• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an add-on propulsion control system (1) (PCS), designed to cooperate with an already existing PCS / RCS solution (5) for the purpose of minimizing fuel consumption in the propulsion of larger ships.
    公开号:DK201770818A1
    申请号:DKP201770818
    申请日:2017-11-02
    公开日:2019-05-07
    发明作者:Olaf Kruse Stoustrup Lars
    申请人:Frugal Technologies Aps；
    IPC主号:
    专利说明:

    Progress control system, its use and method of progress control using the system
    The invention relates to an optimization solution in the form of an add-on propulsion control system designed to cooperate with an already existing PCS / RCS solution, which regulates the relationship between RPM, propeller pitch and torque on the main shaft following a so-called combinator curve, minimize fuel consumption by propelling larger ships.
    In addition, the invention relates to the use of the same as well as to a method of progress control by means of the system.
    There are several propulsion control systems for use on ships to control and control the propulsion of vessels.
    The systems can be broadly divided as follows:
    1. Fixed propeller - where only the RPM (the speed of the engine and thus the propeller) can be controlled. This is usually the way in which the very progress of very large vessels is regulated. Engine and propeller are designed / designed so that the fuel consumption is optimal at certain speeds through the water and in the context of a very specific trim and a certain draft.
    The common designation of these values is the design condition of the vessel. Failure to operate the vessel in this condition may result in excessive fuel consumption and the propulsion will be ineffective.
    DK 2017 70818 A1
    2. Fixed RPM (RPM) - at which system the engine speed is maintained and only the screw blades are turned / tilted (also called pitch or propeller pitch) to change the vessel's speed through the water. This is a commonly used propulsion control system for vessels equipped with a so-called shaft generator (alternator) for power generation, as changes in RPM will change the produced frequency accordingly, and this is only possible to a very limited extent, as consumers of the power produced are dependent on a steady current frequency.
    As above under cl. 1, it also applies here that the propulsion control system is purely consumable only within relatively small intervals for trim, draft and speed, ie. a limited set of modes.
    This type is often chosen over a combinator mode.
    3. Combinator mode - Where both RPM and pitch (angle of propeller blades) can be changed. Here, the vessel's propulsion is regulated by a so-called combinator curve, which specifies related values for RPM and pitch at different values of propulsion force. The curve only includes values that are within the limits defined for a specific combination of engine and propeller.
    Such curves are typically built into or supplied with the propulsion control system provided with the vessel.
    If engine rpm, pitch and torque are controlled in conjunction with such a table, it is called combinator mode.
    DK 2017 70818 A1
    This method is often used on smaller ships and on some larger vessels that have separate diesel generators or that have the necessary power electronics to control the frequency of the current produced by the generator in the case of shaft generator.
    Combinator mode is significantly more efficient than both 1. '' Fixed propeller '' and 2. '' Fast RPM '', but is still dependent on the ship operating at the design state. Otherwise, combinator mode will also not deliver the optimum operating result, and in some cases it may lead to engine problems as it may overload.
    In this type of operation, it is customary to have a single load curve. The load curve describes how hard the engine has to work at a certain speed. It is important to avoid overheating, stalling and other problems. The load curve is very similar to combinator curves best for the ship's design condition. If you move outside it, it will again be advantageous to have a load curve that fits the specific condition. The specific problem that some ships experience is that combinator operation brings the engine too near or past the engine's load curve when the concrete condition is different from the design state.
    As can be seen, there are several drawbacks to the prior art mentioned above, and even the latest technique has the disadvantage that the system does not store and therefore does not use stored experience and only respond to immediate inputs.
    It is therefore an object of this invention to provide a propulsion control system without the above disadvantages.
    Abbreviations and synonyms used in this application:
    DK 2017 70818 A1
    PCS / RCS: Propulsion Control System / Remote Control System:
    FKS: Progress control system, the PCS described in this application
    Tilt: Heeling across vessel.
    Trim: The ratio of draft to fore and aft.
    RPM: Engine RPM.
    Pitch: Propeller pitch: Figures for turning / turning adjustable screw blades.
    Speed: Speed through the water.
    Propulsion: The measures used to propel the vessel forward.
    PLC: Programmable Logic Controller
    MPC: Model Predictive
    Control
    PC: Personal computer
    Interface: Interface
    UDI: User Display Interface. user interface
    CE: Calculation Engine: Calculation Core
    CEI: Calculation Engine Interface:
    Thrust handle: Controller used to set the desired thrust.
    The object of the invention is met according to the invention by means of the control system stated in the preamble of claim 1, which is characterized in that FKS uses the principles of MPC (Model Predictive Control) to make the interaction between the components part of a ship's operation more efficient, including especially the main engine and propeller. FKS comprises a number of sensors,
    DK 2017 70818 A1 which provides data and measurement values as input to the calculations in the mathematical model of the vessel, as well as PLC equipment, which converts analog sensor data into digital data and vice versa, and in addition, FKS includes at least one standard PC that can execute it for the system. necessary software capable of producing combinatorial curves which, at any given time, correspond to the current state of the ship (draft, trim, etc.) which, based on the mathematical model of the propulsion components of the vessel, translate into combined containing curves parameters describing the necessary engine and propeller settings for a desired propulsion with the aim of achieving the desired propulsion in the most cost-effective manner.
    In this way, on the basis of the principles of MPC, it is possible to continuously / dynamically collect, calculate and use data about a system and thus build up knowledge about how the same system responds to different inputs. Furthermore, the control tables produced on the basis of these previously collected and processed data contain coherent control parameters that are optimized in relation to e.g. fuel consumption or any. other parameters.
    The object of the invention is furthermore also met as set forth in claim 2, characterized in that the software belonging to the system comprises a data logger which collects and maintains sensor data from the PLC equipment at short intervals and stores it in a database, as well as a CE, which with longer spaces process, validate, filter, compare and interpolate data inserted in the database since the last calculation, thereby building and maintaining a dynamic, mathematical model of the ship's performance in the form of performance statistics that are also stored in the database. This ensures that the data collected continuously stored in the database always shows an overall snapshot of the state of the system while maintaining a dynamic, current model of the vessel based on useful, validated historical data.
