KR20120018310A - Control method and controller of marine engine - Google Patents

Abstract

(assignment)
Efficiently switch between fuel save mode and normal mode to maintain fuel efficiency while improving fuel efficiency.
(Solution)
The set speed and the real speed are input to the controller 4, and the PID controller 12 calculates the output value from the difference between the set speed and the real speed to the fuel supply means of the marine engine 2 in the normal mode. . The PID controller 12 also has a fuel save mode in which the change range of the output value per unit time is smaller than the normal mode. The detection unit 20, 22, 24, 26, 28 which monitors the change of the set rotation speed and the real rotation speed is provided, and when the set rotation speed or the real rotation speed exceeds a predetermined range in a fuel save mode, these detection parts The PID control unit 12 switches to the normal mode by the output.

Description

CONTROL METHOD AND CONTROL DEVICE OF A MARINE ENGINE {CONTROL METHOD AND CONTROLLER OF MARINE ENGINE}

The present invention relates to a control method for a marine engine provided with a governing device and a control device for use therein.

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

Japanese Patent Laid-Open No. 7-279738 Japanese Patent Laid-Open No. 8-200131

According to the technique of said patent document 1, 2, the rack position of a sequential fuel pump is adjusted according to the result of a comparative calculation, and the sequential fuel supply amount is adjusted according to the deviation of an actual rotation speed and a predetermined rotation speed. . When the sequential rack position adjustment and the fuel supply amount are adjusted, the rotation speed of the marine engine is always controlled constantly, but fuel may be consumed unnecessarily. On the other hand, when the sequential control is stopped, the rotation speed of the marine engine is varied, but the consumption of fuel can be suppressed. Therefore, it is preferable to suitably switch the state of continuously controlling the rotation speed and the state of stopping the succession control.

In addition, it is also possible to perform a control in which the speed of change of the parameter used for control is reduced instead of the sequential control to reduce the variation in the supply amount of fuel. In this case, however, the actual rotation speed does not coincide with the rotation speed set by the operator, making shipbuilding difficult.

The present invention provides a control method for a marine engine that can improve fuel efficiency by effectively switching to a mode that prohibits the change of the output value to the fuel supply means while maintaining shipbuilding property, or to reduce the fluctuation of the supply amount of fuel. And it aims at providing the control apparatus.

One mode of the control method of the ship engine by this invention is a normal mode which changes the output value to a fuel supply means from the difference of the set rotation speed set by an operator, and the actual rotation speed which is an actual rotation speed of a ship engine, and an output value. It is provided with the fuel save mode which prohibits change of or reduces the change width per unit time compared with the normal mode. As the fuel supply means, an actuator for controlling the fuel pump in the case of mechanical control or an solenoid valve in the case of electronic control can be used. The predetermined condition is switched from the fuel save mode to the normal mode.

In one embodiment of the control device used in this method, a calculation means for calculating an output value to the fuel supply means is provided in the normal mode and the fuel save mode. Moreover, the monitoring means which monitors the fluctuation | variation of a set rotation speed or a real rotation speed is provided. The monitoring means generates a release command when the set rotation speed or the actual rotation speed exceeds a predetermined range, and the calculation means receives the release command and switches to the normal mode.

Since the normal mode and the fuel save mode are switched as described above, the shipbuilding performance 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 aspect described above, the predetermined condition can be, for example, when the actual rotation speed is out of the rotation speed range set for safe operation against sea or disturbance. In the control apparatus of the above aspect, the monitoring means can generate a release command when the actual rotation speed becomes equal to or less than the rotation speed set for securing shipbuilding property.

In such a configuration, shipbuilding performance is improved since switching to the normal mode is possible, for example, when there is a possibility that safe driving may be difficult due to changes in disturbance. In addition, fuel consumption can be suppressed by the fuel save mode when safe driving is possible.

In the control method of the aspect described above, the predetermined condition may be set when the actual rotation speed is equal to or less than the rotation speed used in appearance. In the control apparatus of the above aspect, the monitoring means can generate a release command when the actual rotation speed becomes less than or equal to the rotation speed used in the exterior.

In such a configuration, for example, when the actual rotation speed is lower than the rotation speed used in the exterior and there is a possibility that it may be difficult to operate safely, the shipbuilding performance is switched from the fuel save mode that can suppress the fuel consumption. Is improved.

