CYCLIDE MARINE PROPULSION SYSTEM AND METHOD TO CONTROL A CYCLIDE MACHINE PROPULSION SYSTEM

专利摘要:
Marine cycloid propulsion system and method for controlling a cycloid machine propulsion system is a marine cycloid propulsion system. the system comprises a blade mounting disc and a plurality of propeller blades. each of the plurality of propeller blades has a respective primary blade geometry axis and is connected to the disc in a manner that allows the blade to be rotated about its primary blade geometry axis regardless of any rotation around the geometric axis. of any other propeller blade. The system further includes a plurality of electric actuators, each actuator being connected to a respective blade between the propeller blades. The system additionally includes a controller in communication with the electric actuators to selectively control each of the electric actuators.
公开号:BR102015010709A2
申请号:R102015010709-9
申请日:2015-05-11
公开日:2018-03-20
发明作者:Stuart Bradley；Arkadiusz Janusz URZON
申请人:Ge Energy Power Conversion Technology Ltd.；
IPC主号:

专利说明:

(54) Title: CYCLEID MARINE PROPULSION SYSTEM AND METHOD TO CONTROL A CYCLEID MACHINE PROPULSION SYSTEM (51) Int. Cl .: B63H 23/00 (30) Unionist Priority: 12/05/2014 EP 14167934.0 (73) (s): GE ENERGY POWER CONVERSION TECHNOLOGY LTD.
(72) Inventor (s): STUART BRADLEY; ARKADIUSZ JANUSZ URZON (74) Attorney (s): CAROLINA NAKATA (57) Abstract: CYCLOID MARINE PROPULSION SYSTEM AND METHOD FOR CONTROLLING A CYCLOID MACHINE PROPULSION SYSTEM This is a cycloid marine propulsion system. The system comprises a blade assembly disc and a plurality of propeller blades. Each of the plurality of propeller blades has a respective primary blade geometry axis and is connected to the disk in a way that allows the blade to be rotated around its primary blade geometry regardless of any rotation around the geometric axis any other among the propeller blades. The system also includes a plurality of electric actuators, each actuator being connected to a respective blade between the propeller blades. The system additionally includes a controller in communication with the electric actuators to selectively control each of the electric actuators.
1/32 “CYCLEOUS MARINE PROPULSION SYSTEM AND METHOD TO CONTROL A CYCLEID MACHINE PROPULSION SYSTEM”
I. Field of the Technique [001] The present technology refers, in general, to a marine cycloid propulsion system. In some embodiments, the technology refers, more particularly, to a cycloid marine propulsion system that comprises multiple electric motors to individually control each of the respective respective cycloid blades.
II. Background [002] A cycloid driven thruster system is a specialized marine propulsion system that allows for high maneuverability. The system allows the vessel thrust to be changed to a direction and magnitude by command.
[003] Cycloid drive thruster systems are widely used on vessels for which station maintenance and high maneuverability at low speeds are central functions, such as tugs, ferries and offshore support vehicles. A conventional type of cycloid driven thruster system is a Voith-Schneider thruster system (VSP).
[004] Conventional cycloid thruster systems use heavy duty drive motor mechanisms, such as a diesel engine drive. The drive provides input power and torque for a relatively complex group of intermediate structures, which leads to a complex mechanical gearbox and crosshead arrangement.
[005] The motor drive mechanism of conventional systems is also connected to the mechanical gearbox and slide arrangement by means of several structures relatively
2/32 intermediate and a main vertical system rod. Intermediate structures include, for example, couplings (for example, removable coupling), intermediate drive rods, such as the Cardan shaft and reduction gears, with or without one or more clutches.
[006] During the movement of the vessel and, especially, high speed vessel operation, the vertical propeller blades of a cycloid drive create an undesirably high drag in the water. The drag is particularly high under certain conditions, such as during continuous operation of the vessel at high power. Dragging slows down the vehicle in order to limit the speed and thus the efficiency of the vessel. Dragging also decreases fuel economy, so it requires more power and therefore fuel to overcome drag.
[007] Due to the relatively complex intermediate structures, the mechanical gearbox and the crosshead arrangement described, the response time between a drive input - for example, a signal transmitted in response to a particular captain pulling a lever - and the desired response is also undesirably high. The complex mechanical drive is also noisy and generates unwanted vibration due to unbalanced forces and couplings.
III. Brief Description of Achievements [008] Considering the aforementioned disadvantages, there is a need for a cycloid marine propulsion system that significantly reduces the drag formed in vertical propeller blades of the system during high-speed vessel operation.
[009] The present technology achieves this and other objectives in various achievements. In one embodiment, the system includes multiple electrical drives connected to the respective cycloidal propeller blades to selectively control the respective blades. Each electric drive allows
3/32 complex and fine of position and movement of the blade to which it is connected.
[010] Each blade can be moved, regardless of the movement of each of the other blades, and regardless of a rotational position of the vertical main assembly. Both independences are distinctions compared to the conventional mechanical drive system.
[011] Each paddle can be moved in any of a variety of ways to reduce drag and achieve other desired functions, such as creating, increasing and / or redirecting thrust.
[012] One way that each blade can be repositioned or moved selectively is by rotating the blade around a primary, longitudinal geometric axis (which extends along a primary length, usually and generally vertical, from the blade - reference geometric axis 117 in Figure 1).
[013] In a contemplated embodiment, each paddle can also be tilted or gasped, by which an angle of a paddle geometry axis (for example, geometry axis 117) is changed. Such an embodiment is further described below.
[014] In yet another contemplated realization, all the geometry axes of the blade can be moved in the direction or in the opposite direction to a geometry axis of the main system (for example, geometry axis 107, Figure 1). And each paddle can be moved in more than one way at a time, for example, tilted, while it is rotated around its paddle axis and both at the same time as the paddle is moved with the other paddles around the paddle the main system. Such aspects are also further described below.
[015] In addition to providing an increased ability to reduce the
4/32 drag and in some cases, increase thrust, the individual paddle control of the present technology improves the response time between the desired paddle action (eg positioning or movement) resulting from input signals eg a signal input from the controller or a boat captain to increase speed and / or operate in a low drag or energy saving mode and can also reduce noise (for example, underwater or underwater and noise passing into the air) and vibrations (for example, underwater and into the vessel).