    DK 2017 70818 A1
    The embodiment of the invention as claimed in claim 4 is characterized in that the sensors provide data on: engine RPM, propeller pitch, fuel consumption, torque on main shaft, engine load, speed through the water, etc., which data after transformation from analog to digital values are stored in the system's database along with timestamps and other metadata such as: draft, trim, wind direction in relation to direction of sail, wind strength, etc., thereby making the mathematical model as comprehensive as possible and thereby more applicable also for continuous monitoring of the vessel's condition.
    Claims 3 and 5 disclose other suitable embodiments of the invention.
    Claim 6 relates to an application of the invention, which describes step by step how FKS 1 is activated and what happens when the system 1 is used for a simple operation, such as changing the applied force via the control panel 9.
    Claim 7 relates to a method for controlling propeller pitch and engine RPM on larger ships by means of an add-on system in the form of a propulsion control system (FCS) placed on top of the existing PCS / RCS system using of equipment of the kind specified in claims 1 to 6. This procedure involves the following steps:
    collecting in a database of metadata such as draft, trim, apparent wind strength and wind direction to determine the ship's condition, use of interpolation and meshing to arrive from a desired torque to a specific set of RPM and pitch values as follows,
    DK 2017 70818 A1 values are retrieved in the database and calculations are stored in a cache table with various metadata, which cache table always contains the most recently calculated set of results, and thus only the raw data stored after the last saved result to be calculated as follows:
    latest cleaned and validated data sets are loaded from the cache table, new measurement data is loaded from units of measurement, the result set obtained is sorted into a histogram where each column of the histogram is a collection of measurement points observed by the combination of RPM and pitch, that corresponds to the concrete column, since all other data and metadata are also available at all measuring points, so e.g. the oil consumption and engine load are also recorded at all points, when all values are sorted in the histogram, each column is reviewed and the best power value per column is identified as the one that is statistically significant and at the same time has the lowest cost, when all columns in the histogram are filtered, a histogram having only one value per the optimum column, to ensure that measurement values are valid, is then filtered using dynamic casings, where a convex casing is generated from a known set of measurement values (or table values) and it is shown that the new value is within the casing that defines the boundaries of e.g. engine load,
    DK 2017 70818 A1 the found 7 bes t, which corresponds to a certain combination of RPM and pitch in H O pt, must now be converted to the corresponding force (power P)
    The relationship between P and τ is given by:
    Ρ = τω wherein wer rotational speed in hertz, R bes t corresponds to a P bes t, which then will be used hereinafter, wherein producing a tessellation of the x, y and P BE st values that are found in the H opt, so that it ends with a set S of surfaces used for said interpolation as follows:
    defined plane T through (0, 0, Pd) with normal vector (0, 0, 1), where Pd is the force sought, each surface s CS tested for intersection with T, and the surfaces intersecting will cut in a number of lines IC L, where the surfaces of S having a line of L are candidates, and it is the flat s that have the lowest Ct (fuel consumption) to be used, since each surface s can is used for interpolation because there is at least one point above and one below I, and if the least (seen in relation to consumption) is above and below, and if a line / 'is made, the intersection between / and /' will be a finely interpolated value which can be returned to the progress control system as control parameters corresponding to Pd, which interpolated value is called Pbest, where the intersection of the set of faces S and the plane Ti P bes t corresponds to a point on the optimal combinator curve, which is then produced by making a
    DK 2017 70818 A1 appropriate number of cuts between S and T, as described above.
    Using this approach, the result is a set of Pbest with associated RPM and pitch values and thus a combined curve for the exact state of the vessel. The process ensures that the operation is always within the recommended engine load limits with the lowest possible fuel consumption.
    Claim 8 relates to a method in which, to ensure that measurement values are valid, are filtered by dynamic casings, where a convex casing is generated from a known set of measurement values (or table values) and it is demonstrated that the new value is within for the sleeve that defines the boundaries for example. engine load, which comprises the following steps:
    a convex envelope is generated R 3 -> Have a known set of measurement values (or table values), the new value m to M is added, so that we get the set M 'that generates a new envelope H'of M' and it is investigated whether the amount of nodes Vi H is the same as V in H ', and if the two quantities are equal, then in H, load curves are stored as data in the database (13) that is generated each time CE has calculated a new set of best- progress values, a new H op t histogram, where each data point in the histogram also has a load value I, the collection of RPM, pitch and / values from H opt
    DK 2017 70818 A1 together constitutes the set M ', where the motor protection is then ensured as follows:
    1. Reference data from the database is converted into a convex casing H, which depicts RPM, pitch and motor load, which corresponds to the classical load curve, and this is the casing that new values must be within,
    2. data (i.e., H opt ) for the current state is retrieved from the database, and if there is no data for the current state, data for the nearest state or primary reference data (which is always present from sea trial or table data) .
    3. For each data point m in M ', according to the algorithm above, it is examined whether m is inside or outside H and if it is outside, the point is removed from Hopt ·
    This ensures that the maximum load (max load) is not exceeded during combinator operation. In the prior art, an altered trim or an altered draft may well mean that a combination of RPM and pitch indicated by the combiner curve may be problematic. By this method, a load curve is obtained which fits the specific condition, even when this condition is different from the design state.
    Claim 9 relates to a further process step for improving operation using fuzzy tuning, at which step CE, if the analysis of the archived H opt data sets shows small statistical distance, can add a random value δ which is within a configurable range , to the RPM and pitch values written to PCSI. In this way, a bit of performance can be pushed to collect data that has not been seen before, and if the new values are better than some of the existing ones, they will be integrated into the collection of Hopt histograms.
    DK 2017 70818 A1
    According to claim 10, it is ensured that changes in the selected combination of propeller pitch and engine RPM occur only when a change of thrust handle setting occurs. This ensures against constant small changes in the settings by minor changes in the ship's condition.
