JP6233976B2 - Blade angle calculation device, blade angle control system, ship and blade angle control method - Google Patents

Description

  The present invention relates to a blade angle calculation device, a blade angle control system, a ship, and a blade angle control method.

In a ship equipped with a variable pitch propeller whose wing angle is variable, the variable pitch propeller is automatically adjusted according to the number of revolutions of the propulsion main engine (hereinafter simply referred to as the main engine) set according to the ship speed. In some cases, combinator control that changes the blade angle is used. By doing so, it is possible to control the main engine to operate in an appropriate load region according to the ship speed, and it is possible to improve fuel consumption.
Various control methods have been proposed for such a variable pitch propeller (see, for example, Patent Documents 1 to 4).

  On the other hand, a ship equipped with a main shaft generator that uses a part of the output of the main engine to supply electric power to inboard facilities or the like has been developed. The main shaft power generator generates power based on the power obtained from the main engine, and transmits the generated power to inboard equipment or the like.

Japanese Patent Laid-Open No. 58-020592 JP 59-008590 A JP 2010-132161 A JP 2010-105437 A

  In the case of a ship provided with the above-described main shaft generator, the main engine needs to further generate an output used for power supply in addition to an output required for propulsion, and the load on the main engine increases accordingly. As a result, the main engine can exceed the appropriate load range and operate in an overloaded state.

  An object of the present invention is to provide a wing angle calculation device, a wing angle control system, a ship, and a wing angle calculation device capable of operating a main engine in an appropriate load region even when a power supply amount required by a main shaft power generation device is generated. The object is to provide a blade angle control method.

  One aspect of the present invention is for controlling the variable pitch propeller of a ship including a variable pitch propeller whose blade angle is variable, and a main shaft generator that supplies power using a part of the output of the main engine. The blade angle calculation device used is a blade angle reduction amount calculation unit that calculates a blade angle reduction amount based on the power supply amount of the main shaft generator and the rotational speed of the main engine, and the main engine A blade angle calculation unit comprising: a blade angle calculation unit that subtracts the blade angle reduction amount calculated by the blade angle reduction amount calculation unit from a reference blade angle that is preliminarily defined as a blade angle at which a predetermined or higher output efficiency is obtained. Device.

  According to another aspect of the present invention, in the above-described blade angle calculation device, the blade angle reduction amount calculation unit is defined such that the power supply amount and the blade angle reduction amount have a positive correlation. The blade angle reduction amount is calculated using a function.

  One aspect of the present invention is the blade angle calculation device described above, wherein the blade angle reduction amount calculation unit is configured such that the blade angle of the variable pitch propeller among the outputs of the main engine is the reference blade angle. The blade angle reduction amount that reduces the output corresponding to a part of the output of the main engine used by the main shaft power generator is calculated from the output consumed for propulsion of the ship.

  One aspect of the present invention is an observation value of the output of the main engine obtained by applying a blade angle obtained by subtracting the blade angle reduction amount from the reference blade angle in the blade angle computing device described above, The blade angle calculation unit further includes a correction amount calculation unit that calculates a blade angle correction amount based on a deviation between an output at which the load on the main engine is overloaded and a specified curve that defines a correlation between the main engine speed and the engine speed. Calculates a value obtained by further applying the blade angle correction amount to a value obtained by subtracting the blade angle reduction amount from the reference blade angle.

  Further, according to one aspect of the present invention, there is provided a target ship speed input unit that receives an input of a target ship speed that is a target ship speed of the ship, and a predetermined value based on the input target ship speed. A temporary target ship speed specifying unit that specifies a plurality of temporary target ship speeds that are ship speeds within a range, and the main speed required to reach the temporary target ship speed when the blade angle is the reference blade angle. The estimated ship speed assumed to be reachable when the temporary rotational speed that is the rotational speed of the engine and the temporary blade angle reduction amount calculated based on the temporary rotational speed and the power supply amount are applied. A target ship speed calculation unit that calculates for each of the plurality of provisional target ship speeds, and a target condition that specifies the provisional rotational speed at which an assumed ship speed closest to the target ship speed is obtained among the plurality of the assumed ship speeds A specific unit.

  Another aspect of the present invention is a blade angle control system including the blade angle calculation device described above and a blade angle control unit that controls the blade angle of the variable pitch propeller to a value calculated by the blade angle calculation unit. It is.

  One embodiment of the present invention is a ship including the blade angle control system, the variable pitch propeller, and the main shaft power generator.

  According to another aspect of the present invention, there is provided a variable pitch propeller having a variable wing angle and a main shaft generator that supplies power by using a part of the output of the main engine. A control method comprising: calculating a blade angle reduction amount based on a power supply amount of the main shaft power generator and a rotation speed of the main engine; and a blade angle of the variable pitch propeller, And subtracting the calculated blade angle reduction amount from a reference blade angle preliminarily defined as a blade angle at which a predetermined or higher output efficiency is obtained, and controlling to the obtained value. .