[016] In some embodiments, efficiency, as well as fine control, is further promoted by a direct electric drive. The electric drive is connected directly to a rod of the main system's geometric axis and, thus, to a disc or plate that holds the propeller blades. The direct electric drive also promotes a quick response time between the input and the resulting propellant action.
[017] The additional features and advantages, as well as the structure and operation of various projects, are described in greater detail below with reference to the accompanying drawings. The technology is not limited to the specific accomplishments described in this document. Achievements are presented in this document for illustrative purposes only. The additional achievements will be evident to people skilled in the relevant technique (s) based on the lessons contained in this document.
IV Brief Description of the Figures [018] Exemplary embodiments can take the form of various components and component arrangements. Exemplary embodiments are illustrated in the accompanying drawings, along which similar reference numerals can indicate corresponding or similar parts in the various Figures.
[019] The drawings are for illustration purposes only.
5/32 preferential achievements and should not be construed as limiting the technology. Considering the following description of the training of the drawings, the innovative aspects of the present technology will be evident to a person of ordinary skill in the technique.
[020] Figure 1 is a perspective view of the cycloidal marine propulsion system positioned on a marine vessel.
[021] Figure 2 is a side section view of the system
Figure 1.
[022] Figure 3 is a schematic diagram of a computing device for use in performing functions of the present technology.
[023] Figure 4 is a flow chart showing operations of a method performed by the present technology.
V. Detailed Description of Achievements [024] Although the exemplary achievements are described in this document with illustrative achievements for particular deployments, it should be understood that the technology is not limited to them. Those skilled in the art with access to the teachings provided in this document will recognize additional modifications, applications and achievements within the scope of the same and additional fields in which the cycloid marine propulsion system described in this document would be of significant use.
Figure 1 - System Components [025] Figure 1 is a perspective view of a cycloid marine propulsion system 100, positioned on a marine vessel 101, according to the realizations of the present technology. System 100 includes a primary drive 102.
[026] In one embodiment, primary drive 102 is a completely electric drive.
[027] Drive 102 is, in one embodiment, connected
6/32 directly (for example, without complex intermediate components, such as clutches, reduction or acceleration gears) to a main vertical system rod 104 of system 100. Drive 102 is, in such a case, called a direct drive - for example, a direct electric drive.
[028] The main rod 104 is rigidly connected to a paddle mounting disc 106 and the two rotate around a geometric axis of the main system 107 during operation.
[029] System 100 also includes at least one angle sensor (not shown in detail) positioned on or adjacent to main rod 104.
[030] A direct drive arrangement promotes efficiency and fine control of the system 100, such as losses of intermediate structure (for example, couplings, such as a removable coupling, intermediate drive rods, such as a Cardan shaft and reduction gears, with or without one or more clutches) that would otherwise be present are avoided or largely limited.
[031] A direct drive arrangement, for example, a direct electric drive, also allows for very rapid system response. By limiting the intermediate structure between drive 102 and propeller disk 106, the time between an input signal, initiated by a system controller or vessel operator and the resulting propeller action - for example, rotation of the propeller disk 106. A system controller is described below.
[032] An electric motor 102 is, in one embodiment, a synchronous motor. Motor 102 can be a type of distorted field or permanent magnet motor. In one embodiment, motor 102 is an induction type motor. In another, engine 102 is a reluctance type engine.
7/32 [033] In contemplated embodiments, the main drive 102 is not electric or is not fully electric, so that it is, for example, a type of diesel engine mechanism or other internal combustion engine mechanism (eg Otto , oil, gas turbine, etc.) Drive 102 can include hydraulic or pneumatic features and connect directly or indirectly to main rod 104. Drive 102 is described below and in relation to Figure 2.
[034] In a contemplated embodiment, the main assembly drive 102 includes or is connected to a gear system (not shown) to turn the main rod 104. The gear system may include a gear ring, located at a periphery of the main rod 104, connected to one or more pinion gears driven by one or more high speed motors.
[035] The paddle mounting disc 106 can be called by other names, such as the main rotation assembly or the lower, internal structure. Disc 106 rotates with respect to a lower, outer frame or frame described further below with respect to Figure 2 and with reference number 210.
[036] Drive 102 - for example, direct drive - is, in some embodiments, controlled by a controller using a control map. The map comprises at least one algorithm according to which the main rod can be controlled. The map can use as inputs to determine the main rod operation, any of the wide variety of input data, such as any of the angle sensor outputs on or adjacent to the blade, the outputs of the sensor (s) main assembly angle (s), the system power that is used, the available system power, the speed of the vessel present, the vessel's attitude (for example, turn or pitch), the vessel's speed
8/32 desired or requested (through the command of a vessel operator or controller 300 (Figure 3), for example), wind speed, ambient water temperature, water depth, direction and / or position present, direction and / or desired or requested position (through, for example, the command of a vessel operator or the controller), a type or characteristic of the vessel 101, a propulsion arrangement, vessel captain command, self-generated command by controller, etc.
[037] The type of vessel will influence the method and type of control, due to the fact that it is important that certain vessels have precise station maintenance characteristics, for example, platform supply vessels or have fast transit times, but it still requires improved maneuverability, as in the case of ferries.
[038] The propulsion arrangement, relative to the vessel's center of gravity or other vessel handling parameter will require the control map to consider such characteristics and parameters. For example, a trailer typically has two propulsion units in the rear section furthest from the hull, while a ferry can have a propulsion unit in the front and rear of the ship.
[039] Rod 104 is controlled to achieve the desired vessel dynamics, such as vessel speed, vessel speed vector, vessel thrust and vessel attitude.
[040] The control map can also be configured to control the system 100 in a way that decreases or minimizes the drag created by one or more of the blades in order to thus improve fuel efficiency. Control can also be performed to maintain or produce more thrust and can be performed in less time than systems
Conventional 9/32, as mentioned above.
[041] The control may include controlling the movement of the main rod 104. Such control features are described further below in relation to Figures 3 and 4.