    The invention will now be explained in more detail with reference to the drawings, in which:
    FIG. 1 schematically shows several Add-on / On-top systems on top of an existing PCS system,
    FIG. 2 shows an add-on control system according to the invention,
    FIG. 3 shows schematically the data structure of the interface that prevents writing errors to the CE module,
    FIG. 4 shows an example of a combinator table for use in a PCS system,
    FIG. 5 shows an example of a table of data typically loaded from the sensors,
    FIG. 6 shows an example of a convex casing used in the filtering of collected data,
    FIG. Figure 7 shows an XYZ histogram used for filtering and quality assurance data;
    FIG. Figure 8 shows an example of a tessellation of X (RPM), Y (pitch), Z (Power) used to determine points on the optimal combinator curve,
    FIG. 9 shows an example of a technical use scenario,
    FIG. 10 shows an example of a user scenario, from the user's point of view,
    FIG. Figure 11 shows a graphical representation of sensors that collect data on the current operation of the ship,
    DK 2017 70818 A1
    FIG. 12 shows a graphical representation of physical components which are referred to in the FIG. 9 and 10 showed scenarios of the control system in question.
    The present invention provides an optimization solution for use on large vessels. The solution aims to minimize fuel consumption for propulsion of vessels by streamlining the interaction between the components included in the propulsion of such a ship. The optimization solution is based on principles from MPC, which are largely about dynamic collection, processing and use of collected data / experience, thus gaining greater knowledge and experience of how a system responds to different inputs. This means that a system can be optimized according to different criteria, while at the same time reducing the likelihood of overloading the same system, since in the nature of the case no limits are exceeded in relation to what the system has been exposed to in the past. For the purposes of the present invention, the continuous collection of data, processing of this data, and using the results of the processed data are used to optimize fuel consumption on a vessel with a specific propulsion control system so that consumption is as low as possible. Since all data (see Figs. 5 and 11, if any) included in the model of the ship that CE 7 continuously updates are statistically filtered (see Fig. 7 and accompanying explanation) and are based on the current state of the ship (draft). , trim, etc.), and therefore can be compared with previous experience (data), it is achieved that effective control parameters can be delivered with very high security, which ensures the lowest possible fuel consumption, while also extremely safe and precise control parameters for both drive screws 3 and engine 4.
    The optimization solution is primarily of interest to vessels equipped with Controlled Pitch (CP) propeller - ie. a propeller that has tiltable blades so that the amount of water moved at each turn can be adjusted. Known propulsion control systems often use combinatorial curves to control ship propulsion. A combinator curve is a table that can typically look as shown in Figs. 8. These are based on relationships between data that specify parameters to
    GB 2017 70818 A1 adjustment of the ship's main engine, propeller pitch and torque on the main shaft indicated in% of the permissible torque used to control the ship's propulsion (determining the ship's speed through water). In FIG. 8, these data are shown as engine RPM, propeller pitch, a prop , (angle of incline) and torque on the main shaft ((td) in% of maximum). These tables are usually used in conjunction with a certain static design state and can be calculated from theoretical considerations or found in trial sailing. Design condition (design condition) is a collective term for a very specific trim (the ratio of draft and stern) and a specific draft and other parameters that affect the ship's propulsion, etc.
    The optimization solution also works on ships without tilting screws, where combinator curves are used, but the utility effect is considerably less here.
    The present optimization solution is made as an Add-on solution and is hereinafter referred to as FKS 1 or just System 1. System 1 is used with (or above) an existing protected PCS / RCS solution 5 and communicates with it via one or more approved interfaces 21, which means that the optimization solution is not a change of the known solution but an extension of it.
    In FIG. 2, it is very broadly illustrated how the "System" 1 is related to a originally existing protected PCS / RCS solution 5 on a ship.
    The original protected installation 19 includes all the vital parts, such as: PSC / RCS 5, Engine 3, Gearbox, Propeller 4, etc., and these are all well protected behind a number of approved interfaces 21.
    DK 2017 70818 A1
    PCS / RCS, ie The Propulsion Control System and Remote Control System are two concepts that cover pretty much the same:
    1. PCS: The components that wrap engine 3, propeller 4 m.m. in protection against downtime and harmful failure situations such as overload.
    2. RCS: The components that allow the propulsion to be controlled from the ship's bridge or control room. Unlike manually turning the handle on the engine, etc.
    Common to PCS systems is that they are very strongly protected by security requirements etc. Basically, this type of system cannot be changed, but well-defined and approved interfaces 21 exist that allow additions and extensions to be made, such as the add-on systems 20 shown in the box 20 of FIG. 1. Such systems are otherwise also called Ontop systems.
    When it is the control described herein that takes over the control, it will be the flow that can be seen in FIG. 2, which is current, and it will be in the same way as in the underlying original solution (without the Add-on solution), the "PCS interface module" PCSI 12, which provides data to the PCS / RCS system 5.
    In the event of errors related to storing or storing data in FKS 1 / PLC (see Figs. 12 and 13), FKS 1 is deactivated and the control returns to the original PCS system with an error message.
    FKS 1 is activated with a button on a panel with display and controls,
    DK 2017 70818 A1 for example handles, and this control panel "UDI" 9 (Figs. 2, 12 and 15), if no errors occur, tells that it now has the control and the existing PCS / RCS solution 5 is deactivated. If an error occurs, the activation is canceled and the control stays with the previous system check.
    Upon successful takeover of the control, the UDI 9 reads the current position of the thrust handle of the existing PCS / RCS 5 and looks up a corresponding set, RPM and pitch, into the dynamically maintained combinator curve 8 stored in the UDI 14 from which the settings are transferred. to PCSI 12, which in turn transfers these to PCS / RCS 5, so that activation takes place without any changes in progress. There will only be a change in the moment the thrust handle is activated by the navigator. Here, the system then selects the optimal combination of pitch and RPM corresponding to the new setting for the desired propulsion. Thereafter, this combination is used independently of any changed parameters until the thrust handle is activated again. In this way, constant small changes in RPM and pitch are avoided. This is done to minimize excessive wear on control mechanisms. In addition, the navigator will find that only changes occur when the handle is activated, which is in line with how things normally work.
