JPS608189A - Method of controlling main engine for ship - Google Patents

Abstract

PURPOSE:To shorten the time necessary for increasing the speed of an engine upto an instructed rotational speed, by returning an output signal from a time mode converter at once after returning of the power source in the condition before occurrence of no power source. CONSTITUTION:When a power source is returned to its original condition, a power source detector 6 delivers an output signal which initiates the operation of an initial condition setting unit 9. A first switch S1 is turned to the level converter 4 side, and as well a second switch S2 is turned off. Therefore, a time mode converter 2 is turned into a rapid mode. Accordingly, an output signal V0 from the time mode coverter 2 is abruptly raised with respect to a feed-back signal Vf which is the input signal Vi of the time mode converter 2. Further, when the output signal V0 of the time mode converter 2 reaches V2, the initial condition setting unit detects this condition to turn the first switch S1 to the instruction unit 1 side, and as well the second switch S1 is turned on to change over the time mode converter 2 into a moderate mode.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control method for a marine main engine whose characteristic is to gradually increase the number of revolutions, and particularly to control when the power supply of the control system changes from a disabled state to an enabled state. Concerning an improved version of .

A conventional marine main engine control method will be explained based on FIGS. 1 to 5.

In FIG. 1, 1 is a command device, 2 is a time mode converter, 3 is a servo amplifier, 4 is a level converter, 5 is a controller,
G is a governor, and E is a marine main engine.0 The command unit 1 is equipped with a control handle (not shown),
When this control handle is operated to the forward side AH or to the reverse side AS, a nonlinear rotational speed command signal VB is output as shown in FIG.

This rotational speed command signal v8 is transmitted to the time mode converter 2 as an input signal i.

Now, if the operating handle is slightly operated and the rotation speed command signal Vs is less than the first set value VB1 as the starting position, this becomes the input signal vi of the time mode converter 2, and the rotation speed command signal Vs becomes the input signal vi of the time mode converter 2 The output signal Vo is shown in Figure 3 (
It rises rapidly as shown in line (a) of b).

Then, by further operating the control handle, the rotation speed command signal Vs is larger than the first set value Vsl, and the second set value Vs2 is determined.
If it is below, the output signal vO of the time mode converter 2 rises somewhat gently with respect to the input signal Vt as shown in the line (b) of FIG. 8(b).

If the rotation speed command signal v8 exceeds the second set value Vg2 by further operating the steering wheel, the output signal VO of the time mode converter 2 will change to () and 2 in FIG. ) It rises more gradually as per the line.

If the steering wheel is operated all at once and the rotational speed command signal Vs changes from O to a certain value Vl (where vl>Vs2), the output signal VO of the time mode converter 2 is as shown in Fig. 8(b). , it gradually rises in the order of (A) - (口') - ()) lines.

Note that when the control nondle is returned from the operation position to the stop position and the rotation speed command signal VB is set to 0, the time mode converter 2
The output signal vO of is rapidly decreased as shown by line (d) in FIG. 8(b).

The slopes of the lines (a), (b), ()1), and (d) above are set depending on the characteristics of the main engine, and generally, (
The absolute values of the slopes of line (a) and line (d) are said to be the same.

The servo amplifier 8 receives the output signal VO of the time mode converter 2 and the feedback signal vf from the level converter 4.
is input, and the servo amplifier 8 increases or decreases its output signal based on the difference between the two human power signals VO and Vf, so that the feedback signal Vf matches the output signal Vo of the time mode converter 2. Control.

The output signal of this servo amplifier 3 is transmitted to the controller 5,
The controller 5 adjusts the governor G of the marine main engine E according to its output P, and this output P is converted into a feedback signal Vf by the level converter 4.

The output P of the controller 5 is shown in FIG. 3(c).

Similar to the output signal Vo of the time mode converter 2 described above, this output P gradually rises along the (i/)-(ku/)-(pa) line, and then decreases as shown on the (d) line.

There are various types of governors G for marine main engines E, such as pneumatic and electric types, and various types of controllers 5, such as electric-pneumatic converters and servo motors, are used as the controllers 5 that adjust this governor G. FIG. 4 shows an example in which the controller 5 is an electric-to-air converter and utilizes the method disclosed in Japanese Utility Model Publication No. 19608/1983, together with the servo amplifier 8 and the level converter 4.

