JPH0350335A - Rotational speed control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To prevent a sudden increase in the speed and output of an internal combustion engine by providing a delay circuit for outputting a control signal from a control signal generation circuit with a rate of time change restrained lower in the level of the control signal during a speed increase, and sending the signal to a fuel flowrate control means. CONSTITUTION:When the subject device is used in a hydrofoil craft equipped with a internal combustion engine 26 for driving a water injection propelling pump 22, a control signal generation circuit 46 is provided for generating a fuel flowrate signal to be outputted to a fuel injection valve 41 via a governor 43. The aforesaid generation circuit 46 has a variable resistor R1 comprising a resistor body R1a for a range of full ahead position 47 to a position 48, a neutral member RO having a zero resistance value for a range of the position 48 to a position 50 via a connection point 49 as a grounding position, a resistor body R1b for a range of the position 50 to a full astern position 51, and the like. In addition, the circuit 46 derives a control signal from a slide piece 52 interlocked with an operation lever. The aforesaid control signal is outputted to the governor 43 via a delay circuit 56 so functioning as to restrain a rate of time change lower in the level of the signal during a speed increase.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a rotational speed control device for an internal combustion engine, and more particularly, to a device for controlling the rotational speed of an internal combustion engine such as a gas turbine used as the main engine of a hydrofoil boat. .

In the conventional technology, for example, in a hydrofoil boat disclosed in Japanese Patent Publication No. 5/4-9798, an electric signal obtained by operating a throttle, which is an operating lever, is directly used to control the rotational speed of a gas turbine. Therefore, if the control lever is suddenly moved and the level of the control signal increases rapidly, the gas turbine's rotational speed will suddenly increase and the load will increase.

As a result, the gas turbine and the water injection propulsion pump driven by it are damaged. For example, if you suddenly move the control lever from the low-speed operating position to the high-speed operating position J.
＼, or if a similar situation occurs due to an erroneous operation, the gas turbine and the water injection propulsion pump driven by it will rapidly increase their rotational speed.
increasing power output, thereby causing overspeed and abnormal rise in gas turbine temperature, thus causing damage.

Problems to be Solved by the Invention An object of the present invention is to provide a rotational speed control device for an internal combustion engine such as a gas turbine, which can protect the internal combustion engine from a sudden increase in rotational speed. It is to be.

Means for Solving the Problems The present invention provides fuel flow control means for controlling the fuel flow rate of an internal combustion engine according to the level of an input control signal, and outputting a control signal whose level can be made variable. A control signal generation circuit, and a control signal output from the control signal generation circuit, suppressing the time rate of change in the level of the control signal to a small value when speeding up.
A rotational speed control device for an internal combustion engine, characterized in that it includes a delay circuit which outputs the control signal without suppressing the time change rate of the level of the control signal during deceleration, and supplies the signal to fuel flow rate control means.

The present invention also provides a rotating internal combustion engine comprising an internal combustion engine, a propulsion device driven by the internal combustion engine to generate propulsive force, and means for switching the propulsive force obtained by the two propulsion devices to a forward direction or a backward direction. The speed control device includes a fuel flow control means for controlling the fuel flow rate of the internal combustion engine according to the level of an input control signal, and an operating lever, and the control lever controls the fuel flow rate of the internal combustion engine in this order. The control lever can be operated in the opposite direction or vice versa, and generates a control signal having a level corresponding to the operating position of the operating lever, and the level at the full forward position relative to the control signal level at the neutral position has the same polarity as the level at the full reverse position. a control signal generating circuit whose absolute value is set to a large value; and a switching control means for generating a propulsive force in the reverse direction by the switching means in a range from a neutral position to a full reverse position of the operating lever. , When the level of the control signal changes due to speed increase, its time rate of change is suppressed to a small value, and when it changes due to deceleration,
The rate of change over time is not suppressed to a small value.
1. Including the l=L circuit. This is a rotational speed control device for an internal combustion engine that has a +1 sign.

According to the present invention, a control signal whose level is variable is output from the control signal generation circuit. This control signal uses a delay circuit to suppress the time rate of change in the level of the control signal to a small value when attempting to speed up the internal combustion engine. However, even if the waveform of the control signal is, for example, step-like in -), the fuel flow rate control means is given a waveform in which the rate of change over time is suppressed to a small value and the level of the control signal increases with the passage of time. This prevents a sudden increase in the fuel flow rate from being supplied to the internal combustion engine, thereby preventing a sudden increase in rotational speed and sudden increase in output of the internal combustion engine.

