CN104076730A - Main push control method for propeller and engine matched controllable pitch propeller - Google Patents
Main push control method for propeller and engine matched controllable pitch propeller Download PDFInfo
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- CN104076730A CN104076730A CN201410260338.0A CN201410260338A CN104076730A CN 104076730 A CN104076730 A CN 104076730A CN 201410260338 A CN201410260338 A CN 201410260338A CN 104076730 A CN104076730 A CN 104076730A
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Abstract
The invention discloses a main push control method for a propeller and engine matched controllable pitch propeller. According to the method, when the pitch is zero and an engine rotates at the lowest speed, the minimum engine load value can be obtained, the maximum engine load is known, a master hand shank gives out an actual pitch, a pitch output value is also known, it is required that pitch changes and engine load changes linearly and proportionally increase, a proportion coefficient is a constant, and an ideal engine load value can be obtained through calculation; if a result shows that a difference is not within an error range by comparing the actual load and a predicted value, the engine load is compensated for by compensating for the rotation speed of the engine, and the actual engine load is made to approximate the ideal value. In consideration of system lagging and network delay, prediction control is adopted as compensation control so as to reduce the adverse effect of system lagging and network delay on a control system.
Description
Technical field
The present invention relates to CPP system control technology field, refer to that particularly a kind of controllable pitch propeller of machine oar coupling is promoted mainly control method.
Background technology
CPP system (Controllable Pitch Propeller, adjustable pitch propeller) be the catanator being arranged in propeller hub, while controlling blade rotation, by propeller blades pitch, reach and control the thrust direction and the big or small control system of promoting mainly of promoting mainly, this system as shown in Figure 5, comprises main handle (built-in-potential device) 1, pitch feedback assembly 2, plc data acquisition module 3, marine main engine 5, PLC center processing unit 6, on-site control cabinet 7, the proportioning valve 8 of making.Since 20th century, the relevant research institution of the states such as moral, English, U.S., Sweden and Norway has all carried out a large amount of research to tuning for Controllable Pitch Propeller and control thereof, and tuning for Controllable Pitch Propeller is subject to the great attention of various countries, and a large amount of boats and ships have all been equipped Changeable Pitch Propeller Control.Existing controllable pitch propeller is promoted mainly method and is divided into two kinds, and a kind of is the permanent rotating speed of main frame, and a kind of is that engine speed is adjustable:
The first when the permanent rotating speed of main frame when controlling thrust size that airscrew pitch changes the system of promoting mainly with direction, when airscrew pitch changes in less scope, main unit load changes very mild, but when airscrew pitch changes in the larger context, main unit load changes very greatly, as shown in Figure 1, wayward, easily main frame is impacted, shortened the applicable time limit of main frame, be also not easy to controlling of boats and ships.
The second changes engine speed when changing airscrew pitch, engine speed carries out classification setting according to actual motion state, make load variations comparatively mild, the CPP control system of NORISTAR company exploitation of take is example, this system is divided into 10 grades to the control of engine speed, every grade provides corresponding engine speed and airscrew pitch matches, make load variations become comparatively mild, but still there is the problem of controlling irregularity, and every grade of rotating speed saltus step moment still can produce and impact main frame, controls effect as shown in Figure 2.
List of references: the boats and ships of < < based on generalized predictive control total the 31st volume of network control system research > > Marine engineering of can sizing mixing, the fifth phase in 2009, the 33rd page, Qi Liang, Yu Meng luxuriant work, has introduced above-mentioned control technology.
Summary of the invention
Object of the present invention is exactly to provide a kind of controllable pitch propeller of machine oar coupling to promote mainly control method, and the method can improve the ride comfort that ship's navigation is controlled, and reduces the impact that in ship's navigation process, load variations irregularity causes marine main engine.
