JP2012077758A - Method and device for controlling ship engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To maintain ease of ship handing while improving fuel efficiency by efficiently switching a fuel save mode and a normal mode.SOLUTION: A set rotation speed and an actual rotation speed are input to a controller 4, and in the normal mode, a PID controller 12 calculates an output value to a fuel supply means of a ship engine 2 from a difference between the set rotation speed and the actual rotation speed. The PID controller 12 also has the fuel save mode in which a change range of the output value per unit time is decreased as compared with the normal mode. Detection sections 20, 22, 24, 26, 28 are provided for monitoring the variation of the set rotation speed and the actual rotation speed and when the set rotation speed or the actual rotation speed exceeds a predetermined range in the fuel save mode, the PID controller 12 is switched to the normal mode based on the outputs of the detection sections.

Description

  The present invention relates to a method for controlling a marine engine provided with a speed governor and a control device used therefor.

  The marine engine is provided with a speed governor (governor) that controls fuel control parameters such as the fuel injection amount so that the rotational speed thereof is adjusted to a target rotational speed set by the operator. As this governor, for example, as disclosed in Patent Document 1, the actual rotational speed of the marine engine and the set rotational speed are compared and calculated, and the rack position of the fuel pump is adjusted according to the comparison calculation result, As disclosed in Patent Document 2, there is one that adjusts the fuel supply amount in accordance with the deviation between the actual rotational speed and the set rotational speed.

JP-A-7-29738 Japanese Patent Laid-Open No. 8-200231

  According to the techniques of Patent Documents 1 and 2 described above, the rack position of the fuel pump is adjusted sequentially according to the result of the comparison calculation, and the fuel supply amount is adjusted sequentially according to the deviation between the actual rotational speed and the set rotational speed. Has been done. When the rack position and the fuel supply amount are adjusted successively, the rotational speed of the marine engine is always controlled to be constant, but there is a possibility that fuel is wasted. On the other hand, when the sequential control is stopped, the rotational speed of the marine engine fluctuates, but the fuel consumption can be suppressed. Accordingly, it is desirable to appropriately switch between a state in which the rotational speed is sequentially controlled to be constant and a state in which the sequential control is stopped.

  Further, instead of the sequential control, it is also possible to perform the control to reduce the fluctuation of the fuel supply amount by reducing the operation speed of the parameter used for the control. However, in this case, the actual number of rotations does not readily match the number of rotations set by the operator, making it difficult to operate the boat.

  The present invention provides a marine vessel that can improve fuel efficiency by efficiently switching to a mode in which change of the output value to the fuel supply means is prohibited or variation in the amount of fuel supply is reduced while maintaining ship maneuverability. It is an object to provide an engine control method and a control apparatus therefor.

  In one aspect of the marine engine control method according to the present invention, the output value to the fuel supply means is changed from the difference between the set rotational speed set by the operator and the actual rotational speed that is the actual rotational speed of the marine engine. A normal mode and a fuel save mode in which the change of the output value is prohibited or the change width per unit time is smaller than that in the normal mode are provided. As the fuel supply means, an actuator for controlling the fuel pump can be used in the case of mechanical control, and an electromagnetic valve can be used in the case of electronic control. The fuel save mode is switched to the normal mode under a predetermined condition.

  In one aspect of the control device used in this method, there is provided a calculation means for calculating an output value to the fuel supply means in the normal mode and the fuel save mode. Furthermore, monitoring means for monitoring the fluctuation of the set rotational speed or the actual rotational speed is provided. The monitoring means generates a release command when the set rotational speed or the actual rotational speed exceeds a predetermined range, and the calculation means is switched to the normal mode in response to the release command.

  Since the normal mode and the fuel save mode are switched as described above, the maneuverability can be maintained in the normal mode, and the fuel efficiency can be improved in the fuel save mode.

  In the control method of the above aspect, the predetermined condition may be, for example, when the actual rotational speed is out of a rotational speed range set for safe operation against sea conditions or disturbance. In the control device according to the aspect described above, the monitoring unit can issue a release command when the actual rotational speed is equal to or lower than the rotational speed set for ensuring the maneuverability.

  With such a configuration, for example, when safe operation may be difficult due to a change in disturbance, the mode is switched to the normal mode, so that the maneuverability is improved. Further, when safe operation is possible, fuel consumption can be suppressed by the fuel save mode.