[042] The system 100 additionally includes multiple actuators 108, such as electric motors mounted locally to the propeller disk 106. Each actuator 108 is connected to the respective propeller blades of the system 110.
[043] Each paddle 110 includes a distal end 112 which is positioned below a bottom 113 of vessel 101 and, during the operation of system 100, positioned in water 115 in which vessel 101 is positioned.
[044] Each actuator 108 is controlled via control signals received from a system controller, for example, as described below. Although actuators 108 can be controlled to move their respective paddles 110 according to some ratios (for example, each paddle is controlled to be positioned at an additional 20 degrees in its rotation around its paddle axis relative to an adjacent paddle above on disk 106), each actuator 108 is controlled to drive its respective paddle 110 to move or not to move, regardless of any movement of any of the other paddles. That is, each actuator / paddle pair can be controlled to move while each of the other actuators / paddles is moved in any way or not.
[045] Thus, while one of the blades 110 can be rotated by a first angle in a first direction (for example, clockwise) around its longitudinal geometric axis (for example, normally vertical), for example, another of the blades 110 can be controlled to move in any direction, according to the control map, which may contain a
10/32 or more algorithms for such purposes, such as turning in the same direction or in an opposite direction at the same angle or at another angle or controlled to not move.
[046] System 100 also includes angle sensors on or adjacent to each blade 110. In one embodiment, these sensors are part of actuators 108. For simplicity, the sensors considered are illustrated by components 108 in the Figures , although the sensors can be physically distinct and / or connected to actuators 108.
[047] In the illustrated embodiment, system 100 includes five actuators 108 (identified, respectively, in Figures as 108A to E) connected to five respective propeller blades 110-110A to E. Although five blades connected to five actuators are shown in title for example, it should be noted that system 100 can include any number of actuators and respective blades.
[048] Actuators 108, in some embodiments, are controlled by, or include or are one or more electric motors. Such electric motors are considered to be shown by the same structure 108 in the Figures. Actuators 108, in some embodiments, include or are controlled by one or more other types of drives, such as pneumatic or hydraulic drives, considered shown by the same structure 108 in the Figures.
[049] Actuators 108 in some embodiments include electric stepper motors. In one embodiment, the actuators are motors of the reluctance type. Considerations in selecting or designing a motor for actuators 108 include any or all of the responsiveness (eg, response time), strength, robustness, durability, and noise reduction.
[050] Actuators 108 can be operated to control the speed - speed and direction of movement, angular and / or linear - of
11/32 respective blades 110.
[051] During operation, the position of each blade 110 is changed in a rotation phase of the system 100 in which the rotation disk 106 is rotated. The blades 110 which are rotated by the disc 106 can create vectorized thrust.
[052] The disk rotation and / or individual rotation of the blades can be, as mentioned above, controlled separately through a controller that implements a control map or algorithm in them. The control map can use as inputs to determine the main rod operation, any one of several inputs, such as any one of the outputs of the angle sensors on the blade or adjacent to the blade, output of the sensor (s) of main assembly angle, system power that is used, available system power, vessel speed present, desired or requested vessel speed (through, for example, the command of a vessel operator or controller 300 (Figure 3)) , wind speed, ambient water temperature, water depth, direction and / or position present, direction and / or position desired or requested (through, for example, the command of a vessel operator or controller), a type or vessel 101 characteristic, a propulsion arrangement, vessel captain command, controller self-generated command, etc.
[053] The angular velocity of any of the blades 110, around a respective geometrical axis of the blade 117 can be increased during the rotation phase to increase thrust. The angular speed of any paddle around its geometry axis 117 can also be changed to decrease the drag of paddle 110 in water 115 when vessel 101 moves.
[054] Paddles 110 are individually controlled to achieve desired vessel dynamics - for example,
12/32 vessel, buoyancy and attitude. The map or algorithm can also be configured to control the vessel to decrease or minimize the drag created by one or more of the paddles 110 against water 115 to improve fuel efficiency, and the like.
[055] In a contemplated realization, the thrust created by each blade 110 and / or the amount of drag generated by each blade 110 that moves through the water 115 can also be affected by the posture or position of the blade 110 in relation to the disk 106 - for example, angle of inclination of the blade axis 117. Any one or more of the blades 110 can be selectively moved so that a lower end, distal 114 of the blade 110 moved radially outward, further away from the geometric axis of the main blade system. rotation 107.
[056] Each shovel can be moved in more than one way at a time, as mentioned. A blade can be tilted (i.e., in order to change an angle of the blade geometry axis 117 with respect to the geometry axis of the main system 107), for example, while it is rotated around its blade geometry axis 117. And the paddle can be tilted while it is rotated around its paddle geometry axis and both at the same time as the paddle is moved with the other paddles around the main system geometry axis. The blade can also be moved in translation, as a whole, in the direction or in the direction opposite to the geometric axis of the main system 107 while the blade is moved in another direction, for example, it is rotated around its geometric axis 117 and / or is inclined - in order to change an angle of the blade geometry axis 107 in relation to the main system geometry axis 117.
[057] In one embodiment, the system 100, or at least vessel 101 includes a back plate 116. In the illustrated embodiment, plate 116 is suspended below vessel 101 and positioned just below the tips 114 of the paddles 110.
13/32 [058] In a particularly contemplated realization, the posture of each paddle 110 can also be controlled by the controller, in order to deploy the control map or algorithm based on any of the controller inputs described in this document. The controller and the control map or algorithm are further described below with respect to Figures 3 and 4.
[059] The individual cycloidal system blade control of the present technology, with the use of an electric drive that controls each of the multiple cycloidal propeller blades, for example, allows a complex and fine control of the blade angles. Paddles can be controlled to achieve benefits, including desired vessel dynamics, such as anchoring, translation or linear movement - for example, straight forward, reverse or side movement.
[060] The paddle control, as mentioned above, can be carried out according to the control map in ways that aim to reduce drag. Dragging can be reduced, for example, by controlling individual paddles separately so that each paddle 110 creates a limited amount of friction with the water 115 through which paddles 110 move.
