CN102365443A - Ship engine control system - Google Patents
Ship engine control system Download PDFInfo
- Publication number
- CN102365443A CN102365443A CN2010800141283A CN201080014128A CN102365443A CN 102365443 A CN102365443 A CN 102365443A CN 2010800141283 A CN2010800141283 A CN 2010800141283A CN 201080014128 A CN201080014128 A CN 201080014128A CN 102365443 A CN102365443 A CN 102365443A
- Authority
- CN
- China
- Prior art keywords
- speed
- control system
- propeller cavitation
- boats
- propeller
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
A main engine is operated at an efficient rotational frequency to match fluctuations in propeller inflow velocity, and fuel efficiency is increased. The divergence between a rotational frequency command and measured variations in rotational frequency (NE) of a main axle (13) or the main engine (12) is inputted into a proportional-integral-derivative (PID) computation unit (16), and feedback control is performed on the quantity of fuel supplied from a fuel injection device (15) to the main engine (12). The propeller inflow velocity of a propeller (14) is detected and inputted into a computation unit (17). The rotational frequency command is adjusted such that the control point moves along an efficiency curve in response to fluctuations in propeller inflow velocity.
Description
Technical field
The present invention relates to the control system of boats and ships with motor, particularly boats and ships are with the rotating speed control of motor.
Background technique
In the control of engine of boat and ship, carry out PID (proportional-integral-differential) control with the rotating speed of target of setting and the mode of actual speed indifference.But, when harsh weather, because the load torque rapid change that propeller cavitation produces; Therefore; In the PID control of the speedup of the navigation under utilizing imagination normal climate situation, can not obtain to reply fully performance, have the danger that causes engine failure owing to hypervelocity.For such problem, prediction has been proposed owing to disturb the change of the revolution speed of propeller that is produced to change the scheme (patent documentation 1) of the formation of the speedup that PID controls.
Patent documentation 1: japanese kokai publication hei 8-200131 communique
Summary of the invention
(problem that invention will solve)
But, also comprise patent documentation 1, in the boats and ships in the PID control of general arrangements for speed regulation, in order rotating speed to be maintained necessarily, as propulsion system, efficient is not necessarily higher.
The present invention in view of the above problems, purpose is to cooperate propeller cavitation to flow into the change of speed, realizes the raising of fuel efficiency with efficient high rotational speed running main frame.
(being used to solve the method for problem)
Boats and ships of the present invention are characterised in that with engine control system, comprising: propeller cavitation flows into speed handgrip body, holds propeller cavitation and flows into speed; The rotating speed control mechanism, the rotating speed of main control system; And correction mechanism, cooperate propeller cavitation to flow into the change of speed, carry out the correction of the rotating speed of target in the rotating speed control mechanism; Correction mechanism flows into the change of speed for propeller cavitation, the path that efficient does not reduce in the efficiency curve diagram upper edge and realize moving of control point and revise goal rotating speed.
Moving of control point in preferred the correction is moving along efficiency curve.Therefore, can roughly keep the angle of attack of propeller cavitation certain.
Propeller cavitation inflow speed is for example surveyed or from other relevant physical quantitys, is inferred.As the physical quantity that is used to infer, comprise for example circular frequency, the wave height of ship's speed, ripple.In addition, as physical quantity, comprise for example propeller load torque.
(effect of invention)
According to the present invention, can cooperate the change of propeller cavitation inflow speed, with efficient high rotational speed running main frame, and the raising of realization fuel efficiency.
Description of drawings
Fig. 1 illustrates the skeleton diagram of the boats and ships of first embodiment of the invention with the formation of engine control system.
Fig. 2 is the efficiency curve diagram that transverse axis is flowed into speed as rotating speed, the longitudinal axis as propeller cavitation.
Fig. 3 is the enlarged view on every side of the control point P of Fig. 2.
Fig. 4 illustrates the square frame line chart of the boats and ships of first mode of execution with the formation of the variation of engine control system.
Fig. 5 illustrates the square frame line chart of the boats and ships of second mode of execution with the formation of engine control system.
Fig. 6 illustrates the square frame line chart of the boats and ships of the 3rd mode of execution with the formation of engine control system.
Fig. 7 is the skeleton diagram that the formation of torque detection unit is shown.
Fig. 8 is the skeleton diagram that another formation of torque detection unit is shown.
