1361154 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種通風方法，且特別是有關於一種 船舶通風方法。 【先前技術】 隨著科技的進步及能源效率考慮，現今大部分的船舶 都採用有燃油推動主機，以作為船舶航行之動力來源。其 • 中，燃油推動主機係藉由燃燒產生船舶之航行動力，使得 用以裝設燃油推動主機之機艙通常具有較高的室溫。然 而，機艙内的室溫過高會影響機艙内其他輔助機具之性 能。此外，過高的機艙溫度也會影響到燃油推動主機運作， 而使得燃油推動主機之運作效率不彰。 因此，先前技術藉由在機艙裝設風機加強機艙之通 風，進而加強機艙之散熱效率以降低機艙之溫度。詳細而 言，先前技術利用數個裝設於機艙之風機或自然風口，將 # 空氣引進並排出機艙。如此一來，便可藉由風機之進風以 及排風，使得機艙内產生空氣對流而加強機艙之散熱效率。 然而，裝設於機艙之風機並無段數控制。換言之，其 風機僅會以同一段數進風以及排風。此外，對於機艙較小 的船舶，如機艘需求進風量小於每分鐘300立方公尺之船 舶，而言，其推動主機運行時，便會啟動推動主機本身之 渦輪增壓機，而需要有足夠的進氣能力提供渦輪增壓機運 作時使用。若使部份風機進風且使部份風機排風，便需使 用較大之風機，才能提供推動主機足夠之空氣運作。 4 1361154 此外，當船舶航行於較冷的地區時，其機艙溫度必然 會偏低。然而，風機僅根據機艙溫度控制其運轉段數，會 使得在機艙壓力過低，造成推動主機之運作效率下降。 【發明内容】 因此本發明之一目的為一種船舶通風方法，根據船舶 不同航行狀態之需求，而使用不同船舶機艙參數，如機艙 溫度或機艙壓力，控制機艙内風機之風向（如進風或排風） Φ 以及運轉段數。其中，在船舶為停俥中時，根據機艙溫度， 使機艙内之部份風機進風，並使剩餘部份風機排風，以提 高機艙之散熱效率。在船舶為航行中時，根據機艙溫度以 及機艙壓力，使機艙内之所有風機進風，以提供足夠的空 氣，並調節機艙壓力。 根據本發明一實施例，一種船舶通風方法包含以下步 驟：判斷一船舶之狀態。在船舶為停俥狀態時，將裝設於 船舶機艙之至少一第一風機設為進風，且將裝設於機艙之至 Φ 少一第二風機設為排風，並根據機艙之機艙溫度，控制第 一風機與第二風機之運轉段數。在船舶為航行狀態時，使 第一風機與第二風機皆設為進風，並根據機艙溫度以及機 艙壓力，控制第一風機與第二風機之運轉段數。 【實施方式】 參照第1圖，其係依照本發明一實施例的一種船舶通 風方法之流程圖。其中，船舶通風方法100係應用於機艙 需求進風量小於每分鐘300立方公尺之船舶。船舶通風方 5 不同之航行狀態，如停俥中或航行中，而 風通力，控制機艙内風機之進風或排 度，使機^ 〃巾’在船㈣停俥狀態時，根據機艙滿 以提言播验之部份風機進風，並使剩餘部份風機排風， 泡产以;^之散熱效率。在船舶為航行狀態時，根據機搶 機ί勤，使機艙内之所有風機進風，以提供足 、二軋並調節機艙壓力。船舶通風方法100包含以下 步驟： 在步驟110 +，判斷一船舶之一航行狀態。其中，可 根據裝設於船舶之機艙之推動主機的轉速，判斷船舶之狀 態（步驟110)。舉例來說，可在推動主機之轉速高於一運 轉轉速時，判斷船舶為航行狀態（也就是船舶正在航行 中）’然而，在推動主機之轉速不高於運轉轉速時，則判斷 船舶之狀態為停俥狀態（也就是船舶目前停俥中）。此外， 亦可直接取得推動主機之運轉訊號，並根據推動主機之運 轉訊號’判斷船舶之狀態（步驟11 〇 )。 在船舶之狀態為停俥中時，將裝設於船舶之一機艙之 至少一第一風機設為進風’且將裝設於機艙之至少一第二 風機設為排風（步驟120)。其中，第一風機係使用直流風 扇或交流風扇，而第二風機係使用兼具進風功能與排風功 能之直流風扇或交流風扇。此外，可依實際需求，指派機 艙内之部份風機作為第一風機，並指派機艙内之其他風機 作為第二風機。舉例來說，可指派機艙内其中50%之風機 作為第一風機，並指派機艙内之其他50%之風機作為第二 風機。 1361154 接下來，在步驟130中，根據機艙之一機艙溫度，控 制第一風機與第二風機之運轉段數。如此一來，在船舶停 俥時，即可藉由至少一風機進風以及至少一風機排風，以 加強空氣對流，而使機搶迅速散熱。 然而，在船舶之狀態為航行中時，由於推動主機本身 會啟動渦輪增壓機，於是需要大量空氣，而使推動主機之 渦輪增壓機正常運作。此外，機艙壓力異常會造成推動主 機運作效率下降。因此，在船舶之狀態為航行中時，將第 一風機與第二風機皆設為進風（步驟140)。然後，根據機 艙溫度以及機艙壓力，控制第一風機與第二風機之運轉段 數（步驟150)。換言之，在船舶航行時，進一步將機艙壓 力列入考慮來控制風機之運轉段數。如此一來，可避免裝 設於機艙之推動主機因為機艙溫度或機艙壓力不在其正常 運作環境範圍内，而降低推動主機之運作效率。此外，將 機艙内之風機皆設為進風，可充分提供推動主機運作所需 之空氣。 此外，可在船舶為夜航狀態時，判斷機艙溫度是否大 於一夜航溫度（步驟170)。其中，使用者可透過一使用者 介面，將船舶設定於夜航狀態。 在機艙溫度不大於夜航溫度時，使第一風機以及第二 風機之以一夜航段數進風（步驟180)。其中，由於在將航 行狀態設為夜航狀態時，客艙内之乘客多半處於休息狀 態。因此，可將夜航段數設定為較低之段數，以避免在夜 航狀態時，機艙内之風機運轉所產生之噪音，干擾到客艙 内休息中之乘客。 7 1361154 在機艙溫度大於夜航溫度時，則解除夜航狀態（步驟 190)，並重新判斷船舶之航行狀態（步驟u〇)。換言之， 在機艙溫度過高時，則可解除夜航狀態，並重新依據船舶 之航行狀態，控制第一風機以及第二風機之運作，而提高 機艙之散熱效率。 此外，在收到一火警訊號時，船舶通風方法1〇〇則停 止第一風機以及第二風機之運轉。如此一來，可藉由停止 風機之運轉，避免因為更多空氣進入機艙，而助長火勢。1361154 6. Description of the Invention: TECHNICAL FIELD OF THE INVENTION The present invention relates to a method of ventilation, and more particularly to a method of ventilating a ship. [Prior Art] With the advancement of technology and energy efficiency considerations, most of today's ships use fuel-powered main engines to serve as a source of power for ship navigation. Among them, the fuel-driven main engine generates the ship's navigation power by combustion, so that the cabin used to install the fuel to propel the host usually has a higher room temperature. However, excessive room temperature in the cabin can affect the performance of other auxiliary equipment in the cabin. In addition, the excessive cabin temperature will also affect the fuel-driven main engine operation, making the fuel-driven mainframe operation inefficient. Therefore, the prior art enhances the heat dissipation efficiency of the cabin to reduce the temperature of the cabin by installing a fan in the cabin to enhance the ventilation of the cabin. In detail, the prior art utilizes several fans or natural vents installed in the nacelle to introduce and exhaust air into the nacelle. In this way, the air intake in the cabin can be enhanced by the air intake and exhaust of the fan to enhance the heat dissipation efficiency of the cabin. However, there is no segment control for the fans installed in the engine room. In other words, the fan will only enter the wind and exhaust in the same number