For realizing this object, the controllable pitch propeller of the machine oar coupling that the present invention is designed is promoted mainly control method, it is characterized in that, it comprises the steps:
Step 1: control marine main engine output engine speed minimum value V
0, while airscrew pitch number percent control command P
xfor null value P
0time, PLC center processing unit obtains marine main engine load minimum value A
0;
Step 2: boats and ships are in the process of being controlled by operating personnel, and the main handle that makes contains airscrew pitch number percent control command P by the main potentiometer output packet of handle inside that makes
xwith the main simulating signal that makes of engine speed control command, this airscrew pitch number percent control command P
xthe airscrew pitch that can control boats and ships output changes between the forward maximal value of airscrew pitch and maximum negative value, this airscrew pitch number percent control command P
xfor the control number percent of the real-time airscrew pitch of boats and ships output, i.e. the value of the actual output of propeller for vessels pitch is that the actual maximal value of propeller for vessels pitch is multiplied by airscrew pitch number percent control command P
x, the above-mentioned main simulating signal input plc data acquisition module that makes, this plc data acquisition module converts the main simulating signal that makes to the main digital signal that makes;
Step 3: described plc data acquisition module passes through CAN bus transfer to the PLC center processing unit of center-control case by the main digital signal that makes, and PLC center processing unit is reduced into the main simulating signal that makes by the main digital signal that makes;
Step 4: described PLC center processing unit obtains the ideal value A of marine main engine load by following relational expression
x:
(P
x-P
0)/(A
x-A
0)＝(|P
1|-P
0)/(A
1-A
0) (1)
In above formula 1, P
xbe that the main handle that makes is by the main airscrew pitch control command that makes the potentiometer output of handle inside, P
0for null value airscrew pitch number percent control command, i.e. P
0=0%, A
0for marine main engine load minimum value, P
1for forward maximal value airscrew pitch number percent control command or maximum negative value airscrew pitch number percent control command, i.e. P
1=± 100%, A
1for marine main engine fully loaded value;
In above-mentioned formula 1, known P
0=0%, P
1=± 100%;
Obtain A
x=(A
1-A
0) | P
x|+A
0(2)
Due to A
1, A
0for given value, so as input actual pitch instruction P
xtime, PLC center processing unit calculates the ideal value A of marine main engine load
x;
Step 5: described PLC center processing unit obtains marine main engine load actual value A from marine main engine
y, by following relational expression, obtain marine main engine load actual value A
ywith marine main engine load ideal value A
xdifference A
△;
A
△＝A
y-A
x (3)
In above-mentioned formula 3, A
yfor marine main engine load actual value, A
xfor marine main engine load ideal value;
Actual value A loads marine main engine in PLC center processing unit
ywith marine main engine load ideal value A
xdifference A
△compare with default error range-δ～δ (δ >0), when-δ≤A
△during≤δ, marine main engine running status is perfect condition;
Work as A
△during <-δ, the actual value of marine main engine load is less than the ideal value of marine main engine load, PLC center processing unit is by adjusting the main engine speed control command making in simulating signal, realize the adjustment to marine main engine rotating speed, the adjustment by marine main engine rotating speed makes marine main engine load actual value A
ymeet-δ≤A
△the requirement of≤δ, now PLC center processing unit is recorded the adjusted value V of marine main engine rotating speed
△, the adjusted value V of marine main engine rotating speed
△be marine main engine velocity compensated value, now the adjusted value V of marine main engine rotating speed
△>0, marine main engine rotating speed accelerates to make main unit load be adjusted to ideal value;
Work as A
△during > δ, the actual value of marine main engine load is greater than the ideal value of marine main engine load, PLC center processing unit is by adjusting the main engine speed control command making in simulating signal, realize the adjustment to marine main engine rotating speed, the adjustment by marine main engine rotating speed makes marine main engine load actual value A
ymeet-δ≤A
△the requirement of≤δ, now PLC center processing unit is recorded the adjusted value V of marine main engine rotating speed
△, the adjusted value V of marine main engine rotating speed
△be marine main engine velocity compensated value, now the adjusted value V of marine main engine rotating speed
△<0, i.e. marine main engine rotating speed deceleration makes main unit load adjust ideal value;
Step 6: described PLC center processing unit is by the current engine speed value of boats and ships and the adjusted value V of marine main engine rotating speed
△and by existing Model Predictive Control mode, obtain marine main engine rotating speed input value V after the adjustment of PREDICTIVE CONTROL
y(n);
Step 7:PLC center processing unit is by marine main engine rotating speed input value V after the adjustment through PREDICTIVE CONTROL
y(n) be input to the rotating speed that marine main engine is controlled marine main engine.
Further, in described step 5, in default error range-δ～δ (δ >0), the span of δ is marine main engine load ideal value A
x1%.
Beneficial effect of the present invention:
1) by the control to marine main engine rotating speed, making marine main engine load is steady linear change from minimum load extremely at full capacity, and the control mode of engine speed adopts Forecasting compensatory control mode, reduced the adverse effect that system is sluggish and network delay produces control system.
2) the present invention is by controlling airscrew pitch and marine main engine rotating speed, the machine oar of realization jointly controls pattern, and pitch and engine speed are linear matched, improved the ride comfort that ship's navigation is controlled, reduced the impact that in ship's navigation process, load variations irregularity causes marine main engine.
