KR20210018124A - Apparatus for controlling variable pitch propeller, method for controlling variable pitch propeller and program for controlling variable pitch propeller - Google Patents

Abstract

The present invention is to smoothly control a blade angle by controlling the reduction of the blade angle of a variable pitch propeller by the degree of overload. A variable pitch propeller control apparatus (1) comprises: an acquisition part (10) for acquiring a fuel supply amount supplied into an internal combustion engine (20) of a vessel and a status signal that indicates whether the internal combustion engine (20) is in an overloaded state; a calculation part (11) for calculating a difference between the fuel supply amount and the maximum fuel supply amount previously determined corresponding to the rotation speed of the internal combustion engine (20) or a ratio of the difference to the maximum fuel supply amount when the internal combustion engine (20) is in the overloaded state; and a control part (12) for controlling the reduction of the blade angle of the variable pitch propeller depending on the difference or the ratio calculated by the calculation part (11).

Description

Variable pitch propeller control device, variable pitch propeller control method, and variable pitch propeller control program {APPARATUS FOR CONTROLLING VARIABLE PITCH PROPELLER, METHOD FOR CONTROLLING VARIABLE PITCH PROPELLER AND PROGRAM FOR CONTROLLING VARIABLE PITCH PROPELLER}

The present invention relates to a variable pitch propeller control device, a variable pitch propeller control method, and a variable pitch propeller control program.

As a propeller device for a ship, there is a variable pitch propeller (CPP: Controllable Pitch Propeller) configured to change the angle (hereinafter referred to as "wing angle") from the vertical direction of the propeller portion of the screw. In most cases variable pitch propellers are controlled using an automatic load control (ALC). The automatic load control device performs control to reduce the blade angle of the variable pitch propeller when the main engine becomes overloaded due to weather or tide (for example, Patent Document 1).

Japanese Patent Publication No. 2010-132161

The automatic load control device of the prior art judges that it is an overload when the actual load of the engine exceeds the target load, reduces the blade angle of the variable pitch propeller, and then performs control to increase the blade angle when the overload is resolved. However, when the main engine becomes electronic and the load changes rapidly, smooth blade angle control cannot be performed with the above method. In particular, when the degree of overload (hereinafter referred to as "overload degree") is small, if the blade angle is rapidly reduced, there is a problem that hunting occurs and control is not stable.

The present invention has been made in view of such a problem, and its object is to realize smooth blade angle control by controlling the blade angle of a variable pitch propeller according to the degree of overload.

In order to solve the above problems, the variable pitch propeller control device of any aspect of the present invention provides a state signal indicating whether the amount of fuel supplied to the internal combustion engine of the ship, the number of revolutions of the internal combustion engine, and whether the internal combustion engine is in an overload state. An acquisition unit to acquire, and a calculation unit that calculates a difference between the maximum fuel supply amount and the fuel supply amount corresponding in advance to the rotation speed of the internal combustion engine, or a ratio of the difference to the maximum fuel supply amount, when the internal combustion engine is in an overload state; It has a control unit that controls the blade angle of the variable pitch propeller according to the difference or ratio calculated by the calculation unit.

Another aspect of the present invention is also a variable pitch propeller control device. The device includes an acquisition unit that obtains the value of the rotational speed and the load of the internal combustion engine of the ship, and an evaluation unit that evaluates the degree of overload when the internal combustion engine is in an overload state determined from the load and rotational speed of the internal combustion engine. , It has a control unit that controls the reduction of the blade angle of the variable pitch propeller according to the degree of overload evaluated by the evaluation unit.

Another aspect of the present invention is a variable pitch propeller control method. This method includes an acquisition step of acquiring a fuel supply amount supplied to the ship's internal combustion engine, the number of revolutions of the internal combustion engine, and a status signal indicating whether the internal combustion engine is in an overload state, and the internal combustion from the status signal acquired in the acquisition step. The determination step for determining whether the engine is in an overload state, and the difference between the maximum fuel supply amount and the fuel supply amount corresponding to the rotation speed of the internal combustion engine in advance, or the maximum difference, when the relevant internal combustion engine is determined to be in an overload state at the determination step. It has a calculation step for calculating a ratio with respect to the fuel supply amount, and a control step for controlling the blade angle of the variable pitch propeller according to the difference or ratio calculated by the calculation step.

