The monitoring device health propulsion system of the vessel

 

(57) Abstract:

The monitoring device health propulsion system of the vessel is designed to identify the causes unreasonable fuel propulsion system. The device includes a sensor speed sensor, time, fuel consumption, power sensor, speed sensor, individual unit alarms, block of the logical processing unit of the underlying information, the depth sensor of the fairway, unit diagnosis propulsion unit and engine diagnostics. The output speed sensor is connected with United first unit diagnosis propulsion unit engine diagnostics, second United inputs are connected to the output of the sensor time consumption. The third input unit diagnosis mover coupled to the output speed sensor, and the first output with the first input of the logical processing unit, the second output with the first input of the individual unit alarms, a second input connected with the second output unit diagnostics. The third input block engine diagnostics coupled to the output of the power sensor and the first output with the second input of the logical processing unit, which is as fuel. First, second and third outputs of the logical processing unit is connected respectively with the first, second and third inputs of block presentation. Improved reliability performance monitoring propulsion system of the vessel. 8 Il.

The invention relates to shipbuilding, in particular, to the automatic control and diagnostics of technical condition of the propulsion system of the ship, including the engine, gearbox, clutch, line shaft, prop.

Known monitoring device health propulsion system of a vessel according to U.S. Pat. Poland N 143347, CL G 01 M 15/00, publ. in 1987, containing the displacement sensor fuel rail, speed sensor, transducer "displacement-voltage" Converter "speed-voltage indicator (oscillograph).

The principle of this device is that the screen of oscillograph applied area G valid operation of the diesel coordinates n, l, where n is the rotational speed, l is the displacement of the fuel rail, for displaying the position of the working point (the current values of n, l). The position of the working point relative to the border region G characterizes the degree robotops what I have:

- limited the reliability of the control, due to the fact that the efficiency propulsion system depends not only on the parameters n, l, but also on many other factors, for example, from the depths of the fairway H;

- limited performance due to the necessity of participation in the work of the human operator (ship engineer or Navigator).

A device control propulsion system of the vessel containing the blocks motor protection with attached pressure sensors and temperature lubrication of engines, gearboxes and shaft lines each side, the position sensor releasing coupling of the intermediate gear with the output terminals, and outputs of each block protection is connected to its stop-cock (see, for example, Gitelman, A. I. Dynamics and management of marine gas turbine plants. - Leningrad: Sudostroenie, 1974, S. 270).

The disadvantages of this device are limited functionality due to the fact that it is not possible to determine the degree of health.

The closest in technical essence to the invention is a monitoring device health propulsion system of the ship on auto.St. USSR N 901165, class B 63 H 21/22, G 06 F 15/46, publ. in BI N 4, 1982, containing Aogo measurement and control, units individual alarm system on the diagram and device generalized alarm that includes a logical block processing of measured parameters and the generalized block alarm unit manual and automatic control of auxiliaries, the control unit main engines, the inlet of which is connected with sensors technical parameters of the vessel, the device information block program run auxiliary and power switch from the primary to the backup whose outputs are respectively connected to the mimic and block logical processing of the measured device parameters of the generalized alarm.

The known device allows you to measure values of monitored parameters, frequency of main motor speed, motor overload, ambient temperature and so on, to determine the magnitude of the deviations from the set values, and to generate control signals.

The disadvantage of this device is the limited accuracy of the control, due to the fact that the field of health propulsion system of approximite is no control of this parameter, as the depth of the channel "H", the knowledge of which allows for more reasonable to evaluate the performance propulsion system of the vessel.

In the proposed invention achieves the objective of improving the reliability of health propulsion system of the vessel.

This goal is achieved by the fact that in the device monitor performance propulsion system of the vessel containing the sensor speed sensor, time, fuel consumption, power sensor, speed sensor, individual unit alarms, the logical processing unit, the first, second and third outputs of which are connected respectively with the first, second and third inputs of the display unit information added depth sensor of the fairway, unit diagnosis propulsion unit and engine diagnostics, while the output speed sensor is connected with United first unit diagnosis propulsion unit engine diagnostics, the second United inputs are connected to the output of the sensor time fuel consumption, output speed sensor is connected to the third input of the block diagnosing mover, the first output of which is connected to the first input unit log is outinen with the third input block engine diagnostics, the first output of which is connected with the second input of the logical processing unit, the second output to the second input of the individual unit alarms, the sensor output time of the fuel is connected to the third input of the logical processing unit, a fourth input connected to the output of the depth sensor of the fairway.