In FIG. 4, the comparator 80 of the servo amplifier 3 detects the difference between the human power signals Vo and vf, and if Vo)Vf and the difference (Vo-Vf) is greater than a certain set value, the first amplifier 81 Only the controller (electricity-air converter) is activated.
The first solenoid valve 51 is in the supply position fir, 51
a, the pressurized air from the air source 50 is rapidly supplied to the biloft portion 58a of the relay valve 5B via the supply position 51a of the first solenoid valve 51 and the communication position 52a of the second solenoid valve 52, and the output pressure is increased. P rises rapidly. This output pressure P is the air-displacement converter 41 of the level converter 4. Since the level is converted into the feedback signal Vf by the displacement-electrical converter 42, a sudden rise in the output pressure P results in a sudden rise in the feedback signal Vf. Then, ■0>Vf and (Vo-Vf
) becomes below a certain set value, the eighth amplifying section 33 of the servo amplifier 3 also operates, and the second solenoid valve 5 of the controller 5
2 switches to block position iff 52 c, so the first
Pressure air from the supply position 1il 51a of the solenoid valve 51 is supplied to the relay valve 53 through the throttle 54, and its output pressure P gradually increases, and the feedback signal Vf also gradually increases. This signal Vf is VO
If it matches the first. The output of the eighth amplifier section 81.88 is 0
, the first solenoid (lube 51 is in block position 5)
1c, the output pressure P is maintained at a pressure corresponding to the output signal vO of the time mode converter 2. Further, if Vo<Vf and the difference (Vf-vo) is greater than a certain set value, only the second amplifying section 82 operates and the first amplifying section 82 operates.
The solenoid pulp 51 switches to the discharge position 51b, and the output pressure P and feedback signal vf decrease rapidly, and Vo
<Vf and (Vf-Vo) becomes less than a certain set value, the second solenoid valve 52 moves to the block position 52c14.
Y1 multiplied by output pressure P, feet no.
The solenoid knob 51 returns to the blocking position 51c, and the output pressure P becomes equal to the output signal vO of the time mode converter 2.
is maintained at a pressure equivalent to .

The governor G is controlled by the output P of the controller (electrical-air converter) 5, and this output P and the feedback signal Vf are considered to correspond to the rotational speed of the marine main engine E.

Note that there is also a method in which the feedback signal Vf is not extracted from the controller 5 but from the governor G or the rotating shaft of the marine main engine.

In the conventional marine main engine control method described above, when a power failure such as a power failure occurs, the rotational speed of the main engine E is maintained at the state immediately before the power failure. In other words, the command unit 1. It is designed to keep the timer in its previous state.

In the example of FIG. 4, the first to third amplifying sections 8
When the output of 1 to 8B becomes 0, the first solenoid valve 5
1 returns to the block position 51c, and the supply and discharge of pressurized air to the pilot portion 58a of the relay valve 58 is stopped.

However, in this conventional marine main engine control method, the power supply is disabled during control, and when this power supply returns from the disabled state to the effective state, the current maintenance of the controller 5 is released and the rotation speed of the main engine E is There is a problem that it takes a long time for the temperature to rise, and this problem will be explained below based on FIG.

The rotation speed command signal Vs from the command unit 1 is set to a certain value V1,
This becomes the input signal Vi of the time mode converter 2 as shown in FIG. 5(a), and the output signal v for this input signal i
Suppose that the power supply becomes invalid when O rises to ■2 as shown in Fig. 5(b) and the output P of the controller 5 rises to P2 as shown in Fig. 5(c). Rotation speed command signal Vs (input signal V i of time mode converter 2)
The output signal Vo of the e-time mode converter 2, the output signal of the servo amplifier 8, and the feedback signal Vf from the level converter 4 all become zero. In contrast, the output P of the controller 5 is maintained at the gap P2 shown in FIG. 5(c).

When the power supply returns to the valid state, the input signal vi (rotation speed command signal Vs) of the time mode converter 2 returns to ■1, but in response to the return of the input signal Vt, the output signal ■0 changes to the fifth As shown in figure (b), again (a) - (b) - (c)
The line 1@ gradually rises to ■1, and the output P of the controller 5
After dropping one step from P2, it is again (i') - (mouth') -
(Non) line will rise to PL in order.