In the control method of the aspect described above, the predetermined condition may be set when the actual rotation speed becomes equal to or more than the rotation speed set for the prevention of over-rotation. In the control apparatus of the above aspect, the monitoring means may generate a release command when the actual rotation speed becomes equal to or more than the rotation speed set for the prevention of over-rotation.

In such a configuration, when the actual rotation speed is likely to be over-rotated, switching from the fuel save mode to the normal mode can prevent the actual rotation speed from being over-rotated.

In the control method of the aspect described above, the predetermined condition can be set when the set rotation speed is changed by the operator. In the control apparatus of the above aspect, the monitoring means can generate a release command when the set rotation speed is changed by the operator.

In such a configuration, since the operator switches to the normal mode when the set speed is changed, the engine for the ship can be rotated at the actual speed corresponding to the set speed. The fuel consumption efficiency can then be improved by switching to fuel save mode to continue navigation of the vessel.

In addition, when the amount of change of the set rotation speed is within the range of fine adjustment, the fuel save mode may be maintained, and the monitoring means may maintain the fuel save mode. As fine adjustment, for example, the set rotation speed is 2 rpm / sec or less. In this configuration, the fuel save mode is maintained when the set rotation speed is in the range of fine adjustment, so that the fuel consumption efficiency can be improved.

In the control method of the aspect described above, when the difference between the set rotational speed and the actual rotational speed in the normal mode is within the first range, the fuel is switched to the fuel save mode, and the set rotational speed and the rotational speed in the fuel save mode are the same. When the difference in the actual rotation speed is larger than the second range, it is possible to switch to the normal mode. In this case, the second range is larger than the first range. Similarly, in the control apparatus of the aspect described above, the monitoring means 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 set rotational speed in the fuel save mode The release signal may be generated when the difference in the actual rotation speed is larger than the second range. Also in this case, the second range is larger than the first range.

The above configuration makes it difficult to switch from the fuel save mode to the normal mode because the second range is larger than the first range, so that the time for navigating to the fuel save mode is long and the fuel consumption efficiency can be improved.

In the control method of the above aspect, the output value can be changed to an average value when switching from the normal mode to the fuel save mode. Or in the control apparatus of the said aspect, the average value calculation means which calculates the average value of the output value to a fuel supply means is provided, and when the switch is switched from the normal mode to the fuel save mode, the output value will be at a predetermined time from the average value calculation means. Switching means for switching to an average value may be provided.

In such a configuration, since the change in the rotational speed of the marine engine can be reduced in the fuel save mode, the switching to the normal mode can be reduced, and the fuel consumption efficiency can be improved.

In the control method of the above aspect, it is possible to define the upper limit of the save mode of the output value to the fuel supply means in the fuel save mode. Alternatively, in the control apparatus of the above aspect, the calculation means defines the upper limit of the save mode of the output value to the fuel supply means when the fuel save mode makes the change in the output value of the fuel supply means smaller than the normal mode. When the output value exceeded the save mode upper limit, the save mode upper limit may be output.

In such a configuration, in the fuel save mode, fluctuations in the actual rotation speed increase in bad weather, but since the upper limit is set in the output value to the fuel supply means, the change in the supply amount of the fuel does not become excessively large, preventing over-rotation. Can be. In addition, it is also possible to prevent the variation in the actual rotation speed from increasing.

In the control method of the aspect described above, 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 of the proportional integral derivative control is multiplied by a proportional magnification, and the integral time used for the integral control in the proportional integral derivative control is multiplied by an integral magnification, By multiplying the differentiation magnification by the derivative time used for the derivative control in the proportional integral derivative control, the change of the output value to the fuel supply means is inhibited or the change width per unit time of the output value per unit time is reduced compared with the normal mode. Moreover, each magnification can be set.

Alternatively, in the control apparatus of the above aspect, the computing means may include a proportional integral derivative control means. In this case, in the fuel save mode, the proportional gain constant used for proportional control in the proportional integral derivative control means is multiplied by the proportional magnification, and the integral magnification used for the integral control of the proportional integral derivative control means. Multiply by and multiply the derivative time used for differential control of the proportional integral derivative control means to prohibit the change of the output value to the fuel supply means or to change the output value per unit time per unit time compared to the normal mode. Make small. Moreover, each magnification can be set.