Still another aspect of the present invention is a computer-readable storage medium in which a variable pitch propeller control program is stored. This program includes an acquisition step for acquiring a state signal indicating whether the amount of fuel supplied to the ship's internal combustion engine is supplied, the number of revolutions of the internal combustion engine, and whether the internal combustion engine is in an overload state, and the internal combustion system from the state signal acquired in the acquisition step. The determination step for determining whether the engine is in an overload state, and the difference between the maximum fuel supply amount and the fuel supply amount corresponding to the rotation speed of the internal combustion engine in advance, or the maximum difference, when the relevant internal combustion engine is determined to be in an overload state at the determination step. The computer executes a calculation step for calculating a ratio to the amount of fuel supplied, and a control step for controlling the blade angle of the variable pitch propeller according to the difference or ratio calculated by the calculation step.

In addition, any combination of the above constituent elements or constituent elements or expressions of the present invention are substituted among methods, apparatuses, programs, temporary or non-temporary storage media, and systems in which programs are recorded. It is effective as an aspect.

According to the present invention, smooth blade angle control can be realized.

1 is a functional block diagram showing a configuration of a variable pitch propeller control device according to a first embodiment to a third embodiment.
Fig. 2 is a graph showing a time change of the blade angle of the variable pitch propeller in the second embodiment.
3 is a graph showing a time change in the blade angle of the variable pitch propeller in the third embodiment.
4 is a functional block diagram showing a configuration of a variable pitch propeller control device according to a fourth embodiment.
5 is a graph showing the relationship between the rotational speed of the internal combustion engine and the load in the fourth embodiment.
6 is a flowchart of a variable pitch propeller control method according to a fifth embodiment.

Hereinafter, the present invention will be described with reference to the drawings based on preferred embodiments. The same or equivalent constituent elements, members, and processes shown in the respective drawings are denoted by the same reference numerals, and duplicate descriptions are omitted as appropriate.

1 is a functional block diagram showing a configuration of a variable pitch propeller control device 1 according to a first to a third embodiment of the present invention. The variable pitch propeller control device 1 has an acquisition unit 10, a calculation unit 11, and a control unit 12. The acquisition unit 10 is connected to the internal combustion engine 20 which is the main engine of the ship. The control unit 12 is connected to an automatic load control device 21 that changes the blade angle of the variable pitch propeller.

[First embodiment]

Hereinafter, the operation of the variable pitch propeller control device 1 according to the first embodiment will be described with reference to FIG. 1.

The acquisition unit 10 acquires a fuel supply amount P supplied to the internal combustion engine 20 from the internal combustion engine 20 and a state signal S indicating whether the internal combustion engine 20 is in an overload state. The acquisition unit 10 transmits the acquired fuel supply amount P and the state signal S to the calculation unit 11.

The criterion of whether or not the state signal S is in an overload state is determined based on the influence of the internal combustion engine from the load, fuel economy, and the like. If the load exceeds this criterion, it is determined that the internal combustion engine 20 is in an overload state. At this time, the automatic load control device 21 performs control to reduce the blade angle of the variable pitch propeller. This reduces the load on the internal combustion engine 20.

The calculation unit 11 stores a maximum fuel supply amount (not shown) corresponding to the rotation speed of the internal combustion engine 20 in advance. This maximum fuel supply amount is the maximum fuel supply amount that can be injected into an internal combustion engine operating at the current rotational speed. When the input fuel exceeds the maximum fuel supply amount, the risk of destruction of the internal combustion engine increases. Therefore, the fuel supply amount to the internal combustion engine is always required to be less than the maximum fuel supply amount. The difference between the maximum fuel supply amount and the actual fuel supply amount, or the ratio of the difference to the maximum fuel supply amount, is called an index margin, and indicates the maximum amount of fuel that can be injected by increasing from the current fuel input amount. It can be considered that the closer the actual fuel supply amount is to the maximum fuel supply amount, that is, the smaller the index margin, the higher the load of the internal combustion engine. Therefore, the degree of overload can be known by calculating the index margin when the internal combustion engine is in an overload state. That is, the larger the index margin, the smaller the overload, and the smaller the index margin, the larger the overload.