  According to the wing angle calculation device, the wing angle control system, the ship, and the wing angle control method described above, the main engine operates in an appropriate load region even when the main shaft generator generates the required power supply amount. Can be made.

It is a figure which shows the function structure of the ship which concerns on 1st Embodiment. It is a 1st figure explaining the function of the blade angle reduction amount calculating part which concerns on 1st Embodiment. It is a 2nd figure explaining the function of the blade angle reduction amount calculating part which concerns on 1st Embodiment. It is a 3rd figure explaining the function of the blade angle reduction amount calculating part which concerns on 1st Embodiment. It is a figure explaining the function of the blade angle reduction amount calculating part which concerns on the modification of 1st Embodiment. It is a figure which shows the function structure of the ship which concerns on 2nd Embodiment. It is a figure explaining the function of the correction amount calculating part which concerns on 2nd Embodiment. It is a figure which shows the function structure of the ship which concerns on 3rd Embodiment. It is a figure which shows the function structure of the target condition presentation part which concerns on 3rd Embodiment.

<First Embodiment>
Hereinafter, the blade angle control system according to the first embodiment will be described in detail with reference to FIGS.

FIG. 1 is a diagram illustrating a functional configuration of a ship according to the first embodiment.
As shown in FIG. 1, the ship 1 includes a blade angle control system 10, a variable pitch propeller 20, a main engine 30, a main shaft power generation device 40, a handle 50, and a main switchboard 60.

  The blade angle control system 10 appropriately changes the pitch angle (blade angle) of the variable pitch propeller 20 in accordance with the operating state of the ship 1. Specifically, the blade angle control system 10 outputs a blade angle command indicating a blade angle (blade angle θ) to be applied to the variable pitch propeller 20.

  The variable pitch propeller 20 is a propeller whose blade angle θ is variable. The blade angle θ of the variable pitch propeller 20 is determined by a blade angle command received from the blade angle control system 10. A propulsive force is generated by the rotation of the variable pitch propeller 20, thereby propelling the ship 1.

  The main engine 30 is a combustion engine such as a so-called engine, or an engine powered by an electric motor, a steam turbine, or a reactor turbine, and is a power source of the ship 1. The main engine 30 generates an output (main engine horsepower BHP) by rotating at a predetermined speed (main engine speed N) according to the main engine speed command received through the handle 50. The output generated by the main engine 30 is mainly used for the rotation of the variable pitch propeller 20.

  The main shaft power generation device 40 generates power using a part of the output of the main engine 30 (shaft generation power output Psha), and further supplies power to the inboard equipment through frequency optimization processing and the like. The main shaft power generation device 40 separately receives input of electric power (required power supply power P) required in the ship, and generates electric power according to the required power supply power P. As a result, of the total output of the main engine 30, the output that actually contributes to the propulsive force of the ship 1, that is, the output that is used for the rotation of the variable pitch propeller 20 is the shaft power supply output Psha from the total output. The subtracted output (propulsion output Ppro) is obtained.

The handle 50 receives the operation of the pilot of the ship 1 and outputs a main engine rotation speed command and a variable pitch propeller blade angle command to the main engine 30 according to the operation of the pilot. As a result, the main engine 30 rotates at the rotation speed desired by the operator.
The main switchboard 60 receives the supply power generated by the main shaft generator 40 and distributes the supply power to various onboard facilities.

Next, the functional configuration of the blade angle control system 10 will be described in detail.
As shown in FIG. 1, the blade angle control system 10 includes a blade angle calculation device 11 and a blade angle control unit 12.

The blade angle calculation device 11 is operated based on the required feed power P input to the main shaft power generator 40 and the main engine speed command input to the main engine 30 through the handle 50. The actual main engine speed (main engine speed N) is input to calculate an appropriate blade angle θ based on the required power supply P and the main engine speed N.
The blade angle control unit 12 outputs a blade angle command to the variable pitch propeller 20, and the blade angle θ of the variable pitch propeller 20 is the set value of the blade angle calculated by the blade angle calculation unit 111 of the blade angle calculation device 11. Drive control is performed so that (set blade angle) is obtained.

As described above, in the first embodiment, the blade angle control unit 12 automatically drives and controls the blade angle of the variable pitch propeller 20 based on the set blade angle calculated by the blade angle calculation device 11.
However, the ship 1 which concerns on other embodiment is not restricted to such an aspect. For example, the wing angle calculation device 11 according to another embodiment may be a mode in which the calculated setting wing angle is presented to the operator through a monitor or the like installed in advance. In this case, the operator manually adjusts the blade angle θ of the variable pitch propeller 20 while referring to the set blade angle presented through the monitor.

