JPS60195357A - Method of controlling speed of main diesel-engine - Google Patents

Abstract

PURPOSE:To enhance the control performance, and as well to aim at saving fuel consumption, by restraining variations in speed with respect to variations in load of a main engine, and as well by improving the followability upon change of set speed while any wasteful motion by an actuator is restrained upon steady state operation. CONSTITUTION:A speed control device 10 composed of a proportioning unit 5, a bias setting unit 6, a torque compensator 7 and an optimum filter 8 has a constant which is utilized as one of dynamic characteristic models determined by engine parameters and a rotational system constant. Meanwhile, by passing a speed detection signal from a speed detector 12 through an optimum filter 8 which is obtained from the rotational dynamic model of a main engine 3, a speed value (g) which is nearly equal to a true value is obtained to enhance the degree of accuracy. It is possible to prevent any wasteful motion by an actuator 2. When set speed is changed, if a generated torque from the main engine 3 is small, a signal (b) is large so that the amount of fuel injection is increased, but if the generated torque is large, the signal (b) is made not large to restrain the amount of fuel injection from being increased.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention is based on a deep pill! This invention relates to the leap speed 1I11 control/j method, and particularly relates to improving maneuverability by performing speed compensation +rt taking into account the dynamic characteristics of the main engine.

[Technical Front of the Invention] Diesel main engine, especially for ships equipped with P-1 bella, 113
(Drives the 4 full main engine and generator)! In the case of an easement main engine, speed control is important because stable rotation of the engine is required.

The T51 diagram shows the speed control 11 system of the D-Ville main engine that has been adopted in the past. The speed is 1
] 1 and control this P I 8. Based on the operation obtained by +Iυ11 operation, the operation of fuel injection pump 1 is ``J-''.
Operate evening 2. By operating this Akbu JI-ri 2, the fuel oil I law ω is adjusted and the speed of the engine 3 is controlled. In addition, speed control based only on speed information is designed to be (-6).

[Problems with C-viewing technology] However, the conventional method described above feeds back information only on speed, and P I
1111190, the following problems occur.

(1) Because the characteristics of the Deep Pill main engine were not taken into consideration, excessive A-bar shoot occurred, requiring an excessively long settling time, and the set speed could not be changed significantly.

(2) In addition, the speed fluctuated greatly in response to sudden load changes, and the settling time was also long.

(3) In order to IFF the detected speed, the output of the speed detector is
] - Although it passes through a pass filter, it lacks accuracy in speed detection because it filters out conductive components in the high frequency range along with noise.

(4) Illegal speed deviation: 1 of the integral 1 control operation, which is 1:4 due to the speed deviation: Actuator J-
Ri2 was making strange movements.

[Object of the Invention] The present invention has been made in view of the above-mentioned conventional problems, and its objects are to suppress speed fluctuations in response to load fluctuations of a diesel main engine, and to improve followability of a set speed change port. In addition to improving the f111 degree of the speed detection There is something to be gained.

[Summary of the invention] There is a correlation between the fuel injection m and the occurrence of 1 to lux, and it occurs even if the speed deviation is the same] - The operation of the actuator of the fuel injection pump should be made different depending on the magnitude of lux. There is a fact that the speed close to the true speed (obtain No. 2!) The filter that removes the necessary coupling and the upper torque 71 are the main engine's movement 1.
Formation or L'! by understanding jJ nature as a physical model. H (“Monkey, PI Control”)
This is done to remove the constant frequency deviation Z'i from the control t, but this constant frequency deviation does not change constantly like the speed J.
Since the characteristics of the kimono change due to changes such as changes in the characteristics of the kimono, once a setting is made to remove the steady-state deviation, there is no need to change the set value for a long period of time. , Therefore, I control can be separated from PI control, and based on the knowledge that the above physical model can be extended to the remaining P control, the present invention has been devised as follows in order to achieve the above object. The actuator of the fuel injection pump is operated according to the deviation between the set speed and the estimated speed.
In a speed control method for a diesel main engine that adjusts fuel injection lead, engine system movement 1 is performed in advance in order to understand the operation command signal of the actuator and the engine model.
! Calculate the main (occurrence i~silk) from the I characteristic, and use the detected speed and rotational system model of propellers etc. Dynamic f
While calculating the above-mentioned 1-stroke constant speed from 1, the proportional operation signal obtained based on the above-mentioned deviation is corrected by the above-mentioned generated torque, and the steady-state deviation is removed from the actuator operation command signal obtained by this correction. The fact that the operation amount of the actuator is controlled 311 by adding a fixed bias signal is referred to as Q5 feature.