The invention consists in the following.

For each vessel type at specific values of the speed of the vessel V, the time of fuel consumption, gf, speed n power IU and depth of the fairway H there is an area of health P, with the passage within which the representing point (combination of specific values of U, gf, n, Me, H) propulsion complex vessel, i.e., system-engine, gearbox (clutch), line shaft and propeller is working.

To improve the reliability of the control, i.e., to determine in real sailing conditions specific reasons for the increase in fuel consumption (if so) the engine or propeller, as well as to determine the degree of health propulsion system (e.g., in %) region P is divided into two regions: region G and region q

Region G in the coordinates U, n (see f>k is the angular coefficient of the straight line I. Direct parallel to each other at a distance . Value represents the measurement error of the clock and fuel consumption depends on the type of the output sensor signal fuel consumption (discrete or continuous), the zone of insensitivity, etc., Each direct U = kn + bicorresponds to a particular time fuel consumption, gxpi. Thus, each value of bicorresponds to the value of gmpi, i.e.

bi= gmpi, (2)

where

is the coefficient of proportionality.

From (1) and (2) it follows that (in General)

< / BR>
Region G in the coordinates of V, n (see Fig. 7) is divided into subareas G'. The subregion of G' is limited to direct

< / BR>
In Fig. 7 subregion of g' are shaded. T. O., depending on the technical condition of the propulsion system of the vessel, the following options of showing location of a point on a subdomain G':

< / BR>
where

gTr- nominal (desired) value of time, fuel consumption corresponding to the current values of n, V

Case "b" corresponds to the operational state of propeller (propeller shaft and line shaft).

Region Q in the parameter plane (Me, n)the head of the coefficient (see Fig. 8) ( (m = tg2). ).

Direct (4) are parallel to each other in the field of G parallel to each other at a distance from each other. Each direct Mei= mn + dicorresponds to a certain (desired) hourly fuel consumption . T. O., each value of dicorresponds to the value , i.e.

< / BR>
where

is the coefficient of proportionality.

From (4) and (5) corresponds to that

< / BR>
or in General

< / BR>
Region Q is divided into sub Q', limited to direct, equations which

< / BR>
In Fig. 8 this sub-region is shaded.

Depending on the technical condition of the propulsion system of the vessel, the following options of locations representing point = (Me,n) relative to the sub-region Q' :

< / BR>
Case "b" corresponds to the operational state of the engine.

Evaluation of the provisions of the reflecting points on the subareas G' and Q' allows you to determine the operability of the propulsion system, the source of the excessive fuel consumption (if such occurs) and to estimate the magnitude of the over-expenditure of fuel, for example, in %.

The distinguishing characteristics of the proposed device are:

- introduction of the depth sensor is El;

- the introduction of links between the known and the newly introduced units.

Sign-introduction depth sensor fairway - known (see, for example, Runners A. I., Ivanov Century. And. automation river vessels. The Handbook. - M.: Transport, 1970) and is used for its intended purpose.

Sign-control unit is known (see , for example, Kalabin B. N., Mozgalevsky A. C. Technical means of diagnosis. -Leningrad: Sudostroenie, 1984, 208 S.). However, in the known control units controlled by the presence of the parameter, for example, "X" within a certain range of XminXmaxwhere XminXmaxrespectively the minimum and maximum values of the parameter X:

XminXXmax.

In the case of control of M parameters, the range of allowable values of the parameters - region P has the form M-dimensional hyperparallelepiped. In reality, the region P may have any shape. Approximation of the real area P M-dimensional rectangular hyperparallelepiped causes the occurrence of errors of type "false rejection" and "undetected failure" (respectively Ploand Pon). Approximation of the P region of the hypersurface and, in particular, hyperplanes, reduces the probability Ploand Pon.In the proposed technical solution region G, Q approximated in the form of a parallelogram.

Thus, the proposed technical solution blocks diagnose propulsion and engine can improve the accuracy of control by reducing the probability of making the wrong decision due to the reduction of the probability of occurrence of "false rejection" or "undetected failure".

The authors found no technical solutions control device efficiency propulsion system, which would use such features as execution units diagnosis of propeller and engine and communication between the known and the newly introduced units. According to the authors, these signs are "significant signs", which allows you to:

to improve the reliability of control;

- to increase the depth control;

- to expand the scope of application due to the use of this device on ships of different type and through the use of for the technical implementation of standard parts;

to increase the speed of decision-making due to the operation of the device in real time.