3) the present invention determines variation range and the characteristic of pitch and main unit load, the actual value of main unit load and desirable predicted value while relatively changing pitch, when the difference of main unit load actual value and desirable predicted value is beyond error range, the mode compensating by engine speed makes main unit load reach desirable predicted value.
Accompanying drawing explanation
Fig. 1 is under permanent rotating speed pattern, CPP system pitch and main unit load changing trend diagram;
Fig. 2 is that engine speed adopts stagewise to set, CPP system pitch and main unit load changing trend diagram;
Fig. 3 is under desirable state, CPP system pitch and main unit load changing trend diagram;
Fig. 4 is while adopting Forecasting compensatory control mode, CPP pitch and main unit load changing trend diagram;
Fig. 5 is the structural representation of existing CPP system;
In Fig. 1, Fig. 2, Fig. 3, Fig. 4, A
yfor marine main engine load actual value, P
1for forward maximal value airscrew pitch number percent control command or maximum negative value airscrew pitch number percent control command, A
1for main frame output rated power (host performance parameter, for known), A
0for marine main engine load minimum value, P
0for null value airscrew pitch number percent control command, P
xcontrol number percent for the real-time airscrew pitch of boats and ships output.
Wherein, 1-main handle, 2-pitch feedback assembly, 3-plc data acquisition module, 4-potentiometer, 5-marine main engine, 6-PLC center processing unit, 7-on-site control cabinet, the 8-proportioning valve of making.
Embodiment
Below in conjunction with the drawings and specific embodiments, the present invention is described in further detail:
The controllable pitch propeller of machine oar coupling is promoted mainly a control method, it is characterized in that, it comprises the steps:
Step 1: control marine main engine 5 output engine speed minimum value V
0(host performance parameter, for known), simultaneously airscrew pitch number percent control command P
xfor null value P
0time (PLC center processing unit 6 is controlled airscrew pitches by on-site control cabinet 7 and proportioning valve 8, and, pitch feedback assembly 2 is to the actual airscrew pitch of PLC center processing unit 6 feedback), PLC center processing unit 6 obtains marine main engine load minimum value A
0(by PLC center processing unit 6, to marine main engine, being collected);
Step 2: boats and ships are in the process of being controlled by operating personnel, and the main handle 1 that makes contains airscrew pitch number percent control command P by main potentiometer 4 output packets of handle 1 inside that make
xwith the main simulating signal that makes of engine speed control command, this airscrew pitch number percent control command P
xthe airscrew pitch that can control boats and ships output changes between the forward maximal value of airscrew pitch and maximum negative value, this airscrew pitch number percent control command P
xfor the control number percent of the real-time airscrew pitch of boats and ships output, i.e. the value of the actual output of propeller for vessels pitch is that the actual maximal value of propeller for vessels pitch is multiplied by airscrew pitch number percent control command P
x, the above-mentioned main simulating signal input plc data acquisition module 3 that makes, this plc data acquisition module 3 converts the main simulating signal that makes to the main digital signal that makes;
Step 3: described plc data acquisition module 3 passes through CAN bus transfer to the PLC center processing unit 6 of center-control case by the main digital signal that makes, and PLC center processing unit 6 is reduced into the main simulating signal that makes by the main digital signal that makes;
Step 4: described PLC center processing unit 6 obtains the ideal value A of marine main engine load by following relational expression
x:
(P
x-P
0)/(A
x-A
0)＝(|P
1|-P
0)/(A
1-A
0) (1)
In this formula, marine main engine load ideal value in pitch by P
0to P
1during variation, being all linear scaling increases, and scale-up factor is constant, as shown in Figure 3, this formula correspondence ship's navigation control preferably ride comfort;
In above formula 1, P
xbe that the main handle 1 that makes is by the main airscrew pitch control command that makes potentiometer 4 outputs of handle 1 inside, P
0for null value airscrew pitch number percent control command, i.e. P
0=0%, A
0for marine main engine load minimum value, P
1for forward maximal value airscrew pitch number percent control command or maximum negative value airscrew pitch number percent control command, i.e. P
1=± 100%, A
1for marine main engine fully loaded value;
In above-mentioned formula 1, known P
0=0%, P
1=± 100%;
Obtain A
x=(A
1-A
0) | P
x|+A
0(2)
Due to A
1, A
0for given value, so as input actual pitch instruction P
xtime, PLC center processing unit 6 calculates the ideal value A of marine main engine load
x;
Step 5: described PLC center processing unit 6 obtains marine main engine load actual value A from marine main engine 5
y, by following relational expression, obtain marine main engine load actual value A
ywith marine main engine load ideal value A