When the state signal S received from the acquisition unit 10 indicates that the internal combustion engine 20 is in an overload state, the calculation unit 11 determines the difference D between the maximum fuel supply amount and the fuel supply amount P, or the maximum fuel of the difference. Calculate the ratio Q to supply, i.e. the index margin. The calculation unit 11 transmits the calculated difference D or the ratio Q to the control unit 12.

The control unit 12 controls the blade angle of the variable pitch propeller according to the difference D or the ratio Q received from the calculation unit 11. When the difference D or the ratio Q is small, the degree of overload is large, so in order to quickly resolve the overload, it is necessary to reduce the wing angle quickly or by a large angle (ie, closer to zero). That is, the control unit 12 increases the degree of reduction of the blade angle of the variable pitch propeller as the difference D or the ratio Q decreases. Conversely, when the difference D or the ratio Q is large, the overload is small, and therefore, in order to realize smooth control, it is necessary to reduce the blade angle slowly or to a smaller angle. That is, the control unit 12 reduces the degree of reduction of the blade angle of the variable pitch propeller as the difference D or the ratio Q increases. The control unit 12 generates a control signal C of the blade angle control according to the difference D or the ratio Q, and transmits it to the automatic load control device 21.

The automatic load control device 21 reduces the blade angle of the variable pitch propeller based on the control signal C received from the control unit 12. That is, the automatic load control device 21, when the difference D or ratio Q is small and the overload is large, the blade angle is increased quickly or at a large angle, and when the difference D or ratio Q is large and the overload is small, the blade angle is reduced or Reduce it to a small angle.

According to this embodiment, since the blade angle of the variable pitch propeller is controlled according to the degree of overload, smooth blade angle control can be realized.

[Second Embodiment]

Next, an operation of the variable pitch propeller control device 1 according to the second embodiment will be described with reference to FIGS. 1 and 2. In the second embodiment, the control unit 12 speeds up the reduction speed of the blade angle of the variable pitch propeller as the value of the difference D or the ratio Q decreases.

Hereinafter, the target value of the variable pitch propeller blade angle set by the manipulator's steering wheel operation is referred to as "handle CPP command value". When automatic load control is not in place, the blade angle takes the handle CPP command value. Fig. 2 is a graph showing the time change of the blade angle of the variable pitch propeller. Here, (a) of FIG. 2 is the time change of the blade angle when 0L/min<difference D≤5L/min, or when 0%<ratio Q≤5%, and FIG.2(b) is 5L/min< It is the time change of the blade angle when the difference D≤10L/min, or when 5%<ratio Q≤10%. That is, the degree of overload is greater in the case of Fig. 2(a) than in the case of Fig. 2(b). Here, the difference D is a value of the maximum fuel supply amount (per minute)-the fuel supply amount (per minute). In addition, the ratio Q represents (maximum fuel supply amount-fuel supply amount)/maximum fuel supply amount in %. However, in this case, the maximum fuel supply amount is 100 L/min.

With reference to Fig. 2(a), the blade angle control of the variable pitch propeller when 0L/min<difference D≤5L/min, or 0%<ratio Q≤5% will be described. At time t<t0, it is assumed that the internal combustion engine 20 is not in an overload state. That is, since the automatic load control is not performed at t<t0, the blade angle takes the handle CPP command value. At t=t0, the internal combustion engine 20 is in an overloaded state. At t=t0, the automatic load control device 21 starts automatic load control, and the blade angle starts to decrease. At t0≦t<t1, the control unit 12 performs blade angle control in accordance with 0L/min<difference D≦5L/min or 0%<ratio Q≦5%. That is, the control unit 12 decreases the blade angle while changing the speed of reduction of the blade angle at t0≦t<t1. With the reduction of the wing angle, the load of the internal combustion engine 20 decreases, and the overload condition is directed toward dissolution.

At t=t1, the overload condition of the internal combustion engine 20 is resolved. Since the overload condition has been resolved, the automatic load control device 21 switches the control of the blade angle from decrease to increase. At t1≤t<t2, the speed of the ship increases as the wing angle increases. At t=t2, the blade angle returns to the handle CPP command value, and the automatic load control device 21 ends the automatic load control.