    When FKS 1 is turned on, CE 7 continuously works on collecting and processing data from the sensors and maintains the current combinator curve 8 in FKS 1 - UDI 14 via CEI 22, even if FKS 1 is not the active PCS system.
    When FKS 1 is deactivated, the current thrust position displayed in UDI 9 must be transferred to the underlying system's thrust control so that deactivation can be effected without any change in the progress.
    To ensure that no faulty combinator curves 8 are written, it is used
    DK 2017 70818 A1 algorithm described below (known as two phase commit) to ensure that a transaction is either executed correctly or not executed at all.
    In this case, and for this purpose, the algorithm uses a data structure as shown in FIG. 3 of CEI 22 - PLC:
    The following steps are followed when CE 7 updates the combinator curve 8 of CEI 22 - PLC:
    1. Propeller Curve (PC) and Shadow Propeller Curve (SPC) are basically the same and all flags are 0 if there are no errors.
    2. If the updating flag (U) is 1, start over
    3. CE 7 sets U = 1
    4. New data is copied to PC
    5. The Curve Updated flag (CU) is set to 1 if no errors occur
    6. Set the U-flag to 0
    7. Status (CES) of CE 7 is set to 0 if no errors occur, or a status code if errors occur
    Seen from CEI 22 - PLC, the following is done:
    1. If U = 0 and CU = 0, PC is used
    2. If U = 0, CU = 1 and CES = 0, U = 1 is set and PC is copied to SPC
    a. U and CU are set to 0
    3. In all other cases, SPC is used.
    DK 2017 70818 A1
    The idea is that the SPC always contains a valid table - though not necessarily the latest.
    By designing FKS 1 as described here, it is ensured that the failure of single components cannot stop the system.
    • If CE 7 stops, there is still a combinator curve 8 in the CEI 22 PLC. If the sensors 2 do not work, there is still data in the database 13 that can use style calculations.
    • If database 13 should break, there is still a combinator curve 8 in CEI 22 - PLC.
    FKS 1 according to the invention collects continuously and at short intervals in the order of approx. 10 seconds, data directly from equipment, such as may be purpose-installed sensors that provide data for '' Sensor IO Modules '' 6. Data may also be loaded from PLCs from other systems that may be available on the ship.
    The actual collection takes place on a standard PC 7, which is connected to the network to which '' Sensors IO Modules' 6 and PLCs, both own and others, are connected.
    It may be the same PC that fulfills the role of CE 7 and does the calculations, but it is not necessary, nor is it simply the best solution to settle for one PC.
    DK 2017 70818 A1
    In FKS 1, a MODBUS TCP listener (alternatives can also be used) is used to retrieve the values from '' sensors IO Modules '' and any other PLCs at intervals.
    All the values collected are stored with timestamp and other metadata about the condition of the ship in the database 13.
    This database 13 is available from all system installations, so all other services can collect data from database 13. Fig. 5 shows an example of what is typically thought to be stored in database 13.
    To ensure that the collected data is valid measurement values, a validation method can be briefly described by generating a convex envelope out of a known amount of correct measurements (old previously approved data). From this, a recital can be made quite simply, as shown below, which tells whether a new point is valid or not.
    1. Generate a convex sleeve R3 -> H of a known set of measurement values (or table values) Μ. (See also reference numeral 16 in Fig. 6)
    2. Add the new value m to M to get the set M '.
    3. Generate a new sleeve H 'of M' and check if the number of nodes V in H is the same as V in H '.
    4. If the two quantities are equal, then m in H- is not.
    In the example of validation, values for engine load are used, since it is relatively easy to check if a value is actually OK, using load curves, etc., but casings can be generated that define the limits. for other data as well, should it be desired or required.
    DK 2017 70818 A1
    The motor-load curves are stored as data in the database 13, marked with a reference number, so that the relevant points for making H are easy to access later.
    Stored, purified and validated data are used to calculate specific sets of RPM and pitch values based on a selected propulsion force P d , but they must first be filtered as follows:
    Values are retrieved from database 13 and metrics are stored in a cache table along with various metadata. The CAC / TE table will always contain the most recent set of results, so that only the raw data stored after the last saved result should be calculated as follows:
    1. Latest cleaned and validated datasets are loaded from cache. It's about Power response and the kit is named £.
    2. Latest measurement data is also loaded from database 13 and the set is named
    Μ.
    3. M is sorted into an XY histogram Hraw Each column in the histogram will be a collection of measurement points observed by the combination of RPM and pitch corresponding to the concrete column. Each measurement point is primarily an xyz value. X is defined as the RPM axis, Ysom pitch axis and Z as the Power axis. It is thus an R2 -> R function. All other data and metadata are also available at all measurement points (see also Fig. 7).
    4. When all values are sorted in histogram 17, each column 18 is reviewed separately.
    5. The best torque value per 18 years is best identified as the one that is statistically significant and at the same time has the lowest cost C t (in kg / hr).
    6. When all bins (columns 18 in the histogram) are filtered, the result is one
    DK 2017 70818 A1 histogram that has only one value per bin for the optimal r best . This histogram is named H opt -
    7. Calculated, filtered data is saved as mentioned in the Cac / ie table as the last calculated result.
    As mentioned earlier, in principle, FKS 1 must always run as it thereby builds up a large experience base, since data is continuously collected and filtered at configurable intervals, as described above.
    The data filter described above is then used to interpolate the current optimal operating parameters, which will be described below.
    It is possible to ensure that measurement values are valid through dynamic casing filtering. If a convex casing is made out of a known amount of correct measurements, a recital can be made quite simply that tells whether a new point is good or bad:
    Generate a convex sleeve R 3 -> Have a known set of measurement values (or table values)
    Add it the new value m to M so that we get the set M '
    Generate a new sleeve H'of M 'and check if the number of nodes V in H is the same as V in H'. If the two quantities are the same, mi H - otherwise is not. It is possible to make casings that define the boundaries of different parameters, but most relevant for motor load. In this way it is easy to check if a value is actually OK according to load curves etc.