  In the control method of the above aspect, the predetermined condition may be when the actual rotational speed is equal to or lower than the rotational speed used in the open ocean. In the control device of the above aspect, the monitoring means can generate a release command when the actual rotational speed is equal to or lower than the rotational speed used in the open ocean.

  When configured as described above, for example, when the actual rotational speed is less than the rotational speed used in the open ocean and there is a possibility that safe operation may be difficult, the fuel save mode that can suppress fuel consumption is changed to the normal mode. As a result, the ship maneuverability is improved.

  In the control method of the above aspect, the predetermined condition may be when the actual rotational speed is equal to or higher than a rotational speed set to prevent over-rotation. In the control device of the above aspect, the monitoring means can generate a release command when the actual rotational speed is equal to or higher than the rotational speed set for preventing over-rotation.

  With such a configuration, when there is a possibility that the actual rotational speed is excessive, it is possible to prevent the actual rotational speed from becoming excessive because the fuel save mode is switched to the normal mode.

  In the control method of the above aspect, the predetermined condition may be a time when the set rotational speed is changed by the operator. In the control device of the above aspect, the monitoring unit can generate a release command when the set rotational speed is changed by the operator.

  With such a configuration, when the driver changes the set rotational speed, the mode is switched to the normal mode, so that the marine engine can be rotated at the actual rotational speed corresponding to the set rotational speed. Thereafter, the fuel consumption efficiency can be improved by switching to the fuel saving mode and continuing the navigation of the ship.

  Further, when the change amount of the set rotational speed is within a fine adjustment range, the fuel save mode can be maintained, and the monitoring unit can also maintain the fuel save mode. As fine adjustment, for example, there is a set rotational speed of 2 rpm / second or less. With this configuration, when the set rotational speed is within the fine adjustment range, the fuel save mode is maintained, so that the fuel consumption efficiency can be improved.

  In the control method of the above aspect, when the difference between the set rotational speed in the normal mode and the actual rotational speed is in the first range, the mode is switched to the fuel save mode, and the setting in the fuel save mode is performed. When the difference between the rotational speed and the actual rotational speed is larger than the second range, the normal mode can be switched. In this case, the second range is larger than the first range. Similarly, in the control device of the above aspect, the monitoring unit stops the release signal when the difference between the set rotational speed and the actual rotational speed in the normal mode is in the first range, and the fuel save mode The release signal can be generated when the difference between the set rotational speed and the actual rotational speed at is greater than the second range. Also in this case, the second range is larger than the first range.

  With such a configuration, since the second range is larger than the first range, it is difficult to switch from the fuel save mode to the normal mode. Therefore, it takes a long time to navigate in the fuel save mode, and fuel consumption efficiency can be improved. .

  In the control method of the above aspect, when the normal mode is switched to the fuel save mode, the output value can be changed to an average value. Alternatively, in the control device according to the above aspect, an average value calculation unit that calculates an average value of the output value to the fuel supply unit is provided, and when the normal mode is switched to the fuel save mode, the output value is output from the average value calculation unit. Switching means for switching to an average value for a predetermined time may be provided.

  If comprised in this way, since the change of the rotation speed of a marine engine can be decreased in fuel save mode, the switch to normal mode can be reduced and fuel consumption efficiency can be improved.

  In the control method of the above aspect, the save mode upper limit of the output value to the fuel supply means can be defined in the fuel save mode. Alternatively, in the control device according to the above aspect, when the fuel save mode makes the change in the output value of the fuel supply means smaller than the normal mode, the calculation means saves the output value to the fuel supply means. A mode upper limit value is defined, and when the calculated output value exceeds the save mode upper limit value, the save mode upper limit value can also be output.

  When configured as described above, in the fuel save mode, the fluctuation in the actual rotational speed increases during stormy weather, but since the upper limit is set for the output value to the fuel supply means, the change in the fuel supply amount becomes too large. No over-rotation can be prevented. In addition, it is possible to prevent fluctuations in the actual rotational speed from increasing.