[Embodiment of the Invention] A preferred embodiment of the present invention is attached below and will be explained in accordance with the drawings.

FIG. 2 is a system diagram of an example of the main engine speed control 211 system for implementing the present invention.

In the control system according to this embodiment, the heavy water configuration of the circuit itself that forms the feedback loop 4 is the same as the conventional one.

As shown in the figure, a speed control method 10 comprising a proportional device 5, a bias 39, a constant device 6, a torque compensator 7, and an optimum filter 8.
is connected to the control line.

The proportional device 5 corresponds to the P control section.
Turn on the function that multiplies No. 1 by gain F1, and set the speed! 11 A proportional operation is formed from the speed deviation from the given speed q.

The bias setting device 6 corresponds to the I control section, so the P
It is completely separated from the proportional device 5 which corresponds to the fiil control section, and outputs a set bias signal i which can be arbitrarily set.
The amplifier 11 has the function of correcting the actuator operation command signal with the setting bias signal i to amplify the operation amount j to the actuator 2 in order to reduce the steady-state deviation of the speed during steady operation to zero. Connect to the front stage. , - The torque compensator 7 is connected in parallel to the control line connecting the proportional device 5 and the correction point of the bias setting device 6, and converts the T-1: opening operation command signal through the torque compensator 7. After that, the proportional operation signal a of the proportional device 5 is corrected by applying local feedback to the output side of the proportional device 5. The torque compensator 7 receives the proportional operation signal a of the proportional device 5 and the torque compensator 7.
Since the actuator operation command signal which is the difference between the output signal of the main engine III and the output signal of t), the gain F! Multiply it to form the millstone feedback number C.

In order to perform this function, the engine system dynamics of the main engine 3, which are determined from the characteristics of the first machine, main shaft, propeller, hull, etc., are determined in advance, and this dynamic characteristic is determined by the transfer function of the first-order craftsmanship as shown below. How can it be expressed?

However, for α, the engine constant S is Laplace's coefficient 10. From this dynamic characteristic, the engine model is grasped, and the accurate generated 1-lux of 1 engine 3 is determined as (1), and the gain F is
By multiplying by +, it is converted to the chic place number 1Δ.

The optimal filter 8 compares the two comparison signals of l, torque compensator 7's torque d, and speed detector 12's detection stray current a, 3 e, with the input signal. A line connecting the detector 12 is inserted, and the estimated speed Q obtained through the optimum filter 8 is fed back to the input side of the proportional device 5 to obtain a speed deviation from the set speed.

The optimal filter 8 is jfHlt: the sum of the deviation [between the speed Q and the detected speed 1 signal e] multiplied by the filter gain (feedback gain) K+, and the product of the rotation system constant γ and the torque signal QL d. , and integrate this sum to determine the estimated speed Q. Of course, this function is based on the estimated speed calculated from the torque and the speed detector 1.
2 bs t (9) The deviation from the detected speed is a mixed deviation that includes a noise component in the high frequency range and a true speed component, and this deviation information is integrated and averaged to calculate the actual value. The estimated speed is corrected as follows. Therefore, by passing the detected speed i = e through the filter 8, it is possible to obtain a speed value that is close to the true value. The rotation system dynamic characteristics of the main 1ffi I'WJ 3 will be described in advance, and these dynamic characteristics can basically be expressed as the following integral transfer function.