    DK 2017 70818 A1
    Load curves are stored as data in database 13, marked with a reference set, so that it is easy to find the relevant points to make H of.
    Usually, a single load curve is used, which is very similar to combinator curves best suited to the ship's design condition. If you move outside it, it will again be advantageous to have a load curve that fits the specific condition. The problem that some ships experience is that combinator operation brings the engine too near or past the engine's load curve when the actual state is different from the design state.
    Nominal prop curve (NPC) is the term for a graph of the maximum load the engine must be exposed to at a certain RPM value. Load is far predominantly given by RPM and propeller pitch, which is exactly why a traditional combinator curve designed for a particular condition cannot guarantee that the load stays on the right side of the nominal prop curve. An altered trim or an altered draft can easily mean that a combination of RPM and pitch given by the combiner curve can be problematic.
    Thus, an engine protection algorithm is used to provide the engine protection, and this algorithm is a fairly straightforward implementation of the above. Each time CE has calculated a new set of best values for progress, the result is a new H opt histogram (see above). Each data point in the histogram also has a load value 1. The collection of RPM, pitch and / values from H opt together constitute the set M ', as defined above (under Filtering via dynamic casings).
    With it in place, the motor protection is ensured as follows:
    1. Reference data from the database is converted into a convex casing H, which depicts RPM, pitch and motor load. This case is similar to the classic load
    DK 2017 70818 A1 curve, and this is the case, new values must lie within.
    2. Data (ie H opt ) for the current state is retrieved from the database. If there is no data for the current state, data for the nearest state or primary reference data (which is always present from sea trial or table data) is retrieved.
    3. For each data point mi M ', according to the algorithm above, whether m lies inside or outside H. If it lies outside, the point is removed from H opi .
    Data is now both statistically filtered and according to engine load. This prepares for tessellation and to generate the dynamic combinator curve.
    The best r found, which corresponds to a certain combination of RPM and pitch in H O pt, must now be converted to the corresponding force (power P).
    The relationship between P and τ is given by:
    R = τ co where is the speed of revolution in hertz. Thus, r corresponds best to a P bes t, which should then be used in the following, where a tessellation / roofing of the x, y and P bes t values found in H opt · is made, so that it ends with a set S of surfaces used for said interpolation as follows: (see possibly Fig. 8)
    1. Plane T is defined through (0, 0, P d ) with normal vector (0, 0, 1), where Feather is the force sought (corresponding to the value set by the navigator via the handle of UDI 9).
    DK 2017 70818 A1
    2. Each surface s C S is tested for cutting with T. The cutting surfaces will cut in a number of lines IC L
    3. The faces in S that have a line in L are candidates. It is the flat s that have the least C t (fuel consumption) to use.
    4. Each plane s can be used for interpolation because there is at least one point above and one below /. If the least (in relation to consumption) is selected above and below, and a line / 'is made, the intersection between / and /' will be a finely interpolated value that can be returned to the progress control system 1 as control parameters corresponding to P d , and this interpolated value is called P best .
    It is the intersection of the set of faces S and the plane T of P bes t that corresponds to a point on the optimal combinator curve 8.
    The combiner curve 8 is then prepared by making an appropriate number of cuts between S and T, as described above. The result is a set of P bes [ , with associated RPM and pitch values, and in other words, it is one for exactly this vessel's current state, adapted to combinator curve 8.
    In this way, FKS 1 always supplies a combinator curve 8, which fits the current state, since the curve 8 is based on continuously collected data.
    The h op t is stored with the associated metadata in the cac / ie table. Since all data (and metadata) exists in each point H up t, it is always possible to find the values that are desired.
    DK 2017 70818 A1
    It is new to optimize the parameter settings for a combinator curve 8 in this way, since the relationship between RPM, pitch and torque / force is usually only reflected in a static combinator curve 8, which is adapted to the ship's design state.
    A further advantage of the ongoing collection and processing of measurement data is that comparing H opt with previous H opt versions with comparable metadata can be examined for performance changes, and at the same time comparisons can also reveal statistical discrepancies between different versions of H opt - and can thus be used to detect transient problems with sensors or other short-term deviations.
    It is also important to note that any deviations over time become part of the calculated combinatorial curves. This is very much the point, since that is precisely what is at the heart of the dynamic aspect of MPC.
    If the comparison between the versions of H opt stored in the cache table shows that the statistical distance between them is very small, FKS 1 does not learn much about operating patterns that are not already known, which may mean that FKS 1 does not detect operating patterns that are better than the known ones. To work around this problem, FKS 1 also includes a so-called Fuzzy Tuning ·.
    o If the analysis of the archived H opt data sets shows little statistical distance, CE 7 can add a random value δ, which is within a configurable range, to the RPM and pitch values written to PCSI 12.
    o In this way, FKS 1 pushes the performance slightly so that new data that has not been seen before is collected.
    DK 2017 70818 A1 o If the calculation algorithms find that the new values are better than some of the existing ones, they will be integrated into the collection of H opt histograms.
    This prevents FKS 1 from ending in a static situation that does not reveal new optimal H opt . It is important to note that Fuzzy Tuning can be turned on and off and that δ can be set to a very small percentage whose deviations are unfortunate for one reason or another.
    FIG. 9 and 10 form a background for a technically oriented (Fig. 9) and a user-oriented (Fig. 10) review of the FKS 1. The review will be carried out step by step.
    1. The PLC continuously reads current values from the connected sensors 2 and converts them into data readable on a computer. This takes place at very short intervals, so data is always a snapshot in practice.
    2. Data is collected by PLC read at configurable intervals, typically every 10 seconds. The PLC read service reads data from the PLC and writes it to database 13. Thus, a snapshot is saved each time sixty seconds (typically 10 seconds) are saved.