Fig. 9 is the skeleton diagram that another formation of torque detection unit is shown.
Figure 10 is the skeleton diagram that another formation of torque detection unit is shown.
Symbol description
10,10 ', 10 " boats and ships are used engine control system
11 hulls
12 main frames
13 main shafts
14 propeller cavitations
15 fuel injection systems
The 16PID operational part
17,17 ', 18 operational parts
20,30,40 load torque detection units
The C control gear
The S controlling object.
Embodiment
Below, with reference to accompanying drawing mode of execution of the present invention is described.
Fig. 1 illustrates the skeleton diagram of the boats and ships of first embodiment of the invention with the integral body formation of engine control system.
The boats and ships of this mode of execution with engine control system 10 with hull 11, main frame 12, main shaft 13, propeller cavitation 14 etc. as controlling object S, in main frame 12 from fuel injection system (actuator) 15 fuel supplying of control gear C.On the main shaft 13 that connects main frame 12 and propeller cavitation 14, be provided with the actual speed N that detects main shaft 13 or main frame 12
E(perhaps angular velocity omega
E) existing known rotating speed (angular velocity) sensor (not shown).
In addition, in this mode of execution,, the propeller cavitation that influences such as wave produced changes rotary speed instruction corresponding to flowing into the change (for example about 10 seconds cycle) of speed.In the first embodiment, propeller cavitation inflow speed uses the known tachometer that is arranged at stern to survey.The signal that utilizes the resulting propeller cavitation of tachometer to flow into speed is transformed to instruction rotating speed corrected signal and is additional to the rotary speed instruction signal in the operational part 17 of control gear C.In addition, tachometer can be the tachometer of arbitrary form.
Then, with reference to Fig. 2 the principle of the Correction and Control of the rotary speed instruction in this mode of execution is described.Fig. 2 be with transverse axis as engine speed, efficiency curve diagram when the longitudinal axis is flowed into speed as propeller cavitation, in this mode of execution, the efficient (both products) of the fuel efficiency of propeller efficiency and main frame merging is represented with isopleth.
For example, when being set to a some P at the control point as target, when because the influence of wave and when in propeller cavitation inflow speed, the change of Δ V taking place, in the existing control that makes invariablenes turning speed, the control point moves up and down along the longitudinal axis in Fig. 2.That is, owing to the isopleth crosscut of efficient is moved at the control point, therefore, be the center with a P, efficient changes up and down, causes the deterioration of fuel efficiency.
In this mode of execution, even propeller cavitation flows into speed fluctuation, the mode correction that does not also reduce with efficient is as the rotating speed (rotary speed instruction) of target.For example, like the arrow A in the efficiency curve diagram of Fig. 2, change rotating speed of target (in this mode of execution, maintaining necessarily corresponding) with the angle of attack with propeller cavitation along the efficiency curve (isopleth) through target control point P.That is, corresponding with the propeller cavitation inflow speed that detects in operational part 17 (with reference to Fig. 1), and obtain rotating speed of target and revise rotary speed instruction based on the efficiency curve diagram of Fig. 2.
In addition, from the viewpoint of further raising the efficiency, as long as the control point when propeller cavitation inflow speed reduced mobile changes to moving with the mild direction of comparing along the inclination of the efficient of y direction of inclination than the existing formation that makes invariablenes turning speed.For example,, efficient further reduces though comparing along move (arrow A) of efficiency curve,, also can move the control point like arrow A 1.But from the viewpoint of further raising the efficiency, control point mobile is preferably inboard through the efficiency curve of a P (for example arrow A 2: from the efficient of a P moving to the control point in more high efficiency zone).
In addition; Under the situation that propeller cavitation inflow speed increases; Also can as existing, make the control of invariablenes turning speed, in the inboard (efficient upper side) of the efficiency curve (isopleth) that passes through some P, can obtain the control point and move (for example arrow A 3) to all directions.
Fig. 3 illustrates the enlarged view around the some P of Fig. 2, can make the scope of the direction that the control point moves when representing that with circular arc R D, RU propeller cavitation inflow speed is slowed down respectively and during speedup.The track (for example solid line A4) that moves at control point perhaps also can be these combination as long as satisfying above-mentioned condition can be in curve, straight line, the broken line any.
