船舶综合液压推进技术基础研究
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摘要
针对现有船舶推进方式的不足,同时结合现代船舶的发展需要,提出船舶综合液压推进原理(IHP),即通过液压泵将多台主机(两台及以上)输出的机械能转变为液压油的压力能,经功率叠加以及分配后,分别驱动螺旋桨(液压马达)、舵机、船舶侧推装置以及其它辅助装置,应用轴带发电机取代船舶辅机。
基于船舶综合液压推进原理,设计一船舶综合液压推进装置,通过其工况配合特性曲线对该装置的工况配合特性规律进行分析,提出恒功率与变功率联合控制策略(CVCC),当综合液压推进船舶在采用CVCC控制方法以后,无论是在轻载或者重载工况下,船舶主机都可发出设计功率,具有非常优良的工况配合特性。
为对综合液压推进装置传动效率进行分析,建立传动系统的效率模型,通过该模型对系统压力、温度、管径以及泄漏系数等参数对传动效率的影响规律进行仿真分析。结果表明系统传动效率可以达到0.85,系统压力、温度、管径以及泄漏系数对系统效率影响显著。在泄漏系数不变的情况下,随着管径的增大,传动效率逐渐增大,取得效率最大值的区域将从高温高压区移动至低温高压区,最后移动至低温低压区;随着泄漏系数的增大,效率在逐渐降低,传动效率取得最大值的区域将从低温高压区移动至低温低压区。虽然IHP系统的传动效率比直接推进系统(DP)要低,但当船舶实际工况偏离设计工况一定量时,IHP系统的总效率将比DP系统要高,综合液压推进装置重量与体积的大幅减小以及轴带发电机的采用将有力地提高综合液压推进船舶的经济性。
为进一步提高液压系统传动效率,提出液压系统热能回收利用方法并设计热能回收利用装置,通过该装置可将液压系统运行过程中产生的热能回收后重新回馈到液压系统中,而不是将其通过冷却等方式直接散失掉。
在对综合液压推进装置工况配合特性、控制策略以及传动效率分析、优化的基础上,开发一模拟试验台,并建立船舶综合液压推进系统的动态数学模型,通过试验台对该数学模型进行修改与验证。基于该数学模型将综合液压推进系统与直接推进系统进行仿真对比实验,结果表明综合液压推进系统的机动性明显优于直接推进系统,并具有优良的工况配合特性,CVCC控制策略对IHP系统是有效的;同时对IHP系统参数响应情况进行了分析,结果表明油液温度、载重量以及海水密度对系统动静态特性影响比较明显,油液弹性模量的变化对船舶的动、静态特性影响不太明显。
由于船舶综合液压推进装置具有机动性高、工况配合特性好、工作模式多、功率重量比大、安全可靠性好、过载保护能力强以及可进行惯性能回收等突出优点,将成为某些大型船舶、工程船舶以及特种船舶的首选推进方式之一。
A new ship propulsion method, Integrated Hydraulic Propulsion (IHP), is proposed to improve the traditional ship propulsion system and then promote the modern ship development. In this method, the output power of several (two and more) main engines is transformed to fluid power by the means of hydraulic pumps to drive propellers (hydraulic motors), steering engines, side thrusters, and etc. Meanwhile, auxiliary engines are replaced by electric generators that are driven by main engines.
Based on the IHP specified, an IHP propulsion system is designed. Working condition matching characteristic (WMC) principle of the system is studied through their WMC curves. An IHP ship control strategy, CVCC, is put forward based on the principle. The engines on IHP ship can always work well under designed working condition with CVCC.
An efficiency model is developed to analyze the efficiency of the IHP hydraulic transmission system, using which effects of system pressure, oil temperature, pipe diameter, and leakage coefficient on transmission efficiency (TE) are studied. Results show that the TE can reach 0.85 and the system pressure, oil temperature, pipe diameter, and leakage coefficient influence the TE significantly. On one hand, the TE can be larger as the pipe diameter increases, if the leakage coefficient is constant. The TE of max (TEM) moves from high temperature and high pressure area to low temperature and high pressure area and then to low temperature and low pressure area finally. On the other hand, the TE can be lower as the leakage coefficient decreases. The TEM moves from low temperature and high pressure area to low temperature and low pressure area. Although the TE of the IHP system is lower than the Direct Propulsion (DP) system, the total efficiency of the IHP system is still higher than the DP system if the IHP ship works under certain off-design working conditions. The economical efficiency of the IHP ship can be apparently improved by decreasing the weight and volume of the propulsion system and in the way auxiliary engines are replaced by electric generators that are driven by main engines.
Furthermore, in order to promote the TE of hydraulic system, Thermo energy recovery method and apparatus is developed to recover the thermo energy produced in working process instead of to dissipate it through a cooler and etc.
Moreover, based on the WMC principle, the CVCC control strategy, and the TE analysis of the IHP system, an IHP model experimental rig and an IHP dynamic mathematic model (DMM) are developed. The DMM is then validated by the experimental rig. Accordingly, simulation comparison between the IHP system and the DP system is implemented using the DMM. Results show that the maneuverability and WMC characteristic of the IHP ship is evidently better than the DP ship, and the CVCC is effective for the IHP ship. In the mean time, the response characteristic of the IHP system is analyzed to demonstrate the significant influences of oil temperature, carrying capacity and seawater density to the IHP ship characteristic and slight influences of the oil modulus.
