstable, among other reasons because the construction comprises several servosystems.
  • the signal from a load-control device cor rects the setting of a servomotor which in turn corrects a servomotor in the propeller hub.
  • An object of the invention is to remedy the shortcomings of conventional methods and apparatus noted above.
  • an object of the invention is to provide simple and efficient methods and apparatus facilitating continuous, automatic, remote control of the engine load in such a manner as to maintain engine load at an optimum level.
  • the foregoing and other objected of the invention are at tained, in a representative embodiment thereof, by sensing fuel-pump position, comparing the sensed position to preset limit values, generating a corrective signal upon exceeding of the limit values, and supplying the corrective signal to a servosystem for so adjusting the ship propeller blade pitch that engine load reassumes its desired value.
  • the corrective signal is converted into a pulse train that is supplied to the servosystem, so that the adjustment of propeller pitch is stepwise, one step corresponding to each pulse in the pulse train. Stability ofoperation is obtained, and load variations of short duration do not affect the propeller pitch.
  • the time for a load change to affect the pitch is adjustable.
  • the load level of the engine is adjustable continuously so that there is, for example, the possibility of slowly increasing the engine load during the heatingup period of the engine.
  • Overload of the engine because of failure of agreement between the number of engine revolutions per unit of time and the setting of the fuel pump is impossible, because the actual number of revolutions of the engine is the reference value for the engine load.
  • FIG. 1 is a schematic representation of a first representative embodiment of apparatus constructed in accordance with the invention
  • FIG. 2 is a schematic representation of a portion of the apparatus of FIG. 1;
  • FIG. 3 is a schematic representation of a second embodiment of apparatus constructed in accordance with the invention.
  • FIG. 4 is a graph of a representative actual load curve and limit load curves generated by the apparatus of FIG. 3.
  • the fuel-pump position is taken as a measure of the engine load, and this therefore is sensed by a position transducer.
  • a position transducer In multi-engine installations there is a transducer for each engine. Signals from the transducer are compared to a reference value corresponding to predetermined maximum and minimum permissible loads for the engine in question at the engine speed in question. At overload a downwardly adjusting impulse to the pitch is obtained, and at underload an upwardly adjusting impulse. The impulse does not directly affect the main servo, but
  • the pulse duration and the pulse frequency are adjustable, and so is the time of initiation of the first pulse. It may be expressed in this way: The equipment has time to respond to one pulse before a further pulse is emitted.
  • the apparatus of the invention does not affect the propeller pitch in response to disturbances of short duration, but upon a change of the average load (caused, for example, by headwind or tailwind) of sufficient duration, a suitable adjustment of the pitch takes place. Since the correction of the pitch is stepwise and quantitatively limited, a catastrophic adjustment cannot occur under any circumstances.
  • a switch Manual/Automatic the automatic system can be connected or disconnected, and in the Manual position the pitch can be finely adjusted by pushbuttons from the bridge.
  • an electrohydraulic system that comprises semiconductor components from the signal emitters to the control means for the hydraulic system.
  • the fuel pump position representsative ofengine load
  • the automatic system so adjusts the pitch that the engines operate with full load irrespective of increasing or decreasing resistance: i.e., an optimum utilization of resources is obtained which results in highest possible speed without continuous overload.
  • the shaft generator is engaged, so that the number of revolutions of the engines per unit of time is constant. If the automatic system is intentionally or unintentionally deactivated, the pitch can easily be adjusted manually from the bridge or another convenient location. By maintaining, for example, the pushbutton for Decrease" depressed for period of different length, a greater or a smaller step ofthe pitch correction is obtained.
  • FIG. 1 shows an engine installation comprising two main engines l and 2.
  • the engines 1 and 2 drive via a reduction gear 3 a single propeller 4 the pitch of which is adjustable by an adjusting device 5 operated by a servosystem 6.
  • a single engine to drive the propeller 4 and alternatively to employ, for example, a separate engine-reduction gear combination to power each of a plurality of propellers.
  • Signals for adjusting the propeller 4 for ahead or astern motion arrive through a direct line 7 from a control 7 mounted in the control room of the ship.
  • a line 8 is the return circuit for the pitch adjustment of the propeller.
  • an analog-to-digital signal converter 9 from which pulses are directed to the servosystem 6.
  • the signal converter 9 converts analog signals from a signal selec tor 10 into pulses.
  • the pulses are supplied to the servosystem 6 and are converted by relay and solenoid valve into control impulses for the servosystem 6.
  • the control impulses correspond directly to the impulses emitted by the signal converter 9.
  • the signal selector 10 receives an input from sensors 11 and 11 operatively associated with the engines l and 2, respectively.
  • Thesensors 11, and 11 record or sense the positions of the fuel pumps for the engines 1 and 2 and thereby the loads of the engines I and 2, respectively.
  • the sensors ll and 11, emit signals at overload and underload, as the case may be.