As shown in FIG. 1, the blade angle calculation device 11 according to the first embodiment includes a blade angle reduction amount calculation unit 110 and a blade angle calculation unit 111.
The blade angle reduction amount calculation unit 110 calculates the blade angle reduction amount δθ based on the power supply amount (required power supply power P) of the main shaft power generator 40 and the rotational speed of the main engine 30 (main engine rotational speed N). To do.
The blade angle calculation unit 111 subtracts the blade angle reduction amount δθ calculated by the blade angle reduction amount calculation unit 110 from the reference blade angle θ * and sets the blade angle θ to be set as the blade angle θ of the variable pitch propeller 20 (θ * −δθ) is calculated.

2 to 4 are first to third diagrams illustrating functions of the blade angle reduction amount calculation unit according to the first embodiment, respectively.
Hereinafter, the function of the blade angle reduction amount calculation unit 110 of the blade angle calculation device 11 will be described in detail with reference to FIGS.

FIG. 2 is a graph showing the relationship of blade angle θ (deg) with respect to main engine speed N (min ⁻¹ ). FIG. 3 is a graph showing the correlation of the output of the main engine 30 (main engine horsepower BHP) with respect to the main engine speed N.

Here, an example of a control pattern in which various combinations of the blade angle θ of the variable pitch propeller 20 and the main engine rotation speed N at the time of start of a ship that does not include the main shaft generator 40 will be described.
As shown in FIG. 2, the blade angle control system for a ship not equipped with the main shaft generator 40 first increases the blade angle θ of the variable pitch propeller 20 to a predetermined blade angle θ1 while maintaining a constant rotational speed Ni. Let When the blade angle θ reaches the blade angle θ1 (the operating point P1), the blade angle control system subsequently increases the blade angle θ as the main engine speed N increases. Thereafter, when the blade angle θ reaches the reference blade angle θ * at a predetermined main machine rotational speed Nj (operating point P2), the blade angle control system has a constant reference blade angle with respect to the subsequent main machine rotational speed N (> Nj). Maintain θ *. The reference blade angle θ * is generally designed so that the propeller efficiency is the highest.

  When the blade angle θ is controlled in this way, the relationship between the main engine speed N and the main engine horsepower BHP follows a trajectory that sequentially passes through the operating point P1 and the operating point P2 (see FIG. 3). In particular, the main engine 30 operates at a position close to the marine characteristic curve W after the operating point P2. This marine characteristic curve W has the relationship that the output efficiency (propeller efficiency) is the highest among the correlations between the main engine speed N and the output (main engine horsepower BHP) where the load applied to the main engine 30 is constant. Show. That is, the blade angle control system maintains the blade angle θ of the variable pitch propeller 20 at the predetermined reference blade angle θ * after the operating point P2 (main engine speed N ≧ Nj region). It operates near the marine characteristic curve W and operates with good propeller efficiency (propulsion efficiency).

  In FIG. 3, the region where the main engine horsepower BHP is higher than the marine characteristic curve W is set as a so-called overload region, and an excessive load is applied to the main engine 30. can avoid. However, the main engine 30 of the ship 1 according to the present embodiment needs to generate an output (shaft power supply output Psha) to be supplied to the main shaft power generator 40 in addition to the output required for propulsion (propulsion output Ppro). There is. In such a case, when the blade angle control system 10 sets the blade angle θ to the above-described reference blade angle θ *, the operating point of the main engine 30 reaches the vicinity of the marine characteristic curve W only by generating the propulsion output Ppro. For this reason, if an output Psha for shaft power generation is further generated, the marine characteristic curve W is exceeded by that amount, resulting in an overload state.

  Therefore, the blade angle control system 10 according to the present embodiment refers to the supply power (required power supply power P) required for the main shaft power generator 40, and uses the blade angle θ of the variable pitch propeller 20 as the required power supply power P. A process of reducing the corresponding appropriate amount (blade angle reduction amount δθ) is performed.

  According to such control, the blade angle control system 10 sets the blade angle θ to the reference blade angle when it reaches the operating point P2 ′ (main engine speed Nj = Nj ′ (<Nj)) from the operating point P1. The blade angle θ2 (= θ * −δθ) obtained by subtracting the blade angle reduction amount δθ (δθ> 0) from θ * is maintained (see FIG. 2). Then, as shown in FIG. 3, the operating point of the main engine 30 is a predetermined amount (shaft power supply output Psha) corresponding to the required power supply P rather than the marine characteristic curve W in the region of the main engine speed N> Nj ′. ) Is the position where the propulsion output Ppro is reduced. As a result, the total output of the main engine 30 (propulsion output Ppro + shaft power supply output Psha) is in the vicinity of the marine characteristic curve W, which can prevent the operation in the overload region and is appropriate according to the power supply amount. Since the angle is reduced by an appropriate amount, the operation is performed with a blade angle close to the reference blade angle, which has better propeller efficiency than the case where the blade angle is uniformly reduced regardless of the amount of power supply, and a fuel-efficient operation can be performed.

