201035441 六、發明說明： 【發明所屬之技術領域】 本發明係關於供船舶用之引擎控制系統，特別是關 於供船舶用之引擎的回轉數控制。 【先前技術】 在供船舶用之引擎的控制中’所執行的是PID控 〇 制，其可消除所設定之目標回轉數與實際回轉數之間的 差額。然而，在天候惡劣時，因為螺旋槳的負載轉矩 (torque)會急遽變化，於預想在通常天候下航行之增益 (gain)的PID控制下，恐怕會無法獲得充分的應答性能 而招致超速(overspeed)所導致的機械故障。針對這種問 題，已被提出一種結構(專利文獻丨），其可預測由外部因 素所導致螺旋槳回轉數的變動而改變HD控制的增益。 【專利文獻1】日本特開平08-200131號公報 ^ 【發明内容】 然而，在如專利文獻1般提升PID增益的結構中， 容易產生追逐(hunting)而使得燃料費用惡化。近年來， 由於降低燃料費用的聲浪日增’因此僅依靠專利文獻i 的結構是不夠的，人們需要針對影響螺旋槳之外部因素 具備更高應答性的調速器控制。 本發明鑑於上述問題，課題在於更為迅速地推定螺 旋槳所受之外部因素的影響，並基於此添加修正於調速 3 201035441 器控制以達成燃料費用的優化。 本發明的供船舶用之引擎控制系統，盆特徵 將主軸或主機之回轉數當作輪入以進行燃 於： PID控制，同時基於螺旋槳的負載轉矩將修正添加= 自前述PID控制的輸出，以進行前饋控制。 、雄 供船舶用之引擎控制系統’具備用以檢測前述 轉矩的負載轉矩檢測手段。負載轉矩檢測手段係基於諸 如主軸之應變、或馬力與回轉數以算出負載轉矩:、 根據本發明，便能夠更為迅速地推定螺旋荦所受之 外部因素的影響，並基於此添加修正於調速器 達 成燃料費用的優化。 【實施方式】 以下，參照所附圖式以說明本發明的實施型態。 第一圖是本發明一實施形態之供船舶用之引擎控 制系統的整體結構方塊圖。 ^實，形態的供船舶用之引擎控制系、統1〇係將船體 控制裝對象S’燃料從 連結主機12與螺旋H置(致動邱5而被供給至主機12。 速度)檢測器(未圖示兮、主軸13設有習用周知的回轉數(角 12的實際回轉數&(或角測器係檢測主轴13或主機 控制系統10將主機 饿口轉數（或引擎回轉數）當作回轉 201035441 =令（目標值）以進行PID控制，在純13中被檢 貝示回轉數叫被回授至輸入侧。亦即，回轉數指令與會 際回轉數ne之間的差額被輸入至plD演算部16。源 PID演算部16的輸出形成調速器指令被輸出至燃料嗜 裝置15，調整通往主機12的燃料供給量。 、 、再者，在本實施形態中，以源自負載轉矩檢测部之 負載轉矩QP為基礎的信號被前饋至PID演算部16的 出側以修正調速器指令。亦即，由於螺旋槳14受到、^ 浪等外部因素的影響’因此在本實施形態中，監控負栽 轉矩QP’在演算部17中產生與負載轉矩Qp之變動相對 應的修正信號，再將其添加於PID演算部16所輸出 調速器指令。 ^ 亦即，在本實施形態中，由於負載轉矩Qp與主軸回 轉數NE(或角速度ωΕ)的時間微分成比例，因此藉由監控負載 轉矩QP而在波浪所導致的外部因素大幅影響到主軸回轉 數>^之前檢測外部因素的影響，並將修正添加於輸出， 〇 以減低外部因素的影響。 第二圖是在模組化控制對象s的方塊線圖。參照第 二圖，以說明有關負載轉矩之前饋控制所導致的效果。 如弟一圖所示，螺旋紫周圍的流體通往螺旋紫的流體速 度(螺旋槳流入速度）是船速與波浪之流速相疊加者，負 載轉矩QP是將螺旋槳流入速度與螺旋槳回轉數（主軸回 轉數)當作輸入並基於螺旋槳的轉矩特性而被決定。此 外，從主機12之主機轉矩QE減去負載轉矩Qp的轉矩 5 201035441 值Qe-Qp係作用在軸13。 關於主機13的回轉數1^(角速度ωΕ)，當將慣性動量設為 I、將時間設為t、將主機轉矩設為Qe時’則$ [(QE-QP)/I]dt。亦即，由於回轉數ΝΕ對轉矩進行積分(1/s)，因 此轉矩變動相較於回轉數的變化對於外部因素的應答性來得 更高。是故，藉由監控負載轉矩Qp以進行前饋控制，便 能夠更有效地減低波浪（外部因素）的影響。 其次參照第三圖以說明關於本實施形態之負載轉 矩檢測器的結構。本實施形態的負載轉矩檢測部20係 由裝設於主軸13的應變規21及發送機22、以及配置於 船體侧之固定部的接收機23及量測器24所構成。由應 變規21所檢測的應變之測定值(應變信號)係經由發送機 22而被發送至接收機23，在量測器24中，被轉換成轉 矩信號而往演算部17輸出。亦即，由於轉矩與應變成 比例，因此在演算部17中，在接收的應變之測定值（對 應於應變信號）上附加預定的係數以算出負載轉矩QP， 將其當作轉矩信號而往演算部17(第二圖）輸出。 其次參照第四圖以說明關於本實施形態之負載轉 矩檢測部20的第1變形例之結構。第1變形例之負載 轉矩檢測部30係由裝設於主軸13的應變規21、電性連 接於裝設在主軸13周圍之應變規21的滑動環3卜與滑 動環31摺接的電刷32、以及連接於電刷32的量測器 24所構成。亦即，由應變規21所檢測的應變信號係經 由滑動環31、電刷32而送至量測器24，與第1實施形 201035441 態相同地被轉換成轉矩信號。此外，在量測器24所產 生的轉矩信號往演算部17輸出。藉由以上的結構，即 使在第1變形例中也能夠獲得與上述實施形態相同的效 果。201035441 VI. Description of the Invention: TECHNICAL FIELD OF THE INVENTION The present invention relates to an engine control system for ships, and more particularly to a number of revolutions of an engine for use in a ship. [Prior Art] In the control of the engine for the ship, the PID control system is executed, which eliminates the difference between the set number of target revolutions and the actual number of revolutions. However, when the weather is bad, because the load torque of the propeller will change rapidly, under the PID control of the gain that is expected to sail under normal weather, I am afraid that it will not be able to obtain sufficient response performance and cause overspeed (overspeed). ) caused by mechanical failure. In response to such a problem, a structure (Patent Document 丨) has been proposed which can predict the gain of the HD control by the fluctuation of the number of revolutions of the propeller caused by the external factor. [Patent Document 1] Japanese Laid-Open Patent Publication No. Hei 08-200131. However, in the configuration in which the PID gain is increased as in Patent Document 1, it is easy to cause hunting and deteriorate the fuel cost. In recent years, the increase in the cost of fuel has increased. Therefore, it is not enough to rely solely on the structure of Patent Document i, and it is necessary to control the governor with higher responsiveness to external factors that affect