When the proportional gain constant, integral time and derivative time are to be changed in the fuel save mode, the proportional gain constant, integral time and derivative time are newly determined while the values of these values in the normal mode are first identified and compared with these values. It is necessary to set, which is cumbersome. On the other hand, if the magnification is multiplied by the proportional gain constant, the integral time, and the derivative time, it is not necessary to know the proportional gain constant, the integral time and the derivative time in the normal mode, and the setting can be easily performed.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram of the control apparatus of the marine engine of one Embodiment of this invention.
FIG. 2 is a block diagram showing a function achieved by the controller shown in FIG. 1.

As shown in FIG. 2, the control apparatus of the ship engine of one embodiment of this invention controls a ship engine, for example, the ship internal combustion engine 2. As shown in FIG. The marine internal combustion engine 2 is, for example, a multi-cylinder diesel engine 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 the predetermined pressure. Each fuel injection pump supplies the fuel of the quantity based on the output value from the control apparatus mentioned later, for example, the controller 4, to the corresponding fuel injection valve. The marine internal combustion engine 2 may be provided with a fuel injection valve or a fuel injection pump, in addition to controlling fuel supply by solenoid valves in each cylinder, for example, a common rail type or a boost cylinder type fuel injection system. . 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 in the corresponding cylinder by moving the valve body by exciting or elementizing the electromagnet provided therein, and is controlled based on the output value of the controller 4, respectively.

The controller 4 is provided with arithmetic means, for example, a microprocessor, and a storage means, for example, ROM, RAM. The controller 4 is supplied with a real rotation speed signal indicating the actual rotation speed, which is the actual rotation speed of the marine internal combustion engine 2, from the rotation 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 steering apparatus 8.

In this embodiment, as shown in FIG. 2, the controller 4 functions as an addition means which calculates the deviation of a set rotation speed signal and a real rotation speed signal, for example, the adder 10, and PID which this deviation is supplied is provided with. It also functions as a control means, for example the PID controller 12. That is, the PID controller 12 performs proportional control by multiplying the supplied deviation by a proportional gain integer, integrates the supplied deviation, multiplies the inverse of the integration time, performs integral control, and differentiates the supplied deviation. The derivative control is performed by multiplying the derivative time by the result, and a value obtained by adding the respective values obtained by these proportional control, integration control and derivative control is output as an output value.

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

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

In the normal mode, the offset does not occur even when the set rotational speed signal is changed, and the proportional gain constant, the integral time, and the derivative time are set so that the actual rotational speed signal coincides with the set rotational speed signal quickly.

In the fuel save mode, the integral time and the derivative time are set so that the force of the integral control action is stronger than that of the normal mode and the derivative control hardly works. Further, the proportional gain constant is set so that the force of the proportional control action becomes smaller than the proportional control in the normal mode. By setting in this way, the fluctuation range per unit time of the output value of the PID controller 12 is small compared with the normal mode.

The settings of the proportional gain constant, integral time, and derivative time in the fuel save mode do not change themselves, but are proportional to the initial value, for example, the proportional gain constant, integration time, and derivative time in the normal mode. This is done by multiplying the magnification for time and the magnification for differential time, respectively. Therefore, even if you do not know the proportional gain constant, integration time, and derivative time in the normal mode, only think about how many times the proportional gain constant, normal integration time, and multiple derivative time in the normal mode. This makes setting easier. In addition, the magnification for the proportional gain constant, the magnification for the integration time, and the magnification for the derivative time can be set arbitrarily by the operator.

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

The controller 4 also functions as a filter 16, for example a low pass filter, which averages the output of the PID controller 12. As the switching means, for example, the switching switch 18, which selects one of the output of the filter 16 and the output of the PID controller 12 and supplies it to the fuel injection pump or the injector in the marine internal combustion engine 2, the controller 4 ) Function. In the normal mode, the changeover switch 18 directly supplies the output of the PID controller 12 to the fuel injection pump or injector. However, as described later, for example, the switching control unit 19 constituted by the controller 4 constitutes, for example. When switching from the normal mode to the fuel save mode, the output of the filter 16 is supplied to the fuel injection pump or injector for a predetermined period or one loop period 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 a monitoring means, for example five detection units. As the five detection units, the actual speed overspeed detection unit 20, the actual speed level detection unit 22, the set speed level detection unit 24, the set speed variation amount detecting unit 26, and the speed variation amount detecting unit 28 are provided. It is installed.