  In the control method of the above aspect, proportional-integral-derivative control can be used to calculate the output value to the fuel supply means. In this case, in the fuel save mode, the proportional gain constant used for the proportional control during the proportional integral derivative control is multiplied by the proportional multiplication factor, and the integral time used for the integral control during the proportional integral derivative control is integrated. By multiplying the differential time and multiplying the differential time used for the differential control during the proportional integral differential control by the differential magnification, the change of the output value to the fuel supply means is prohibited or per unit time compared to the normal mode. The change width per unit time of the output value is reduced. Furthermore, each magnification can be set.

  Alternatively, in the control device according to the aspect described above, the calculation unit may include a proportional-integral-derivative control unit. In this case, in the fuel save mode, the proportional gain constant used for the proportional control in the proportional integral derivative control means is multiplied by the proportional magnification, and the integral time used for the integral control of the proportional integral derivative control means is calculated. By multiplying the integral magnification and multiplying the differential time used for the differential control of the proportional integral differential control means by the differential magnification, the change of the output value to the fuel supply means is prohibited or unit time compared to the normal mode. The change range per unit time of the output value per unit is reduced. Furthermore, each magnification can be set.

  If you try to change the proportional gain constant, integration time, and derivative time in the fuel save mode, first grasp these values in the normal mode and compare them with the grasped values. It is necessary to set time, and processing is troublesome. On the other hand, if the proportional gain constant, the integration time, and the derivative time are multiplied by the magnification, it is not necessary to grasp the proportional gain constant, the integration time, and the derivative time in the normal mode, and the setting can be easily performed.

  As described above, according to the present invention, it is possible to efficiently switch between the fuel save mode and the normal mode to improve the fuel consumption efficiency and maintain the maneuverability.

  The marine engine control apparatus according to one embodiment of the present invention controls a marine engine, for example, a marine internal combustion engine 2, as shown in FIG. The marine internal combustion engine 2 is a multi-cylinder diesel engine, for example, and is provided with a fuel injection valve and a fuel supply means, for example, a fuel injection pump, in each cylinder, although not shown. The fuel injection valve supplies the supplied fuel to the corresponding cylinder when the pressure of the fuel supplied from the fuel injection pump is equal to or higher than a predetermined pressure. Each fuel injection pump supplies an amount of fuel based on an output value from a control device described later, for example, the controller 4, to the corresponding fuel injection valve. The marine internal combustion engine 2 can be a fuel injection system that controls the fuel supply by an electromagnetic valve to each cylinder, for example, a common rail type or a pressure increasing cylinder type fuel injection system, in addition to a fuel injection valve and a fuel injection pump. . In addition, each cylinder may be provided with a fuel supply means, for example, an injector as a fuel injection valve. The injector controls the fuel injection into the corresponding cylinder by moving the valve body by exciting or demagnetizing the electromagnet provided therein, and is controlled based on the output value of the controller 4.

  The controller 4 includes arithmetic means such as a microprocessor and storage means such as ROM and RAM. The controller 4 is supplied with an actual rotational speed signal representing the actual rotational speed, which is the actual rotational speed of the marine internal combustion engine 2, from the rotational speed detector 6. The controller 4 is also supplied with a set speed signal indicating the set speed of the marine internal combustion engine 2 from the control device 8.

  In this embodiment, as shown in FIG. 2, the controller 4 calculates a deviation between the set rotational speed signal and the actual rotational speed signal by an adding means, for example, an adder 10, and a PID control means to which this deviation is supplied, For example, it also functions as the PID controller 12. That is, proportional control is performed by multiplying the supplied deviation by a proportional gain constant, the supplied deviation is integrated, this is multiplied by the reciprocal of the integration time, integration control is performed, and the supplied deviation is differentiated. Then, the differential time is multiplied by this to perform differential control, and a value obtained by adding the values obtained by the proportional control, integral control and differential control is output as an output value.

  The PID controller 12 is provided with a limiter 14, and is configured to output the limiter upper limit value when the calculated output value exceeds the limiter upper limit value set in the limiter 14. Yes.

  The PID controller 12 is configured to operate in a mode selected from a normal mode and a fuel save mode.

  In normal mode, no offset occurs even when the set speed signal changes, and the proportional gain constant, integration time, and derivative time are set so that the actual speed signal matches the set speed signal quickly. Has been.

