201213652 六、發明說明： 【發明所屬之技術領域】 本發明是關於一種將船舶主機旋轉數維持在固定 的目標旋轉數的引擎控制裝置。 【先前技術】 在船舶，係廣泛採用將螺槳（propeller )旋轉數（主 機旋轉數）維持在固定值的旋轉數固定控制。也就是 說，船舶主機的調速器控制，藉由PID控制，實際旋轉 數被維持在目標旋轉數。又，為了防止在空轉時的過度 旋轉，已知根據設備的模擬模型，變更PID控制參數的 結構（專利文獻1 )。 專利文獻1 :特開平8-200131號公報 但是，在以往的旋轉數固定控制，沒有考慮因操舵 導致船體阻力增大，在轉舵時，由於船體阻力的變動， 主機旋轉數會變動，有燃料效率會惡化的問題。 【發明内容】 本發明的目的在於，在船舶主機旋轉數做為固定的 控制，防止因操舵導致燃料效率的惡化。 本發明的船舶引擎控制裝置，其特徵在於具備：檢 測手段，檢測關於舵角的舵角資訊；以及補正手段，根 據舵角資訊，預測主機旋轉數的變動，補正燃料供給量 來防止變動。 v. 201213652 系推一 nfl ’係包含例如舱角或Α角速戶、志 段係進仃補正，該補正】：角速度。補正手 量。又，觀手段錢彳〗'度越相增大燃料供給 增大燃料供給量。〃 ，该補正例如舵角越大則201213652 VI. Description of the Invention: [Technical Field] The present invention relates to an engine control device that maintains the number of rotations of a ship's main engine at a fixed target number of revolutions. [Prior Art] In the ship, a fixed number of rotations in which the propeller rotation number (the number of revolutions of the main engine) is maintained at a fixed value is widely used. That is to say, the governor control of the ship's main engine is controlled by PID, and the actual number of revolutions is maintained at the target number of revolutions. Further, in order to prevent excessive rotation during idling, it is known to change the configuration of the PID control parameter in accordance with the simulation model of the device (Patent Document 1). However, in the conventional fixed number of rotations, the hull resistance is not considered to increase due to steering, and the number of rotations of the main body fluctuates due to fluctuations in the hull resistance during rudder. There is a problem that fuel efficiency will deteriorate. SUMMARY OF THE INVENTION An object of the present invention is to provide a fixed control of the number of rotations of a ship's main engine to prevent deterioration of fuel efficiency due to steering. A ship engine control device according to the present invention is characterized by comprising: detecting means for detecting steering angle information on a steering angle; and correcting means for predicting a change in the number of rotations of the main engine based on the steering angle information, and correcting the amount of fuel supply to prevent fluctuation. v. 201213652 pushes a nfl ′ system including, for example, a cabin angle or a corner, and the correction is corrected. The correction is: angular velocity. Correct the amount. In addition, the means of means to increase the fuel supply and increase the fuel supply. 〃 , the correction is such as the rudder angle is larger
被直二主機操作端的調速器指令 令，藉由控制料PIDV\ 機操作端的調速器指 演算的p增料13增益^更t ’错由上述補正，PID 置。·υ的n其特徵在於具備上述引擎控制装 本發明的船舶的引擎控制 於舵角的舵角資訊，根據舵負資郎，ς特徵在於檢測關 變動，補正燃料供給量來防止變動。]主機旋轉數的 =據本心明’在將船舶主機旋轉數 制，可以防止因操舱導致的燃料效率惡化。疋的控 實施方式】 態 。以下’參照附帶圖式來說明關於本發明的實施形 構J塊Ξ是表示第一實施形態的引擎控制裝置的結 在第一圖，控制對象10是關於船體推進的主要設 :$含連結於螺㈣主機（圖未顯示）以及舱（圖未 4不）。主機的調速器控制為例如藉由HD控制來進行 的旋轉數蚊控制，目標旋轉數Ng是被操縱者設定。 ⑧ 4 201213652 Ϊ主二顯示)’設有用以檢測引擎旋轉數的感應 如γι|只際凝轉數Ne。實際旋轉數 :算=rN。的偏差被取得，輸入— =㈣η ’以PID演算所獲得的調速器指令被 ======墙燃料供 應，關於_資：(:角=戈2 、又/ 貞异部12被變換成調速器指令的補正量。 的實—般船體阻力會增大，伴隨於此，主機 =re的變動(減速)幅度，係船 二大。船體阻力的增大’分為因艇本身的阻力 二Ϊ體的船體的阻力增加者。在轉紐不久， 力的增大速度會相對地+1 曰大所^體阻 彎，則因斜航船體導致的阻力會面2船，開始轉 速度會相對地變大，但因舵導致‘力：有:i:增大 又，當轉彎的角加速度大，曰有二低洛。 大，當轉彎的角这声則因斜&導致的阻力會增 也就是巧二ΐ度為疋’則船體阻力變為固定。 遲，所二在第^足轉艇到船體阻力大幅增大為止有延 的增大，在演算部12算出調體阻力 燃料供給量的補正。 °晶·？的補正罝，進行 接下來’說明關於在演算部12的基本調速器指令 201213652 的補正方法。第一方法係舵的角速度越大，則調速器 令的補正量會增大，燃料供給量會增大者。這是因 舵的角速度大，則在更短時間船體阻力會增加（增ϋ 度大），實際旋轉數Ne的更大降低會被預測到的^故 又，第二方法係舵角越大，則調速器指令的補正旦 會增大，燃料供給量會增大者。也就是說，在舵角大時s 由於轉彎半徑變小，轉彎的角加速度會變更大，船體阻 力的急速增大被預測，實際旋轉數Ne的大幅低落合 預測到的緣故。 日 又，上述第一以及第二方法，雖然可以單獨利用， 但也可以組合利用。 又，將補正量增大的時序（timing)，是從轉舵時略 ，，遲，轉彎被開始的時序，此時序是考慮船形或船的 質量（包含貨物）等、船體的慣性來決定。 窃做為一例，根據包含舵角0、舵角速度ω、船體質 量（包含貨物）Μ、η個船體形狀參數…的參數，或者 是其一部分的參數（至少包含Θ或是ω)，將關於時間 t的船體阻力f (t ; <9、ω、μ、αι)用模擬（例如利 用yMG模型等）或實驗等求得，相關於其導函數（df/dt) 來异出補正量。