During deceleration, the time rate of change in the level of the control signal is not suppressed to a low level, and therefore the control signal from the control signal generation circuit is directly applied to the fuel flow rate control means. However, in -), the dose of fuel given to the internal combustion engine by the fuel flow control means can be controlled to be rapidly reduced, and the rotational speed of the internal combustion engine can be rapidly reduced. Therefore, even if a dangerous situation occurs,
Safety is ensured.

Furthermore, according to the invention, the internal combustion engine drives a propulsion device, such as a water injection propulsion pump for a hydrofoil. The forward/backward switching means switches the propulsive force obtained by the second propulsion machine to the forward direction or the backward direction of the hydrofoil boat or the like. Such switching means, for example, uses reverb to change the direction of the water jet that is jetted backwards from a water jet propulsion pump in order to move the ship forward.
It is configured to obtain propulsive force in the backward direction.

The control signal generation circuit has an operation lever called a throttle, etc., and when this operation lever is suddenly angularly displaced to increase speed, the level of the control signal from the control signal generation circuit changes suddenly to increase speed. Changes to At this time, the delay circuit suppresses the level of the control signal that has changed due to speed increase so that the time rate of change in the level of the control signal becomes small. Therefore, the fuel flow rate does not increase suddenly, and this prevents the internal combustion engine from rapidly increasing its rotational speed and output.

When the operating lever is operated for deceleration, the time rate of change of the control signal is not suppressed to a small value, and therefore, the rotational speed of the internal combustion engine is controlled according to the rocking speed of the operating lever. It is also possible to reduce the rotational speed sharply, which ensures safety.

For example, in a hydrofoil boat, when the control lever is in the full forward position and the control lever is suddenly angularly displaced to the full astern position during wing flight, the control signal will be lower than the level at the full astern position. Since the absolute value is set large and the polarity is the same, the speed is immediately changed to the internal combustion engine rotation speed corresponding to all the reverse positions, and the propulsion force from the propulsion unit is changed by the action of the switching control means. direction. Therefore, in an emergency situation such as a hydrofoil boat, the first thing to do is to stop at the horse 11.

The level of the control signal may be, for example, a current or a voltage.

In addition to a water injection propulsion pump, the propulsion device may be a propeller, for example, and may be configured to change its rotational speed and/or direction of rotation, or may be configured with other configurations. .

Embodiment FIG. 1 is an electrical circuit diagram of an embodiment of the present invention. In a hydrofoil boat, a gas turbine 26, which is an internal combustion engine to be described later, is used.
．． 27 drives the water injection propulsion pumps 22 and 23 to obtain a forward propulsive force, and the reverb 77 changes direction of the water jet to obtain a backward propulsive force. The gas turbine 26 is provided with a fuel injection valve 41, and the second fuel injection valve 41 is connected to a line 44 from a governor 43.
The valve opening amount is controlled by the fuel flow signal via the gas turbine 26, and thus the fuel flow rate supplied to the gas turbine 26 is changed. This fuel flow is transmitted to governor 43 via line 45.
In this embodiment, it is proportional to the current value of the control signal.

The control signal generation circuit 46 has a variable resistor R1, and this variable resistor R1 is configured to move from the full forward position 47 to the position 4 (εt).
(b) a portion RO whose resistance value is zero, which is a neutral position 60 from its position 48 through a connection point 49 which is at ground potential to position 50;
0 to the full reverse position 51, and (cl
) from the full forward position W47 to the full reverse position 51,
In this order or vice versa, it has a resistor R,1a, a zero resistance portion RO, and a sliding piece 52 that slides on the resistor R1b, and this sliding piece 52 is attached to the starboard side shown in FIG. It can be displaced by an operating lever 71). Resistor R, 1a
The full forward position 47 of is determined by a predetermined voltage, for example ÷24
(2) DC voltage is applied. A resistor R2 is further connected in series to the full reverse position 51, and the predetermined voltage +24 (1,) voltage is applied to this resistor R2. ) and the throttle control lever 71 is at the full forward position 47.
When the control lever 71 is in the full reverse position 51, the control signal (G) current value is derived from the line 53 from the sliding piece 52. It exceeds the value.

The switching control means 54 is a variable resistor including a resistor R3 and a sliding piece 55, and the operating lever 71 is in the neutral position 6.
When the sliding piece 52 exists in the parts R and O where the resistance is zero at 0,
The sliding piece 52 and the sliding piece 55 are interlocked, and the sliding piece 55 is at the position 48a corresponding to the position 48, and when the sliding piece 52 is at the position 50, it is at the position 50a, and the sliding piece 55 is at the position 48a corresponding to the position 48. Piece 52
is at the ground connection point 49, the sliding piece 55 is at the position 49a
It is in. When the sliding piece 55 is at the position 48a, the reverb 77, which will be described later, directly directs the jet water 101 jetted from the water jet propulsion pump 22 to the rear of the hydrofoil, as shown in FIGS. 8 and 10. It is injected backwards, thereby providing forward propulsion. Sliding piece 55 is in position W 5
0 a, the reverb 77 redirects the jet water jetted rearward from the water jet propulsion pump 22 forward as shown in FIG. 9, thereby obtaining a propulsive force in the backward direction.

