4415E001a Pitch and Load Control 15

15. Pitch and Load Control 2

15.1 General 2

15.2 System description 2

15.2.1 PLC system 3
15.2.2 Pitch Speed 5
15.2.3 Positioning speed 6
15.2.4 Load speed and Overload speed 7
15.2.5 Reduction zone 8

15.3 Operation 9
15.3.1 Pitch 9
15.3.2 Load 9

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15. Pitch and Load Control

15.1 General
The propeller pitch and load control system is an automatic system that
controls the propeller pitch using the electrical and mechanical system
components.

The load control system is intended to protect the propulsion plant from
excessive load fluctuations. Such fluctuations might arise, for instance in
heavy seas or when manoeuvring the vessel. Special functions and
programmes are implemented to take care of the system in special
situation, an example may be reduction zone function, load acceptance
programme etc., and these functions are described later in this chapter.

15.2 System description

The load and pitch control system has the following major components:
• Fuel rack sensor mounted on the engine
• RPM sensor mounted on the engine
• Order potmeter mounted in levers on manoeuvring stations on vessel
• Pitch feedback sensor mounted near the gearbox.
• Programmable PLC unit
• Actuator for propeller pitch control
• Instruments for indication of position
• Back-up system
• Pressure switch for servo oil pressure mounted on gear or servo tank

See Fig 15-1 block diagram.

The fuel rack sensor measures the position of the fuel pumps on the
engine. This is highly correlated with the load of the engine.

The engine RPM sensor measure a frequency that are proportional to the
engine rpm.

The frequency is generated by a counting wheel that gives pulses to the

sensors when the teeth of the wheel passes by the pick-up head. Number
of teeth per revolution is an important factor to calculate the exact rpm.

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The pitch order, or wanted pitch position is decided by the responsible

pitch lever. Where this is placed is dependent on the responsibility
system described in chapter 25.

The pitch feedback sensor gives a signal proportional to the position of

the pitch propeller. This position is calculated into a position in the main
control system

If the servo oil pressure is below set level, the pressure switch will stop
the pitch control function. The pressure sensor is set for each installation
and the pressure setting can be find in the sensor list for the system.

15.2.1 PLC system

The main unit for pitch and load control in the system is the Propulsion
Control Unit (PCU). Here are all control algorithms for these functions
implemented. Also the responsibility system is implemented in this unit
together with the load and pitch control.

The AD-converter(s) connected to the PLC in the PCU measures:

1. The fuel rack signal.

2. The pitch feedback signals.

3. Pitch order set signal given by the lever position from the lever in the
BCS.

4. Pitch order set signal given by the lever position from the lever in the
ECS.

5. Pitch order set signal given by the lever position from the lever in the
ACS.

6. Pitch order set signal given by the lever position from the lever in the
WCS-P.

7. Pitch order set signal given by the lever position from the lever in the
WCS-S.

The pickup signal from the engine is measured by one of the digital
inputs (X0 to X4) in the PCU-PLC.

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The PLC-system is pre-programmed to convert the lever signal in to a

pitch order according to a pre-set curve. The pitch control speed is
determined from the curve as a function of the prevailing engine load. As
the control speed curve in Fig 15-5 shows, pitch at maximum speed is
regulated up to centre point. From there the speed will fall off gradually
according the calibrated K-curve from Maximum speed to Minimum
speed depending on the position of the load between Centre point and 100
per cent engine load minus the current Reduction zone. This ensures
optimal regulation approaching 100 per cent load, thus providing an
extremely stable control system in terms of overload. Maximum speed,
Minimum speed, Centre point, Reduction zone step and reduction zone
time are all adjustable parameters accessible via the calibration menus.
For more details, see the specific Calibration sections. The user can
choose if the Reduction Zone function is to be automatic or if it is to have
a fixed value chosen by the user.