在此狀況，在演算部12，用近似式或 ，記憶在記憶體（圖未顯示）的查找表〇〇〇kuptable) 等，補正量被算出。 如以上’根據第一實施形態，在轉舱時，從艇角或 ，角速度預測主機實際旋轉數的低落，藉由使燃料供給 里預先增大’來防止實際旋轉數的變動，可以抑制燃料 ⑧ 201213652 消費 正 差 又，在第-實施形態，雖然將調速 :但也可以將藉由演算部進行的補正^在_= 態的明明的第二實施形 引擎控制裝置的結構的控制方塊^不弟—貫施形態的 補正以:形=然=或舱的角速度直接 1 压第一貝万匕形恶的弓丨整·如r也丨壯φ 控制部11的增益被演算部13變更工、: 構與第-實施形態同樣。 除此以外的結 -方ΐΐ’施^態，以對應第1施形態的第一、第 方法’變更在控制部11的PID渾 Π大1增^也就是說，在第三方法，係在舱的角 進行敏感的控制。又，在第四=，：= 更大蚪，P增盈及/或D增益設定為更大。 士以上即使在第一貫施形態，可以得到盘第一眘 ”同樣的效果。又，在第一實施形態所說明的各： 構，係在沒有技術矛盾下，可以適用於第二實施形離。 又，在控制部，不限於PID控制，也可以適用^ 代控制理論、適用控制、學習控制等。 【圖式簡單說明】 第一圖··表示第一實施形態的引擎控制裝置的結構的方 201213652 塊圖。 第二圖：表示第二實施形態的引擎控制裝置的結構的方 塊圖。 【主要元件符號說明】 ίο控制對象 11控制部（PID演算部） 12演算部 13演算部 Ne實際旋轉數 No目標旋轉數 ⑧ 8The governor command command of the straight-end main engine operation terminal, by the governor PIDV\ machine governor, the governor refers to the calculation of the p-feeder 13 gain ^ more t _ wrong by the above correction, PID set. The nn is characterized in that the engine of the ship having the engine control device of the present invention controls the rudder angle information of the rudder angle, and according to the rudder ruling, the cockroach is characterized by detecting the change and correcting the fuel supply amount to prevent the fluctuation. The number of rotations of the main engine = according to the present invention, the number of rotations of the ship's main engine is reduced, and the fuel efficiency due to the cabin can be prevented from deteriorating.疋 control implementation method] state. In the following, the embodiment of the present invention is described with reference to the accompanying drawings. The control unit 10 is a first embodiment of the engine control device according to the first embodiment, and the control object 10 is mainly related to the hull propulsion: In the snail (four) host (not shown) and the cabin (not shown in Figure 4). The governor control of the main unit is, for example, a rotary mosquito control by HD control, and the target number of rotations Ng is set by the operator. 8 4 201213652 Ϊ Main 2 shows) 'There is a sensor for detecting the number of engine revolutions, such as γι|, only the number of revolutions Ne. Actual number of rotations: count = rN. The deviation is obtained, input - = (four) η 'The governor command obtained by the PID calculus is ====== wall fuel supply, about _ capital: (: angle = ge 2, and / 贞 部 12 is transformed The correction of the governor command will increase the actual hull resistance. With this, the amplitude of the main engine = re (deceleration) is the second largest. The increase of the hull resistance is divided into the boat itself. The drag of the resistance of the hull of the hull is increased. Shortly after the transition, the force will increase at a relative speed of +1 曰, and the resistance caused by the hull will meet 2 ships and start to turn. The speed will be relatively large, but the rudder will cause 'force: there are: i: increase again, when the angular acceleration of the turn is large, there is two low Luo. Large, when the corner of the turn is caused by the oblique & The resistance will increase, that is, the skill level is 疋', then the hull resistance becomes fixed. Late, the second is extended in the first step of the boat to the hull resistance increases, and the calculation is calculated in the calculation department 12. Correction of the body resistance fuel supply amount. Correction ° of the crystal crystallization, proceeding next to the description of the basic governor command 201 in the calculation unit 12. Correction method of 213652. The first method is that the angular velocity of the rudder is larger, the correction amount of the governor will increase, and the fuel supply amount will increase. This is because the angular velocity