Therefore, if the primary power source becomes invalid during main engine control,
Although the main engine speed is maintained at the previous state,
It takes a long time for the rotational speed of the main engine E to reach the commanded rotational speed after the power source is restored to a valid state.

The cause of this problem is that when the power is restored, the time mode converter 2
The output signal VO of the controller 5 and the output P of the controller 5 are about to rise slowly again.

Therefore, in the conventional marine main engine control method, the present invention provides an output signal VO for the input signal Vi of the time mode converter 2 when the power supply changes from an invalid state to an effective state.
The technical problem is to shorten the time required for the rotational speed of the main engine E to reach the commanded rotational speed by rapidly increasing the rotational speed of the main engine E.

A feature of the present invention that solves this technical problem is that in the conventional marine main engine control method described above, when the power supply is switched from disabled to enabled, the feedback signal Vf is input to the time mode converter 2. The controller 5 of the output signal of the servo amplifier 3 suddenly increases the output signal VO in response to the input signal Vi.
and the output signal vO of the time mode converter 2 is the feedback signal Vf whose input signal Vi is
, the input of the time mode converter 2 is switched from the feed pad adjustment signal Vf to the rotation speed command signal Vs to gradually increase the output signal vO, and the output signal of the servo amplifier 3 is changed to the controller 5. It is in the place where it is communicated to.

According to the present invention having the above characteristics, when the power is restored, the output signal 0 of the time mode converter 2 rises rapidly with respect to the feedback signal Vf input thereto, and while this output signal vO is rising, the controller 5 continues to be held, and when the output signal VO of the time mode converter 2 matches the input signal Vf, the input of the time mode converter 2 is changed to the feedback signal V.
f to the rotation speed command signal v8, and transmits the output signal of the servo amplifier 3 to the controller 5.
The output increases from the holding state as the output signal Vo of the time mode converter 2 rises.

That is, according to the present invention, the output signal VO of the time mode converter 2 immediately returns to the state before the power failure occurred after the power is restored, so that the time required for the main engine E to reach the command rotation speed is reduced by that much compared to the conventional method. It can be shorter than

Further, according to the present invention having the above characteristics, the following unique effects can be obtained.

As another method for solving the same technical problem as the present invention described above, the methods shown in FIGS. 6 and 7 can be considered.

That is, as shown in FIG. 6, a power supply detector 6. Delay timer 7, initial setter 8. When a switch SW is added and the power is turned on (enabled), the power supply detector 6 outputs an output signal, and this output signal is transmitted to the initial setting device 8 and the delay timer 7 until the set time T1 of the delay timer 7 elapses (
Until the delay timer 7 outputs an output), the output of the initial setter 8 is set to 0, the time mode converter 2 is switched to a mode in which the output signal rises rapidly with respect to the input signal, and the switch SW is turned OFF. Set delay timer 7
When the set time TI has elapsed, the initial setter 8 outputs an output, thereby returning the time mode converter 2 to its original state and turning on the switch SW.

According to this other method, when the input signal Vi (rotation speed command signal Vs) of the time mode converter 2 is a certain value V1 as shown in FIG. 7(a), the output signal VO is as shown in FIG. 7(b). As per V2. When the output P of the controller 5 rises to P2 as shown in FIG. 7(c), a power outage occurs (power supply is disabled), and the input/output signals Vi, V of the time mode converter 2 and the output signal of the servo amplifier 8 are interrupted. When the power supply returns to the valid state while the output P of the O1 controller 5 is held at P2, as shown in FIG.
As shown in line b), the output signal VO of the time mode converter 2 rises rapidly at Vlt in response to the input signal 1, and at this time, the switch SW is turned off, so the output signal VO in FIG. As shown in c'), the output P of the controller 5 is held as shown in line (k), and when the time T1 elapses in the setting of the delay timer 7, the output P of the controller 5 suddenly steps from P2 to Pl. become.

Note that the delay time T1 has the same slope as line (A) and is the time from when the maximum value of the rotation speed command signal v8 is input to the time mode converter 2 until the output signal VO reaches the maximum value. .