  In the fuel save mode, the integral control and the derivative time are set so that the strength of the integral control is stronger than that in the normal mode and the differential control hardly works. The proportional gain constant is set so that the strength of the proportional control is smaller than that in the normal mode. By setting in this way, the fluctuation range per unit time of the output value of the PID controller 12 per unit time is made smaller than in the normal mode.

  The proportional gain constant, integral time and derivative time setting in the fuel save mode do not change these themselves, but the initial value, for example, the normal mode proportional gain constant, integral time and derivative time, the proportional gain constant magnification, This is performed by multiplying the integration time magnification and the differentiation time magnification, respectively. Therefore, without knowing the proportional gain constant, integration time, and derivative time itself in the normal mode, only how many times the proportional gain constant in normal mode, how many times the integral time, and how many times the derivative time are to be set. Since it only has to be considered, setting becomes easy. The proportional gain constant magnification, integration time magnification, and differential time magnification can be arbitrarily set by the operator.

  Switching between the fuel save mode and the normal mode will be described later.

  The controller 4 also functions as a filter 16 such as a low-pass filter that averages the output of the PID controller 12. The controller 4 also functions as switching means, for example, a changeover switch 18, which selects one of the output of the filter 16 and the output of the PID controller 12 and supplies the fuel injection pump or injector in the marine internal combustion engine 2. To do. The change-over switch 18 supplies the output of the PID controller 12 directly to the fuel injection pump or the injector in the normal mode. However, as will be described later, for example, the change-over switch 18 is configured to save fuel from the normal mode. When switched to the mode, the output of the filter 16 is supplied to the fuel injection pump or injector for a predetermined period or for one loop of the control program.

  In order to determine the switching between the normal mode and the fuel save mode described above, the controller 4 also functions as monitoring means, for example, five detection units. As the five detection units, an actual rotation number overspeed detection unit 20, an actual rotation number level detection unit 22, a set rotation number level detection unit 24, a set rotation number change amount detection unit 26, and a rotation number fluctuation amount detection unit 28 are provided. ing.

  The actual rotational speed overspeed level detection unit 20 receives an actual rotational speed signal, determines whether or not the actual rotational speed signal is equal to or higher than a predetermined overspeed level, and if the actual rotational speed signal is equal to or higher than the overspeed level, An OFF signal for switching to the normal mode is output, and an ON signal for switching to the fuel save mode is output if the actual rotational speed signal is less than the overspeed level. The overspeed level is set to a level at which it can be determined that the marine internal combustion engine 2 is over-rotating. Therefore, when the marine internal combustion engine 2 is over-rotating in the fuel save mode, it is possible to switch to the normal mode, and when the marine internal combustion engine 2 is not over-rotating in the normal mode, it is possible to switch to the fuel save mode. is there.

  The actual rotational speed level detection unit 22 receives the actual rotational speed signal, determines whether or not the actual rotational speed signal is equal to or higher than the navigation full rotational speed, and outputs an OFF signal when the actual rotational speed signal is equal to or higher than the navigation full rotational speed. If the actual rotational speed signal is less than the navigation full rotational speed, an ON signal is output. The navigation full rotational speed represents the rotational speed when the marine internal combustion engine 2 is used in the open sea. Therefore, in the fuel save mode, when the actual rotational speed signal is equal to or higher than the navigation full rotational speed, it is possible to switch to the normal mode. Further, when the actual rotational speed signal is less than the navigation full rotational speed in the normal mode, it is possible to switch to the fuel save mode. The navigation full rotation speed is a rotation speed at the time of ocean navigation calculated in advance based on the shape and size of the ship. In addition, the number of revolutions that can be safely navigated in consideration of sea conditions and disturbances when navigating in the bay is calculated in advance.

  The set rotational speed level detection unit 24 receives the set rotational speed signal, determines whether or not the rotational speed is equal to or higher than the navigation full rotational speed, and outputs an OFF signal when the rotational speed is equal to or higher than the full navigation rotational speed. If there is, an ON signal is output. Accordingly, when the set rotational speed signal is equal to or higher than the navigation full rotational speed in the fuel save mode, the mode can be switched to the normal mode. Further, when the set rotational speed signal is less than the navigation full rotational speed in the normal mode, it is possible to switch to the fuel save mode.