Next, specific means by which the blade angle reduction amount calculation unit 110 calculates the blade angle reduction amount δθ described above will be described with reference to FIG.
As described above, the blade angle reduction amount δθ represents a reduction amount of the blade angle θ necessary for reducing the propulsion output Ppro by an amount corresponding to the shaft power generation output Psha. That is, the blade angle reduction amount calculation unit 110 outputs (the propulsion output) consumed for propulsion of the ship 1 when the blade angle θ of the variable pitch propeller 20 is the reference blade angle θ * of the outputs of the main engine 30. Ppro) is used to calculate a blade angle reduction amount δθ in which the output corresponding to a part of the output of the main engine 30 used by the main shaft power generator 40 (shaft power supply output Psha) is reduced. More specifically, the blade angle reduction amount calculation unit 110 calculates δBHP = Ppro (θ *, N) −Ppro (θ) as a function of the main engine speed N and the shaft power generation output Psha (= output reduction amount δBHP). Δθ (N, δBHP) that satisfies * −δθ, N) is calculated.

The blade angle reduction amount calculation unit 110 calculates the blade angle reduction amount δθ by substituting the main engine speed N and the shaft supply amount output Psha into a predetermined function δθ (N, δBHP).
The function δθ (N, δBHP) can be defined by pre-evaluating the correlation between the main engine speed N and the main engine horsepower BHP for each of a plurality of blade angles θ by a preliminary experiment or the like. For example, according to FIG. 4, at the main engine speed N1, by reducing the blade angle θ by the reference blade angle θ * = 30 ° by δθ = 3 °, the output reduction amount δBHP corresponding to the shaft power supply output Psha Further, it can be seen that, at the main engine speed N2, by reducing the blade angle θ by δθ = 2 °, an output reduction amount δBHP corresponding to the shaft power generation output Psha can be obtained.
Based on the experimental results as shown in FIG. 4 and the like, the blade angle reduction amount calculation unit 110 according to the present embodiment expresses the relationship between the blade angle reduction amount δθ, the main engine speed N, and the output reduction amount δBHP by equation (1). Corresponding with a linear expression as shown in.

  Here, the coefficients a1, a2, b1, and b2 approximate the correspondence relationship between the blade angle reduction amount δθ, the main engine speed N, and the output reduction amount δBHP shown in FIG. 4 to a linear expression such as Expression (1). It is a coefficient specified in the case. The blade angle reduction amount calculation unit 110 receives the main engine speed command (main engine speed N) through the handle 50 and the required power supply power P required in the ship, and performs the calculation of Expression (1) to reduce the blade angle. The quantity δθ is calculated.

  In order for the main shaft power generation device 40 to generate the required power supply power P, a main engine horsepower greater than the required power supply power P is required in consideration of the conversion efficiency from power to electric power in the main shaft power generation device 40. Therefore, the blade angle reduction amount calculation unit 110 further calculates a necessary output reduction amount δBHP based on a function (Equation (2)) that takes into account the conversion efficiency of the main shaft power generator 40 and the like.

  Here, the coefficients c1 and c2 represent the relationship between the power required in the ship (required power supply P) and the output of the main engine 30 (output reduction amount δBHP) required to generate the required power supply P. This coefficient is specified when approximated by a linear expression.

  The blade angle calculation unit 111 uses the blade angle reduction amount δθ calculated by the blade angle reduction amount calculation unit 110 based on the formula (1) and a predetermined reference blade angle θ *, so that the blade angle θ = θ. * Calculates -δθ. Then, the blade angle calculation unit 111 outputs the calculated blade angle θ = θ * −δθ to the blade angle control unit 12. As a result, a blade angle command for setting the blade angle θ to the set blade angle (θ * −δθ) is issued from the blade angle control unit 12 toward the variable pitch propeller 20.

As described above, the blade angle control system 10 according to the first embodiment has an appropriate blade angle reduction amount δθ that is specified based on the power supply amount of the main shaft power generator 40 and the rotational speed of the main engine 30. And the operation is performed with the blade angle reduced by the blade angle reduction amount δθ from the reference blade angle θ *.
By doing so, the propulsion output Ppro is reduced by a predetermined amount (δBHP) corresponding to the blade angle reduction amount δθ, and the shaft power generation output Psha corresponding to the predetermined amount is taken into account. The total output of the main engine 30 is in the vicinity of the ship specific curve W. Therefore, the main engine 30 can operate at an operating point with a high output efficiency (propeller efficiency) while supplying a necessary output (shaft generation power supply output Psha) to the main shaft generator 40.