In Fig. 1 depicts a block diagram of the proposed device control country customization operating capability the individual alarm; in Fig. 5 is a block circuit diagram of the display information of Fig. 6 is a block circuit diagram of the logical processing of Fig. 7 - 8 - notes principa operation.

The control device propulsion system of the vessel (Fig. 1) contains a sensor of the speed of the vessel 1, the sensor time of fuel 2, the speed sensor 3, the power sensor 4, the sensor channel 5, block diagnosing mover 6, block engine diagnostics 7, block individual alarm 8, the logical processing unit 9, unit information display 10, with the output speed sensor 3 is connected with the joint of the first input unit diagnosis mover 6 and block engine diagnostics 7, the second joint inputs are connected to the output of the sensor time fuel consumption 2, the third input unit diagnosis mover 6 is connected to the sensor output speed of the vessel 1, and the first output with the first input of the logical processing unit 9, the second output with the first input of the individual alarm 8, the second input is connected with the second output block engine diagnostics 7, a third input connected to the output of the power sensor 4, and the first output with the second input of the logical processing unit 9, the third I the Liwa 2, and the first, second and third outputs respectively from the first, second and third inputs of the unit information display 10.

As the speed sensor of the vessel 1 can be used lag.

The speed sensor 3 and the power sensor 4 can be placed between the ship's engine (diesel) and clutch. When this clutch is functionally belongs to the mover. Then the speed sensor 3 measures the engine speed, i.e., the sensor 3 is a sensor engine speed.

If the sensor 3 and the power sensor 4 is placed on the propeller shaft, the clutch functionally relates to the engine. In this case, the sensor 3 is a sensor of the speed of the shaft.

Sensor watch fuel 2 produces a signal proportional to the fuel consumption per hour with regard to shut-off fuel. Functionally it may consist of two fuel sensors: the first, located in the piping of the fuel before the fuel high-pressure pump, and the second, located in the pipeline shut-off fuel. The output signal of sensor 2 - gf= p1- p2where p1p2- output signals of the first and second flow sensors.

The depth sensor of the channel 5 may be you who RA H is less than Hmin(for example, Hmin= 4 m) and a signal of logical zero at HHmin.

Unit diagnosis thruster 6 (Fig. 2) contains two large-scale amplifier 11, three of the adder 12, the two valve 13, the And gate 14, the key element 15, a reference voltage source 16, with the first (subtractive) input of adder 12.1 is connected to the output of a large-scale amplifier 11.1, the second (summing) the input - output large-scale amplifier 11.2, and the output - information input key of the element 15, with the first (summing) the input of the adder 12.2, and with the first (subtractive) input of adder 12.3. The second subtractive inputs of adders 12.2, 12.3 combined and connected to the output of the reference-voltage source 16. The output of the adder 12.2 is connected to the cathode of the valve 13.1. The output of the adder 12.3 is connected to the cathode of the valve 13.2. The anodes of the valves 13.1, 13.2 are connected respectively with the first and second inputs of the element And 14, the output of which is connected with the control input of the key element 15. The first input unit diagnosis mover 6 is a log-scale amplifier 11.1, a second input, a United third (subtractive) input of adder 12.2, and the third (summing) the input of the adder 12.3, the third log - log-scale amplifier 11.2, first exit-the exit key item for your home! the post amplifier 17, three of the adder 18, the two valve 19, the And gate 20, a key element 21, a reference voltage source 22, while the output of large-scale amplifier 17.1 connected to the first (subtractive) input of adder 18.1, second (summing) the inlet of which is connected to the output of a large-scale amplifier 17.2, and the output from the integrated information input key of the element 21, with the first (subtractive) input of adder 18.2, with the first (summing) the input of the adder 18.3, the output of which is connected to the cathode of the valve 19.2, the output of the adder 18.2 connected to the cathode of the valve 19.1, the anodes of the valves 19.1, 19.2 connected respectively with the first and second inputs of the element 20, the output of which is connected with the control input of the core element 21. The first input block engine diagnostics 7 is a log-scale amplifier 17.1, a second input, a United third (summing) the input of the adder 18.2 and third (subtractive) input of adder 18.3, the third log-log-scale amplifier 17.2, first exit - the exit key element 21, a second output-output element 20.