[061] The map can be configured to make each blade 100, in all cases, positioned and / or moved to create a desired thrust while minimizing the drag created by the blade. The map can be configured to cause each shovel 100, in all cases, to be positioned and / or moved to minimize drag while not currently performing a thrust creation action.
[062] An individual paddle control arrangement also enhances the system response by limiting the intermediate structure between drive 102 and the lower disk 106, such as the complex mechanical and sliding gears of conventional VSP arrangements. In
Accordingly, the time is limited between an input signal initiated by a system controller or vessel operator and the resulting positioning or movement of the paddle.
Figure 2 - Cycloid Propulsion System in More Details [063] Figure 2 is a section of system 100 in Figure 1. The realization shown includes upper bearings 202 and lower bearings 204.
[064] The upper bearings 202 facilitate the turning of the main stem 104, or structure rigidly connected to the geometric axis 104, in relation to the adjacent static structure. The upper bearings 202 are positioned between an upper inner edge 206 rigidly connected to the main rod 104 and an upper outer edge 208 connected to the vessel frame 101.
[065] The lower bearings 204 facilitate the turning of the main geometry axis 104 or the movement of the rigidly connected structure to the main stem 104, and in relation to the adjacent static structure. The lower bearings 204 are positioned between, for example, a lower inner edge 210 rigidly connected to the main rod 104 or disc 106 and a lower outer edge 212 connected to the adjacent frame of the vessel 101.
Figure 3 - Computer System [066] Figure 3 is a schematic diagram of a computing device 300 for use in performing functions of the present technology. Device 300 is configured to control various functions of system 100 and can also be called a controller.
[067] Although the connections are not shown between all components shown in Figure 3, the components can interact with each other to perform computer system functions.
15/32 [068] Computer device 300 includes a memory or computer-readable medium 302, such as a volatile medium, non-volatile medium, removable medium and non-removable medium. The term computer-readable media and variants thereof, as used in the specification and in the claims, refers to tangible or non-transitory, computer-readable storage devices.
[069] In some embodiments, storage media include volatile and / or non-volatile, removable and / or non-removable media, such as, for example, random access memory (RAM), read-only memory (ROM), memory programmable and electrically erasable read-only (EEPROM), solid-state memory or other memory technology, CD ROM, DVD, BLU-RAY or other optical disk storage, magnetic tape, magnetic disk storage or other magnetic storage devices.
[070] Computer device 300 further includes a computer processor 304 connected or connectable to computer-readable medium 302 by means of a communication link 306, such as a computer bus.
[071] The processor can be multiple processors, which can include distributed processors or parallel processors on a single machine or multiple machines. The processor can be used to support a virtual processing environment. The processor can include a state machine, an application-specific integrated circuit (ASIC), programmable port assembly (PGA) that includes a Field PGA or a state machine. References in this document to the processor that executes code or instructions to perform operations, actions, tasks, functions, steps or the like, may include the processor that performs operations directly and / or that facilitates, directs or cooperates with another
16/32 device or component to perform operations.
[072] Computer-readable medium 302 includes instructions executable by computer or code 308. Instructions executable by computer 308 are executable through processor 304 to make the processor and thus computer device 300 perform any combination of functions described in the present disclosure.
[073] Instructions 308 include instructions or code 309 to control the operation of system 100 (Figures 1 and 2). Code 309 traces a route or maps various conditions, indicated by vessel conditions 101, to issue commands to one or more controllable components of system 100. Code 309 can be called a control map, mapping code, definition code route, decision and includes several algorithms that define any desired relationships between conditions and the respective commands.
[074] The exemplary entry on the 309 control map includes those mentioned above, such as any one of or a combination of: output from angle sensors on the blade or adjacent to the blade; output of the main assembly angle sensor (s); system power that is used; available system power; speed of vessel present; desired or requested vessel speed (through, for example, the command of a vessel operator or controller 300); wind speed; ambient water temperature; water depth; desired or requested direction or position (through, for example, the command of a vessel operator or controller 300); a type or characteristic of vessel 101; a propulsion arrangement; captain command of the vessel; command self-generated by controller, etc.
[075] The control map 309 in an implementation includes mapping, in relation to one or more suitable outputs, any one among several
17/32 combinations of such entries and indications communicated by the entries. Exemplary indications include the possibility that a device or condition is present / not present, on / off, percentages (for example, percentage of vessel power being used or available), levels (for example, vessel speed, operating temperature, water), quantities (e.g., remaining battery power) and / or other values (e.g., angular, linear position or other position in relation to the main geometry axis 104 or any propeller blade (s) 110).
[076] The outputs include commands or signals with instructions for the operation of one or more components of system 100. Controllable components can include the main system drive 102 which controls the rotation of the main axis 104. As mentioned, the main drive 102 in one embodiment includes an electric drive connected directly to the main geometry axis 104. The aspects of the main geometry axis 104 controlled mainly include the direction of rotation and speed of rotation. The rotation of the main geometry axis directly affects the rotation of the blade assembly disk 106 and, therefore, the rotation of all blades 110 around the geometric axis of the main system 107.
[077] Controllable components may also include each of the propeller blades 110. In such embodiments, the blades 110 are configured and connected to the mounting frame or disk 106 to be moved independently of any movement or non-movement of any of the others. shovels. For example, the configuration and arrangement allow the controller 300 to rotate counterclockwise around its geometric axis 117, from a first of the blades 110, at a first speed, while the adjacent blades 110 are kept without rotating at the same time. around their geometric axes 117, rotated clockwise or rotated counterclockwise at a different speed, etc.
18/32 [078] The paddles 110 are also, in some embodiments, configured and connected to the mounting structure or disk 106 to be moved independently of any movement, not movement or rotational position of the vertical main assembly.
[079] Mapping code 309 can be arranged in any way that connects multiple inputs (for example, vessel captain commands and water conditions) with predefined corresponding outputs (operational signals for system components). Mapping code 309 is, in one embodiment, arranged in a set format, such as a matrix that connects various conditions (for example, inputs) to the corresponding outputs (for example, component-specific control commands).