  As described above, according to the blade angle calculation device according to the first embodiment, the main engine can be operated in an appropriate load region even when the main shaft power generation device generates the required power supply amount. it can. In addition, because the angle is reduced by an appropriate amount according to the amount of power supplied, it operates at a blade angle close to the reference blade angle, which is better in propeller efficiency than when the blade angle is uniformly reduced regardless of the amount of power supply. I can drive well.

  The blade angle control system 10 according to the first embodiment has been described in detail above, but the specific aspect of the blade angle control system 10 is not limited to the above-described one, and does not depart from the gist. It is possible to add various design changes and the like.

For example, in the blade angle calculation device 11 according to the first embodiment, the blade angle reduction amount δθ from the reference blade angle θ * with good propeller efficiency is calculated (see Expression (1)) and the variable pitch propeller 20 It was described as issuing an angle command.
On the other hand, as a modification of the first embodiment, a blade angle lower than the reference blade angle θ * is set to a temporary reference blade angle θ * ′ (<θ *), and “ A method of calculating the blade angle increase amount δθ ′ ”and adding it to the variable pitch propeller 20 as a blade angle command may be used.

  As a specific method, first, the wing angle at which the operating point of the main engine 30 does not exceed the marine characteristic curve W even if the shaft power supply output Psha reaches the maximum power is set as a temporary reference blade angle θ *. Set as'. Here, for example, in FIG. 4, when the temporary reference blade angle θ * ′ is set to 25 °, the output corresponding to the shaft power generation output Psha is increased by increasing the blade angle θ from 25 ° by δθ ′ = 1 °. An increase amount δBHP ′ can be obtained. The blade angle increase amount δθ ′ is equal to the main engine speed N and the output increase amount δBHP ′ in the same manner as the calculation formula (equation (1)) for the blade angle decrease amount δθ in the first embodiment. As a function δθ ′ (N, δBHP ′).

FIG. 5 is a diagram illustrating the function of the blade angle reduction amount calculation unit according to the modification of the first embodiment.
In this modification, as shown in FIG. 5, when the main engine 30 operates at a certain main engine speed N and a temporary reference blade angle θ * ′ (after the operating point P2), the main shaft generator Even if 40 supplies the maximum value Psha_max of the shaft generating power supply output, the main engine 30 operates at an operating point lower than the marine characteristic curve W. This operating point can be observed, whereby the difference from the marine characteristic curve W can be calculated.
In order to fill this difference, the blade angle reduction amount calculation unit 110 according to the present modification has a variable pitch by the blade angle increase amount δθ ′ obtained by the above-described function (a function corresponding to Expression (1) in the present modification). Raise the wing angle of the propeller 20. By doing in this way, since it operates with the blade angle close | similar to the actual reference blade angle (theta) * with favorable propeller efficiency according to electric power supply amount, the driving | operation with favorable fuel consumption can be performed.

  Further, for example, in the blade angle reduction amount calculation unit 110 according to the first embodiment, the information obtained in advance, and the correlation between the main engine speed N and the main engine horsepower BHP is obtained by using a plurality of blade angles θ. Based on the evaluation result (see FIG. 4), the function δθ (N, δBHP) (formula (1)) is defined. However, the relationship between the main engine speed N, the main engine horsepower BHP, and the blade angle θ may vary depending on the specifications of the target ship, draft, cargo load, and the like. Therefore, in the first embodiment, one representative function (formula (1)) that is generally applicable to the specifications of the target ship, various drafts, and various conditions of cargo is defined.

  On the other hand, the blade angle reduction amount calculation unit 110 according to another embodiment includes a plurality of functions δθ (N, δBHP) optimized in accordance with the specifications of the ship to be applied or conditions such as draft and cargo loading amount. ) May be defined in advance. In this case, the blade angle reduction amount calculation unit 110 selects a function δθ (N, δBHP) corresponding to the current operation condition (draft, load amount, etc.) among a plurality of functions δθ (N, δBHP) prepared in advance. ) Is selected to calculate the blade angle reduction amount δθ. By doing so, the blade angle reduction amount δθ optimized according to the operating state of the ship is calculated, and therefore, it can be operated in the vicinity of the ship characteristic curve W with higher accuracy.

Further, the blade angle reduction amount calculation unit 110 according to the first embodiment sets the blade angle reduction amount δθ to a linear function that defines the relationship among the main engine speed N, the main engine horsepower BHP, and the blade angle reduction amount δθ (formula ( Although described as using 1)), in other embodiment, it is not limited to such an aspect.
For example, the blade angle reduction amount calculation unit 110 according to another embodiment is an n-order function (n = 2, 3) that can more accurately approximate the relationship between the main engine speed N, the main engine horsepower BHP, and the blade angle reduction amount δθ. ,..., Or an exponential function and a function similar to them may be defined.
That is, the blade angle reduction amount calculation unit 110 has a positive correlation between the power supply amount (required feed power P) of the main shaft power generator and the blade angle reduction amount δθ (the more the required feed power P increases, the more the blade supply amount P increases). The blade angle reduction amount δθ may be calculated using a function that is defined so that the angle reduction amount δθ also increases), a table that contains constants that have been studied in advance, or a similar value.