Next, with reference to Fig. 2B, the blade angle control of the variable pitch propeller when 5L/min <difference D≤10L/min, or 5% <ratio Q≤10% will be described. As in Fig. 2A, it is assumed that the internal combustion engine 20 is not in an overload state at time t <t0. At t=t0, the internal combustion engine 20 goes into an overload state, and the automatic load control device 21 starts automatic load control. As a result, the wing angle begins to decrease. At t0≦t<t1, the control unit 12 performs blade angle control according to 5%<ratio Q≦10% when 5L/min<difference D≦10L/min. That is, the control unit 12 decreases the blade angle while changing the speed of reduction of the blade angle at t0≦t<t1. With the reduction of the wing angle, the load of the internal combustion engine 20 decreases, and the overload condition is directed toward dissolution.

At t=t1, the overload condition of the internal combustion engine 20 is resolved. Since the overload condition has been resolved, the automatic load control device 21 switches the control of the blade angle from decrease to increase. At t1≤t<t2, the speed of the ship increases as the wing angle increases. At t=t2, the blade angle returns to the handle CPP command value, and the automatic load control device 21 ends the automatic load control.

As shown, in the time period in which the blade angle is decreasing, that is, t0 ≤ t <t1, at any point in time, the speed of decrease of the blade angle is faster in FIG. 2 (a) than in FIG. 2 (b). . In other words, as the value of the difference D or the ratio Q is smaller, that is, the degree of overload is larger, the control unit 12 performs control to increase the speed of reduction of the blade angle of the variable pitch propeller. Thereby, the overload is quickly resolved. Conversely, the control unit 12 performs control to slow the change speed of the blade angle as the value of the difference D or the ratio Q increases, that is, the degree of overload decreases. Thereby, smooth load control is realized.

According to the present embodiment, it is possible to smoothly control an overload with a small overload, while quickly eliminating an overload with a large overload.

[Third embodiment]

Next, the operation of the variable pitch propeller control device 1 according to the third embodiment will be described with reference to FIGS. 1 and 3. In the third embodiment, the control unit 12 makes the blade angle of the variable pitch propeller closer to 0 degrees as the value of the difference D or the ratio Q is smaller.

3 is a graph showing a change in the blade angle of a variable pitch propeller with time. Here, (a) of FIG. 3 is the time change of the blade angle when 0L/min<difference D≤5L/min, or when 0%<ratio Q≤5%, and FIG.3(b) is 5L/min< It is the time change of the blade angle when the difference D≤10L/min, or 5%<ratio Q≤10%. That is, the degree of overload is greater in the case of Fig. 3(a) than in the case of Fig. 3(b). Here, the difference D is a value of the maximum fuel supply amount (per minute)-the fuel supply amount (per minute). In addition, the ratio Q represents (maximum fuel supply amount-fuel supply amount)/maximum fuel supply amount in %. However, it is assumed that the maximum fuel supply amount is 100L/min.

With reference to Fig. 3A, the blade angle control of the variable pitch propeller when 0L/min <difference D≤5L/min, or 0% <ratio Q≤5% will be described. At time t<t0, it is assumed that the internal combustion engine 20 is not in an overload state. That is, since automatic load control is not performed at t<t0, the blade angle takes the handle CPP command value. At t=t0, the internal combustion engine 20 is in an overloaded state. At t=t0, the automatic load control device 21 starts automatic load control, and the blade angle starts to decrease. At t0≦t<t3, the control unit 12 performs blade angle control in accordance with 0L/min<difference D≦5L/min or according to 0%<ratio Q≦5%. That is, the control unit 12 reduces the blade angle while changing the speed of decreasing the blade angle at t0≦t<t3. With the reduction of the wing angle, the load of the internal combustion engine 20 decreases, and the overload condition is directed toward dissolution.

