舰船科学技术  2019, Vol. 41 Issue (2): 75-79 PDF

Simulation research on steady state characteristics of propulsion system based on variable pitch propeller
LIU Qi, LIU Yun-sheng, AO Chen-yang, SONG Han-jiang, HUO Bai-qi
No. 92942 Unit of PLA, Beijing 100161, China
Abstract: In order to support the optimization and improvement of the ship propulsion system effectively, reduce the risk of development and predict the steady state characteristics of the system, the mathematical models of the subsystems such as diesel engine, gear box, shaft system and pitch propeller were established, and the simulation model of propulsion system was established on the platform of Simulink. The accuracy of the simulation model was verified by the results of the ship model test, and the steady state characteristics were calculated based on the system control parameters under typical design conditions. The influence of matching parameters of ship, engine and propeller on the power and economy of ship was analyzed. The results show that when the pitch ratio is fixed, the whole ship speed increases with the increase of diesel engine speed. When the speed of diesel engine is constant, with the decrease of pitch ratio, the whole ship speed becomes smaller and smaller. When diesel engine speed and propeller pitch ratio are reasonably selected, the maximum ship speed can be realized.
Key words: propulsion system     steady state characteristics     propeller pitch ratio     ship speed
0 概　述

1 推进系统数学模型 1.1 柴油机

 $\frac{{{\text{π}} {I_e}}}{{30}}\frac{{{\rm d}{N_d}}}{{{\rm d}t}} = {M_i} - {M_B} - {M_f}{\text{，}}$ (1)

 ${M_i} = {{{H_u}{g_c}{\eta _i}}/{\tau {\text{π}} }}{\text{，}}$ (2)
 ${M_e} = {M_i} \cdot {\eta _m}{\text{。}}$ (3)

 ${\eta _i} = ({C_1} + {C_2}{N_d} - {C_3}N_d^3)(1 - {C_4}{\alpha ^{ - {C_5}}}){\text{。}}$ (4)

 ${\eta _m} = \frac{{{p_e}}}{{{p_i}}} = \frac{{{p_e}}}{{{p_e} + {p_m}}}{\text{。}}$ (5)

1.2 齿轮箱

 ${N_d} = {N_p} \cdot i{\text{，}}$ (6)
 ${Q_d} = {Q_p} \cdot i{\text{，}}$ (7)
 ${I_d} = {I_p} \cdot i{\text{。}}$ (8)

1.3 轴系

 ${M_e} \cdot i \cdot T \cdot {\eta _{gb}} - {M_{f2}} - {M_p} = {I_s} \cdot \frac{{\text{π}}}{{30}} \cdot \frac{{{\rm d}{N_p}}}{{{\rm d}t}}{\text{。}}$ (9)

 ${M_{f2}} = \left(\frac{1}{3} + \frac{2}{3} \cdot \frac{{{N_p}}}{{{N_{d0}}}} \cdot i\right){M_{fd0}}{\text{。}}$ (10)

 ${I_s} = {I_1} \cdot {i^2} \cdot {\eta _{gb}} + {I_2} + {I_3}{\text{。}}$ (11)

1.4 调距桨

 ${T_p} = {K_T}\rho N_p^2{D^4}{\text{，}}$ (12)
 ${M_p} = {K_Q}\rho N_p^2{D^5}{\text{。}}$ (13)

${K_T}$ ${K_Q}$ 为无因次量，是螺旋桨的进程比、螺距比 ${P / D}$ 、盘面比的函数。给定了参数， ${K_T}$ ${K_Q}$ 的值可以通过查螺旋桨的敞水曲线图谱得到[5]

 ${T_e} = {T_p}\left( {1 - {t_p}t} \right){\text{，}}$ (14)
 ${V_p} = {V_s}\left( {1 - w} \right){\text{。}}$ (15)

 ${t_p} = \left\{ {\begin{array}{*{20}{c}} 3&{P/D \leqslant {\rm{ - 1}}}{\text{，}} \\ { - 3P/D}&{{\rm{ - 1 < }}P/D{\rm{ < 0}}}{\text{，}} \\ {{\rm{ }}P/D}&{{\rm{0}} \leqslant {\rm{ }}P/D{\rm{ < 1}}}{\text{，}} \\ 1&{P/D \geqslant {\rm{1}}} {\text{。}} \end{array}} \right.$ (16)
2 仿真模型及参数设置

 图 1 推进系统仿真模型 Fig. 1 The simulation model of Propulsion system
3 结果分析 3.1 四机双桨运行工况

3.2 双机双桨运行工况

3.3 双机单桨运行工况

4 模型验证

 图 2 四机双桨工况下仿真与试验结果对比 Fig. 2 Comparison of simulation and test results under the condition of four-engines double-propellers

5 结　语