<Second Embodiment>
Next, a blade angle control system according to the second embodiment will be described in detail with reference to FIGS.

FIG. 6 is a diagram illustrating a functional configuration of the ship according to the second embodiment.
As shown in FIG. 6, the blade angle calculation device 11 according to the second embodiment further includes a correction amount calculation unit 112.
The correction amount calculation unit 112 overloads the observed value of the output of the main engine 30 obtained by applying the blade angle θ obtained by subtracting the blade angle reduction amount δθ from the reference blade angle θ * and the load on the main engine 30. The blade angle correction amount δθ ′ is calculated based on the deviation between the output (main engine horsepower BHP) and the prescribed curve that defines the correlation between the main engine speed N.
In the present embodiment, a predefined ALC setting line A (see FIG. 7) is used as a defined curve that defines the correlation between the output at which the load on the main engine 30 is overloaded and the main engine speed N. An example will be described.

FIG. 7 is a diagram illustrating the function of the correction amount calculation unit according to the second embodiment.
An ALC (Automatic Load Control) setting line A shown in FIG. 7 is a prescribed curve used for controlling the blade angle θ of the variable pitch propeller 20 in the blade angle control system 10. Specifically, the blade angle control system 10 constantly observes the actual operating point (main engine operating point observation value Q) of the main engine 30 and, when this exceeds a predetermined ALC setting line A, it is compulsory. Then, control is performed to reduce the blade angle θ. By doing in this way, it can suppress that an excessive load is applied to the main engine 30, and the failure and deterioration of the main engine 30 can be prevented.

The blade angle calculation device 11 according to the present embodiment has the main engine horsepower BHP and the main engine that are actually generated when the blade angle θ (= θ * −δθ) to which the blade angle reduction amount δθ is applied. The observed value of the rotational speed N (main machine operating point observed value Q) is acquired.
Here, the blade angle θ (= θ * −δθ) calculated by the blade angle reduction amount calculation unit 110 and the blade angle calculation unit 111 is theoretically the main engine in consideration of the power supply amount of the main shaft generator 40. The operating point of 30 is a blade angle near the marine characteristic curve W. However, the actual operating point of the main engine 30 deviates from the ideal operating point due to disturbances such as ocean currents, waves, and tides in addition to the approximation error of equation (1).

Therefore, the correction amount calculation unit 112 according to the present embodiment makes the operating point of the main engine 30 closer to the ideal operating point based on the observed actual operating point (main engine operating point observation value Q). The blade angle correction amount δθ ′ is calculated.
Specifically, the correction amount calculation unit 112 acquires a deviation α between the actual operating point (main engine operating point observation value Q) of the main engine 30 at the present time and the ALC setting line A, and the deviation α is defined in advance. If it is larger than the target deviation α0, the blade angle correction amount δθ ′ (> 0) for increasing the blade angle θ so as to decrease the deviation α is calculated. When the deviation α is smaller than the predetermined target deviation α0, the blade angle correction amount −δθ ′ (<0) for reducing the blade angle θ so as to increase the deviation α is calculated. Here, the target deviation α0 is a prescribed value indicating a deviation between the ALC setting line A prescribed in advance and the marine characteristic curve W that provides high output efficiency.

The blade angle calculation unit 111 further applies the blade angle correction amount δθ ′ calculated by the correction amount calculation unit 112 in addition to the blade angle reduction amount δθ calculated by the blade angle reduction amount calculation unit 110. = Θ * −δθ ± δθ ′).
By applying the blade angle correction amount δθ ′ as described above to the blade angle θ, the operating point of the main engine 30 is corrected to a position close to the vicinity of the marine characteristic curve W regardless of the disturbance, and thus higher. Can operate with output efficiency.

The specific aspect of the blade angle control system 10 according to the second embodiment is not limited to the above-described one, and various design changes and the like can be added without departing from the scope of the invention. is there.
For example, the correction amount calculation unit 112 according to the second embodiment has been described as calculating the blade angle correction amount δθ ′ while referring to the ALC setting line A defined for the purpose of protecting the main engine 30. On the other hand, the correction amount calculation unit 112 according to another embodiment has a marine characteristic as a regulation curve that defines the correlation between the output (main engine horsepower BHP) at which the load of the main engine 30 is overloaded and the main engine speed N. The curve W may be stored in advance, and the blade angle correction amount δθ ′ may be calculated based on the deviation between the main engine operating point observation value Q and the marine characteristic curve W.

<Third Embodiment>
Next, a blade angle control system according to a third embodiment will be described in detail with reference to FIGS.