The operating lever 72 corresponds to the gas turbine 27 on the port side.
is provided. An oval related to this operating lever 72 or
The configuration is similar to the configuration related to the operating lever 71 described above. The boat operator can simultaneously swing and operate the two operating levers 71 and 72 with one hand. In the following explanation,
Although the configuration related to the starboard side operating lever 71 will be mainly described, the same applies to the port side operating lever 72.

A control signal led to the line 53 from the sliding piece 52 of the variable resistor R1, which is displaced by the swinging operation of the operating lever 71 in the control signal generation circuit 46, is led to the line 57 via the resistor R4 of the delay circuit 56. It will be destroyed. Line 57 is
It is connected to a resistor R5 through a diode 58 connected in the forward direction, and selectively connected to one of the capacitors C1 to C4 through a changeover switch 59.

The control signal on line 57 is routed through line 45 to governor 4.
given to 3. In the delay circuit 56, when the current of the control signal on the line 57 increases, the time rate of change of the increasing current is suppressed to a small value by a time constant circuit constituted by the resistor R4 and the capacitors C1 to C4. Therefore, from the fuel injection valve 41 to the gas turbine 26 by the governor 43
This means that the rate of change over time when the flow rate of fuel supplied to the engine increases is suppressed to a small value. When the current of the control signal applied to line 57 decreases, diode 58 shuts off, so that the control signal whose current decreases
The same waveform is applied to the governor 43 from the line 45, thus making it possible to reduce the fuel flow rate applied to the gas turbine 26 at a large rate of change over time.

The operation will be explained with reference to FIG. The operating lever 71 is operated as shown in FIG. 3(1), thereby causing the line 53 to be
The current change of the control signal derived in is as shown in FIG. 3(1).

When the control lever 71 is operated from the neutral position 60 to the full forward position 47 at time t1, the current of the control signal in the line 53 changes depending on the speed of operation of the control lever 71, for example, as in this embodiment. , can be changed in steps. At this time, the current of the control signal led out to the line 45 is determined by the time constant of the resistor R4 of the delay circuit 56 and the selected one of the capacitors C1 to C4, as shown in FIG. 3(2). It increases at a small rate of change over time from t1 to time tla.

As a result, the fuel flow rate given to the gas turbine 26 gradually increases over time, and the rotational speed of the gas turbine 26 is prevented from suddenly increasing, thereby preventing the output from suddenly increasing.

When the operating lever 71 is returned from the fully advanced position 47 to the neutral position 60 at time t2, the control signal on the line 53 becomes the ground potential, and the diode 5 in the N extension circuit 56
8, the current of the control signal in line 45 can be reduced in response to the speed of actuation of its operating lever 71, for example in this embodiment in steps. Time t
1 to t2 is, for example, a time of 2 minutes or more.

At time t3, the operating lever 71 is returned to the neutral position 1f60.
Upon angular displacement from to full forward position 47, the current of the control signal will gradually increase over time in line 45.

Thereafter, at time t4, in an emergency situation where the hydrofoil is in a dangerous condition, the operator quickly angularly displaces the operating lever 71 from the full forward position 47 to the full astern position W51. As a result, the current of the control signal led out to line 53 is
From the value at the full forward position 47 to the idle current value which is almost zero at the neutral position 60, and then again to the full reverse position 5.
The current value is set to be smaller than the current value at the above-mentioned full forward position 47 corresponding to No. 1. At this time, the charge in the capacitor C has not yet been discharged, and the output waveform of the line 53 is directly derived to the line 45 due to the action of the diode 58, and thus the governor 43 responds to the current of the control signal on the line 45. Fuel is supplied to the gas turbine 26 via the fuel injection valve 41 at the fuel flow rate. Full rearward position W 51
When the operating lever 71 is operated, the switching control means 54 causes the reverser 77 to change the direction of the jet water forward as shown in FIG.
Propulsive force in 5 directions can be obtained. In this way, a sudden stop of the hydrofoil is possible and therefore safety is ensured.