Block individual signaling (Fig. 4) contains two indicator element 23 (e.g., LEDs). Figure 24 designated bus "Earth". When the first input unit 8 is input indicator alergic two indicator element 25 (for example, the LEDs) and the node display 26 (e.g., a voltmeter). Figure 27 designated bus "Earth". The first input unit 10 is input indicator element 25.1, a second input - input indicator element 25.2, the third input is the input node of the display 26.

The logical processing unit 9 (Fig. 6) contains two adder 28, the three elements 29, two elements OR 30, the key element 31, the host division (division) 32, an amplifier 33, two valve 34, while the output of the adder 28.1 connected with the information input key element 31, the output of which is connected to the anode of the valve 34.1 and to the cathode of the valve 34.2, the anode of which is connected to the first input element OR 30.1, a second input connected to the output element And 29.1, and the output from the first input element And 29.2, the cathode of valve 34.1 connected to the first input element And 29.3, the outputs of the elements And 29.2, 29.3 connected respectively with the first and second inputs of the element OR 30.2, the output of which is connected with the first (subtractive) input of adder 28.2, the output of which is connected to the first input node of division 32, the output of which is connected to the input of the amplifier 33, the first input unit 9 is United first (summing) the input of the adder 28.1 and second input element And 29.3, a second input - United first input element And 2, the adder 28.2 and the second input node of division 32, the fourth entry is the joint second input element And 29.1 and the second (control) input the key element 31, the first output - cathode valve 34.1, a second output - output element OR 30.1, the third output is the output of the amplifier 33.

As elements And 29 can be used key elements.

Technical solutions the key elements are known. See, for example:

1. Sidorov A. C. Diode and transistor switches. - M.: Communication, 1975.

2. Switches analog signals on the semiconductor elements. - M.: Energy, 1976.

3. Orchowski C. F. Circuit switching of analog signals. - M.: Communication, 1976.

The key elements can be implemented on the contact elements. Then the control input is the key element there is one tap of winding of the relay, a second tap of which is grounded. Information input-normally open relay contact, the stationary contact of the relay is connected to the output of a key element.

Technical solutions adders, components division, elements AND / OR given in the book by U. Titze, K. Schenk. Semiconductor circuitry. M.: Mir, 1982).

As the reference voltage sources can be used a source of regulated DC voltage. See, such Theological S. A. Power semiconductor rectifiers. - M.: Voenizdat, 1965.

3. Alexenko A., the Use of precision IP. - M.: Owls. radio, 1980.

As the reference voltage sources can be used amps DC with adjustable gain.

The circuitry elements (nodes) division known. See, for example:

1. Handbook of nonlinear circuits. - M.: Mir, 1977.

2. Greben A. B. Design of analog integrated circuits. - M.: Energy, 1976.

3. Alexenko A., and other precision analog ICS. - M.: Owls. radio, 1980.

4. Timotei Century. And. and other Analog multiplier products of signals in electronic equipment. - M.: Radio and communication, 1982.

An overview of how the division given in the book by C. S. Popon, I. I. of Galbacova. The measurement of RMS voltage. - M.: Energoatomizdat, 1987, S. 28 - 35.

The monitoring device health propulsion system of the vessel (Fig. 1) works as follows.

The output signal U of the speed sensor of the vessel 1 is fed to the third input of the block diagnosing mover 6, the output signal gfsensor time of the fuel 2 is supplied to the second inputs of the d-block is fed to the first inputs of the block engine diagnostics 6 and unit diagnostics mover 7, the output signal Me of the power sensor 4 is fed to the third input block engine diagnostics 7.

Unit diagnosis thruster 6 (Fig. 2) works as follows. Gain (transfer) large-scale amplifier 11.2 set equal to 1/ amplifier 11.1 is equal to k/ . The output signal U16the reference-voltage source 16 is set proportional to /2 . In block 6 the signal n from the output of the speed sensor 3 is input to the large-scale amplifier 11.1, the signal gfwith sensor output time of the fuel 2 is served on the third (subtractive) input of adder 12.2, and on the third (summing) the input of the adder 12.3. The signal U from the output of the speed sensor 1 is input to the large-scale amplifier 11.2.

The output signal of the large-scale amplifier 11.221= U1/ is attached to the second (summing) the input of the adder 19.2, on the first (subtractive) the inlet of which a signal11output of large-scale amplifier 11.1 (11= nk/) . The output signal of the adder 12.1:

.