    3. CE 7 also reads at another configurable space (here approx.
    every 6 hours) the data that has been stored in the database 13 since the last calculation.
    4. Data from item no. 3 is calculated as indicated in the description of
    The algorithms of the FKS system 1 elsewhere.
    DK 2017 70818 A1
    5. The result of the calculations in 4 is a performance characteristic that corresponds to the current state of the ship. This result is saved along with previous performance characteristics in the database.
    6. CE 7 merges all performance characteristics corresponding to the current state of the ship and performs the same calculation as in 4 of the total data set. The result is stored in the database13.
    a. CE 7 now compares the results from steps 4 and 6. If the result from 4 differs substantially statistically from the result in step 6, the result from step 6 is marked as uncertain and is not used. Instead, the last safe result from database 13. is used, thus problems with sensors and other unusual conditions that are transient cannot affect the final result of the calculations.
    7. CE 7 writes via PLC write the current combinator curve 8 to the PLC so that it is available to the UDI.
    a. If Fuzzy Tuning is turned on and CE 7 judges it necessary, a small random change is added to the values in the combiner curve 8 before writing to the PLC.
    8. If an internet connection is available, GW reads the latest results of the calculations from step 6 at configurable intervals (typically once a day) and sends them to FKS 1's central servers ashore.
    Figure 10 similarly shows a review of FKS 1 from the user side. The review will be performed step by step.
    DK 2017 70818 A1
    1. A navigator or other authorized personnel (AP) activates FKS 1 via
    UDI (Figs. 9 and Figs. 12 and 15) through a standardized take-over procedure. It lets FKS 1 take control of critical parameters, such as engine RPM and propeller pitch.
    This type of procedure is standardized and not as such a part of FKS1.
    a. If there are no active alarms or error situations, FKS 1 will be active and AP will be able to change the progress via FKS 1.
    b. If alarms or failures occur, take-over will not occur and progress will continue to be controlled by the system that had control before the take-over attempt.
    2. After successful take-over, the AP can use the panel to select the desired power (P power) or P d as a percentage of the maximum possible.
    3. The UDI panel 9 can now look up the current combinator table 8 provided by CE 7 for PCSI 12. The result is the specific RPM and propeller pitch settings needed to achieve P d .
    4. The UDI panel 9 can now provide the settings for PCS / RCS 5, which is the system that actually changes the engine RPM and propeller pitch.
    Progress has now changed according to FCS 1.
    DK 2017 70818 A1
    a. In the case of non-transient failures, FKS 1 passes the control over to a Supervisory Control, which is a standard part of PCS systems.
    FIG. 11 shows graphical symbols for some of the sensors used to provide raw data; and FIG. 12 shows other graphic symbols for some of the physical components included in the progress control system 1.
    Several illustrations used in FIG. 10 can be seen in FIG. 12 and will be explained here:
    13.PLC: Programmable Logic Controller
    A Programmable Logic Controller (PLC), which collects data in analog or digital form and presents it in a form that is available to computer programs (typically but not necessarily MODBUS TCP). The PLC also stores the current combinator curve and the data to display on the PCS panel. In general, PLCs are standardized components which are very robust. They can perform simple calculations, store small amounts of data and isolate more sensitive systems from strong current and noise, etc. Furthermore, they can be put together so that outcomes do not cause problems. The PLC for the propulsion control system 1 is connected to PCS / RCS 5 and to PC 7.
    14.PC: Personal Computer
    PC is a computer (marine-approved PC or mPC) that can run CE 7, PLC read, PLC write, DB and possibly also Data Gateway (GW), if installed. This computer is
    DK 2017 70818 A1 connected to the PLC and the ship's internet connection, if any.
    15. UDI: User Display Interface / Control Panel
    User interface between the user and the technique. There are at least one but typically 2 UDIs: typically one on the bridge and one in the control room. The UDIs are connected to the PLC, which in turn is connected to the PCS.
    16. PCS: Propulsion Control System. The basic propulsion control system + any On-top systems, including FKS.
    FKS 1 also includes the following software components:
    Database 13: Contains data collected from sensors and results of calculations made by CE 7.
    CE 7: Performs calculations on the data contained in the database 13 and delivers results in the form of combinator curves 8 and intermediate calculations for various algorithms and summaries of older data. All results are stored in the database 13.
    The PLC reader continuously collects sensor data from the PLC and stores it in the database 13.
    Data Gateway (GW): periodically sends data summaries of data back home to servers of product providers for further analysis and resale.
    DK 2017 70818 A1
    PLC writer: Retrieves combiner curves 8 in database 13 and writes them back to the PLC so that they can be used by UDI 9.
    According to the invention, it is also possible to optimize parameters other than fuel consumption. For example, it may be desirable to reduce the emission of nitrogen oxides (NO x ). This will usually require increased fuel consumption, as the emission of NO x is not necessarily the lowest possible at the lowest possible fuel consumption, but the NO x emission can be reduced to a desired level using the techniques described here.
    权利要求:
    Claims (10)
    [1]
    PAT AND T K RAV
    1. Optimization solution in the form of an Add-On propulsion control system (1) (hereinafter referred to as FKS), designed to interact with an already existing PCS / RCS solution (5) (Power Control System / Remote Control System) and regulates the relationship between RPM, propeller pitch and torque on the main shaft following a so-called combinator curve (8) with the aim of minimizing fuel consumption in propulsion of larger vessels, which FKS 1 is characterized by using the principles of Model Predictive Control (MPC) to streamline the interaction of the components involved in the propulsion of a ship, including in particular the main engine and propeller, comprising: a plurality of sensors (2) providing data and measurement values as input to the calculations in the mathematical model of the vessel; , as well as PLC equipment which converts analog sensor data into digital data and vice versa, and FKS (1) additionally comprises a number and at least one standard PC (7) capable of running it for sys the software needed to produce combinatorial curves (8), which at all times correspond to the current state of the ship (draft, trim, etc.), based on the mathematical model of the propulsion components of the vessel, which combinatorial curves (8) ) includes tables containing calculated parameters describing the necessary settings for engine (3) and propeller (4) for a desired torque to achieve the desired propulsion in the most cost-effective manner.