  The set rotational speed change amount detection unit 26 receives the set rotational speed signal, calculates the rate of change per unit time, for example, 1 second, and whether this rate of change is a predetermined value, for example, 2 rpm / second or more. If it is 2 rpm / second or more, an OFF signal is output, and if it is less than 2 rpm / second, an ON signal is output. This predetermined value is set to a value at which the amount of change in the set rotational speed can be regarded as being within the fine adjustment range. Accordingly, when the change amount of the set rotational speed is outside the fine adjustment range in the fuel save mode, it is possible to switch to the normal mode, and in the normal mode, the change amount of the set rotational speed is within the fine adjustment range. Can be switched to the fuel save mode.

  A deviation signal from the adder 10 (a deviation signal between the set revolution number signal and the actual revolution number signal) is input to the revolution number fluctuation amount detection unit 28. This deviation signal represents the amount of variation of the actual number of rotations with respect to the set number of rotations. When this amount of variation is within a predetermined first range, for example, ± 3 rpm, an ON signal is output. An OFF signal is output when the fluctuation amount is a predetermined second range, for example, +5 rpm or more or −5 rpm or less. Therefore, in the fuel save mode, when the rotational speed fluctuation amount, which is a deviation signal between the set rotational speed signal and the actual rotational speed signal, increases by 5 rpm or more or decreases to -5 rpm or less, it can be switched to the normal mode. . Further, in the normal mode, when the rotational speed fluctuation amount is a fluctuation within a range of ± 3 rpm, it is possible to switch to the fuel save mode.

  The output signals of these detection units 20, 22, 24, 26 and 28 are supplied to a logic gate, for example, an AND gate 30, which is configured by the controller 4. The AND gate 30 generates an output when the output signals of the detection units 20, 24, 26, and 28 are all ON signals. This output is supplied to the timer 32 which the controller 4 comprises. The timer 32 generates an output when the output of the AND gate 30 continues for a predetermined time. Therefore, even if all the detection units 20, 22, 24, 26, 28 output ON signals for a short time, the timer 32 does not generate an output, and all the detection units 20, 22, 24, 26, 28 are When the ON signal is generated for a predetermined time, the timer 32 generates an output. The output of the timer 32 is supplied to a fuel save mode preparation completion display unit 36 provided in the display 34 shown in FIG. 1, and this lights up to indicate that the fuel save mode is ready.

  The output of the timer 32 is supplied to a logic gate formed by the controller 4, for example, an AND gate 38. The AND gate 38 is also supplied with a fuel save mode selection signal generated when the fuel save mode selection button 40 provided on the control device 8 is closed. The AND gate 38 generates an output only when the timer 34 supplies an output and the fuel save mode selection signal is supplied from the fuel save mode selection button 40. Therefore, even if the timer 32 generates an output, that is, even if all the detection units 20, 22, 24, 26, and 28 generate an ON signal for a predetermined time, the fuel save mode selection signal is supplied. Unless done, AND gate 38 does not generate an output.

  The output of the AND gate 38 is supplied to the PID controller 12. The PID controller 12 is switched from the normal mode to the fuel save mode by receiving the output of the AND gate 38, and performs PID control in the fuel save mode. At the same time, the output of the AND gate 38 is supplied to a fuel save mode indicator 42 provided in the indicator 34 to indicate that the fuel save mode has been entered. Conversely, when the output of the AND gate 38 is not supplied to the PID controller 12, the PID controller 12 is switched from the fuel save mode to the normal mode.

  The output of the AND gate 38 is supplied to the switching control unit 19, and the switching control unit 19 switches the changeover switch 18 so that the output of the filter 16 is supplied to the fuel injection pump or the injector. The output value of the PID controller 12 varies due to the switching from the normal mode to the fuel save mode. In addition, at the initial stage of switching, what is relaxed by the filter 16 is supplied to the fuel injection pump or injector, so that fluctuations at the time of switching can be suppressed. After a predetermined period, the changeover switch 18 is switched, and the output of the PID controller 12 is supplied to the fuel injection pump or the injector as it is.

  Thus, in the normal mode, when all the detection units 20, 22, 24, 26, and 28 output the ON signal for a certain time, the PID controller 12 is switched to the fuel save mode, and the PID controller 12 is switched to the fuel save mode. To output an output value for controlling the fuel injection pump or injector. However, in this fuel save mode, when any of the detection units 20, 22, 24, 26, 28 outputs an OFF signal, the PID controller 12 is switched to the normal mode, and the PID controller 12 injects fuel in the normal mode. Outputs an output value that controls the pump or injector.