  • Each of the sensors 11, and 11 may comprise, for exam ple, two limit position switches which are connected at a certain position of the fuel pump setting.
  • Each of the sensors I1, and ll alternatively may comprise one limit position switch which permanently emits a signal, the nature of which is determined by the position of the fuel pump. Such signal is compared in the sensor 11 or 11 as the case may be, and from the sensor lll or 11 are transmitted only signals of a certain nature, for example signals indicative of the exceeding of a certain position of the fuel pump setting.
  • a signal generated by the sensor 11, or 11 is fed directly to the servosystem 6 via the signal selector l0 and a line 12, thus bypassing the signal converter 9.
  • the initial adjustment of the propeller pitch is not made by steps, but such stepwise adjustment takes place after the elimination of the large overload.
  • each of the sensors II and 11 comprises two limit position switches that limit the range of the fuel pump within which no propeller adjustment takes place, the effect described immediately above is achieved by providing at least one additional limit position switch outside said setting range.
  • Signals generated upon closing of this switch are supplied through the line line 12 (bypassing the signal converter 9) and to the servosystem 6, which adjusts the pitch.
  • the converter has a comparator which allows the passage of a signal ofa certain nature corresponding, for example, to a high setting of the fuel pump. Such signal goes past the signal converter 9 through the line 12, as in the previous example.
  • FIG. 2 shows the servosystem 6 and associated apparatus in greater detail.
  • the components 9-11 described above are connected in the normal control system for pitch adjustment.
  • a desired rated value of the pitch always is set by a control C and transmitted in the form of, for example, a pneumatic signal through lines 210 and 21b to an auxiliary servomotor 2].
  • the auxiliary servomotor 21 includes a stationary cylinder 21c within which a piston 21d is slidable.
  • the piston 21d is connected by a connecting rod 212 to an adjusting crank 22 which through a valve rod 23 actuates a hub servomotor 24.
  • the servomotor 24 adjusts the pitch of the blades of the propeller 4 in a way that corresponds exactly to the position of the auxiliary servomotor piston 211d.
  • the auxiliary servomotor 2i is provided with a feedback loop comprising a servomotor 25, feedback links 26 and 27, and a valve 28.
  • the servomotor 25 is controlled by the control device via a solenoid valve 29.
  • the servomotor 25 includes a stationary cylinder 25a within which a piston 25b is slidable. Fluid lines 25c and 25d extend from the valve 29 to opposite ends of the cylinder 25a.
  • the piston 25b is connected by a connecting rod 25e to the link 26.
  • the control device, by the servomotor 25, can vary the feedback ofthe auxiliary servomotor 21 and thereby vary the pitch ofthe propeller 4 about the rated value set.
  • the maximum possible change of pitch depends on the position of the adjustment crank 22.
  • the pitch for example, cannot be changed at all by the servomotor 25 when the crank 22 is in resting position representing zero pitch.
  • FIG. 3 Another embodiment of the apparatus of the invention is shown in FIG. 3.
  • the electronic system where possible, is built up of integrated circuits.
  • the logical circuits are of high-level type with an insensitiveness to disturbances of 3 v., and the counters are of low-level type.
  • Input signals in the form of an alternating voltage come from a tachometer generator 31.
  • Other input signals in the form of a direct voltage come from the position sensors of the fuel pumps (0 to 10 v.) and are led each via potentiometers 32, 33 to a signal selector 34.
  • the signals are treated as follows: A load curve (FIG. 4) is generated in a function generator 36, and the highest fuel pump position (FPP) is sensed in the signal selector 34.
  • FIG. 4 A load curve (FIG. 4) is generated in a function generator 36, and the highest fuel pump position (FPP) is sensed in the signal selector 34.
  • FIG. 4 A load curve (FIG. 4) is generated in a
  • a curve 36a representing actual engine load as a function of fuel pump position
  • a curve 3611 representing maximum permissible load
  • a curve 360 representing minimum permissible load.
  • Comparison is made in a summator 37 between the desired value of the fuel pump position and the highest real value.
  • the difference obtained in the summator 37 is compared to the limits of overload and underload.
  • a pulse train is started which is produced by a pulse generator 38.
  • a possible pulse train from the pulse generator 38 to any of the solenoid valves 35 so adjusts the pitch that the load is caused to be again within the permissible limits, provided that they are within the control range.
  • the signal treatment in greater detail is as follows.
  • the tachometer voltage from the generator 31 is rectified in a rectifier 39 and thereafter controls the function generator 36.
  • the generator 36 the active elements of which are two operation amplifiers, generates a function which by four straight lines approximates the load curve in question.
  • the function is determined by the setting of a number of potentiometers.
  • the output voltage of the generator (0 to +10 v.), thus, at every moment is a measure of the highest permissible fuel pump position.
  • a potentiometer 40 connected to receive as its input the output of the function generator, the load curve can be displaced downwardly to the desired rated value of the fuel pump position.
  • the output voltages from the signal selector 34 and from the potentiometer 40 are added in a sign-reversing summator 37.
  • the active element is an operation amplifier.
  • the output voltage from the summator 37 then is a measure of the dif ference FPP ,,,,,,FPP,,,,