When the operating lever 71 is operated from the full reverse position 51 to the neutral position 60 at time t5, the current of the control signal is changed in steps, for example, in accordance with the speed of operation of the operating lever 71 due to the action of the diode 58. , line 4
5 to the governor 43 for deceleration.

At the aforementioned time t4, when the operating lever 71 is quickly operated from the fully forward position 47 to the fully reverse position 1i51,
The level of the control signal on line 45 is determined by delay circuit 56
The greater the time constant between the resistor R5 and one of the selected capacitors C1 to C4, and therefore the greater the resistance value of the resistor R5, for example, the greater the response speed. In the above description, the explanation was mainly based on the operating lever 71, but the operating lever 72 is operated in the same way as the operating lever 71, and therefore the gas turbine 2
7 is also controlled in the same way.

Hydrofoil 6 according to the invention with reference to FIGS. 4 to 7 Explain the configuration of the ship.

FIG. 4 is a simplified perspective view of one embodiment of the present invention;
FIG. 5 is a side view thereof, and FIG. 6 is a bottom view thereof. With reference to these drawings, the bow 2 of the hull 1 of the hydrofoil ship
is provided with a forward strut t-3. This forward strut (3) is angularly displaceable about a vertical axis 4 and can be steered by it, and is sometimes referred to as a strut or rudder. The wings 5 of the bow 2 are provided at the lower part of this forward strut (3).

A pair of aft struts 7.8 are provided at the stern 6 of the hull 1, and a stern wing 9 is provided between these aft struts 78. A gas turbine water injection propulsion device 10 that also functions as an aft center strut is provided at the center position between the aft center struts 7 and 8. )
It is also possible to change the direction of the water jet and move backward. Mainly using the wings 5.9, the hull 1 is moved along the pitching (P it c b ) axis Y
and about the roll axis X, and can also be used in combination with a forward drag (3) to tilt the hull 1 about its roll axis X during a turn. . Furthermore, the hull 1 may undergo a yaw, ie a movement about the yaw (yaw) axis Z.

FIG. 7 is an enlarged perspective view of the vicinity of the wings 5 and 9.

A forward foil 11.12 protrudes from the left and right at the bottom of the forward strut)-3, and a forward flap 13 is installed behind the forward foil 11.12.
．． 14 is supported. These forward flaps 13
．． 14 are interconnected and operate synchronously, so that it can be said that there is a single flap in the bow 2.

At the stern 6 is the aft strut 7 as mentioned above.

8 is provided to protrude downward. The left and right aft foils 16.17 extend between these aft struts t7.8, and these? 2 supported on i side
A pair of paired aft flaps 18.

It consists of 19; 20, 21. Starboard aft foil 1
A pair of aft flaps 18.19 located behind 6
Although they can operate synchronously, they can also operate individually. A pair of aft flags 20 located behind the port side aft foil 17
．． 21 can also operate synchronously or independently.

A gas turbine injection water propulsion device 10 attached to the hull 1 between the aft struts 7 and 8 includes a propulsion pump 22 that injects water rearward to the starboard side and the port side.
23, and a nozzle 2 having an inlet 24 through which water such as seawater is commonly drawn and supplied to these pumps 22 and 23.
5 and a gas turbine 26 that drives the pumps 22 and 23.
．． 27. Output shaft 28.2 of turbine 26.27
From 9, the pump 22.23 via the reducer 30.31
Power is transmitted to drive the pumps 22 and 23.

FIG. 8 is a perspective view of the vicinity of the water injection propulsion bonder 22, and FIGS. 9 and 10 are diagrams showing the state in which propulsive force and reverse propulsive force are generated. The water jet from the water injection propulsion pump 22 is injected as indicated by reference numeral 101 and is directed toward the rear of the hull 1 as shown in FIG. 9 for forward movement. The reverb 77 changes the direction of the jetted water 101 from the pump 22, which is traveling straight, and directs it toward the front of the hull 1, as indicated by reference numeral 102 in FIG. This reverb 77 is connected to hydraulic cylinders 103, 104 and lever 105.
．． The angular displacement is performed by a drive means including 106 or the like.

When the reverb 77 is disposed at a position offset from the injection port of the pump 22 as shown in FIGS. 8 and 9, the jet water 101 from the pump 22 is It moves straight backwards, and forward thrust force is generated.

As mentioned above, in case of an emergency stop, this reverb 77
is angularly displaced as shown in FIG. This also applies to the reverb 78 provided in connection with the other water injection propulsion pump 23.