    [2]
    The FKS (1) according to claim 1, characterized in that the software associated with the system comprises a data logger (10) which at short intervals collects and maintains sensor data from the PLC equipment (6) and stores it in a database (13), and a CE (7) which processes, validates, filters, compares and interpolates data entered in the database (13) since the last calculation, and thus builds and validates
    DK 2017 70818 A1 maintains a dynamic, mathematical model of the ship's performance, in the form of performance statistics that are also stored in the database (13).
    [3]
    PCS (1) according to claims 1 to 2, characterized in that the data logger (10) pick-up intervals are configurable but typically set to about 10 seconds, and that the CE (7) calculation space is also configurable, but is typically set to about 6 hours.
    [4]
    FKS (1) according to claims 1 to 3, characterized in that the sensors (2) provide data on: engine RPM, propeller pitch, fuel consumption, torque on main shaft, engine load, speed through the water, etc., which data (Fig. 5) after transformation from analog to digital values is stored in the system database (13) together with timestamp and other metadata such as: draft, trim, wind direction in relation to sail direction, wind strength, etc.
    [5]
    The FCS (1) according to claims 1 to 4, characterized in that it further comprises a UDI / control panel (9), through which the user can take over and give control of the control system and in addition, among other things. choose a propulsion setting, and also a communications unit that, using certificate-based authentication and strong encryption, sends current measurement data to the provider's own servers for further analysis and resale.
    [6]
    Use of the FCS (1) described in claims 1 to 5 to take control of an underlying protected PCS / RSC (5) system and update the progress settings therein with new, optimized settings from a dynamic combiner curve (8) that is calculated on the basis of the current state of the ship by FKS (1), characterized by the following steps:
    a: The control panel (9) is activated through a standard takeover
    GB 2017 70818 A1 procedure that allows the control panel (9) to take control of critical parameters such as engine RPM and propeller pitch b: the control panel (9) will be active and the user will be able to change the thrust by selecting the desired power measured in% of the maximum possible on the same panel (9), c: in the event of alarms or malfunctions in this take-over, the transfer will not occur and the progress will continue to be controlled by the system which had control before the take-over attempt, d : when changing the thrust via the control panel (9), this will look up in the current updated dynamic combinator curve table (8) supplied to the UDI (14) of CE (7) and return with the RPM and pitch settings that are needed to achieve the desired propulsion, e: the control panel (9) can now pass the specific settings to PCS / RCS (5) via UDI (12), which is the system that actually changes the engine RPM and propeller pitch. The progress will now be changed according to FCS (1), and f: where the control panel (9), in the case of non-transient faults, passes the control to a '' Supervisory Control '' which is a standard part of the underlying protected PCS / RCS system (5).
    [7]
    7. Procedure for controlling propeller pitch and engine RPM on larger ships using an Add-on System in the form of a propulsion control system (FCS) placed on top of the existing PCS / RCS system using equipment of the kind set forth in claims 1 to 5, comprising the steps of:
    DK 2017 70818 A1 collection in a database of metadata, such as draft, trim, apparent wind speed and wind direction to determine the ship's condition, use of interpolation and meshing to arrive from a desired torque to a specific set of RPM and pitch values as follows way, values are retrieved in the database and metrics are stored in a cache table of miscellaneous metadata, which cache table always contains the most recently calculated set of results, and thus only the raw data stored after the last saved result are must be calculated as follows:
    latest cleaned and validated data sets are loaded from the cache table, new measurement data is loaded from units of measurement, the result set obtained is sorted into a histogram where each column of the histogram is a collection of measurement points observed by the combination of RPM and pitch, that corresponds to the concrete column, since all other data and metadata are also available at all measuring points, so e.g. the oil consumption and engine load are also recorded at all points, when all values are sorted in the histogram, each column is reviewed and the best torque value per unit. column is identified as the one that is statistically significant and at the same time has the lowest cost, when all columns in the histogram are filtered, a histogram having only one value per column for the optimal,
    DK 2017 70818 A1 to ensure that measurement values are valid, is then filtered using dynamic casings, where a convex casing is generated from a known set of measurement values (or table values) and it is shown that the new value is within the casing, that defines the boundaries for example. engine load, the found bes t r corresponding to a particular combination of RPM and pitch in H O pt, must now be translated to the corresponding power (power P), wherein the connection between P and τ is given by:
    Ρ = τω wherein wer rotational speed in hertz, R bes t corresponds to a P bes t, which then will be used hereinafter, wherein producing a tessellation of the x, y and P BE st values that are found in the H opt, so that it ends with a set S of surfaces used for said interpolation as follows:
    defined plane T through (0, 0, Pd) with normal vector (0, 0, 1), where P d is the force sought, each surface s CS tested for intersection with T, and the surfaces intersecting will cut into a number of lines IC L, where the faces of S that have a line of L are candidates, and it is the flat s that have the lowest C t (fuel consumption) to use, with each surface s can be used for interpolation because there is at least one point above and one below I, and the least (as compared to consumption) is chosen over and
    DK 2017 70818 A1 below, and if a line / 'is made, the intersection between / and /' will be a finely interpolated value that can be returned to the progress control system 1 as control parameters corresponding to P d , which interpolated value is called Pbest, where the intersection between the set of faces S and the plane Ti P bes t corresponds to a point on the optimal combinator curve 8, which is then made by making an appropriate number of cuts between S and T, as described above, whereby the result becomes a set P best with corresponding RPM. - and pitch values and thus a combination curve for the exact state of this vessel
    [8]
    8th
    The method of claim 7, wherein, to ensure that measurement values are valid, are filtered by dynamic sleeves, where a convex sleeve is generated from a known set of measurement values (or table values), and it is demonstrated that the new value lies within the casing defining the boundaries for e.g. engine load, characterized by comprising the following steps:
    a convex envelope is generated R 3 -> Have a known set of measurement values (or table values), the new value m to M is added, so that we get the set M 'that generates a new envelope H'of M' and it is investigated whether the number of nodes V H is the same as V in H ', and if the two quantities are equal, then mi H lies, load curves are stored as data in the database (13) formed each time CE calculated a new set of best values for progress, a new H up t histogram, where each data point in the histogram also
    DK 2017 70818 A1 has a load value I, since the collection of RPM, pitch and / values from H opt together constitutes the set M ', where the motor protection is then ensured as follows:
    1. Reference data from the database is converted into a convex casing H, which depicts RPM, pitch and motor load, which corresponds to the classical load curve, and this is the casing that new values must be within,
    2. data (i.e., H opt ) for the current state is retrieved from the database, and if there is no data for the current state, data for the nearest state or primary reference data (which is always present from sea trial or table data) .