  • the summator 37 is connected to two comparators 41 and 42.
  • the difference FPP ,,,,,,.FPP,,,,,,,, exceeds a certain value
  • the output voltage of one ofthe comparators changes from 0 v. to v. and thereby indicates overload.
  • lf the difference is negative and exceeds a certain value
  • the output voltage of the other comparator changes to +10 v. and thereby indicates underload.
  • the comparators 41 and 42 are connected to a logic system that functions as follows.
  • the signals from the comparators 41 and 42 are stopped when the number of engine revolutions per unit of time in question is lower than a predetermined value (the no-load number of revolutions per unit of time).
  • a predetermined value the no-load number of revolutions per unit of time.
  • This is realized by means of AND circuits 43, 44 and by a third comparator 45 sensing the number of engine revolutions per unit of time.
  • a signal is sent to the pulse generator 38 via a delay circuit therein and an OR circuit 46.
  • the pulse generator 38 commences the sending of a pulse train with adjustable pulse width and pulse frequency.
  • the pulse train lasts as long as the load is outside of the permissible range.
  • the delay circuit and the pulse generator substantially comprise three counters adapted to be preset.
  • the pulse train is allowed to pass either through the increase-channel or decrease-channel 48 and 49, respectively, depending on whether there is underload or overload, and arrives via an OR circuit 50, 51 (each including an and circuit input) at an amplifier 52, 53.
  • OR circuit 50, 51 each including an and circuit input
  • signal line 54, 55 from a con trol means 56 for manual control of the propeller pitch.
  • Each of the amplifiers 52, 53 comprises thyristors and closes its relay in timed relationship with the ingoing pulse frequency.
  • the relays of the solenoid valves 35 connect 220 v. alternating voltage to the entry in question of the solenoid (not shown) whereby a pitch change proportional to the total pulse time is obtained.
  • buttons are lamps which during automatic operation indicate the corrective pulses in the increase-channel and decrease-channel, respectively, and during manual operation indicate underload and overload, respectively.
  • lamps 57, 58 On the operation board in the control room there are pro vided four lamps 57, 58.
  • the lamps 57 are connected in parallel with the lamps in the operation box, while the lamps 58 always indicate the corrective pulses. Furthermore, six switches are provided for setting the delay of the pulse generator, the pulse width and the pulse frequency.
  • potentiometer wheels are provided for setting different reference values for underload, overload and no-load number of revolutions and for lowering the load curve to a suitable nominal value level.
  • each pulse in said pulse train is converted into a pneumatic signal for said servosystem.
  • each pulse in said pulse train is converted into a hydraulic signal signal for said servosystem.
  • a method according to claim 1, comprising the step of transmitting said corrective signal to said servosystem directly and without said conversion upon substantial exceeding of said limit values, to effect continuous pitch correction, said conversion of said corrective signal into a pulse train taking place at a closer point to one of said limit values.
  • a method according to claim 1, comprising the step of checking a corrective signal for its duration and, only after a certain adjustable duration, converting said corrective signal into said pulse train.
  • Apparatus for load control of a ship engine driving a variable-pitch propeller in which, upon the exceeding ofa set limit value, propeller pitch is adjusted to maintain engine load within a predetermined range, comprising means for generating a first signal representative of permissible fuel pump position, means for generating a second signal representative of actual fuel pump position, summator means for combining said first signal representative of permissible fuel pump position and said second signal representative of actual fuel pump position, two comparators responsive to said summator means, one of said comparators generating a signal when said first signal exceeds said second signal by a predetermined amount and the other of said comparators generating a signal when said second signal exceeds said first signal by a predetermined amount, a pulse generator responsive to said comparators for generating a pulse train corresponding to the output of either of said comparators, and two relay means responsive to the output of said pulse generator, one of said relay means being actuated in response to a pulse train corresponding to one of said comparators to decrease propeller pitch and the other of said relay means
  • said pulse generator comprises an adjustable delay circuit.
  • Arrangement according to claim 10 comprising a separate AND circuit in series between each of said comparators and said pulse generator and a third comparator sensing the number of engine revolutions per unit of time, said third comparator supplying an input to each of said AND circuits.
  • Apparatus according to claim 10 comprising a potentiometer responsive to said means for generating said first signal for changing the amplitude of said first signal.
  • Apparatus according to claim 10 wherein said means for generating said first signal comprises two operation amplifiers, each generating four straight lines approximating the engine load curve.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Positive-Displacement Air Blowers (AREA)
  • Control Of Eletrric Generators (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US851339A 1968-08-21 1969-08-19 Method and apparatus for variable pitch propellers Expired - Lifetime US3588272A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE11231/68A SE316700B (de) 1968-08-21 1968-08-21