With the other method described above, it is possible to shorten the time it takes for the rotation speed of the main engine E to reach the command rotation speed after power is returned, but as described above, when the set time T1 has elapsed, the controller 5
Since the output P of the main engine E is stepped, the rotational speed of the main engine E also increases rapidly, which is not preferable from the viewpoint of the characteristics of the main engine E.

On the other hand, in the case of the present invention, when the output signal VO of the time mode converter 2 matches the feedback signal Vf, which is its input, when the power is restored after the power supply becomes invalid, the time mode converter 2 is returned to the original state. Since the output P of the controller 5 gradually rises while in the holding state, this controller 5
The increase in the rotational speed of the main engine E based on the output P of is also gradual, and control suitable for the characteristics of the main engine E is possible.

Hereinafter, FIG. 8 shows the marine main engine control method of the present invention.

An explanation will be given based on an embodiment shown in FIG. Note that the same reference numerals are used for the same parts as before.

In Fig. 8, 6 is a power supply detector, 9 is an initial setting device, and S
1 is a first switch, and S2 is a second switch.

When the control system in FIG. 8 is before starting (power supply disabled), the signal from the power supply detector 6 is O, the initial setting device 9 has stopped operating, and the first switch S1 is side, and the second switch S2 is turned on.

In this state, turn on the power to prepare for startup (power is enabled)
Then, the initial setting device 9 starts operating in response to the output signal of the power supply detector 6, switches the first switch S1 to the level converter 4 side, turns off the second switch S2, and also switches the time mode converter 2 to the level converter 4 side. The mode is switched to a mode in which the output signal VO rises sharply with respect to the input signal Vi.

At this time, since the feedback signal Vf is generally 0, the input/output signals Vi and V□ of the time mode converter 2 are 0, and the initial setting device 9 receives these Vi and Vo as inputs.
When the start-up preparation is complete, the first switch S1 is switched to the command unit 1 side, the second switch S2 is turned on, and the time mode converter 2 is made to gradually increase by 1 of the output signal VO in response to the input signal Vi. mode.

When the power is turned on in preparation for starting, even if the feedback signal Vf is not 0 but a certain value, the output signal Vo of the time mode converter 2 will rise rapidly in response to this feedback signal Vf, and the initial setting When the two power signals Vi=Vf and Vo match, the controller 9 determines that the start preparation is complete, switches the first switch S1 to the command controller L side, turns on the second switch S2, and sets the time mode converter 2 to the slow mode. Switch to

Then, when the control handle of the command device 1 is operated and the value of the rotation speed command signal VS becomes vl, this becomes the input signal Vi of the time mode converter 2 [FIG. 9(a)].

This time mode converter 2 receives its input signal Vi (=V
For 1), the output signal VO is (a) in FIG. 9(b).
- (B) - (C) It rises gradually as shown in the line.

According to the output signal Vo of the time mode converter 2, the output P of the controller 5 changes from (a') to (mouth') in FIG. 9(c).
The output P gradually increases as per the - (non) line, and the governor G is adjusted by this output P, so that the rotational speed of the main engine E gradually increases.

Now, suppose that an invalid power supply occurs due to a power outage when the output signal Vo of the time mode converter 2 becomes V2 (however, V2<Vl) and the output P of the controller 5 becomes P2 corresponding to v2. , the input/output signal Vi of the time mode converter 2
, Vo, the output signal of the servo amplifier 8, and the feedback signal Vf become 0, and the signal from the power supply detector 6 becomes 0.
As a result, the initial setting device 9 also stops operating.

However, as described above, the controller 5 maintains its output P at P2 as shown by line (C) in FIG. 9(C).

When the power is restored after a certain period of time has passed (the power is enabled), the power detector 6 outputs an output signal that causes the initial setting device 9 to start operating, and the first switch S1 switches to the level converter 4 side. At the same time, the second switch S2 becomes 0FFL,
, the time mode converter 2 switches to abrupt mode.

Therefore, as shown in # of FIG. 9(b), the output signal VO of the time mode converter 2 rises rapidly with respect to the feedback signal Vf, which is its input signal Vt. Note that at this time, since the output P of the controller 5 is held at P2, the feedback signal VfO value which is the input signal vi is P.
v2 corresponding to 2 [Fig. 9(a)].

12 hours after power is restored, time mode converter 2
When the output signal VO reaches v2, it is set to the initial setting device 9.
is detected and the first switch s1 is switched to the command unit 1 side, and the second switch s2 is turned on to switch the time mode converter 2 to the slow mode.