The real speed overspeed level detection unit 20 inputs a real speed signal, determines whether it is equal to or greater than a predetermined overspeed level, and an OFF signal for switching to the normal mode when the actual speed signal is over the overspeed level. And outputs an ON signal for switching to the fuel save mode when the actual speed signal is less than the overspeed level. The overspeed level is set to a level at which the ship internal combustion engine 2 can be judged to be over-rotating. Therefore, when the ship internal combustion engine 2 is overrotating in the fuel save mode, it is possible to switch to the normal mode, and when the ship internal combustion engine 2 is not overrotated in the normal mode, the fuel save mode can be switched. Do.

The actual speed level detector 22 inputs a real speed signal, determines whether it is equal to or greater than the navigation full rotation speed, and outputs an OFF signal when the actual speed signal is equal to or greater than the navigation full rotation speed. If the actual rotation speed signal is less than the navigation full rotation speed, the ON signal is output. Navigation full rotation speed has shown the rotation speed when the ship internal combustion engine 2 is used in the exterior. Therefore, in the fuel save mode, it is possible to switch to the normal mode when the actual rotation speed signal is equal to or higher than the navigation full rotation speed. In the normal mode, when the actual rotation speed signal is less than the navigation full rotation speed, it is possible to switch to the fuel save mode. The navigation full rotation speed is the rotation speed at the time of an external navigation calculated from the shape and size of a ship, etc. In addition, even when the bay is sailed, the rotation speed capable of safely sailing in consideration of the sea or disturbance is calculated in advance. When the bay is sailed, if the actual rotation speed is equal to or greater than the calculated rotation speed, the actual speed level detection unit 22 An OFF signal is output, and an ON signal is output if the actual rotation speed signal is less than the calculated rotation speed.

The set speed level detecting section 24 inputs a set speed signal, determines whether this is equal to or greater than the navigation full speed, outputs an OFF signal when the speed is greater than the navigation full speed, and an ON signal when the speed is less than the full navigation speed. Outputs Therefore, in the fuel save mode, it is possible to switch to the normal mode when the set speed signal is equal to or higher than the navigation full speed. Further, in the normal mode, when the set speed signal is less than the navigation full speed, it is possible to switch to the fuel save mode.

The set speed change amount detecting section 26 inputs a set speed signal, calculates a change rate per unit time, for example, per second, and determines whether the change rate is a predetermined value, for example, 2 rpm / sec or more. If it is 2rpm / sec or more, the OFF signal is output. If it is less than 2rpm / sec, the ON signal is output. This predetermined value is set to the value which can be regarded as the amount of change of the set rotation speed as a range of fine adjustment. Therefore, when the amount of change in the set rotation speed in the fuel save mode is outside the range of fine adjustment, it is possible to switch to the normal mode. When the amount of change in the set rotation speed in the normal mode is within the range of fine adjustment, the fuel save mode can be switched. Do.

The deviation signal (deviation signal between the set rotational speed signal and the real rotational speed signal) from the adder 10 is input to the rotational speed fluctuation detection unit 28. This deviation signal represents the amount of variation with respect to the set rotational speed of the actual rotation speed, and outputs an ON signal when the variation is within a predetermined first range, for example, ± 3 rpm, and the variation is determined in advance. Outputs an OFF signal in two ranges, e.g., above +5 rpm or below -5 rpm. Therefore, in the fuel save mode, it is possible to switch to the normal mode when the rotational speed change amount, which is a deviation signal between the set rotational speed signal and the actual rotational speed signal, is increased by 5 rpm or more or decreases by -5 rpm or less. Further, in the normal mode, when the rotational speed variation is a variation within a range of ± 3 rpm, it is possible to switch to the fuel save mode.