When gTrrequired (estimated) value of time, fuel consumption corresponding to the current (real) values of n, u

The output signal of the adder 12.1 equal to gTrserved on the information in the and the second (subtractive) inputs of adders 12.2, 12.3 the signal u16/2 from the output of the reference-voltage source 16. On the third (subtractive) input of adder 12.2, and on the third (summing) the input of the adder 12.3 signal gffrom the output of the sensor 2 corresponding to the actual (current) value of time consumption.

The output signal of the adder 12.2:

y2= gTr-gf- a/2. .

If y2<0, the signal y2through the valve 13.1 is supplied to the first input element And 14.

The output signal of the adder 12.3:

y3= gf-gTr- a/2. .

If y3<0, the signal y3through the valve 13.2 is supplied to the second input element And 14. If both conditions are y2<0, y3<0, then the output element And 14, a signal will appear as a logical unit (signal Z), which is supplied to the second output unit 6 and the control input is a key element 15, closing it (breaking the chain of passing the information signal).

Thus, if a signal Z, this means that the reflecting point (mover healthy).

If Z = 0, the key element 15 is open. At its output, a signal will appear gTr. The appearance of the signal gTrthe output of block 6 means that h is first input of the logical processing unit 9, the signal from the second output unit 6, is equal to Z, - at the first input block individual alarm 8.

Block engine diagnostics 7 (Fig. 3) works as follows.

In block 7, the signal n from the output of the speed sensor 3 is input to the large-scale amplifier 17.1, the transmission coefficient is equal to m/ . The output signal of the large-scale amplifier 17.1 served on the first (subtractive) input of adder 18.1.

The output signal Me of the power sensor 4 is input to the large-scale amplifier 17.2, the transmission coefficient is equal to 1/ . The output signal of the large-scale amplifier 17.2 served on the second (summing) the input of the adder 18.1. The output signal of the adder 18.1

,

where

required (calculated) the hourly fuel consumption at specific values of the Me, n.

The output signal of the adder 18.1 served on the information input key of the element 21, on the first (subtractive) input of adder 18.2, on the first (summing) the input of the adder 18.3.

The sensor output time of the fuel 2, is proportional to the current (actual) value of fuel consumption, gfserved on the third (summing) the input of the adder 18.2 and on the third (subtractive) input of adder 18.3, W

The output signal of the adder 18.2

.

If the signal through the valve 19.1 served at the first input element And 20.

The output signal of the adder 18.3:

.

If the signal through the valve 19.2 is supplied to the second input element 20.

If both conditions are that , at the output of element 20, a signal will appear as a logical unit (signal f), which is fed to the control input of the key element 21 and the second output unit 7. The appearance of the signal f on the second output unit 7 corresponds to finding the representing point (Me, n) in Q'.

If f = 0, then a key element 21 is open. At its output, a signal will appear , which is supplied to the first output unit 7. The appearance of the signal at the output of block 7 means that displays the point is outside the scope of Q'.

The output signal from the first output block engine diagnostics 7 is fed to the second input of the logical processing unit 9, the signal from the second output unit 7, is equal to f on the second input unit individual alarm 8.

Block individual alarm 8 (Fig. 4) works as follows.

When the signal from the second output unit diagnosis thruster 6 work (EU vessel operational.

When the signal from the second output block engine diagnostics 7 (signal f) trigger indicator element 23.2, which indicates that the engine propulsion system of the vessel operational.

The logical processing unit 9 (Fig. 6) works as follows. The signal gTrthe first output unit diagnosis mover 6 is fed to the first (summing) the input of the adder 28.1 and to the second input element And 29.3.

The signal from the first output block engine diagnostics 7 is supplied to the second (subtractive) input of adder 28.1, to the second input element And 29.2 and to the first input element And 29.1.

The signal gffrom the output of the sensor 3 is supplied to the second (summing) the input of the adder 28.2 and to the second input node of the dividing element dividing) 32.

The output of the depth sensor of the channel 5 is fed to the control input of the key element 31 and to the second input element And 29.1.

The logical processing unit 9 (Fig. 6) operates in two modes:

a) the depth of the fairway more Hmin(for example, Hmin= 4 m). When the output signal of the sensor depth of the channel 5 is equal to zero.

b) the depth of the channel is less than Hmin. When the output signal of the sensor 5 is equal to logelement And 29.1 and the control input of the key element 31 is equal to zero. The key element 31 is open (there is a chain of passing the information signal).

The output signal of the adder 28.1

.

If the signal through the key element 31, the valve 34.1 is supplied to the first output unit 9 and to the first input element And 29.3, to the second input of which the signal gTr. The output signal of the element, And 29.3 equal to gTrserved through the element OR 30.2 at first (subtractive) input of adder 28.2, on the second (summing) the input of which the signal gf.