Therefore, as shown in Fig. 9(a), the input signal Vi of the time mode converter 2 becomes the rotation speed command signal ■1 from the command unit 1, and the output signal VO of the time mode converter 2 becomes the rotation speed command signal ■1 as shown in Fig. 9(b).
) warmly rises from ■2 to Vl along the (c) line,
Accordingly, the output P of the controller 5 is ()- in FIG. 9(c).
/) gradually rises from P2 to Pl along the line.

Therefore, according to the present invention, it is possible to reduce the time required to increase the rotation speed of the main engine E to the command rotation speed after the power is restored after the power supply becomes invalid during rotation speed control of the main engine E, compared to the conventional method. Moreover, as the rotational speed of the main engine E increases step by step unlike in other methods, the rotational speed of the main engine E gradually increases from the current state held. Further, the time T after the power is restored using another method is set to a constant value, and the loss time varies depending on the time when the power is disabled, but in the case of the present invention, the time after the power is restored is T + is the time it takes for the output signal VO of the time mode converter 2 to reach the feedback signal Vf, which is its input signal ■i, so this time T4
− There is no loss time. Furthermore, according to the present invention, even if a change occurs in the output P of the controller 5 while the power supply is disabled during control and the rotation speed of the main engine E is different from the rotation speed immediately before the power supply disabled occurrence, after the power is restored, The rotational speed of the main engine E will increase from the current rotational speedO.In addition, when the control handle of the command unit 1 is returned to its original position and the rotational speed command signal Vs is decreased from vl to 0, the time mode converter 2 The output signal Vo decreases as shown in line (d) of FIG. 3(b), and accordingly, the output P2 of the controller 5 decreases as shown in line (2') of FIG. 3(c). The rotation speed of the main engine E decreases.

[Brief explanation of drawings]

Fig. 1 is a block diagram of a control system of a conventional marine main engine control method, Fig. 2 is a characteristic diagram of the command unit 1 shown in Fig. 1, and Fig. 8 (
a) to (c) and FIGS. 5(a) to (c) are explanatory diagrams of characteristics in the same conventional method, FIG. 4 is an explanatory diagram showing one example of a part of the control system in FIG. 1, and FIG. The figure is a block diagram of a control system of another method for solving the same technical problem as the present invention.
a) to (c) are explanatory diagrams of characteristics in the same different method, FIG. 8 is a block diagram showing an example of the control system of the marine main engine control method of the present invention, and FIG. 9 (a) to (c) are FIG. 8 is a diagram illustrating the characteristics of the method of the present invention. l...Commander 2...Time mode converter 8...
Servo amplifier 4...Level converter 5...Controller
G...Governor E...Main engine VS...Rotation speed command signal Vi...Input signal of time mode converter 2 VO...
Output signal Vf of time mode converter 2... Feedback signal P... Output 6 of controller 5... Power supply detector 9... Initial setter S1... First switch s'2... Second switch applicant: Japan Air Brake Co., Ltd. Fig. 1 Fig. 6 Calculation 8V Fig. 2 V5 AS Hantoshii Stand ■ Go AH Fig. 4 Time Scale N A

Claims (1)

[Claims] (1) A given rotation speed command signal is input to a time mode converter, and the time mode converter gradually increases its output signal with respect to the input rotation speed command signal to convert the time mode. The output signal of the servo amplifier and the feedback signal corresponding to the actual rotation speed of the marine main engine are input to a servo amplifier, the output signal of the servo amplifier is transmitted to a controller, and the controller adjusts the governor of the marine main engine. , in a marine main engine control method in which when the output signal of the servo amplifier becomes zero due to the power supply being disabled, the controller is held in the state immediately before that, when the power supply is switched from the power supply being disabled to the power supply being enabled, the feedback signal is is input to the time mode converter, and the output signal corresponding to this input signal is rapidly increased, and the output signal of the servo amplifier is cut off from being transmitted to the controller, and the output signal of the time mode converter is the input signal. A marine main unit that switches the input of the time mode converter from the feedback signal to the rotation speed command signal to gradually increase the output signal when the signal matches the feedback signal, and transmits the output signal of the servo amplifier to the controller. Engine control method.