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

The output of the timer 32 is supplied to a logic gate configured by the controller 4, for example, the AND gate 38. The end gate 38 is also supplied with a fuel save mode selection signal generated when the fuel save mode selection button 40 provided in the steering apparatus 8 is closed. The AND gate 38 generates an output only when the timer 34 supplies the output and the fuel save mode select signal is supplied from the fuel save mode select button 40. Therefore, even if the timer 32 generates an output, that is, even if all the detection units 20, 22, 24, 26, 28 generate ON signals over a predetermined time, as long as the fuel save mode selection signal is not supplied. The 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 supply of the output of the AND gate 38 to perform PID control in the fuel save mode. At the same time, the output of the AND gate 38 is supplied to the fuel save mode indicator 42 provided in the indicator 34 to indicate the transition to the fuel save mode. In contrast, when the output of the AND gate 38 is no longer supplied to the PID controller 12, the PID controller 12 is switched from the fuel save mode to the normal mode.

In addition, the output of the AND gate 38 is supplied to the switching control unit 19, which switches the switching switch 18 to supply the output of the filter 16 to the fuel injection pump or injector. Switching from the normal mode to the fuel save mode causes variation in the output value of the PID controller 12. In addition, since the loosening by the filter 16 is supplied to a fuel injection pump or injector at the beginning of switching, the fluctuation at the time of switching can be suppressed. After a predetermined period elapses, the changeover switch 18 is switched, and the output of the PID controller 12 is supplied to the fuel injection pump or injector as it is.

In this manner, in the normal mode, when all the detection units 20, 22, 24, 26, 28 output the ON signal over a predetermined time, the PID controller 12 switches to the fuel save mode, and the PID controller 12 supplies fuel. In save mode, it outputs an output that controls the fuel injection pump or injector. However, in this fuel save mode, when any one of the detection units 20, 22, 24, 26, 28 outputs an OFF signal, the PID controller 12 switches to the normal mode, and in the normal mode, the PID controller 12 Outputs an output that controls the fuel injection 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 variation in the number of revolutions changes by more than ± 5 rpm, the control is switched to the normal mode even though the control has been performed in the fuel save mode so far, which does not affect the safety navigation and improves the shipbuilding performance. In addition, the fuel consumption is suppressed while in the fuel save mode.

In addition, since the output of the PID controller 12 is averaged and output by the filter 16 during the predetermined period of time switched to the fuel save mode, the output value supplied to the fuel injection pump or injector does not suddenly change significantly. As a result, it is possible to prevent the switching amount of the rotational speed of the marine engine 2 from switching back to the normal mode as soon as it is switched to the fuel save mode without greatly changing.

In addition, since the limiter 14 is provided in the PID controller 12, the output value thereof does not become larger than the upper limiter of the limiter, and the amount of change of the fuel does not become abnormally large to prevent over-rotation. Since the operation amount of the actuator or the injector becomes extremely small in the fuel save mode, there is a possibility that the rotation speed fluctuation becomes larger than the normal mode after switching to the fuel save mode. Therefore, this limiter 14 is provided. The limiter 14 is preferably 5 to 10% lower than the upper limit of the output of the PID controller 12 in the normal mode.

In the above embodiment, five detection units 20, 22, 24, 26, 28 are provided, but one or more desired single or multiple of these five detection units may be used depending on the situation. In the case of using the single detector 30, the AND gate 30 is unnecessary. In addition, although the fuel save mode select button 40 is provided and the fuel save mode select signal is supplied to the AND gate 38, the fuel save mode select button 40 and the AND gate 38 are removed to remove the timer 32. The output may be supplied directly to the PID controller 12, the switching control unit 19, and the fuel save mode display unit 42. In addition, the timer 32, the filter 46, the changeover switch 18, and the switching control unit 19 may be removed depending on the situation.

In the above embodiment, in the fuel save mode, the PID controller 12 sets the proportional gain constant, the integral time, and the derivative time to a value different from the normal mode, and continues the PID control. The PID control may be stopped and the output value of the PID controller 12 immediately before the control stop may be output as it is.