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US3588272A true US3588272A (en) 1971-06-28

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US851339A Expired - Lifetime US3588272A (en) 1968-08-21 1969-08-19 Method and apparatus for variable pitch propellers

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US (1) US3588272A (de)
JP (1) JPS528593B1 (de)
CA (1) CA951410A (de)
CH (1) CH520013A (de)
DE (1) DE1942667C3 (de)
ES (2) ES370344A1 (de)
FI (1) FI49134C (de)
FR (1) FR2016143A1 (de)
GB (1) GB1284276A (de)
NL (1) NL159927C (de)
NO (1) NO129394B (de)
PL (1) PL80228B1 (de)
SE (1) SE316700B (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3704077A (en) * 1970-11-03 1972-11-28 Barber Colman Co Thrust controller for propulsion systems with commonly driven, controllable pitch propellers
US3724970A (en) * 1971-02-23 1973-04-03 J Kobelt Apparatus for automatic pitch compensation in marine vessels
US4008567A (en) * 1975-04-28 1977-02-22 Joseph Hirsch Torque control system
US4036164A (en) * 1976-09-02 1977-07-19 General Electric Company Twin controllable pitch propellers operated from single prime mover
US4239454A (en) * 1978-08-24 1980-12-16 American Standard Inc. Overload protection control circuit for marine engines
US6332818B1 (en) * 1998-02-07 2001-12-25 Futuretech Technologies Limited Propulsion system
US20050100444A1 (en) * 2003-10-20 2005-05-12 Flexxaire Manufacturing Inc. Control system for variable pitch fan
CN115180105A (zh) * 2022-07-05 2022-10-14 武汉船用电力推进装置研究所（中国船舶重工集团公司第七一二研究所） 一种调距型侧向推进器螺距控制系统及方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62186905U (de) * 1986-05-21 1987-11-27

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3704077A (en) * 1970-11-03 1972-11-28 Barber Colman Co Thrust controller for propulsion systems with commonly driven, controllable pitch propellers
US3724970A (en) * 1971-02-23 1973-04-03 J Kobelt Apparatus for automatic pitch compensation in marine vessels
US4008567A (en) * 1975-04-28 1977-02-22 Joseph Hirsch Torque control system
US4036164A (en) * 1976-09-02 1977-07-19 General Electric Company Twin controllable pitch propellers operated from single prime mover
US4239454A (en) * 1978-08-24 1980-12-16 American Standard Inc. Overload protection control circuit for marine engines
US6332818B1 (en) * 1998-02-07 2001-12-25 Futuretech Technologies Limited Propulsion system
US20050100444A1 (en) * 2003-10-20 2005-05-12 Flexxaire Manufacturing Inc. Control system for variable pitch fan
US7229250B2 (en) * 2003-10-20 2007-06-12 Flexxaire Manufacturing Inc. Control system for variable pitch fan
CN115180105A (zh) * 2022-07-05 2022-10-14 武汉船用电力推进装置研究所（中国船舶重工集团公司第七一二研究所） 一种调距型侧向推进器螺距控制系统及方法
CN115180105B (zh) * 2022-07-05 2024-07-05 武汉船用电力推进装置研究所（中国船舶重工集团公司第七一二研究所） 一种调距型侧向推进器螺距控制系统及方法

Also Published As

Publication number Publication date
DE1942667A1 (de) 1970-02-26
FI49134C (fi) 1975-04-10
NL159927B (nl) 1979-04-17
SE316700B (de) 1969-10-27
JPS528593B1 (de) 1977-03-10
CH520013A (de) 1972-03-15
CA951410A (en) 1974-07-16
FR2016143A1 (de) 1970-05-08
DE1942667C3 (de) 1980-05-22
ES370344A1 (es) 1971-07-01
NL159927C (nl) 1979-09-17
NL6911199A (de) 1970-02-24
PL80228B1 (de) 1975-08-30
NO129394B (de) 1974-04-08
ES390678A1 (es) 1973-06-16
DE1942667B2 (de) 1979-09-06
FI49134B (de) 1974-12-31
GB1284276A (en) 1972-08-02

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