Effects of the Invention According to the present invention, the time rate of change in the level of the control signal generated from the control signal generation circuit is suppressed to a small value during speed increase, so that the level of the control signal generated from the control signal generation circuit is suppressed to a small level, so that the control signal is not supplied to the internal combustion engine. The rate of change over time in the fuel flow rate becomes smaller, thus preventing the internal combustion engine from rapidly increasing its rotational speed or output, thereby preventing overspeeding or abnormal increases in the internal combustion engine's temperature. This prevents damage. When the level of the control signal changes due to deceleration, the time rate of change is not suppressed to a small value, and therefore a rapid decrease in rotational speed is possible, which makes it possible to ensure safety, for example in an emergency. Become.

Furthermore, according to the present invention, the rotational speed of the internal combustion engine is controlled by the operating lever, the propulsion device is driven by the internal combustion engine, and the propulsive force is switched between the forward direction and the reverse direction by the switching means, By operating the operating lever of the control signal generation circuit, the full forward position, neutral position, and full reverse position are operated in this order or in the reverse order, and in the range from the neutral position to the full reverse position, the switching control means is used to propel the vehicle. It is configured to switch so that the propulsion force by the aircraft is generated in the reverse direction.

Furthermore, the time rate of change in the level of the control signal that increases the rotational speed of the propulsion device in the forward or reverse direction is suppressed to a small level by the delay circuit, thereby preventing sudden acceleration. Furthermore, for example, when the control lever is quickly operated from the full forward position to the full reverse position in an emergency or the like, the level of the control signal for the full forward position is set higher than the level of the control signal for the full reverse position. Therefore, rapid changes in the control signal level are possible without the delay circuit working. As a result, fuel is supplied to the internal combustion engine at a fuel flow rate corresponding to the level of the control signal for all reverse positions, and the switching control means switches the propulsion force of the propulsion unit in the reverse direction, making it possible to perform a sudden stop. ,
Safety is ensured.

[Brief explanation of drawings]

Fig. 1 is an electric circuit diagram of an embodiment of the present invention, Fig. 2 is a perspective view showing the operating levers 71 and 72, and Fig. 3 is a waveform diagram for explaining the operation of the embodiment shown in Fig. 1. , FIG. 4 is a simplified perspective view of a hydrofoil according to an embodiment of the present invention, FIG. 5 is a side view of the hydrofoil, FIG. 6 is a bottom view of the hydrofoil, and FIG. An enlarged perspective view showing the configuration related to the wing 5.9; FIG. 8 is a perspective view showing the configuration related to the reverb 77;
FIG. 9 is a plan view showing a state in which a forward propulsive force is obtained without using the reverb 77, and FIG. 10 is a longitudinal sectional view showing a state in which a reverse propulsive force is generated using the reverb 77. 1...hull, 2...bow, 3...-forward struts, 5.9...wings, 6...stern, 7,8...
・Aft strut 11 12...Forward foil, 13.14...
・Forward flap, 16.17...Aft foil, 18,19.20.21...Aft flap, 2
2, 23... Propulsion pump, 26.27... Gas turbine, 41... Fuel control valve, 46... Control signal generation circuit, 47... Full forward position, 51... Full reverse Position, 54... Switching control means, 56... Delay circuit, 6
0...neutral position, 71.72...operation lever

Claims (2)

[Claims] (1) A fuel flow rate control means that controls the fuel flow rate of an internal combustion engine according to the level of an input control signal, a control signal generation circuit that outputs a control signal whose level can be made variable, and a control signal When speeding up, the control signal output from the generation circuit is suppressed to a small level over time, and during deceleration, the control signal is output without being suppressed to a small level to generate fuel. A rotational speed control device for an internal combustion engine, characterized in that it is combined with a delay circuit for supplying flow rate control means. (2) An internal combustion engine comprising an internal combustion engine, a propulsion device that is driven by the internal combustion engine to generate propulsive force, and means for switching the propulsive force obtained by the propulsion device in the forward or reverse direction. The rotational speed control device includes a fuel flow control means for controlling the fuel flow rate of the internal combustion engine according to the level of an input control signal, and an operating lever, which controls the fuel flow rate between a full forward position, a neutral position, and a full reverse position. It can be operated in sequence or vice versa, and generates a control signal having a level corresponding to the operating position of the operating lever, and the level at all forward positions relative to the control signal level at the neutral position has the same polarity as the level at all reverse positions. a control signal generation circuit whose absolute value is set to a large value; a switching control means that causes the switching means to generate a propulsive force in the reverse direction when the operating lever is in the range from the neutral position to the full reverse position; When the level changes due to speed increase, the time rate of change is suppressed to a small value, and when the level changes due to deceleration,
1. A rotational speed control device for an internal combustion engine, comprising a delay circuit configured not to suppress the rate of change over time to a small value.