Claims (20)

The normal mode for changing the output value to the fuel supply means from the difference between the set rotational speed set by the operator and the actual rotational speed, which is the actual rotational speed of the marine engine, and the change of the output value is prohibited or the above per unit time compared to the normal mode. A control method for a marine engine, comprising: a fuel save mode for reducing a change in output value; and switching from the fuel save mode to the normal mode under a predetermined condition. The method of claim 1,
The predetermined condition is a control method for a marine engine, characterized in that when the actual rotation speed is out of the rotation speed range set for safe operation against the sea or disturbance. The method of claim 1,
The said predetermined condition is a control method of the ship engine characterized by the above-mentioned when the actual rotation speed becomes less than the rotation speed used in an external appearance. The method of claim 1,
The said predetermined condition is a control method of the ship engine characterized by the above-mentioned when the actual rotation speed becomes more than the rotation speed set in order to prevent over rotation. The method of claim 1,
And said predetermined condition is when said set rotational speed is changed by said manipulator. The method of claim 5, wherein
And the fuel save mode is maintained when the amount of change of the set rotational speed is within the range of fine adjustment. The method of claim 1,
When the difference between the set rotational speed and the actual rotational speed in the normal mode is the first range, the fuel is switched to the fuel save mode, and the difference between the set rotational speed and the actual rotational speed in the fuel save mode is greater than the second range. The control method of the marine engine characterized by switching to the said normal mode when large, and said 2nd range is larger than the said 1st range. The method of claim 1,
And the output value is changed to an average value when switching from the normal mode to the fuel save mode. The method of claim 1,
The control method of the marine engine characterized by the upper limit of the save mode of the said output value at the said fuel save mode. The method according to any one of claims 1 to 8,
Proportional integral derivative control is used to calculate the output value, and in the fuel save mode, the proportional gain constant used for proportional control among the proportional integral derivative controls is multiplied by a proportional magnification, and used for integral control in the proportional integral derivative control. Multiply the integral magnification by the integral magnification and multiply the derivative time used for the derivative control in the proportional integral derivative control to prohibit the change of the output value or per unit time of the output value per unit time compared to the normal mode. Make the change width smaller,
A control method of a marine engine, characterized in that the respective magnifications can be set. As a control apparatus used for the control method of the marine engine of Claim 1,
To the control apparatus of the marine engine provided with the calculation means which has a normal mode which a predetermined rotation speed and an actual rotation speed are input, and calculates the output value to the fuel supply means of the said marine engine from the difference of the said predetermined rotation speed and the said actual rotation speed. In:
The computing means has a fuel save mode that prohibits the change of the output value or decreases the change width of the output value per unit time compared to the normal mode, and is configured to be switchable between the normal mode and the fuel save mode,
Monitoring means for monitoring a change in the set rotation speed or the actual rotation speed, and when the set rotation speed or the actual rotation speed exceeds a predetermined range, a release command is sent;
And said computing means is switched to said normal mode in response to said release command. The method of claim 11,
And the monitoring means transmits the release command when the actual rotation speed becomes less than or equal to the rotation speed set for securing shipbuilding property. The method of claim 11,
And said monitoring means transmits said release command when said actual rotation speed is equal to or less than the rotation speed used in the outward appearance. The method of claim 11,
And said monitoring means transmits said release command when said actual rotation speed becomes equal to or more than the rotation speed set for prevention of over-rotation. The method of claim 11,
And said monitoring means sends said release command when said set rotational speed is changed by an operator. The method of claim 11,
And said monitoring means maintains said fuel save mode when the amount of change of said set rotational speed is within the range of fine adjustment. The method of 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 difference between the set rotational speed and the actual rotational speed is set to zero in the fuel save mode. The said release command is sent when it exceeds 2 range, The said 2nd range is set larger than the said 1st range, The ship engine control apparatus characterized by the above-mentioned. The method of 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. The method of claim 11,
The calculating means defines a save mode upper limit of the output value when the fuel save mode makes a change in the output value smaller than the normal mode, and when the calculated output value exceeds the save mode upper limit, the save mode. A control apparatus of a marine engine, characterized by outputting an upper limit value. The method of claim 11,
The calculating means has a proportional integral derivative control means for performing proportional integral derivative control, and in the fuel save mode, multiplying a proportional gain constant used for proportional control of the proportional integral derivative control by a proportional magnification and controlling the proportional integral derivative control. Change the output value by multiplying the integral magnification by the integral time used for the integral control and multiplying the magnification magnification used by the derivative control in the proportional integral derivative control or by changing the output value per unit time compared to the normal mode. Make the change width per unit time small,
Said magnification can be set, The control apparatus of the marine engine characterized by the above-mentioned.

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