At t=t3, the overload condition of the internal combustion engine 20 is eliminated. At this time, the value of the wing angle is θ1. Since the overload condition has been resolved, the automatic load control device 21 switches the control of the blade angle from decrease to increase. At t3≤t<t4, the speed of the ship increases as the wing angle increases. At t=t4, the blade angle returns to the handle CPP command value, and the automatic load control device 21 ends the automatic load control.

Next, with reference to Fig. 3B, the blade angle control of the variable pitch propeller when 5L/min <difference D≦10L/min, or 5% <ratio Q≦10% will be described. As in Fig. 3A, it is assumed that the internal combustion engine 20 is not in an overload state at time t<t0. At t=t0, the internal combustion engine 20 goes into an overload state, and the automatic load control device 21 starts automatic load control. As a result, the wing angle begins to decrease. At t0≦t<t5, the control unit 12 performs blade angle control according to 5% <ratio Q≦10% when 5L/min <difference D≦10L/min. That is, the control unit 12 decreases the blade angle while changing the speed of decreasing the blade angle at t0≦t<t5. With the reduction of the wing angle, the load of the internal combustion engine 20 decreases, and the overload condition is directed toward dissolution.

At t=t5, the overload condition of the internal combustion engine 20 is eliminated. At this time, the value of the wing angle takes θ2. Since the overload condition has been resolved, the automatic load control device 21 switches the control of the blade angle from decrease to increase. At t5≤t<t6, the speed of the ship increases as the wing angle increases. At t=t6, the blade angle returns to the handle CPP command value, and the automatic load control device 21 ends the automatic load control.

As shown, 0≦θ1<θ2. That is, as the value of the difference D or the ratio Q is smaller, that is, the degree of overload is larger, the control unit 12 controls the blade angle of the variable pitch propeller to be closer to 0 degrees. Thereby, the overload is reliably eliminated. Conversely, as the difference D or the ratio Q increases, that is, the degree of overload decreases, the change in the blade angle is decreased. As a result, the time (t6-t0) during which the automatic load control is performed is shortened, and the speed of the ship is quickly recovered.

According to the present embodiment, while reliably eliminating an overload with a large degree of overload, when the degree of overload is small, the speed of the ship can be quickly recovered.

[Fourth embodiment]

4 is a functional block diagram showing a configuration of a variable pitch propeller control device 2 according to a fourth embodiment of the present invention. The variable pitch propeller control device 2 has an acquisition unit 10, an evaluation unit 13, and a control unit 12. The acquisition unit 10 is connected to the internal combustion engine 20 which is the main engine of the ship. The control unit 12 is connected to an automatic load control device 21 that changes the blade angle of the variable pitch propeller.

Before specifically describing the fourth embodiment, an overload state determined from the rotational speed and load of the internal combustion engine will be described with reference to FIG. 5. 5 is a graph showing the relationship between the rotational speed of the internal combustion engine and the load. Hereinafter, the state when the rotation speed of the internal combustion engine is R and the load is L is expressed as (R, L). The states (R, L) correspond to the points in FIG. 5. In Figure 5, the curve connecting the points (R3, 0) and the points (R5, L2) is a curve 1, the curve connecting the points (R1, 0) and the points (R5, L2) is a curve 2, and the point (R2, The curve connecting 0) and points (R4, L1) is called curve 3. In addition, the area surrounded by the curve 1 and the curve 3 and the horizontal axis is referred to as area 1, and the area surrounded by the curve 1 and the curve 2 and the curve 3 and the horizontal axis is referred to as area 2. At this time, when points (R, L) are below curve 1, it is determined that the internal combustion engine is not in an overload condition. Further, when the points R and L are above the curve 1 and below the curve 2, it is determined that the internal combustion engine is in a first overload state. Also, when the points (R, L) are above curve 2, it is determined that the internal combustion engine is in the second overload condition. The second overload state has a greater degree of overload than the first overload state. In addition, when the internal combustion engine is in the first overload state, the degree of overload is greater when the points R and L are in the region 2 than in the region 1.

The second overload state is determined as an overload state in which the risk of destruction of the internal combustion engine or the like increases. For example, the overload state when the fuel exceeding the above-described maximum fuel supply amount is supplied is the second overload state. Therefore, the internal combustion engine needs to be operated so as not to enter the second overload state. In other words, the point on the curve 2 represents the value of the maximum load that can be applied to an internal combustion engine operating at a certain rotational speed.