[080] As a simple example of an output (for example, the control command) that corresponds on map 309 to a base condition (for example, inputs), the input can include the issuing of the controller 300 or the issuing of the operator vessel, while the vessel does not create or should not create buoyancy (for example, sliding into a port), a command that requests or reports a willingness to limit drag. The command can include or be reported for a power or energy savings request. The output, in this example, can include a command for main drive 102 to stop (if not already stopped) and a command for one or any combination, including all paddles 100 aligning with a present or desired vessel direction (this ie, so that the main side portions of the paddle (s) are facing perpendicular to the present or desired direction) so that the paddles create limited drag as they move through the water 115 with the vessel 101. This can be an appropriate request and a resulting command for situations where a vessel (for example, a ferry) approaches a stop at a
19/32 speed slow enough for the vessel to reach a destination (for example, the port to which it approaches) if dragging is minimized. In such a scenario, power and energy (for example, fuel) are saved.
[081] As another example of power / energy savings, a vessel operator or controller 300 can issue a command to move the vessel to save power or energy. The movement may include initiating a movement of the vessel in any desired direction - linear and / or turning. In the example of linear motion, the cycloid system 100 can be used to create linear motion of the vessel in any direction.
[082] Due to the fact that dragging limits the vessel's movement, the vessel's speed can be maintained or achieved with less thrust if the drag is decreased. Thus, for energy saving mode, the vessel speed can be increased simply by reducing drag, without increasing the speed rotation of the main geometry axis (and therefore the discs 106 and the blades 110 in their collective rotation) around geometric axis 107). Drag reduction can be achieved by controlling each paddle 110 independently, so that it has, at any time, a position that limits drag under circumstances, such as to limit drag while also being moved to create the level of drag. existing thrust.
[083] Although a variable control may include a rotational position of the blade 110 around the main geometry axis 107, the system is also, in some embodiments, as mentioned, configured so that each blade can be moved independently of any movement, not rotational movement or position of the vertical main assembly.
[084] One or more of the blades can sometimes be moved from the
20/32 same way, however, in general, each shovel is controlled to move and be positioned differently in this scenario. Such independent control is impossible with the use of conventional cycloid systems in which the operation of each cycloid blade is linked to the movement of the other blades through complex mechanical gears.
[085] The paddle adjustment can include controlling the paddle direction and rate of rotation around its 117 axis.
[086] The paddle adjustment may instead also include controlling a pitch or pitch of the paddle 110 - for example, paddle pitch and its 117 axis, such as by moving a lower paddle tip to outside, in the direction contrary to the geometric axis of the main system 107.
[087] Thrust can be created through a paddle 110, can be increased by adjusting or controlling any one or more of the paddle's movement or position around its geometry axis 117, its movement or position around the geometric axis main 107 and an angle of inclination of the blade (for example, tilting the blade so that a lower end is moved in the opposite direction or towards the geometric axis of the main system 107).
[088] At the same time or separately, the drag created through a paddle 110 that moves through water 115 can be reduced by adjusting or controlling any one or more of the paddle's movement or position around its geometric axis 117 , its movement or position around the main geometry axis 107 and an angle of inclination of the blade (for example, inclination of the blade so that a lower tip is moved in the opposite direction or towards the geometric axis of the main system 107).
[089] In a contemplated realization, system 100 is configured so that the blade 110 can be moved in its entirety in the opposite direction to the main geometric axis to achieve the results
21/32 desired (for example, increase thrust and / or reduce drag). The disk 106 or structure connected to it would, in this case, be arranged so that each blade or all of the blades together can be moved in the opposite direction to the main geometry axis 107. The lower tip of the blade 110 can be moved in the opposite direction or towards the main geometry axis 107 by an amount equal to which an upper tip of the blade 110 is moved in the opposite direction or towards the geometric axis 107, so that the angle of the geometric axis of the blade 117 is kept constant in the movement. Or the angle of the blade geometry axis 117 can be changed in motion, such as moving the lower tip 114 outward more slowly than an upper blade tip 110.
[090] The drag created by each blade 110 is reduced when, for example, each blade 110 is controlled to an ideal rotational position (that is, around its geometric axis 107), vertical position according to an absolute rotational position of the main assembly in relation to the intended thrust direction. Drag reduction can be achieved by modifying the rotational position of the local blade as the absolute position of the main assembly changes.
[091] As an example of reported energy savings, the vessel's linear speed can be maintained as long as less power / energy is used. Due to the fact that the drag characteristics mentioned above, the linear speed of the vessel 100 can be maintained while one or more aspects of the system 100 can be decelerated, for example, the rotation of the main geometry axis 104, simply by adjusting the blades in time. to reduce drag.
[092] The control map is configured to optimize drag reduction according to factors such as vessel direction, speed and desired speed based on inputs, such as
22/32 such as those of ship sensors, including those detection parameters that include attitude around, pitch and yaw. In some deployments, a greater drag reduction effect is generated as a part of the supply, through the paddle control, the requested direction and speed. It will be apparent that the blades that provide thrust are not limited to providing thrust and steering functions - for example, blades that move in a forward direction, that is, that return to the thrust supply position, can be used to provide steering thrust. Such division of tasks means that the blades can be more or less active during the positional alteration of the geometric axis of the vertical main set. In some cases, such as when the vessel is in deep water or sheltered, the vessel's position will need correction without reducing thrust.
[093] The term 'sheltered' refers to conditions, when operating a ship, in which the ship is free of navigation obstacles and the ship's propulsion system can be operated at any desired power level, for example, a level for be compatible with a mission profile. In ferries, sheltered can involve conditions that allow the ferry to operate at full power. Sheltered can also refer to such operation of the ship (for example, without limits, to power, etc.). On cruise ships, sheltered can include the cruise operating according to a schedule at a power level between about 30 and about 100% of the total load, depending on factors such as distance between ports, weather and the like. Sheltered can also refer to the operation of the propulsion system under conditions that will not noticeably change in a justified way during the trip (for example, during a sheltered portion of the trip) until it approaches the slope or navigation obstacles.
[094] The computer system 300 comprises,
23/32 additionally, an input / output (I / O) device 310 or communication interface, such as a wireless transducer and / or a wired communication port. Processor 304 that executes instructions 308 receives inputs from any of a wide variety of input sources 312 and provides an output to any of a wide variety of outputs 314.