γ l−1<s n −□− (1”), T is a rotational system constant S is a Laplace operator p, and 1 is added to the feedback gain to this dynamic characteristic to form a rotational system model that is the optimal filter 8.

The respective feedback gains F1 and F+ of the proportioners 5 and 1 to the torque compensator 7 are determined by the I geometrical constant α, the rotational system constant γ
Then, from the weighting coefficient ρ of the sword evaluation function, J: sea urchin with which the evaluation function is the minimum is determined.

Evaluation function = On the other hand, the feedback gain Kl of the optimal filter 8 is determined so that the variance of the speed estimation error Kf becomes R small.

In this way, the configuration of the four-speed control tall device 10 of this embodiment consists of IJ1, proportional device 5, bias F, S (constant device 6, , constitutes one dynamic characteristic model determined from engine parameter makeup (engine constant, 1 nsing in) and rotational system constant (Ii: '+ character [-men 1~). 11, 1)
Q. What is the dynamic characteristic of the proportional device 5 corresponding to 1.1 JIIl and understand it as a gel? -There is. Zui 1 straw,
Already mentioned J, 'J k: P I 1lIl till
(D U#3 +7) I LIOII GJ, 5L
It has the function of zeroing out the steady eccentricity at the speed of i+sea operation li6, and is used for the diesel main fill that drives the generator and the ship equipped with a steamer. In this case, the above function can be achieved without changing the operating period.C, it is sufficient to provide a bias setting device 6 that applies the setting bias signal i to the operator j. Therefore, 1 control is separated from P 1iIJ allJ can be done. By placing the bias setting device 6 corresponding to II and 1till in the final stage, it is possible to avoid the influence of the unnecessary I component on the torque output and filter function, resulting in torque increase. It is no longer necessary to take one component into consideration for output and filter function, and the engine characteristics are ignored.
S, 6 is obtained by introducing into the speed control device 10 a proportional regulator 5 having a feedback gain constant of 1=1, which takes the engine dynamic characteristics into account, instead of the control.

The speed control device 10 may be constructed of individual circuits or equivalent circuits as in the embodiment, or the entire speed control device 10 may be realized by an arithmetic device having performance equivalent to that of a microcomputer.

Next, the operation of the above embodiment will be explained.

The detected stray electricity detected by the speed detector 12 contains both an I composite component and a true speed component in the high frequency range. In particular, it becomes an estimated speed blade closer to the true value,
The product of speed estimation increases by 1. And this exact Jl
The speed deviation is corrected by the constant speed, and the proportional unit 5 becomes the 1 line operation signal and the bias setting device 6
'c-stage constant bias 4. : Add >2 + and perform operation 16 of actuator 2 (・, actuator 2
can prevent unnecessary movements. In particular, by adding the i+u constant bias signal i from the bias setter 6, the steady polarization λ can be uniformly increased.

During steady operation of C1, J3
It is possible to suppress the wasteful movement of G-puru aku 1 and soil 2 to 0 effect.

Under these assumptions, when the set speed is changed or load fluctuation occurs, the present control system operates as follows.

First, when changing the set speed, if the main engine generated torque output from the torque compensator 70↓ by the actuator operation command 4m is small, the proportional regulator 5 output based on the speed deviation [1 Since the proportional operation signal a is only slightly reduced by the local feedback signal C, it enters the actuator 2 as an acticoator operation command signal 4b whose magnitude corresponds to the speed deviation. Conversely, when the torque generated by the main engine is large, the proportional operation signal a of the proportional device 5 is greatly reduced by the [1-cal feed pack signal C, and the proportional operation signal a of the proportional device 5 obtained in response to only the speed deviation 1) is The actuator operation command signal qb becomes much smaller than the operation signal, and the actuator 2
Therefore, when the torque is small, a large actuator operation command signal is issued to increase the fuel injection m! The set speed is quickly reached, so that the settling time is not too long. Furthermore, when the torque is large, the actuator operation command signal is not too large, and the increase in fuel pressure is suppressed, thereby preventing the occurrence of excessive A-bar shoot. As a result, the followability when changing the set speed is improved, and the interval between changes in the set speed 114 can be increased.