xdifference A
△;
A
△＝A
y-A
x (3)
In above-mentioned formula 3, A
yfor marine main engine load actual value, A
xfor marine main engine load ideal value;
Actual value A loads marine main engine in PLC center processing unit 6
ywith marine main engine load ideal value A
xdifference A
△compare with default error range-δ～δ (δ >0), when-δ≤A
△during≤δ, marine main engine running status is perfect condition;
Work as A
△during <-δ, the actual value of marine main engine load is less than the ideal value of marine main engine load, PLC center processing unit 6 is by adjusting the main engine speed control command making in simulating signal, realize the adjustment to marine main engine rotating speed, the adjustment by marine main engine rotating speed makes marine main engine load actual value A
ymeet-δ≤A
△the requirement of≤δ, now PLC center processing unit 6 is recorded the adjusted value V of marine main engine rotating speed
△, the adjusted value V of marine main engine rotating speed
△be marine main engine velocity compensated value, now the adjusted value V of marine main engine rotating speed
△>0, marine main engine rotating speed accelerates to make main unit load be adjusted to ideal value;
Work as A
△during > δ, the actual value of marine main engine load is greater than the ideal value of marine main engine load, PLC center processing unit 6 is by adjusting the main engine speed control command making in simulating signal, realize the adjustment to marine main engine rotating speed, the adjustment by marine main engine rotating speed makes marine main engine load actual value A
ymeet-δ≤A
△the requirement of≤δ, now PLC center processing unit 6 is recorded the adjusted value V of marine main engine rotating speed
△, the adjusted value V of marine main engine rotating speed
△be marine main engine velocity compensated value, now the adjusted value V of marine main engine rotating speed
△<0, i.e. marine main engine rotating speed deceleration makes main unit load adjust ideal value;
Step 6: described PLC center processing unit 6 is by the current engine speed value of boats and ships and the adjusted value V of marine main engine rotating speed
△and by existing Model Predictive Control mode (list of references: the boats and ships of < < based on generalized predictive control total the 31st volume of network control system research > > Marine engineering of can sizing mixing, the fifth phase in 2009, the 33rd page, Qi Liang, Yu Meng luxuriant work, has introduced above-mentioned control technology) obtain marine main engine rotating speed input value V after the adjustment of PREDICTIVE CONTROL
y(n), (consider system sluggishness and network delay, control mode adds PREDICTIVE CONTROL, has strengthened response speed and the handling of system, the adverse effect that effectively bucking-out system is sluggish and network delay produces CPP control system, as shown in Figure 4);
Step 7:PLC center processing unit 6 is by marine main engine rotating speed input value V after the adjustment through PREDICTIVE CONTROL
y(n) be input to the rotating speed that marine main engine 5 is controlled marine main engine.
In technique scheme, in described step 5, in default error range-δ～δ (δ >0), the span of δ is marine main engine load ideal value A
x1%.
The content that this instructions is not described in detail belongs to the known prior art of professional and technical personnel in the field.
Claims (2)
1. the controllable pitch propeller of machine oar coupling is promoted mainly a control method, it is characterized in that, it comprises the steps:
Step 1: control marine main engine (5) output engine speed minimum value V
0, while airscrew pitch number percent control command P
xfor null value P
0time, PLC center processing unit (6) obtains marine main engine load minimum value A
0;
Step 2: boats and ships are in the process of being controlled by operating personnel, and the main handle (1) that makes contains airscrew pitch number percent control command P by main inner potentiometer (4) output packet of handle (1) that makes
xwith the main simulating signal that makes of engine speed control command, this airscrew pitch number percent control command P
xthe airscrew pitch that can control boats and ships output changes between the forward maximal value of airscrew pitch and maximum negative value, this airscrew pitch number percent control command P
xfor the control number percent of the real-time airscrew pitch of boats and ships output, i.e. the value of the actual output of propeller for vessels pitch is that the actual maximal value of propeller for vessels pitch is multiplied by airscrew pitch number percent control command P
x, the above-mentioned main simulating signal input plc data acquisition module (3) that makes, this plc data acquisition module (3) converts the main simulating signal that makes to the main digital signal that makes;
Step 3: described plc data acquisition module (3) passes through CAN bus transfer to the PLC center processing unit (6) of center-control case by the main digital signal that makes, and PLC center processing unit (6) is reduced into the main simulating signal that makes by the main digital signal that makes;
Step 4: described PLC center processing unit (6) obtains the ideal value A of marine main engine load by following relational expression