[095] The exemplary input devices 312 include a temperature sensor (air, water, motor mechanism, motor, etc.), rotary speed sensor of main shaft axis, paddle position sensor, speed sensor paddle rotation, another paddle position or motion sensor, vessel speed sensor, the controller itself (which provides, for example, a command or other input through the processor from a portion of the instructions (eg, map 309 or other code 308) to another (for example, map 309), sensor or system power indicator, (through, for example, a command from a vessel operator or controller 300 (Figure 3)), sensor wind speed, water depth sensor, sensor or indicator of direction or vessel position (for example, GPS), data indicating a characteristic (for example, an intrinsic resource) or vessel type 101, a sensor or indicator that expresses data about and the vessel's propulsion arrangement, data from a vessel's captain, etc.
[096] Communications to / from device 310 may be in the form of signals, messages or packaged data, for example. The device 310 can include one or more transducers, transmitters and / or receivers. Device 310 may include wired and / or wireless interfaces to communicate with input and output components 312, 314.
Figure 4 - Operation Methods [097] Figure 4 is a flow chart showing the operations of
24/32 a method 400 performed using the present technology, in accordance with an embodiment of the present disclosure.
[098] The operations or steps of Method 400 are not necessarily presented in any specific order and the performance of some or all steps in an alternative order is possible and is contemplated. The steps were presented in the order shown for ease of description and illustration. The steps can be added, omitted and / or performed simultaneously without departing from the scope of the attached claims.
[099] The illustrated method 400 can be terminated at any time. In certain embodiments, some or all of the steps in this process and / or substantially equivalent steps are performed by executing computer-readable instructions, such as instructions 308 that include the 309 control map, stored or included in a computer-readable medium , such as memory 302 of controller 300.
[0100] Method 400 is started 401 and the flow goes to block 402, while the controller obtains a vessel or motion or motion kinematics command. Although the command is called a kinematic or motion or motion command and although the command may include initiating a vessel motion other than a current motion, the kinematic vessel command can also be configured to (i) maintain an existing vessel motion , such as a current speed or direction, to (ii) stop the vehicle in any one or more directions (angular or linear) or to (iii) maintain a non-motion state.
[0101] The fetch operation can include receiving the command that is driven to processor 304. In a deployment, fetching includes processor 304 retrieving the command - for example, requesting and receiving the command.
25/32 [0102] The command, in some cases, is generated by controller 300 - that is, through processor 304 that executes instructions 308. The command can be generated, for example, in response to a determination by controller 300 that a change in boat speed and / or direction is necessary, such as to maintain a predefined boat route or to avoid an obstacle.
[0103] The command can also be initiated through an order from a vessel operator, such as a vessel captain who selects a physical or virtual button indicating a power-saving or energy-saving mode, moving a control virtual or physical to change the vessel direction and / or move a virtual or physical vessel control to change the vessel speed.
[0104] In step 404, the controller accesses and processes control map 309. In step 406, processor 304 that executes control map 309 obtains (for example, receives or retrieves) input data to be used in processing the control map 309. Some or all of the inputs may already be present before or when processor 304 accesses the control map 309 and some or all of the inputs may be retrieved through processor 304 in response to the determination that the input (s) (s) is / are required in processing the control map.
[0105] Entries can be received from any of a wide variety of sources without departing from the scope of this technology. Entries can be received from processor 304 that executes certain aspects of the instructions, even the control map 309. Entries can be received from other electronic components of vessel 100, such as any of the sensors described in this document ( vessel speed, vessel attitude, vessel location, blade rotation speed, water temperature,
26/32 depth of water, etc.) or similar.
[0106] Processor 304 that executes control map 309 determines (for example, generates), based on the inputs received, one or more ways to adjust or maintain the operation of at least one vessel component. Block 408 represents an example by which processor 304 executing map 309 determines a command to control (e.g., change or maintain) a rotational speed of the main geometry axis 104.
[0107] Block 410 represents another example, whereby the controller that executes map 309 determines (for example, generates) one or more commands to control (for example, change or maintain) a position and / or rotational speed ( around the paddle geometry axis 117) of a paddle 110. Step 410 is, in some deployments, performed separately for each paddle 110. The separate realization can take place substantially simultaneously.
[0108] In some deployments, although each blade 110 is independently controlled, as mentioned, the controller determines that one or more commands to control the position or rotational speed of more than one blade, generally, at the same time.
[0109] In block 412, the determined main axis command (which indicates, for example, an instruction to increase the speed of the main axis by 2 revolutions / min.) Is provided for the main axis axis driver 102 to maintain or change a rotational characteristic of the main stem 104.
[0110] In block 414, the determined paddle command (for example, which indicates an instruction to increase paddle rotation around the paddle axis 117) is provided for a paddle actuator 108 (for example, independent electric motor ) to maintain or change a feature
27/32 position and / or movement (for example, increasing blade rotation) for blade 110.
[0111] As per step 410 above, the present operation 414 is, in some deployments, performed separately for each blade 110. The separate implementation can occur substantially simultaneously. In some deployments, although each blade 110 is controlled independently, through its respective actuator (for example, independent electric motor), as mentioned, the 304 processor can generate commands to control the position or rotational speed of more than one blade, so general, at the same time and the commands for several paddles can be related. As mentioned, for example, actuators 108 can be controlled to move their respective blades 110 according to some ratios - for example, each blade is controlled so that it is positioned 20 degrees farther in its rotation around its geometric axis paddle 117 than a previous adjacent paddle 110 of paddles 110 on disk 106.
[0112] During operation 416, the controller determines whether a new kinematic vessel command (VKC) is present. In some embodiments, operation 416 includes a passive function of receiving or not receiving a new VKC. As provided, although the (VKC) command is called a kinematic or motion or motion command and although the command may include starting a vessel motion other than a current motion, the kinematic vessel command can also be set to (i) maintain an existing vessel motion, such as a current speed or direction, to (ii) stop the vehicle in any one or more directions (angular or linear) or (iii) maintain a non-motion state.