FIG. 8 is a diagram illustrating a functional configuration of the ship according to the third embodiment.
As shown in FIG. 8, the blade angle calculation device 11 according to the third embodiment further includes a target condition presentation unit 113.
The target condition presenting unit 113 receives an input of a target ship speed (target ship speed Knt) of the ship 1 and calculates a blade angle θ (based on the blade angle reduction amount calculation unit 110 and the blade angle calculation unit 111). = Θ * −δθ) is also applied, the target condition for operation that can reach the input target ship speed Knt is presented through a separately provided target condition monitor 51.

FIG. 9 is a diagram illustrating a functional configuration of the target condition presenting unit according to the third embodiment.
As shown in FIG. 9, the target condition presenting unit 113 includes a target boat speed input unit 1130, a temporary target boat speed specifying unit 1131, an assumed boat speed calculating unit 1132, and a target condition specifying unit 1133. .

The target boat speed input unit 1130 receives an input of the target boat speed Knt.
The temporary target ship speed specifying unit 1131 has a plurality of temporary target ship speeds Knx1, Knx2, Knx3, which are values in the vicinity of the input target ship speed Knt and are ship speeds within a predetermined range from the target ship speed Knt.・ ・ Identify. For example, when the target ship speed input unit 1130 receives “20 knots” as the target ship speed Knt of the ship 1, the temporary target ship speed specifying unit 1131 has a plurality of temporary target ship speeds Knx1, Knx2, Knx3,. As “18 knots”, “19 knots”, “20 knots”, “21 knots”, and “22 knots” are specified.

  Further, it is assumed that the assumed ship speed calculation unit 1132 is actually reachable when trying to travel at each of the temporary target ship speeds Knx1, Knx2,... Specified by the temporary target ship speed specifying unit 1131. The ship speeds Kns1, Kns2,... Are calculated.

Specifically, the assumed ship speed calculation unit 1132 is necessary to reach the temporary target ship speeds Knx1, Knx2, Knx3,... When the blade angle θ is set to the reference blade angle θ *. , Which is the rotational speed of the main engine 30, is specified. The assumed ship speed calculation unit 1132 then calculates the temporary blade angle reduction amounts δθx1, δθx2, δθx3 calculated based on the temporary rotational speeds Nx1, Nx2, Nx3,... ,... Are calculated using the same functions as the functions held by the blade angle reduction amount calculation unit 110 (Equations (1) and (2)).
Further, the assumed ship speed calculation unit 1132 includes the provisional rotational speeds Nx1, Nx2, Nx3,... And the provisional blade angle reduction amounts δθx1, δθx2, δθx3,. , [Theta] *-[delta] [theta] x2,...) Are specified as assumed ship speeds Kns1, Kns2,.

Here, the assumed ship speed calculation unit 1132 pre-stores an information table in which the correlation among the ship speed Kn, the main engine speed N, and the blade angle θ is defined based on the result obtained by a preliminary experiment or the like. keeping.
The assumed ship speed calculation unit 1132 refers to this information table to identify the provisional rotational speeds Nx1, Nx2,... Necessary for reaching the provisional target ship speeds Knx1, Knx2,. . Further, the assumed ship speed calculation unit 1132 refers to the information table, so that each of the temporary rotation speeds Nx1, Nx2,... And each blade angle θ after reduction of the blade angle (θ * −δθx1, θ *). -Δθx2, ...) and the assumed ship speeds Kns1, Kns2, ... that are assumed to be reachable by the operation of the main engine 30 to which is applied.

  The target condition specifying unit 1133 specifies a provisional rotational speed (provisional rotational speed Nxt) at which an assumed ship speed closest to the target ship speed Knt is obtained among the plurality of assumed ship speeds Kns1, Kns2,. Then, the target condition specifying unit 1133 outputs the specified temporary rotational speed Nxt to the target condition monitor 51 (FIG. 8).

According to the wing angle calculation device 110 as described above, the operator of the ship 1 uses the main engine rotation speed that can reach the target ship speed, that is, the temporary rotation speed Nxt specified by the target condition presenting unit 113, It can be grasped at any time through the target condition monitor 51. Therefore, the operator can reach the target ship speed only by operating the handle 50 so that the main engine speed N of the main engine 30 matches the main engine speed indicated as the guidance.
Here, in the case of the first embodiment (or the second embodiment), because of the blade angle reduction processing by the blade angle control system 10, it is impossible to accurately grasp the ship speed that can actually be reached. Therefore, the operator needs an adjustment operation to match the target ship speed with confirming the actually observed ship speed. On the other hand, in the third embodiment, the operator can perform the maneuvering while grasping the main engine speed N as a guide for reaching the target ship speed, and can accurately reach the target ship speed. And the burden on the operator can be reduced.