  Therefore, when the actual rotation speed increases above the overspeed level, when the actual rotation speed increases above the navigation full rotation speed, when the setting rotation speed increases by 2 rpm or more, when the setting rotation speed increases above the navigation full rotation speed Or, if the amount of change in the rotational speed has changed by ± 5 rpm or more, even if the control has been performed in the fuel save mode until now, the control is switched to the normal mode, so there is no influence on safe navigation, Maneuverability is improved. Further, the fuel consumption is suppressed during the fuel save mode.

  Further, since the output of the PID controller 12 is averaged and output by the filter 16 for a predetermined period of time when the mode is switched to the fuel save mode, the output value supplied to the fuel injection pump or the injector fluctuates greatly. There is nothing. As a result, the amount of change in the rotational speed of the marine engine 2 does not vary greatly, and it is possible to prevent switching to the normal mode immediately after switching to the fuel save mode.

  Further, since the PID controller 12 is provided with the limiter 14, the output value thereof does not become larger than the limiter upper limit value, the amount of change of the fuel does not become abnormally large, and the overspeed is not increased. Can be prevented. In the fuel save mode, the amount of operation of the actuator and the injector is extremely small. Therefore, after the mode is switched to the fuel save mode, there is a possibility that the rotational speed fluctuation becomes larger than that in the normal mode. Therefore, this limiter 14 is provided. The limiter 14 is preferably 5 to 10 percent lower than the upper limit of the output of the PID controller 12 in the normal mode.

  In the above embodiment, the five detection units 20, 22, 24, 26, and 28 are provided. However, depending on the situation, a desired one or a plurality of the detection units can be used. When using the single detection unit 30, the AND gate 30 is not necessary. Further, the fuel save mode selection button 40 is provided and the fuel save mode selection signal is supplied to the AND gate 38. However, the fuel save mode selection button 40 and the AND gate 38 are removed, and the output of the timer 32 is directly connected to the PID. It can also be supplied to the controller 12, the switching control unit 19, and the fuel save mode display unit 42. The timer 32, the filter 46, the changeover switch 18, and the changeover control unit 19 can be removed depending on the situation.

  In the above embodiment, the PID controller 12 continues the PID control by setting the proportional gain constant, the integration time, and the derivative time to values different from the normal mode in the fuel save mode. It is also possible to configure so that the PID control in the PID controller 12 is stopped and the output value of the PID controller 12 immediately before the control stop is output as it is.

1 is a block diagram of a marine engine control apparatus according to an embodiment of the present invention. It is a detailed block diagram of the controller of FIG.

2 Marine Internal Combustion Engine 4 Controller 6 Speed Detector 12 PID Controller 14 Limiter 16 Filter (Average Value Calculation Circuit)
20 Actual rotation speed overspeed level detector (monitoring means)
22 Actual rotational speed level detector (monitoring means)
24 set rotational speed level detector (monitoring means)
26 Setting rotational speed change amount detection unit (monitoring means)
28 Rotational speed variation detection unit (monitoring means)

Claims (20)