of the rudder is large, and the hull is in a shorter time. The resistance will increase (the degree of increase is large), and the larger decrease in the actual number of rotations Ne will be predicted. Therefore, the second method is the larger the rudder angle, the correction of the governor command will increase, and the fuel supply will be increased. The amount will increase. That is to say, when the rudder angle is large, the corner acceleration of the turn will change greatly due to the smaller turning radius, and the rapid increase of the hull resistance is predicted, and the actual low number Ne of the rotation is predicted to be large. In addition, although the first and second methods described above can be used alone, they can be used in combination. The timing of increasing the amount of correction is slightly from the rudder, and the turn is The starting sequence, which is determined by considering the ship's shape or the mass of the ship (including the cargo) and the inertia of the hull. The stealing is an example, based on the rudder angle 0, the rudder angular velocity ω, the hull mass (including the cargo), η hull shape parameters... a number, or a part of its parameters (including at least Θ or ω), using the hull resistance f (t; <9, ω, μ, αι) with respect to time t by simulation (for example, using yMG model, etc.) or experiment When it is found, the correction amount is different from the derivative function (df/dt). In this case, in the calculation unit 12, the lookup table 〇〇〇kuptable stored in the memory (not shown) is approximated or used. ), etc., the correction amount is calculated. As described above, according to the first embodiment, at the time of the transfer, the lowering of the actual number of rotations of the main engine is predicted from the angle of the ship or the angular velocity, and the fuel supply is previously increased by 'to prevent the fluctuation of the actual number of rotations, thereby suppressing the fuel 8 201213652 The consumption difference is again. In the first embodiment, although the speed is adjusted: the correction block by the calculation unit can also be used to control the structure of the second embodiment of the engine control device in the _= state. The correction of the form of the co-worker is: the form = the = or the angular velocity of the cabin is directly 1 and the first bower is deformed. If the r is also strong, the gain of the control unit 11 is changed by the calculation unit 13 : The structure is the same as that of the first embodiment. In addition to the other, the first method and the second method corresponding to the first embodiment are changed in the PID of the control unit 11 by a large increase, that is, in the third method, The corners of the cabin are sensitively controlled. Also, at the fourth =, := is larger, the P gain and/or the D gain are set to be larger. Even in the first embodiment, the same effect can be obtained in the first embodiment. Further, each of the configurations described in the first embodiment can be applied to the second embodiment without any technical contradiction. Further, the control unit is not limited to the PID control, and may be applied to the control theory, the applicable control, the learning control, etc. [Brief Description] The first diagram shows the configuration of the engine control device according to the first embodiment. Fig. 201213652 Block diagram. Fig. 2 is a block diagram showing the configuration of an engine control device according to a second embodiment. [Description of main component symbols] ίο Control object 11 control unit (PID calculation unit) 12 Calculation unit 13 Calculation unit Ne actual rotation Number No target rotation number 8 8