the propeller. SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to more quickly estimate the influence of external factors on a propeller, and to adjust the control to achieve fuel cost optimization based on this. The engine control system for marine use of the present invention, the basin feature uses the number of revolutions of the main shaft or the main engine as a wheel for fueling: PID control, and based on the load torque of the propeller, the correction is added = the output from the aforementioned PID control, For feedforward control. The engine control system for ships is provided with load torque detecting means for detecting the aforementioned torque. The load torque detecting means calculates the load torque based on the strain such as the main shaft or the horsepower and the number of revolutions. According to the present invention, the influence of the external factor affected by the screw heel can be estimated more quickly, and the correction is added based on this. Optimize fuel costs for the governor. [Embodiment] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The first figure is a block diagram showing the overall structure of an engine control system for a ship according to an embodiment of the present invention. ^The actual engine control system for the ship, the hull control object S' fuel is placed from the connection host 12 and the spiral H (actuated to the 5th and is supplied to the host 12. Speed) detector (The cymbal 13 is not shown, and the spindle 13 is provided with a conventional number of revolutions (the actual number of revolutions of the angle 12 & (or the angle detector detects that the spindle 13 or the host control system 10 will drive the number of revolutions of the host (or the number of revolutions of the engine) As the revival 201035441 = command (target value) for PID control, the number of revolutions detected in pure 13 is sent back to the input side. That is, the difference between the number of revolutions and the number of revolutions ne is input. The plD calculation unit 16. The output of the source PID calculation unit 16 forms a governor command to be output to the fuel device 15, and adjusts the amount of fuel supplied to the host unit 12. Further, in the present embodiment, The signal based on the load torque QP of the load torque detecting unit is fed forward to the exit side of the PID calculation unit 16 to correct the governor command. That is, since the propeller 14 is affected by external factors such as waves, In this embodiment, the monitoring load torque QP' is in the calculation unit. A correction signal corresponding to the fluctuation of the load torque Qp is generated in the 17th, and is added to the governor command output from the PID calculation unit 16. That is, in the present embodiment, the load torque Qp and the spindle are rotated. The time of the number NE (or the angular velocity ωΕ) is slightly proportional, so by monitoring the load torque QP, the influence of the external factor is detected before the external factor caused by the wave greatly affects the number of spindle revolutions > Output, 〇 to reduce the influence of external factors. The second figure is a block diagram of the modular control object s. Refer to the second figure to illustrate the effect of the feed torque control before the feed. It is shown that the fluid velocity around the spiral violet to the spiral violet (propeller inflow velocity) is the superposition of the ship speed and the flow velocity of the wave, and the load torque QP is regarded as the propeller inflow velocity and the number of revolutions of the propeller (the number of spindle revolutions) The