[0113] If there is no new VKC, the flow proceeds to return route 417 for steps 404 et seq., As well as for any further processing and any new output determinations that need to be
28/32 carried out or provided in order to maintain, reach or get closer to reaching a desired vessel state. Such subsequent iterations of method 400 may include obtaining new (for example, different) and / or updated sensor data in block 406.
[0114] In response to a new VKC, such as from an electronic part of the controller or vessel driven by a vessel operator in block 418, the nine VKC is admitted, stored in cache or other memory as a current VKC or, otherwise, processed through processor 304 to provide the effect to the new VKC.
[0115] Upon receipt of the new VKC, the flow follows return route 419 to steps 404 et seq., As well as for any further processing and any new outbound determinations that must be performed or provided in order to maintain, achieve or getting closer to reaching a desired vessel status. As shown through the Figures, such subsequent iterations of method 400 may include obtaining new (for example, different) and / or updated sensor data in block 406.
[0116] Process 400 can be repeated in order to perform one or more VKCs over time. Process 400 can be terminated 421, such as by shutting down controller 300 or system 100 or when a vessel operator selects an off or suspended mode.
Benefits and Advantages [0117] This section elaborates on the benefits of the present technology described above. The benefits are achieved through the controls described in this document. Control features include controlling any or all of the individual blade position, individual blade movement, main shaft axis position and shaft axis movement
Main 29/32.
[0118] Such controls can be achieved using, for example, individually controllable paddles, electric motor paddle actuator and a direct drive (for example, electric motor) for main rod control.
[0119] One of the main advantages of this technology is an ability to decrease the power and energy used by a marine cycloid propulsion system. As mentioned, noise (for example, underwater noise and / or noise passed into the air) can also be reduced, as can vibrations through water, boats, etc. The savings result in more efficient fuel consumption, reduced fuel cost (capital cost of the operation), lower emissions and extended ship range with the same amount of fuel.
[0120] The technical advantages of the present technology include an ability to achieve higher speeds, including higher speeds at an equivalent power expenditure by reducing drag.
[0121] Another technical advantage includes an improved vessel maneuverability. The improved maneuverability of the vessel is attainable through the ability to control each paddle 110 individually in real time.
[0122] Another benefit of technology is greater flexibility for designing vessels. Flexibility is the result of high maneuverability and speeds that can be reached by vessels that incorporate the present technology. As a result, the vessel can be designed in previously unreachable ways without sacrificing maneuverability or speed.
[0123] Flexibility can also result from an ability to use any of a variety of drives, such as one or
30/32 more among diesel and / or electric motors to control the main drive rod and a separate controllable electric motor for each of the plurality of cycloidal propeller blades.
Conclusion [0124] Alternative achievements, examples and modifications that are still encompassed by technology can be achieved by elements versed in the technique, particularly in the light of the aforementioned teachings. Furthermore, it should be understood that the terminology used to describe the technology is intended to be in the nature of words of description rather than limitation.
[0125] The elements skilled in the art will also note that various adaptations and modifications of the preferred and alternative achievements described above can be configured without departing from the scope and spirit of the technology. Therefore, it is understood that, within the scope of the appended claims, the technology may be practiced in a manner other than that specifically described in this document.
List of Parts
Figure 1
100 Marine propulsion system
101 Marine vessel
102 Primary drive
104 Main axis geometry drive
106 Paddle mounting disc - bottom / inner frame
107 System geometry axis
108 Paddle control engines (five 108-a-e engines)
110 Paddles (five paddles 110a-e)
112 Lower blade portion
113 Boat bottom
31/32
Ambient water Thrust plate Geometrical paddle shaft
Top bearings
Lower bearings
Upper internal structure
Top frame
Lower internal structure
Bottom frame
Controller device
Memory
Processor
Communication bus
Computer code
Control map
L / O Interface (Input / Output)
Input devices (sensors, etc.)
Output devices (electronic motors)
Operation method
Start
Obtain vessel movement command (VMC)
Access and use control map (CM)
Obtain entries requested by the latest CM and VMC Determine angular velocity of main geometry axis based on CM
32/32
410
412
414
416
417
418
419
421
Determine position for each propeller blade
Send signal to main shaft shaft motor for specified speed
Send signal to each paddle actuator (for example, electronic motors)
Determine if there is a new VMC
Return route along a negative-to-decision path
Accept new VMC if present
Return route along a positive-result-paradigm trajectory
End
1/7

权利要求:
Claims (20)
[1]
Claims
1. CYCLEIDE MARINE PROPULSION SYSTEM, characterized by the fact that it comprises:
a paddle mounting disc;
a plurality of propeller blades, each of which has a respective primary blade geometry axis and is connected to the disc in a way that allows the blade to be rotated around its primary blade geometry regardless of any rotation around the geometric axis of any other among the propeller blades;
a plurality of electric actuators, each actuator being connected to a respective blade between the propeller blades; and a controller in communication, selectively, with each of the electric actuators to control each of the actuators.
[2]
2. MARINE CYCLEIDE PROPULSION SYSTEM, according to claim 1, characterized by the fact that the controller includes instructions executable by computer that comprising a control map that, when executed by a processor of the controller, causes the processor to control separately each of the electric actuators according to the control map.
[3]
3. MARINE CYCLEIDE PROPULSION SYSTEM, according to claim 2, characterized by the fact that it additionally comprises:
a primary vertical geometric axis drive rod connected to the lower disk; and a primary geometry axis drive connected to the drive shaft to turn the shaft and thus turn the lower disk;
where the computer executable instructions, which comprise the control map, when executed by the processor,
2/7 causes the processor to control the operation of the primary geometry axis drive according to the control map.
[4]
4. MARINE CYCLEIDE PROPULSION SYSTEM, according to claim 1, characterized by the fact that it additionally comprises:
a primary vertical geometric axis drive rod connected to the lower disk; and a primary geometry axis drive connected to the drive shaft to turn the shaft and thus the lower disk;
wherein the primary axis drive includes an electric motor connected directly to the primary vertical axis drive shaft.