  The wing angle control system 10 according to the third embodiment has been described in the form of presenting the main engine speed (temporary speed Nxt) that can reach the target ship speed to the pilot, but in other embodiments, It is not limited to this aspect. For example, the blade angle control system 10 according to another embodiment may further include a mechanism that directly controls the main engine speed N based on the specified provisional speed Nxt.

In each of the above-described embodiments, a program for realizing the function of the blade angle calculation device 11 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read by a computer system. Each procedure is assumed to be executed. Here, each process of the blade angle calculation device 11 is stored in a computer-readable recording medium in the form of a program, and the above-described various processes are performed by the computer reading and executing the program. . Here, the computer-readable recording medium refers to a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, and the like. Alternatively, the computer program may be distributed to the computer via a communication line, and the computer that has received the distribution may execute the program.
Moreover, the aspect with which each function of the blade angle calculating device 11 is comprised over the some apparatus connected with a network may be sufficient.

  As mentioned above, although some embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the invention described in the claims and equivalents thereof, as long as they are included in the scope and gist of the invention.

DESCRIPTION OF SYMBOLS 1 Ship 10 Wing angle control system 11 Wing angle calculating device 110 Wing angle reduction amount calculating part 111 Wing angle calculating part 112 Correction amount calculating part 113 Target condition presentation part 1130 Target ship speed input part 1131 Temporary target ship speed specifying part 1132 Assumed ship Speed calculation unit 1133 Target condition specifying unit 12 Blade angle control unit 20 Variable pitch propeller 30 Main engine 40 Main shaft generator 50 Handle 60 Main switchboard

Claims (8)

A blade angle arithmetic device used for controlling the variable pitch propeller of a ship, comprising: a variable pitch propeller whose blade angle is variable; and a main shaft generator that supplies power using a part of the output of the main engine. There,
A blade angle reduction amount calculation unit that calculates a blade angle reduction amount based on the power supply amount of the main shaft generator and the rotational speed of the main engine;
A blade angle calculation unit that subtracts the blade angle reduction amount calculated by the blade angle reduction amount calculation unit from a reference blade angle that is preliminarily defined as a blade angle at which a predetermined or higher output efficiency is obtained in the main engine;
A wing angle computing device. The blade angle reduction amount calculation unit calculates the blade angle reduction amount using a function defined so that the power supply amount and the blade angle reduction amount have a positive correlation. 2. The blade angle calculation device according to 1. The blade angle reduction amount calculation unit is used by the main shaft generator from the output consumed for propulsion of the ship when the blade angle of the variable pitch propeller is the reference blade angle among the outputs of the main engine. The blade angle calculation device according to claim 1, wherein the blade angle reduction amount that reduces an output corresponding to a part of the output of the main engine is calculated. An observed value of the output of the main engine obtained by applying a blade angle obtained by subtracting the blade angle reduction amount from the reference blade angle, an output at which the load on the main engine is overloaded, and a main engine speed A correction amount calculation unit that calculates a blade angle correction amount based on a deviation between the prescribed curve that defines the correlation and
The said blade angle calculating part calculates the value which further applied the said blade angle correction amount to the value which subtracted the said blade angle reduction amount from the said reference blade angle. The blade angle calculation device described. A target ship speed input unit that receives an input of a target ship speed that is a target ship speed of the ship;
A temporary target ship speed specifying unit that specifies a plurality of temporary target ship speeds that are ship speeds within a predetermined range from the input target ship speed;
Based on the temporary rotational speed that is the rotational speed of the main engine necessary to reach the temporary target ship speed when the blade angle is the reference blade angle, the temporary rotational speed, and the power supply amount. An assumed ship speed calculation unit that calculates an assumed ship speed assumed to be reachable when the calculated temporary blade angle reduction amount is applied, for each of the plurality of temporary target ship speeds;
A target condition specifying unit for specifying the provisional rotational speed at which an assumed ship speed closest to the target ship speed is obtained among the plurality of assumed ship speeds;
The blade angle calculation device according to any one of claims 1 to 4, further comprising: The blade angle calculation device according to any one of claims 1 to 5,
A blade angle controller that controls the blade angle of the variable pitch propeller to a value calculated by the blade angle calculator;
Wing angle control system. The blade angle control system according to claim 6,
The variable pitch propeller;
A ship comprising the main shaft power generator. A control method of the variable pitch propeller for a ship, comprising: a variable pitch propeller whose blade angle is variable; and a main shaft generator that supplies power using a part of the output of the main engine,
Calculating a blade angle reduction amount based on the power supply amount of the main shaft generator and the rotational speed of the main engine;
The blade angle of the variable pitch propeller is controlled by subtracting the calculated blade angle reduction amount from a reference blade angle that is preliminarily defined as a blade angle at which a power efficiency greater than or equal to a predetermined value is obtained in the main engine. And steps to
A blade angle control method.

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