In conclusion, the IHP ship is of better maneuverability, better working condition matching characteristic, more working patterns, better safe reliability, and larger power to weight ratio, which can protect the propulsion system against overloading easily and also recover the energy generated in ship baking process etc. So, the IHP system is one of the best propulsion systems particularly for some large ships, engineering ships and special ships.
基于船舶综合液压推进原理,设计一船舶综合液压推进装置,通过其工况配合特性曲线对该装置的工况配合特性规律进行分析,提出恒功率与变功率联合控制策略(CVCC),当综合液压推进船舶在采用CVCC控制方法以后,无论是在轻载或者重载工况下,船舶主机都可发出设计功率,具有非常优良的工况配合特性。
为对综合液压推进装置传动效率进行分析,建立传动系统的效率模型,通过该模型对系统压力、温度、管径以及泄漏系数等参数对传动效率的影响规律进行仿真分析。结果表明系统传动效率可以达到0.85,系统压力、温度、管径以及泄漏系数对系统效率影响显著。在泄漏系数不变的情况下,随着管径的增大,传动效率逐渐增大,取得效率最大值的区域将从高温高压区移动至低温高压区,最后移动至低温低压区;随着泄漏系数的增大,效率在逐渐降低,传动效率取得最大值的区域将从低温高压区移动至低温低压区。虽然IHP系统的传动效率比直接推进系统(DP)要低,但当船舶实际工况偏离设计工况一定量时,IHP系统的总效率将比DP系统要高,综合液压推进装置重量与体积的大幅减小以及轴带发电机的采用将有力地提高综合液压推进船舶的经济性。
为进一步提高液压系统传动效率,提出液压系统热能回收利用方法并设计热能回收利用装置,通过该装置可将液压系统运行过程中产生的热能回收后重新回馈到液压系统中,而不是将其通过冷却等方式直接散失掉。
在对综合液压推进装置工况配合特性、控制策略以及传动效率分析、优化的基础上,开发一模拟试验台,并建立船舶综合液压推进系统的动态数学模型,通过试验台对该数学模型进行修改与验证。基于该数学模型将综合液压推进系统与直接推进系统进行仿真对比实验,结果表明综合液压推进系统的机动性明显优于直接推进系统,并具有优良的工况配合特性,CVCC控制策略对IHP系统是有效的;同时对IHP系统参数响应情况进行了分析,结果表明油液温度、载重量以及海水密度对系统动静态特性影响比较明显,油液弹性模量的变化对船舶的动、静态特性影响不太明显。
由于船舶综合液压推进装置具有机动性高、工况配合特性好、工作模式多、功率重量比大、安全可靠性好、过载保护能力强以及可进行惯性能回收等突出优点,将成为某些大型船舶、工程船舶以及特种船舶的首选推进方式之一。
A new ship propulsion method, Integrated Hydraulic Propulsion (IHP), is proposed to improve the traditional ship propulsion system and then promote the modern ship development. In this method, the output power of several (two and more) main engines is transformed to fluid power by the means of hydraulic pumps to drive propellers (hydraulic motors), steering engines, side thrusters, and etc. Meanwhile, auxiliary engines are replaced by electric generators that are driven by main engines.
Based on the IHP specified, an IHP propulsion system is designed. Working condition matching characteristic (WMC) principle of the system is studied through their WMC curves. An IHP ship control strategy, CVCC, is put forward based on the principle. The engines on IHP ship can always work well under designed working condition with CVCC.
An efficiency model is developed to analyze the efficiency of the IHP hydraulic transmission system, using which effects of system pressure, oil temperature, pipe diameter, and leakage coefficient on transmission efficiency (TE) are studied. Results show that the TE can reach 0.85 and the system pressure, oil temperature, pipe diameter, and leakage coefficient influence the TE significantly. On one hand, the TE can be larger as the pipe diameter increases, if the leakage coefficient is constant. The TE of max (TEM) moves from high temperature and high pressure area to low temperature and high pressure area and then to low temperature and low pressure area finally. On the other hand, the TE can be lower as the leakage coefficient decreases. The TEM moves from low temperature and high pressure area to low temperature and low pressure area. Although the TE of the IHP system is lower than the Direct Propulsion (DP) system, the total efficiency of the IHP system is still higher than the DP system if the IHP ship works under certain off-design working conditions. The economical efficiency of the IHP ship can be apparently improved by decreasing the weight and volume of the propulsion system and in the way auxiliary engines are replaced by electric generators that are driven by main engines.
Furthermore, in order to promote the TE of hydraulic system, Thermo energy recovery method and apparatus is developed to recover the thermo energy produced in working process instead of to dissipate it through a cooler and etc.
Moreover, based on the WMC principle, the CVCC control strategy, and the TE analysis of the IHP system, an IHP model experimental rig and an IHP dynamic mathematic model (DMM) are developed. The DMM is then validated by the experimental rig. Accordingly, simulation comparison between the IHP system and the DP system is implemented using the DMM. Results show that the maneuverability and WMC characteristic of the IHP ship is evidently better than the DP ship, and the CVCC is effective for the IHP ship. In the mean time, the response characteristic of the IHP system is analyzed to demonstrate the significant influences of oil temperature, carrying capacity and seawater density to the IHP ship characteristic and slight influences of the oil modulus.
In conclusion, the IHP ship is of better maneuverability, better working condition matching characteristic, more working patterns, better safe reliability, and larger power to weight ratio, which can protect the propulsion system against overloading easily and also recover the energy generated in ship baking process etc. So, the IHP system is one of the best propulsion systems particularly for some large ships, engineering ships and special ships.
引文
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