In addition; The efficiency curve diagram that utilizes is not limited to this mode of execution; For example also can use propeller efficiency plotted curve, the independent efficiency curve diagram of propeller cavitation separately, perhaps also can use the efficiency curve diagram of other key elements of the further fuel efficiency that has increased relevant main frame.
As stated,, can cooperate the propeller cavitation inflow speed that changes owing to influences such as waves to change rotating speed of target, and improve fuel efficiency according to first mode of execution.
Fig. 4 illustrates the formation of the variation of first mode of execution.In the first embodiment, cooperate propeller cavitation to flow into the correction of the rotating speed of speed, still, in variation, revise with respect to the speed-regulating instruction of exporting from PID operational part 16 with respect to rotary speed instruction.That is, propeller cavitation inflow speed input is arranged at the operational part 18 among the control gear C, and with reference to Fig. 2 in order to become along the rotating speed of the track that is determined, from operational part 18 corrected signal is feedovered to the outlet side of PID operational part 16.In addition, identical about other formation with first mode of execution, in the formation of variation, also can access the effect identical with first mode of execution.
Then, with reference to Fig. 5 the boats and ships of second mode of execution are described with engine control system.Fig. 5 is with the boats and ships of second mode of execution shown in the controlling object S modelling square frame line chart with engine control system.
In the first embodiment, the actual measurement propeller cavitation flows into speed, still, the boats and ships of second mode of execution with engine control system 10 ' in, carry out inferring of propeller cavitation inflow speed, and carry out the correction of rotary speed instruction based on presumed value.In addition, other formations are identical with first mode of execution, use identical reference character for identical formation, and omit its explanation.
As shown in Figure 5, in the control gear C ' of second mode of execution, be provided with wave-particle speed calculation portion 19, the propeller cavitation that input is inferred by wave-particle speed calculation portion 19 in operational part 17 flows into speed.Input is for example surveyed in wave-particle speed calculation portion 19 ship's speed, the circular frequency of ripple, wave height, and from these inputs, infer propeller cavitation inflow speed.In operational part 17, identical with first mode of execution, according to the efficiency curve diagram generation corrected signal of Fig. 2, and carry out the correction of rotary speed instruction.
As stated, in second mode of execution, also can access the effect identical with first mode of execution.In addition, in second mode of execution, flow into speed, therefore, there is no need sensor installation around propeller cavitation, can make the formation of control system simpler owing to infer propeller cavitation.
And, in second mode of execution, flow into speed though infer propeller cavitation from circular frequency, the wave height of ship's speed, ripple,, also can use certain flow that flows into velocity correlation with propeller cavitation.
Then, with reference to Fig. 6-10, the boats and ships of the 3rd mode of execution are described with engine control system.In the 3rd mode of execution, detect propeller load torque Q
P, and input control device C " operational part 17 '.In operational part 17 ', from propeller load torque Q
PInferring propeller cavitation flows into speed and carries out the correction of rotary speed instruction.In addition and since about other formations identical with first and second mode of execution, therefore, omit its explanation.
Fig. 7-10 illustrates and is used for a plurality of formations that torque detects.Load torque detection unit 20 shown in Fig. 7 is made up of the resistance strain gauge that is installed on main shaft 13 21 and commutator 22 and the receiving machine 23 and the tester 24 that are disposed at the fixing part of hull side.The measured load of detected strain (strain signal) is sent to receiving machine 23 via transmitter 22 in resistance strain gauge 21, in tester 24, be transformed to dtc signal and to operational part 17 " output.That is, because torque and strain are proportional, therefore, at operational part 17 " in the coefficient of stipulating is multiplied by the measured load (corresponding with strain signal) of the strain of reception and calculates load torque Q
P, and as dtc signal to operational part 17 " (Fig. 6) output.
The load torque detection unit 30 of another instance shown in Fig. 8 by the resistance strain gauge that is installed on main shaft 13 21, be installed on main shaft 13 around and be electrically connected on the slip ring (slip ring) 31 of resistance strain gauge 21, the brush 32 that is slidingly connected with slip ring 31, the tester 24 that is connected in brush 32 constitute.That is, the strain signal that in resistance strain gauge 21, is detected is via slip ring 31, brush 32 and be sent to tester 24, and the identical dtc signal that is transformed to first mode of execution.In addition, the dtc signal that in tester 24, is produced is to operational part 17 " output.