of segments. In addition, for ships with small cabins, such as ships with a required air intake of less than 300 m3 per minute, when they drive the main engine, they will start the turbocharger that drives the main engine itself, and need to have enough The intake capacity provides for use when the turbocharger is operating. If some of the fans are introduced into the air and some of the fans are vented, a larger fan is required to provide sufficient air operation for the host. 4 1361154 In addition, when the ship is sailing in a colder area, its cabin temperature is bound to be lower. However, the fan only controls the number of operating segments based on the cabin temperature, which can cause the cabin pressure to be too low, resulting in a decrease in the operational efficiency of the propulsion engine. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a method for ventilating a ship that uses different ship cabin parameters, such as cabin temperature or cabin pressure, to control the wind direction of the fan in the cabin (eg, air intake or exhaust) according to the requirements of different navigational states of the vessel. Wind) Φ and the number of running segments. Among them, when the ship is in the middle of the parking, according to the temperature of the cabin, some of the fans in the cabin are introduced into the air, and the remaining part of the fan is exhausted to improve the heat dissipation efficiency of the cabin. When the ship is in voyage, all the fans in the engine room are ventilated according to the cabin temperature and the cabin pressure to provide sufficient air and adjust the cabin pressure. According to an embodiment of the invention, a method of ventilating a ship includes the steps of: determining the status of a ship. When the ship is in a stopped state, at least one first fan installed in the cabin of the ship is set as the intake air, and the second fan installed in the nacelle is set to be exhausted, and according to the cabin temperature of the nacelle , controlling the number of operating segments of the first fan and the second fan. When the ship is in the navigation state, the first fan and the second fan are both set as the intake air, and the number of the running segments of the first fan and the second fan is controlled according to the cabin temperature and the cabin pressure. [Embodiment] Referring to Figure 1, there is shown a flow chart of a method of ventilating a ship according to an embodiment of the present invention. Among them, the ship ventilation method 100 is applied to ships with a required air intake of less than 300 cubic meters per minute. The ship's ventilation side 5 different navigational conditions, such as in the middle of a sloop or during navigation, and the wind and the force, control the air intake or exhaust of the fan in the cabin, so that the machine is in the state of the ship (four) when it is parked, according to the cabin It is said that some of the fans in the air test will enter the wind, and the remaining part of the fan will be exhausted, and the heat dissipation efficiency will be achieved. When the ship is in the state of navigation, according to the machine grabbing the machine, all the fans in the cabin are brought into the air to provide the full and second rolling and adjust the cabin pressure. The ship ventilation method 100 includes the following steps: In step 110+, a navigation state of a ship is determined. Wherein, the state of the ship can be judged based on the rotational speed of the propulsion host installed in the cabin of the ship (step 110). For example, when the speed of the propulsion engine is higher than a running speed, the ship is judged to be sailing (that is, the ship is sailing). However, when the speed of the propulsion engine is not higher than the running speed, the state of the ship is judged. It is in a state of suspension (that is, the ship is currently parked). In addition, the operation signal of the