Return to Figure 4. The acquisition unit 10 acquires a value of the number of revolutions of the internal combustion engine 20 (hereinafter referred to as "rotation speed R") and a value of a load (hereinafter referred to as "load L") from the internal combustion engine 20. The acquisition unit 10 transmits the acquired rotational speed R and the load L to the evaluation unit 13.

The evaluation unit 13 evaluates the degree of overload when the internal combustion engine 20 is in the first overload state. Specifically, the evaluation unit 13 evaluates where the points R and L indicating the state of the internal combustion engine 20 are in the regions 1 and 2 in FIG. 5. The evaluation unit 13 transmits the evaluation result E to the control unit 12.

The control unit 12 controls the blade angle of the variable pitch propeller according to the evaluation result E received from the evaluation unit 13. When the overload degree is large, it is necessary to reduce the wing angle rapidly or by a large angle (ie, closer to zero) in order to quickly resolve the overload. That is, the control unit 12 increases the degree of reduction of the blade angle of the variable pitch propeller as the overload degree increases. Conversely, when the overload degree is small, in order to realize smooth control, it is necessary to reduce the blade angle slowly or to a smaller angle. That is, the control unit 12 reduces the degree of reduction of the blade angle of the variable pitch propeller as the degree of overload increases. The control unit 12 generates a control signal C according to the degree of overload, and transmits it to the automatic load control device 21.

The automatic load control device 21 reduces the blade angle of the variable pitch propeller based on the control signal C received from the control unit 12. That is, the automatic load control device 21 decreases the blade angle to a fast or large angle when the overload is large, and decreases the blade angle to a slow or small angle when the overload is small.

According to this embodiment, the degree of overload is determined based on the rotation speed and the load of the internal combustion engine, and smooth blade angle control can be realized.

[Fifth Embodiment]

6 is a flowchart of a variable pitch propeller control method according to a fifth embodiment of the present invention. This method includes an acquisition step (S1), a determination step (S2), a calculation step (S3), and a control step (S4).

In the acquisition step S1, the present method acquires the amount of fuel supplied to the internal combustion engine of the ship and a state signal indicating whether the internal combustion engine is in an overload state.

In the determination step S2, the method determines whether or not the internal combustion engine is in an overload state from the state signal acquired in the acquisition step S1.

In the calculation step (S3), the present method calculates the difference or ratio between the maximum fuel supply amount and the fuel supply amount corresponding to the number of revolutions of the internal combustion engine in advance when it is determined in the determination step (S2) that the internal combustion engine is overloaded. do.

The method seen in the control step S4 controls the blade angle of the variable pitch propeller according to the difference or ratio calculated in the calculation step S3.

According to this embodiment, since the blade angle of the variable pitch propeller is controlled according to the degree of overload, smooth blade angle control can be realized.

[Sixth Embodiment]

The variable pitch propeller control program according to the sixth embodiment of the present invention causes a computer to execute the flow shown in FIG. 6. In other words, this program is used in the acquisition step (S1) for acquiring the amount of fuel supplied to the ship's internal combustion engine and a status signal indicating whether the internal combustion engine is in an overload state, and the state signal acquired in the acquisition step (S1). The determination step (S2) for determining whether the engine is in an overload state, and when the internal combustion engine is determined to be in an overload state in the determination step (S2), the maximum fuel supply amount and the fuel supply amount corresponding in advance to the rotation speed of the internal combustion engine are The computer executes a calculation step S3 for calculating the difference or ratio, and a control step S4 for controlling the blade angle of the variable pitch propeller according to the difference or ratio calculated in the calculation step S3.

According to the present embodiment, since a program for controlling the blade angle of a variable pitch propeller according to the degree of overload can be mounted in software, smooth blade angle control can be realized using a computer.

In the above, the present invention has been described based on several embodiments. These embodiments are illustrative, and it is understood by those skilled in the art that various modifications and changes are possible within the scope of the claims of the present invention, and that such modifications and changes are also within the scope of the claims of the present invention. Therefore, the description and drawings in the present specification are not limited and should be treated as illustrative.