Similarly, when a load change occurs, as the load 1-lux increases and the speed decreases, the 7-stroke command signal increases and the mii 1-stroke is increased.υ Set quickly. On the other hand, as the load decreases and the speed increases, the actuator operation command signal decreases, allowing the fuel injection q10 to be reduced and quickly return to the set speed. . As a result, speed fluctuations in response to load fluctuations are suppressed, and photographing at a large speed in response to sudden fluctuations in the direction of S1 can be effectively prevented, as can effectively prevent the settling intervals g, l, and b from becoming long.

In this way, according to the above embodiment, the main (movement of the third stage!
Since the characteristics of J characteristics are faithfully incorporated into 1llll Th11, speed fluctuations can be suppressed in response to load fluctuations of the main control.
It is possible to improve the followability when changing the constant speed of the shifter as much as possible, and the constant characteristics and transient characteristics of speed control are well maintained. In addition, noise contained in the detected speed detected by the speed detector 12 is removed by an optimal filter 8 that uses a dynamic characteristic model of the main engine.
The constant speed accuracy is improved, and since there is no integral action by providing the bias setting device 6, unnecessary movement of the actuator 2 during normal operation is suppressed, and fuel efficiency can be achieved. Furthermore, since the constant of the proportional device 5, which has 1J corresponding to P control, is determined by considering the dynamic characteristics, the generated torque that is 4Fi based on the proportional operation No. 13 of the proportional device 5 and the viscosity of the optimal filter 8 can be made to be good. As a result of (a), the operation (1♀j) to the actuator 2 is optimized, and the control performance is further improved.

[Effects of the Invention] In short, the present invention provides the following excellent effects.

(1) The characteristics of the dynamic characteristics of the engine are faithfully incorporated into the control.

(2) Although the actuator control room based on the speed 1 deviation is compensated for by the engine's light torque, it is not possible to follow changes in the set speed without A-barge coat. , and ψ for speed oscillation when f1 suddenly changes.
does not occur.

(3) By using an optimal filter that utilizes the dynamic characteristics model of the main engine, the accuracy of Jll constant speed can be improved, and the integral operation Instead, a setting bias signal is applied to the operation m to eliminate the steady state deviation, so that unnecessary movement of the actuator during steady operation can be suppressed to six effects.

(4) Therefore, the controllability of the main engine can be improved as much as possible, and fuel efficiency can be improved.

[Brief explanation of drawings]

Figure 1 shows the conventional 31! FIG. 2 is a system diagram showing a preferred embodiment of a speed control TA11 system for carrying out the method of the present invention. In the figure, 1 is the fuel injection pump, 2 is the actuator,
3 is the main engine, 5 is proportional operation) ° J is output ('' proportional device, 6 is
1 is a bias setter that outputs the setting bias, 7 is a torque compensator that calculates the generated torque, 8G is an optimal filter that calculates JTL constant speed, 12 is a speed detector that detects the detected speed, and a is a Proportional operation signal, b is actuator operation command signal, d is generated torque, e is detected speed, Q is 1
"Constant speed, h is the speed deviation, and j is the operation G."

Claims (1)

[Claims] The speed of the diesel main engine, which adjusts the fuel injection port by operating the 7 units of the fuel injection pump according to the deviation between the set speed and the estimated speed, is +5, and the operation command signal of the actuator 1 is set in advance. Engine system dynamic special 1
Calculate the generated torque of the main engine from 1 and calculate the above lit constant speed from the detected speed and the predetermined rotational system dynamic characteristics based on the calculated torque.h, the above deviation. The proportional operation signal obtained based on the above is corrected by the above-mentioned generated 1-lux, and a setting bias signal for eliminating the steady-state deviation is added to the actuator operation command signal obtained by this correction, and the actuator operation a is adjusted to tlIlIll. The main characteristic is that the Ozeki's speed control method 1゜