[5]
5. CYCLEIDE MARINE PROPULSION SYSTEM, according to claim 1, characterized by the fact that it additionally comprises:
a primary vertical geometric axis drive rod connected to the lower disk; and a primary geometry axis drive connected to the drive shaft to turn the shaft and thus the lower disk;
where the controller is in communication with the primary geometry axis drive to control the drive according to the control map.
[6]
6. CYCLEID MARINE PROPULSION SYSTEM, according to claim 1, characterized by the fact that each of the plurality of propeller blades is connected to the disc in a way that allows the blade to be tilted regardless of any inclination of any one among the other propeller blades.
[7]
7. MARINE CYCLEIDE PROPULSION SYSTEM,
3/7 according to claim 6, in which the controller includes instructions executable by computer, characterized by the fact that it comprises a control map that, when executed by a processor of the controller, makes the processor separately control each of the actuators to control the blade inclination independently, according to the control map.
[8]
8. MARINE CYCLEIDE PROPULSION SYSTEM, according to claim 2, characterized by the fact that the control map includes a code that, when executed by the processor, produces an output, used to separately control each of the electric actuators, based on at least one data entry selected from a group consisting of:
sensor data in the paddle; adjacent paddle angle sensor data; main assembly angle sensor data; system power data present; available system power data; vessel speed data present; vessel speed data requested; wind speed data;
ambient water temperature data; vessel steering data present; vessel direction data requested; vessel position data present; vessel position data requested; water depth data;
water flow data; water type data;
4/7 propulsion disposition data; captain command of the vessel; and self-generated command by controller.
[9]
9. CYCLEID MARINE PROPULSION SYSTEM, according to claim 1, characterized by the fact that it additionally comprises:
a primary vertical geometric axis drive rod connected to the lower disk;
wherein each of the plurality of propeller blades is connected to the disk in a manner that allows the blade to be rotated around its primary blade axis independently of any rotation around the axis, non-rotation and position of the rod primary vertical axis drive system.
[10]
10. METHOD TO CONTROL A CYCLEID MACHINE PROPULSION SYSTEM, which is used on a marine vessel, characterized by the fact that it comprises:
obtain, through a controller processor, a kinematic control of the vessel;
access, through the processor, a control map;
obtain, through the processor, input data indicative of at least one present condition associated with the vessel;
determine, with the use of the kinematic vessel command, the control map and the input data, distinct blade control commands to independently control each of the multiple cycloidal propeller blades; and transmitting the paddle control commands to multiple actuators connected to the respective paddles between the cycloidal propeller paddles.
[11]
11. METHOD, according to claim 10, characterized
5/7 due to the fact that each of the actuators includes an electric motor.
[12]
12. METHOD, according to claim 10, characterized by the fact that the kinematic vessel command indicates a request to stop the vessel, maintain a vessel's present movement characteristic, or to maintain a vessel's non-movement characteristic.
[13]
13. METHOD, according to claim 10, characterized by the fact that:
the kinematic command of a vessel is a kinematic command of a previous vessel; and the method further comprises determining whether a new kinematic vessel command is present and acting on the basis of the new kinematic vessel command if it is present.
[14]
14. METHOD, according to claim 10, characterized by the fact that it additionally comprises:
determine, using the kinematic vessel command, the control map and input data, a main axis drive control command to control a system's main axis drive; and transmitting the main axis drive control commands to the main axis drive.
[15]
15. METHOD, according to claim 10, characterized by the fact that the paddle control commands request at least one change selected from a group consisting of:
a change in the position of the respective blade;
a change in a paddle rotation around a paddle geometry; and an inclination of the paddle.
6/7
[16]
16. METHOD, according to claim 10, characterized by the fact that:
the vessel includes a primary vertical geometric axis drive rod;
each of the plurality of propeller blades is connected to the disk in a way that allows the blade to be rotated around its primary blade axis independently of any rotation around the axis, non-rotation and position of the drive rod primary vertical geometric axis; and determining, using the kinematic vessel command, the control map and input data, separate paddle control commands to independently control each of the multiple cycloidal propeller paddles, includes determining paddle control commands to control the blades, where each blade is not mechanically limited to just one blade position based on the rotational movement around the geometry axis, not movement and position of the primary drive rod.
[17]
17. METHOD TO CONTROL A CYCLEID MACHINE PROPULSION SYSTEM, which is used on a marine vessel, characterized by the fact that it comprises:
access, through the processor, a control map;
obtain, through the processor, input data indicative of at least one present condition associated with the vessel;
determine, using the control map and the input data, separate blade control commands to independently control each of the multiple cycloidal propeller blades; and transmitting the paddle control commands to multiple actuators connected to the respective paddles between the cycloidal propeller paddles.
[18]
18. METHOD, according to claim 17, characterized
7/7 because it additionally comprises:
determine, using the control map and the input data, a control command for driving the main geometry axis to control a driving for the main geometry axis of the system; and transmitting the main axis drive control commands to the main axis drive.
[19]
19. METHOD, according to claim 17, characterized by the fact that:
the vessel includes a primary vertical geometric axis drive rod;
each of the plurality of propeller blades is connected to the disk in a way that allows the blade to be rotated around its primary blade geometry regardless of any rotation around the geometry axis, non-rotation and position of the drive rod primary vertical geometric axis; and determining, using the kinematic vessel command, the control map and input data, separate paddle control commands to independently control each of the multiple cycloidal propeller paddles, includes determining paddle control commands to control the blades, where each blade is not mechanically limited to just one blade position based on rotational movement around the geometry axis, not movement and position of the primary drive rod.
[20]
20. METHOD, according to claim 17, characterized by the fact that the paddle control commands request at least one of a change in a paddle rotation around a paddle geometry and / or a paddle inclination.
1/4

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同族专利:

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公开号 | 公开日

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EP2944556A1|2015-11-18|

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CA2891034A1|2015-11-12|

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CN105083515B|2019-05-31|

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EP2944556B1|2018-07-11|

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US20150321740A1|2015-11-12|

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法律状态:
2018-03-20| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

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2018-04-03| B08F| Application dismissed because of non-payment of annual fees [chapter 8.6 patent gazette]|

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