(Modification example)

Hereinafter, a modified example will be described. In the description of the modified example, components and members that are the same or equivalent to those of the embodiment are denoted by the same numbers. Descriptions overlapping with the embodiments are appropriately omitted, and configurations different from those of the embodiments will be mainly described.

[Modified Example 1]

In the description of the second embodiment, in the control of Fig. 2 (b), when increasing the blade angle after the overload condition is eliminated, the blade angle is handled with the same time (t2-t1) as in Fig. 2 (a), and the handle CPP command Returned to the value. However, it is not limited to this, and when the overload degree is small, the blade angle may be returned to the handle CPP command value more quickly than when the overload degree is large. According to the present modification, the speed of the ship can be quickly recovered while smoothly controlling the overload with a small degree of overload.

[Modified Example 2]

The above-described embodiment may be applied to an integrated control device for a propeller, and load control may be performed by combining the blade angle control of the variable pitch propeller and the fuel supply control to the engine. According to this modification, more precise load control can be realized.

Any combination of each of the above-described embodiments and modifications is also useful as an embodiment of the present invention. The new embodiment generated by the combination has the effects of each of the combined embodiment and each of the modified examples.

1: variable pitch propeller control device
2: variable pitch propeller control device
10: acquisition unit
11: calculation
12: control unit
13: Evaluation Department
S1: Acquisition step
S2: judgment step
S3: calculation step
S4: control step

Claims (6)

An acquisition unit for acquiring a state signal indicating an amount of fuel supplied to the internal combustion engine of the ship, the number of revolutions of the internal combustion engine, and whether the internal combustion engine is in an overload state;
When the internal combustion engine is in an overload state, a calculation unit for calculating a difference between the maximum fuel supply amount and the fuel supply amount corresponding in advance to the rotation speed of the internal combustion engine or a ratio of the difference to the maximum fuel supply amount,
A control unit that controls the blade angle of the variable pitch propeller according to the difference or ratio calculated by the calculation unit
Variable pitch propeller control device having. The variable pitch propeller control apparatus of claim 1, wherein the control unit increases a speed of decreasing the blade angle of the variable pitch propeller as the difference or ratio decreases. The variable pitch propeller control apparatus according to claim 1 or 2, wherein the control unit makes the blade angle of the variable pitch propeller closer to 0 degrees as the difference or ratio decreases. An acquisition unit that acquires the value of the rotational speed and the load of the ship's internal combustion engine;
An evaluation unit for evaluating an overload degree when the internal combustion engine is in an overload state determined from the load and rotation speed of the internal combustion engine,
A control unit that controls the reduction of the blade angle of the variable pitch propeller according to the degree of overload evaluated by the evaluation unit
Variable pitch propeller control device having. An acquisition step of acquiring a fuel supply amount supplied to an internal combustion engine of a ship, a rotational speed of the internal combustion engine, and a status signal indicating whether the internal combustion engine is in an overload state;
A determination step of determining whether the internal combustion engine is in an overload state from the state signal acquired in the acquisition step;
In the determination step, when it is determined that the internal combustion engine is in an overload state, a difference between the maximum fuel supply amount and the fuel supply amount previously corresponding to the rotation speed of the internal combustion engine, or a ratio of the difference to the maximum fuel supply amount is calculated. Step and,
A control step for controlling the blade angle of the variable pitch propeller according to the difference or ratio calculated by the calculation step
Variable pitch propeller control method having. An acquisition step of acquiring a fuel supply amount supplied to an internal combustion engine of a ship, a rotational speed of the internal combustion engine, and a status signal indicating whether the internal combustion engine is in an overload state;
A determination step of determining whether the internal combustion engine is in an overload state from the state signal acquired in the acquisition step;
In the determination step, when it is determined that the internal combustion engine is in an overload state, a difference between the maximum fuel supply amount and the fuel supply amount previously corresponding to the rotation speed of the internal combustion engine, or a ratio of the difference to the maximum fuel supply amount is calculated. Step and,
A control step for controlling the blade angle of the variable pitch propeller according to the difference or ratio calculated by the calculation step
A computer-readable storage medium in which a variable pitch propeller control program for causing a computer to execute is stored.

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