x:
(P
x-P
0)/(A
x-A
0)＝(|P
1|-P
0)/(A
1-A
0) (1)
In above formula 1, P
xbe that the main handle (1) that makes is by the main airscrew pitch control command that makes inner potentiometer (4) output of handle (1), P
0for null value airscrew pitch number percent control command, i.e. P
0=0%, A
0for marine main engine load minimum value, P
1for forward maximal value airscrew pitch number percent control command or maximum negative value airscrew pitch number percent control command, i.e. P
1=± 100%, A
1for marine main engine fully loaded value;
In above-mentioned formula 1, known P
0=0%, P
1=± 100%;
Obtain A
x=(A
1-A
0) | P
x|+A
0(2)
Due to A
1, A
0for given value, so as input actual pitch instruction P
xtime, PLC center processing unit (6) calculates the ideal value A of marine main engine load
x;
Step 5: described PLC center processing unit (6) obtains marine main engine load actual value A from marine main engine (5)
y, by following relational expression, obtain marine main engine load actual value A
ywith marine main engine load ideal value A
xdifference A
△;
A
△＝A
y-A
x (3)
In above-mentioned formula 3, A
yfor marine main engine load actual value, A
xfor marine main engine load ideal value;
Actual value A loads marine main engine in PLC center processing unit (6)
ywith marine main engine load ideal value A
xdifference A
△compare with default error range-δ～δ (δ >0), when-δ≤A
△during≤δ, marine main engine running status is perfect condition;
Work as A
△during <-δ, the actual value of marine main engine load is less than the ideal value of marine main engine load, PLC center processing unit (6) is by adjusting the main engine speed control command making in simulating signal, realize the adjustment to marine main engine rotating speed, the adjustment by marine main engine rotating speed makes marine main engine load actual value A
ymeet-δ≤A
△the requirement of≤δ, now PLC center processing unit (6) is recorded the adjusted value V of marine main engine rotating speed
△, the adjusted value V of marine main engine rotating speed
△be marine main engine velocity compensated value, now the adjusted value V of marine main engine rotating speed
△>0, marine main engine rotating speed accelerates to make main unit load be adjusted to ideal value;
Work as A
△during > δ, the actual value of marine main engine load is greater than the ideal value of marine main engine load, PLC center processing unit (6) is by adjusting the main engine speed control command making in simulating signal, realize the adjustment to marine main engine rotating speed, the adjustment by marine main engine rotating speed makes marine main engine load actual value A
ymeet-δ≤A
△the requirement of≤δ, now PLC center processing unit (6) is recorded the adjusted value V of marine main engine rotating speed
△, the adjusted value V of marine main engine rotating speed
△be marine main engine velocity compensated value, now the adjusted value V of marine main engine rotating speed
△<0, i.e. marine main engine rotating speed deceleration makes main unit load adjust ideal value;
Step 6: described PLC center processing unit (6) is by the current engine speed value of boats and ships and the adjusted value V of marine main engine rotating speed
△and by existing Model Predictive Control mode, obtain marine main engine rotating speed input value V after the adjustment of PREDICTIVE CONTROL
y(n);
Step 7:PLC center processing unit (6) is by marine main engine rotating speed input value V after the adjustment through PREDICTIVE CONTROL
y(n) be input to the rotating speed that marine main engine (5) is controlled marine main engine.
2. the controllable pitch propeller of machine oar coupling according to claim 1 is promoted mainly control method, it is characterized in that: in described step 5, in default error range-δ～δ (δ >0), the span of δ is marine main engine load ideal value A
x1%.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410260338.0A CN104076730B (en) | 2014-06-12 | 2014-06-12 | The controllable pitch propeller of z-type propulsion promotes mainly control method |
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|---|---|---|---|
| CN201410260338.0A CN104076730B (en) | 2014-06-12 | 2014-06-12 | The controllable pitch propeller of z-type propulsion promotes mainly control method |
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|---|---|
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| CN104076730B CN104076730B (en) | 2016-09-14 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109398660A (en) * | 2018-11-15 | 2019-03-01 | 中国船舶科学研究中心（中国船舶重工集团公司第七0二研究所） | A kind of adjustable propeller combination control method of ship |
| CN112001314A (en) * | 2020-08-25 | 2020-11-27 | 江苏师范大学 | Early fault detection method for variable speed hoist |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109398660A (en) * | 2018-11-15 | 2019-03-01 | 中国船舶科学研究中心（中国船舶重工集团公司第七0二研究所） | A kind of adjustable propeller combination control method of ship |
| CN112001314A (en) * | 2020-08-25 | 2020-11-27 | 江苏师范大学 | Early fault detection method for variable speed hoist |
Also Published As
| Publication number | Publication date |
|---|---|
| CN104076730B (en) | 2016-09-14 |
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