In the load torque detection unit 40 of another instance shown in Fig. 9, use to be installed on to substitute resistance strain gauge 21 near the torsion meter on the main shaft 13 of propeller cavitation 14 41.In addition, use torque calculation portion 42 to come the tester 24 of alternate figures 8.
In this constitutes, be sent to torque calculation portion 42 from the horsepower signal of torsion meter 41.In torque calculation portion 42, except horsepower signal, also import engine speed N from main frame 12 from torsion meter 41
EBecause the product of horsepower (corresponding with dynamic horsepower DHP (shaft horsepower)) and torque and rotating speed is proportional, therefore, in torque calculation portion 42, through with horsepower (for example DHP) divided by engine speed N
EAnd be multiplied by the coefficient (for example 1/2 π) of regulation and obtain load torque Q
PThe value of the torque of calculating as dtc signal to operational part 17 " output.
The instance of Figure 10 is that the torsion meter 41 with Fig. 9 is configured on the main shaft 13 near main frame 12, and other formations are identical with Fig. 9.In the formation of Figure 10 because the horsepower that is detected is corresponding with brake horsepower BHP, therefore, in torque calculation portion 42, through horsepower (BHP) that will detect divided by engine speed N
E, transmission efficiency η
T, and 2 π and obtain torque.
As stated, in the 3rd mode of execution, also can access the effect identical with first, second mode of execution.In addition, in the 3rd mode of execution, also can make the longitudinal axis of Fig. 2 as the efficiency curve diagram of propeller load torque and use.In addition, also can change into propeller load torque and instrumentation and propeller cavitation flows into certain other physical quantity of velocity correlation and uses.
In addition, each formation of above-mentioned each mode of execution and variation can make up each other.For example, the formation of the feedforward in the variation of first mode of execution also can adopt in second, third mode of execution.
Claims (6)
1. boats and ships are used engine control system, it is characterized in that, comprising:
Propeller cavitation flows into speed handgrip body, holds propeller cavitation and flows into speed;
The rotating speed control mechanism, the rotating speed of main control system; And
Correction mechanism cooperates said propeller cavitation to flow into the change of speed, and carries out the correction of the rotating speed of target in the said rotating speed control mechanism;
Said correction mechanism flows into the change of speed for said propeller cavitation, the path that efficient does not reduce in the efficiency curve diagram upper edge and realize moving of control point and revise goal rotating speed.
2. boats and ships according to claim 1 are used engine control system, it is characterized in that, moving of the control point in the said correction is moving along efficiency curve.
3. boats and ships according to claim 2 is characterized in that with the control engine system, survey said propeller cavitation and flow into speed.
4. boats and ships according to claim 2 are used engine control system, it is characterized in that, said propeller cavitation flows into speed and from other relevant physical quantitys, infers.
5. boats and ships according to claim 4 are used engine control system, it is characterized in that, said physical quantity comprises circular frequency, the wave height of ship's speed, ripple.
6. boats and ships according to claim 4 are used engine control system, it is characterized in that, said physical quantity comprises the propeller load torque.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2009086890A JP4854756B2 (en) | 2009-03-31 | 2009-03-31 | Marine engine control system |
| JP2009-086890 | 2009-03-31 | ||
| PCT/JP2010/054633 WO2010113652A1 (en) | 2009-03-31 | 2010-03-18 | Ship engine control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102365443A true CN102365443A (en) | 2012-02-29 |
| CN102365443B CN102365443B (en) | 2013-03-13 |
Family
ID=42827949