Block diagram of pitch control system

Fig 15-1 (15E-001a-1)

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The pitch actuator handles the movement of the pitch position from one
set point to another. The actuator is normally fitted on the gearbox and is
interfaced with the manoeuvring system through cables between the
terminal strip in the PCU and the junction box on the pitch actuator.

The propeller pitch is controlled using an proportional servo valve,

controlling a mechanical actuator, which in turn controls the servo
system. The mechanical actuator is provided with a potentiometer to
monitor the actual position of the propeller. The potentiometer has two
connections, one to the computer for regulation and indication of propeller
position, and the other to one or more pitch indicators showing the actual
position of the propeller independent of the computer.

Indication instrument and display Pitch indication is split into two parts.
Firstly, the pitch is displayed digitally on the main display screen and on
the pitch indicators. The pitch indication instrument on all stations is fed
through a special current loop and are totally separated from the other
indication of the pitch in the main control loop.

15.2.2 Pitch speed

The PLC system is calculating different pitch speed depending on

different parameters, such as engine RPM, fuel rack signal, engine load
curve. All these parameters are used to calculate the pitch speeds
mentioned below.

The following pitch speeds are calculated:

• Positioning speed
• Load speed
• Overload speed
• The actual speed is then selected according to the system state.

The slowest pitch speed calculated of the above mentioned is chosen as

the speed in the system.

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15.2.3 Positioning speed

Position speed

Fig 15-3

The speed according to position is set using the curve in Fig 15-3. The
deviation is the difference between order and feedback. Suppose the
deviation is zero. The pitch lever is moved and the new deviation is
greater than outer dead band. Then the pitch will start moving and will
continue so until the deviation is below inner dead band.

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15.2.4 Load speed and Overload speed

Load speed

Fig 15-5
a) Centre point
b) 100 % - RedZone
c) Lower outer deadband
d) Lower inner deadband
e) Upper inner deadband
f) Upper outer deadband
g) Extreme overload

If the load is below the centre point a), the load speed is set to maximum
speed.

If the load is between centre point a), and 100 % - RedZone then
loadspeed is calculated according to the left K-Curve. If RedZone is zero
than it is the lower dead band c), that is the right side limit in this
position.

If the load is between the inner dead band d) and e), the load speed is
zero.

If the load is outside the inner dead band d), but inside the outer dead
band c), the load speed is then set to minimum speed if the speed was not
zero last scan. If it was zero then it still will be set to zero.

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If the load becomes higher then 100% load, overload is calculated which is
load speed inverted.

If the load comes above upper and inner dead band e), then the overload
speed is set to minimum until upper outer dad band f) is reached,
whereas the overload speed is calculated according to the right hand K-
Curve.

15.2.5 Reduction zone

MCR and MCR - RedZone curves.

Fig 15-8

The RedZone is short for reduction zone. The motivation for introducing
the RedZone is to minimise the small movement of the propeller blades
when the pitch operates near overload condition due to harsh weather
conditions. These small movements tear extra hard on the propeller
sealing because there is not much lubrication during these movements.
The RedZone is updated after a certain interval, the reduction zone time,
which it is possible to calibrate. It stays put, increases or decreases with
reduction zone step after the end of the interval.

If there is heavy load changes and the engine starts to go in and out of
overload the reduction zone increases. Assume that it has increased to 5
%. Then the system will not increase pitch before the load is below 95 %.

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It will reduce the pitch as usual if the engine is overloaded. The reduction
zone will continue to increase because of the hard weather until an
equilibrium position is obtained. If the weather improves the reduction
zone is automatically decreased.

15.3 Operation

15.3.1 Pitch
• Move the order set lever in command ahead to move the ship ahead.
• Move the order set lever in command astern to move the ship astern.

15.3.2 Load

To set the reduction zone function in manual mode, choose the reduction
zone menu on the operator panel and switch to manual. The desired
reduction zone can then be inserted. To put it back to automatic mode,
choose automatic. It is recommended to use automatic mode during
normal operation.

The overload system will automatically make sure the engine is not
overloaded. However it is always wise to manoeuvre the ship more gently.

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