input is determined based on the torque characteristics of the propeller. Further, the torque 5 of the load torque Qp is subtracted from the main engine torque QE of the main engine 12. The value Qe-Qp acts on the shaft 13. The number of revolutions 1 of 13 (angular velocity ω Ε) is set to $[(QE-QP)/I]dt when the moment of inertia is set to I, the time is set to t, and the host torque is set to Qe. Since the number of revolutions is integrated (1/s) in torque, the torque fluctuation is higher than the change in the number of revolutions for external factors. Therefore, the load torque Qp is monitored for feedforward. By controlling, the influence of the wave (external factor) can be more effectively reduced. Next, the configuration of the load torque detector according to the present embodiment will be described with reference to the third diagram. The load torque detecting unit 20 of the present embodiment is installed. The strain gauge 21 and the transmitter 22 of the main shaft 13 and the receiver 23 and the measuring device 24 disposed on the fixed portion on the hull side are formed. The measured value (strain signal) of the strain detected by the strain gauge 21 is transmitted to the receiver 23 via the transmitter 22, converted into a torque signal by the measuring unit 24, and output to the arithmetic unit 17. In other words, since the torque is proportional to the torque, the calculation unit 17 adds a predetermined coefficient to the measured value of the received strain (corresponding to the strain signal) to calculate the load torque QP, which is used as the torque signal. It is output to the calculation unit 17 (second diagram). Next, the configuration of the first modification of the load torque detecting unit 20 of the present embodiment will be described with reference to the fourth embodiment. The load torque detecting unit 30 according to the first modification is electrically connected to the slip ring 31 of the strain gauge 21 mounted on the main shaft 13 and the slip ring 31 electrically connected to the strain gauge 21 provided around the main shaft 13 The brush 32 and the measuring device 24 connected to the brush 32 are constructed. That is, the strain signal detected by the strain gauge 21 is sent to the measuring device 24 via the slip ring 31 and the brush 32, and is converted into a torque signal in the same manner as in the first embodiment 201035441. Further, the torque signal generated by the measuring device 24 is output to the calculation unit 17. According to the above configuration, even in the first modification, the same effects as those of the above embodiment can be obtained.
^其次參照第五圖以說明關於負載轉矩檢測部的第2 變形例之結構。在第2變形例之負載轉矩檢測部4〇中， 係使用裝设於螺旋槳14附近的主轴13之馬力計41來 ，代上述實施形態、第1變形例的應變規21。此外，在 第2 1形例中係使用轉矩計算部42來取代量測器24。 在第2變形例中，來自馬力計41的馬力信號被送 至轉矩計算部42。除了來自馬力計41的馬力信號，還 有引擎回轉數由主機12被輸入至轉矩計算部42。 馬力（在本變形例中大略對應於傳達馬力DHP)由於係與 轉矩和回轉數的積成比例，因此在轉矩計算部42中， ，藉由將馬力（例如DHP)除以引擎回轉數Νεβ乘上預 定的係數(例如1/2 π) ’以求出負載轉矩Qp。所算出的 轉矩之值被當作轉矩信號而被輸出至演算部17。 其次參照第六圖以說明關於負載轉矩檢測部的第3 變形例之結構。第3變形例是將第2變形例的馬力計41 配置於主機12附近的主車由13,其他的結構皆與第3 。在第3變形例中，由於所檢測的馬力係大 ，對應於制動馬力腑，因此在轉矩計算部42中，係 藉由將所檢測的馬力（B H p)除以回轉數N e、傳達效率^ r及2ΤΓ，以求出轉矩。如上所述，即使在第3變形例 7 201035441 中，也能夠獲得與上述實施形態及變形例1、2大略相 同的效果。 如上所述，根據本貫施形悲之結構’猎由檢測波浪 等（外部因素）所導致的螺旋槳負載轉矩之變動、並將其 前饋至以回轉數為基礎的燃料供給PID控制，便能夠在 更早的階段推測出外部因素的影響以進行主機回轉數 的修正，即使針對諸如10秒左右的周期之外部因素亦 可顯示充分的應答性，而能夠大幅改善燃料費用。 【圖式簡單說明】 第一圖是本發明一實施形態之供船舶用之引擎控 制糸統的結構方塊線圖。 第二圖是模組化控制對象的的方塊線圖。 第三圖是本實施形態之負載轉矩檢測部的結構模 式圖。 第四圖是負載轉矩檢測部的第1變形例的結構模式 圖。 第五圖是負載轉矩檢測部的第2變形例的結構模式 圖。 第六圖是負載轉矩檢測部的第3變形例的結構模式 圖。 