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010800141283A Expired - Fee Related CN102365443B (en) | 2009-03-31 | 2010-03-18 | Ship engine control system |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JP4854756B2 (en) |
| KR (1) | KR101162231B1 (en) |
| CN (1) | CN102365443B (en) |
| TW (1) | TW201035440A (en) |
| WO (1) | WO2010113652A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103786859A (en) * | 2014-02-19 | 2014-05-14 | 哈尔滨工程大学 | Manipulating device of ship main engine |
| CN103786860A (en) * | 2014-02-19 | 2014-05-14 | 哈尔滨工程大学 | Executing mechanism of ship main engine and control method thereof |
| CN109415114A (en) * | 2016-07-07 | 2019-03-01 | 科派克系统公司 | The method of puopulsion equipment for marine ships |
| CN115045773A (en) * | 2022-06-21 | 2022-09-13 | 无锡威孚高科技集团股份有限公司 | Control method, electronic controller and control system for marine electronic control engine |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5210975B2 (en) * | 2009-06-12 | 2013-06-12 | 日本郵船株式会社 | Ship propulsion control device |
| JP6047923B2 (en) * | 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 |
| JP6500576B2 (en) * | 2015-04-24 | 2019-04-17 | 株式会社三井Ｅ＆Ｓマシナリー | Fuel supply device and ship |
| KR20220012872A (en) | 2019-05-22 | 2022-02-04 | 고쿠리츠겐큐카이하츠호진 가이죠·고완·고쿠기쥬츠겐큐죠 | Engine control method, engine control system, and ship |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58143144A (en) * | 1982-02-17 | 1983-08-25 | Mitsubishi Heavy Ind Ltd | Control device for marine engine |
| US4436482A (en) * | 1980-09-19 | 1984-03-13 | Nippon Kokan Kabushiki Kaisha | Constant ship speed control method |
| JPH09158761A (en) * | 1995-12-11 | 1997-06-17 | Mitsubishi Heavy Ind Ltd | Fuel control device for engine |
| JP2006009601A (en) * | 2004-06-23 | 2006-01-12 | Toyota Motor Corp | Power output device and its control method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2515864Y2 (en) * | 1990-02-02 | 1996-10-30 | 川崎重工業株式会社 | Boat pod-type counter-rotating propeller |
-
2009
- 2009-03-31 JP JP2009086890A patent/JP4854756B2/en not_active Expired - Fee Related
-
2010
- 2010-03-18 WO PCT/JP2010/054633 patent/WO2010113652A1/en active Application Filing
- 2010-03-18 KR KR1020117022645A patent/KR101162231B1/en not_active IP Right Cessation
- 2010-03-18 CN CN2010800141283A patent/CN102365443B/en not_active Expired - Fee Related
- 2010-03-24 TW TW099108651A patent/TW201035440A/en unknown
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4436482A (en) * | 1980-09-19 | 1984-03-13 | Nippon Kokan Kabushiki Kaisha | Constant ship speed control method |
| JPS58143144A (en) * | 1982-02-17 | 1983-08-25 | Mitsubishi Heavy Ind Ltd | Control device for marine engine |
| JPH09158761A (en) * | 1995-12-11 | 1997-06-17 | Mitsubishi Heavy Ind Ltd | Fuel control device for engine |
| JP2006009601A (en) * | 2004-06-23 | 2006-01-12 | Toyota Motor Corp | Power output device and its control method |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103786859A (en) * | 2014-02-19 | 2014-05-14 | 哈尔滨工程大学 | Manipulating device of ship main engine |
| CN103786860A (en) * | 2014-02-19 | 2014-05-14 | 哈尔滨工程大学 | Executing mechanism of ship main engine and control method thereof |
| CN103786859B (en) * | 2014-02-19 | 2016-03-09 | 哈尔滨工程大学 | Marine main engine operating control |
| CN103786860B (en) * | 2014-02-19 | 2016-05-04 | 哈尔滨工程大学 | Marine main engine executing agency and control method thereof |
| CN109415114A (en) * | 2016-07-07 | 2019-03-01 | 科派克系统公司 | The method of puopulsion equipment for marine ships |
| CN115045773A (en) * | 2022-06-21 | 2022-09-13 | 无锡威孚高科技集团股份有限公司 | Control method, electronic controller and control system for marine electronic control engine |
| CN115045773B (en) * | 2022-06-21 | 2024-05-17 | 无锡威孚高科技集团股份有限公司 | Marine electric control engine control method, electronic controller and control system |
Also Published As
| Publication number | Publication date |
|---|---|
| KR20120003444A (en) | 2012-01-10 |
| WO2010113652A1 (en) | 2010-10-07 |
| CN102365443B (en) | 2013-03-13 |
| JP4854756B2 (en) | 2012-01-18 |
| KR101162231B1 (en) | 2012-07-04 |
| TW201035440A (en) | 2010-10-01 |
| JP2010236463A (en) | 2010-10-21 |
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Granted publication date: 20130313 Termination date: 20160318 |