The output signal of the adder 28.2

< / BR>
is fed to the first input node of division 32, to the second input of which the signal gf.

The output signal of the node division 32, equal = (gf-gTr)/gf, , is fed to the input of the amplifier 33 with a gain of k33. The output signal of the amplifier 33 is fed to the third output unit 9.

If K33= 100, the output signal of the amplifier 33 is equal to the amount of relative deviation of the actual fuel consumption, correct, expressed in %.

So acting, the appearance of signals simultaneously on the first and third outputs of the block 9 suggests that the reason for the deviation of the actual fuel flow rate from the desired (specified) t is an element OR 30.1 served at the first input element And 29.2, to the second input of which is applied the signal . The output signal of the element, And 29.2 equal , through the element OR 30.2 is fed to the first input of the adder 28.2, to the second input of which the signal gf. Then cycle power unit 9 repeats.

The output signal of the element OR 30.1 served also on the second output unit 9.

The appearance of signals at the same time on the second and third outputs of the block 9 suggests that the reason for the deviation of the actual fuel flow rate from the nominal (desired, predetermined) value is the engine of the propulsion system of the vessel.

The output signal of the amplifier 33 at this

< / BR>
shows the relative deviation of the actual fuel consumption from the setpoint, expressed, for example, in percent (with k' = 100).

2. The depth of the channel is less than Hmin.

When the sensor signal of the depth of the channel 5, is equal to a logical unit, is fed to the second input element And 29.1 and the control input is a key element 31. A key element 31 is closed (open circuit passing the information signal).

At the first input element And 29.1 signal .

The second signal element And 29.1 equal , through the element OR f. Then cycle power unit 9 repeats.

Thus, when the depth of the channel is less than Hminthe reason for the deviation of the actual fuel consumption from the setpoint is the engine of a boat.

The output signals of the unit 9 serves to corresponding inputs of a block of information display 10 (Fig. 5). When the signal on the first input unit 10 illuminates (work) indicator element 25.1, which suggests that the cause of the deviation of the actual fuel consumption from the setpoint is the propulsion of the vessel. When the signal on the second input unit 10 will trigger the indicator element 25.2, which suggests that the cause of the deviation of the actual fuel consumption from the setpoint is the engine of the vessel. Readings node display 26 can visually assess the amount of deviation of the actual fuel consumption from the setpoint, for example, in percent.

As a result of application of the proposed device:

- increased reliability monitor performance propulsion system of the vessel due regard to the additional number of controlled parameters (depth of the fairway), and also because of the approximation of the real area rabotosposobnosty fuel consumption (propeller or engine);

- expanding the scope through the use of standard elements for the implementation of the device, as well as through the use of devices for monitoring the health of a propulsion system for vessels of various types.

The device works in real-time. Increased reliability due to the use of only five sensors.

The device facilitates the work of thermal parties, and when a sufficient qualification of the crew will abandon their services. (Etc.) e

The monitoring device health propulsion system of the vessel containing the sensor speed sensor, time, fuel consumption, power sensor, speed sensor, individual unit alarms, the logical processing unit, the first, second and third outputs of which are connected respectively with the first, second and third inputs of the unit displaying information, characterized in that it further comprises a sensor depth of the fairway, unit diagnosis propulsion unit and engine diagnostics, while the output speed sensor is connected with United first unit diagnosis propulsion unit diagnosing the motor the speed is connected to the third input of the block diagnosing mover, the first output of which is connected to the first input of the logical processing unit, the second output with the first input of the individual unit alarms, the output of the power sensor is connected to the third input block engine diagnostics, the first output of which is connected to the second input of the logical processing unit, the second output from the second input unit individual alarm, the sensor output time of the fuel is connected to the third input of the logical processing of information, a fourth input connected to the output of the depth sensor of paratore.

 

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1 dwg

FIELD: transportation.

SUBSTANCE: system to control a mechanical plant of a vessel comprises two autonomous lines to control engines of the right and left boards accordingly. The autonomous control line comprises a setting control unit, a control unit, logical elements OR, AND and NOT, three amplifiers, main and auxiliary electrohydraulic converters of channels "more" and "less", accordingly, an actuating mechanism with a control lever, an end switch of idle run, an electromagnet of emergency engine shutdown, a feedback sensor connected in a certain manner.

EFFECT: emergency-free operation of vessel engines.

1 dwg

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