201035441Next, the configuration of the second modification of the load torque detecting unit will be described with reference to the fifth diagram. In the load torque detecting unit 4 of the second modification, the strain gauge 21 of the above-described embodiment and the first modification is obtained by using the horsepower meter 41 of the main shaft 13 provided in the vicinity of the propeller 14. Further, in the second embodiment, the torque calculating unit 42 is used instead of the measuring device 24. In the second modification, the horsepower signal from the horsepower meter 41 is sent to the torque calculation unit 42. In addition to the horsepower signal from the horsepower meter 41, the number of engine revolutions is input from the main body 12 to the torque calculating portion 42. The horsepower (which corresponds roughly to the communication horsepower DHP in the present modification) is proportional to the product of the torque and the number of revolutions, and therefore, in the torque calculation unit 42, the horsepower (for example, DHP) is divided by the number of engine revolutions. Νεβ is multiplied by a predetermined coefficient (for example, 1/2 π) ' to find the load torque Qp. The calculated value of the torque is output to the calculation unit 17 as a torque signal. Next, a configuration of a third modification of the load torque detecting unit will be described with reference to the sixth drawing. In the third modification, the numometer 41 of the second modification is disposed in the main vehicle 13 near the main unit 12, and the other configurations are the third. In the third modification, since the detected horsepower is large and corresponds to the brake horsepower 在, the torque calculation unit 42 divides the detected horsepower (BH p) by the number of revolutions N e and transmits it. Efficiency ^ r and 2 ΤΓ to find the torque. As described above, even in the third modification 7 201035441, the same effects as those of the above-described embodiment and the modifications 1 and 2 can be obtained. As described above, according to the structure of the present embodiment, the fluctuation of the propeller load torque caused by the detection of waves or the like (external factors) is fed forward to the fuel supply PID control based on the number of revolutions. It is possible to estimate the influence of external factors at an earlier stage to correct the number of revolutions of the host, and it is possible to display sufficient responsiveness even for an external factor such as a cycle of about 10 seconds, and it is possible to greatly improve the fuel cost. BRIEF DESCRIPTION OF THE DRAWINGS The first figure is a block diagram showing the structure of an engine control system for a ship according to an embodiment of the present invention. The second figure is a block diagram of the modular control object. The third diagram is a structural view of the load torque detecting unit of the present embodiment. The fourth diagram is a configuration pattern diagram of a first modification of the load torque detecting unit. The fifth diagram is a configuration pattern diagram of a second modification of the load torque detecting unit. Fig. 6 is a schematic structural view showing a third modification of the load torque detecting unit. 201035441
【主要元件符號說明】 10 供船舶用之引擎控制系統 11 船體 12 主機 13 主轴 14 螺旋槳 15 調速器 16 PID演算部 17 演算部 20 、 30 ' 40 負載轉矩檢測部 21 應變規 22 發送機 23 接收機 24 量測器 31 滑動環 32 電刷 41 馬力計 42 轉矩計算部 C 控制裝置 S 控制對象[Main component symbol description] 10 Engine control system for ships 11 Hull 12 Main unit 13 Spindle 14 Propeller 15 Governor 16 PID calculation unit 17 Calculation unit 20, 30 ' 40 Load torque detection unit 21 Strain gauge 22 Transmitter 23 Receiver 24 Measuring device 31 Slip ring 32 Brush 41 Horsepower meter 42 Torque calculation unit C Control device S Control object