    3. For each data point m in M ', according to the algorithm above, it is examined whether m lies inside or outside H, and if it is outside, the point is removed from the Hopt-
    [9]
    Method according to claim 7 or 8, further comprising a step for fuzzy tuning, wherein step CE (7), if the analysis of the archived H opt data sets shows little statistical distance, can add a random value δ which is within a configurable range, to the RPM and pitch values written to PCSI 12.
    [10]
    Method according to claims 7 to 9, characterized in that the chosen combination of propeller pitch and motor RPM is used until a change of thrust handle setting is made.
    类似技术:
    公开号 | 公开日 | 专利标题
    Cho et al.2018|Model-based fault detection, fault isolation and fault-tolerant control of a blade pitch system in floating wind turbines
    EP2786017B1|2017-04-12|A shutdown controller for a wind turbine and a method of shutting down a wind turbine
    EP3180514B1|2019-11-20|Control of a wind turbine with a fault condition
    EP2799711B1|2017-07-12|Method of operating a wind turbine
    US20140046881A1|2014-02-13|Method for monitoring of rotating machines
    DK179755B1|2019-05-08|Procedure for progress control using a progress control system and its use
    KR20130012123A|2013-02-01|Ship main engine control system and method
    EP2577055A2|2013-04-10|A method for operating a wind turbine at improved power output
    WO2019127975A1|2019-07-04|Method and apparatus for controlling variable pitch of wind-driven generator set under extreme turbulent wind conditions
    EP3286075B1|2019-06-05|Method for controlling the fuel comsumption of a ship
    WO2017089644A1|2017-06-01|Marine vessel performance monitoring
    CN108644069B|2020-06-09|Blade unbalance detection method and device
    US20160229500A1|2016-08-11|Data-processing device, program, recording medium and data-processing method for generation of data that indicates navigation performance of ship
    Cho et al.2016|Model-based fault detection of blade pitch system in floating wind turbines
    Badihi et al.2013|A review on application of monitoring, diagnosis, and fault-tolerant control to wind turbines
    CN108119301A|2018-06-05|The halt control method and device of wind power generating set
    EP3391165B1|2020-02-05|Control system for operating a vessel
    BR112015008482B1|2021-01-19|control system configured to control and optimize the rpm of at least one vessel's main engine
    Chojaa et al.2021|Optimization of DFIG wind turbine power quality through adaptive fuzzy control
    CN108843490A|2018-11-20|A kind of blade pitch angle compensating control method and the anti-hypervelocity control method of Wind turbines
    Namik et al.2009|Control methods for reducing platform pitching motion of floating wind turbines
    WO2021078873A1|2021-04-29|Floating wind turbine blade pitch adjustment for wave activity
    Pascu et al.2017|Adaptive tower damping control for offshore wind turbines
    CN109878715B|2021-10-08|Fault monitoring and early warning method for unmanned aerial vehicle and unmanned aerial vehicle
    EP3362675B1|2019-08-14|A method for automatically evaluating on line the efficiency of a kaplan turbine
    同族专利:
    公开号 | 公开日
    EP3704017A4|2022-02-16|
    EP3704017A1|2020-09-09|
    WO2019086086A1|2019-05-09|
    DK179755B1|2019-05-08|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    SE428792B|1981-05-07|1983-07-25|Lars Christer Herman Nilsson|PROCEDURE FOR REGULATING THE PROJECTING MACHINERY IN A VESSEL WITH ADJUSTABLE PROPELLER|
    US20100274420A1|2009-04-24|2010-10-28|General Electric Company|Method and system for controlling propulsion systems|
    JP6047923B2|2012-05-16|2016-12-21|国立研究開発法人 海上・港湾・航空技術研究所|Variable pitch propeller control device, ship equipped with variable pitch propeller control device, and variable pitch propeller control method|
    EP2669172A1|2012-06-01|2013-12-04|ABB Technology AG|Method and system for predicting the performance of a ship|
    CN108290625B|2015-04-20|2020-08-04|利恩海洋瑞典股份公司|Method for controlling fuel consumption of a marine vessel|
    DE102015014857A1|2015-11-17|2017-05-18|Man Diesel & Turbo Se|A method of operating a marine propulsion system and marine propulsion system|SE543261C2|2019-07-03|2020-11-03|Lean Marine Sweden Ab|Method and System for Controlling Propulsive Power Output of Ship|
    法律状态:
    2019-05-07| PAT| Application published|Effective date: 20190503 |
    2019-05-08| PME| Patent granted|Effective date: 20190508 |
    优先权:
    申请号 | 申请日 | 专利标题
    DKPA201770818A|DK179755B1|2017-11-02|2017-11-02|Procedure for progress control using a progress control system and its use|DKPA201770818A| DK179755B1|2017-11-02|2017-11-02|Procedure for progress control using a progress control system and its use|
    EP18872496.7A| EP3704017A4|2017-11-02|2018-10-25|Method for propulsion control by means of a propulsion control system and use thereof|
    PCT/DK2018/050269| WO2019086086A1|2017-11-02|2018-10-25|Method for propulsion control by means of a propulsion control system and use thereof|
    [返回顶部]