  A normal mode in which the output value to the fuel supply means is changed from the difference between the set rotational speed set by the operator and the actual rotational speed that is the actual rotational speed of the marine engine, and the change of the output value is prohibited or A marine engine control method comprising: a fuel save mode for reducing a change range of the output value per unit time as compared with the normal mode; and switching from the fuel save mode to the normal mode under a predetermined condition. . The marine engine control method according to claim 1,
The control method for a marine engine, wherein the predetermined condition is when the actual rotational speed is out of a rotational speed range set for safe operation against sea conditions and disturbance. The marine engine control method according to claim 1,
The predetermined condition is when the actual rotational speed is equal to or lower than the rotational speed used in the open ocean. The marine engine control method according to claim 1,
The control method for a marine engine, wherein the predetermined condition is when the actual rotational speed is equal to or higher than a rotational speed set for preventing excessive rotation. The marine engine control method according to claim 1,
The control method for a marine engine, wherein the predetermined condition is when the set rotational speed is changed by the operator.   The marine engine control method according to claim 5, wherein the fuel save mode is maintained when a change amount of the set rotational speed is within a fine adjustment range. The marine engine control method according to claim 1,
When the difference between the set rotational speed in the normal mode and the actual rotational speed is in the first range, the mode is switched to the fuel save mode, and the difference between the set rotational speed in the fuel save mode and the actual rotational speed However, when it is larger than the second range, the mode is switched to the normal mode, and the second range is larger than the first range. The marine engine control method according to claim 1,
The marine engine control method, wherein the output value is changed to an average value when the fuel saving mode is switched from the normal mode.   The marine engine control method according to claim 1, wherein an upper limit of the save mode of the output value is defined in the fuel save mode. The method for controlling a marine engine according to any one of claims 1 to 8,
For the calculation of the output value, proportional integral derivative control is used, and in the fuel save mode, the proportional gain constant used for proportional control during the proportional integral derivative control is multiplied by a proportional magnification, and the proportional integral is calculated. By prohibiting the change of the output value by multiplying the integration time used for the integral control during the differential control by the integral magnification and multiplying the differential time used for the differential control during the proportional integral differential control by the differential magnification, or Compared to the normal mode, the change per unit time of the output value per unit time is reduced,
A marine engine control method characterized in that each of the magnifications can be set. A control device used in the marine engine control method according to claim 1,
Computation means having a normal mode in which a set rotational speed and an actual rotational speed are input, and an output value to the fuel supply means of the marine engine is calculated from a difference between the set rotational speed and the actual rotational speed. In a marine engine control device,
The calculation means has a fuel save mode that prohibits the change of the output value or reduces the change range of the output value per unit time as compared with the normal mode, and the normal mode, the fuel save mode, Can be switched to,
Comprising monitoring means for monitoring fluctuations in the set rotational speed or the actual rotational speed, and issuing a release command when the set rotational speed or the actual rotational speed exceeds a predetermined range;
The marine engine control device, wherein the calculation means is switched to the normal mode in response to the release command. The control device for a marine engine according to claim 11,
The marine engine control device, wherein the monitoring means transmits the release command when the actual rotational speed is equal to or lower than a rotational speed set to ensure ship maneuverability. The control device for a marine engine according to claim 11,
The marine engine control device, wherein the monitoring means transmits the release command when the actual rotational speed is equal to or lower than the rotational speed used in the open ocean. The control device for a marine engine according to claim 11,
The marine engine control device, wherein the monitoring means transmits the release command when the actual rotational speed is equal to or higher than a rotational speed set for preventing excessive rotation. The control device for a marine engine according to claim 11,
The marine engine control device, wherein the monitoring means transmits the release command when the set rotational speed is changed by a driver. The control device for a marine engine according to claim 11,
The marine engine control device, wherein the monitoring means maintains the fuel save mode when a change amount of the set rotational speed is within a fine adjustment range. The control device for a marine engine according to claim 11,
The monitoring means stops the release command when the difference between the set rotational speed and the actual rotational speed is within the first range in the normal mode, and the set rotational speed and the actual rotational speed in the fuel save mode. When the difference from the rotational speed exceeds the second range, the release command is transmitted, and the second range is set to be larger than the first range. The control device for a marine engine according to claim 11,
An average value calculating means for calculating an average value of the output values is provided, and a switching means for switching the output value to the average value when switching from the normal mode to the fuel save mode is provided. Control device. The control device for a marine engine according to claim 11,
The calculation means defines an upper limit value of the save mode of the output value when the fuel save mode makes the change range of the output value smaller than the normal mode, and the calculated output value is the save value. The marine engine control device that outputs the save mode upper limit value when the mode upper limit value is exceeded. The control device for a marine engine according to claim 11,
The arithmetic means includes proportional integral derivative control means for performing proportional integral derivative control. In the fuel save mode, the proportional gain constant used for proportional control during the proportional integral derivative control is multiplied by a proportional magnification. The change of the output value is prohibited by multiplying the integral time used for integral control during the proportional integral derivative control by the integral magnification and by multiplying by the derivative magnification used for the differential control during the proportional integral derivative control. Or, the change width per unit time of the output value per unit time is smaller than that in the normal mode,
A marine engine control apparatus characterized in that each magnification can be set.

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