host can be directly obtained, and the status of the ship can be judged according to the promotion of the host's operation signal (step 11 〇). When the state of the ship is stopped, at least one of the first fans installed in one of the nacelles of the ship is set to enter the air' and at least one of the second fans installed in the nacelle is set to exhaust (step 120). Among them, the first fan uses a DC fan or an AC fan, and the second fan uses a DC fan or an AC fan that has both an air intake function and an exhaust function. In addition, some fans in the cabin can be assigned as the first fan according to actual needs, and other fans in the cabin can be assigned as the second fan. For example, 50% of the fans in the cabin can be assigned as the first fan and the other 50% of the fans in the cabin can be assigned as the second fan. 1361154 Next, in step 130, the number of operating segments of the first fan and the second fan is controlled based on the cabin temperature of one of the nacelles. In this way, when the ship is stopped, the air convection can be enhanced by at least one fan inlet and at least one fan exhausting, so that the machine can quickly dissipate heat. However, when the state of the ship is on the voyage, since the propulsion engine itself starts the turbocharger, a large amount of air is required, and the turbocharger that drives the main engine operates normally. In addition, abnormal cabin pressure can cause the efficiency of the main engine to decrease. Therefore, when the state of the ship is sailing, both the first fan and the second fan are set as the intake air (step 140). Then, the number of operating segments of the first fan and the second fan is controlled based on the cabin temperature and the cabin pressure (step 150). In other words, when the ship is sailing, the cabin pressure is further taken into consideration to control the number of operating segments of the fan. In this way, the propulsion main unit installed in the engine room can be avoided because the cabin temperature or the cabin pressure is not within the normal operating environment, and the operation efficiency of the propulsion main engine is reduced. In addition, the air blowers in the cabin are all set to enter the air, which can fully provide the air needed to drive the main engine. In addition, it may be determined whether the cabin temperature is greater than the overnight temperature when the vessel is in the night flight state (step 170). The user can set the ship to the night flight state through a user interface. When the cabin temperature is not greater than the night air temperature, the first fan and the second fan are caused to enter the wind by the number of one-night segments (step 180). Among them, most passengers in the cabin are in a resting state when the navigation state is set to the night flight state. Therefore, the number of night segments can be set to a lower number of segments to avoid the noise generated by the operation of the fans in the cabin during the night flight, and to interfere with the passengers in the cabin. 7 1361154 When the cabin temperature is greater than the night air temperature, the night flight state is released (step 190) and the navigation state of the ship is re-evaluated (step u〇). In other words, when the cabin temperature is too high, the night flight state can be released, and the operation of the first fan and the second fan can be controlled according to the navigation state of the ship, thereby improving the heat dissipation efficiency of the cabin. In addition, when a fire alarm signal is received, the ship ventilation method 1 stops the operation of the first fan and the second fan. In this way, the fire can be prevented by stopping the operation of the fan and avoiding more air entering the cabin.
參照第2圖，其係第1圖中根據機艙溫度，控制第一 風機與第二風機之運轉段數（步驟130)之一實施例。根 據機艙溫度，控制第一風機與第二風機之運轉段數（步驟 130)包含以下步驟： 在步驟131中，測量機艙之機艙溫度。接下來，在步 :132中’判斷機餘溫度是否大於—停俥溫度。在機搶溫 X不大於如侔溫度時，則停止第一風機以及第二風機之運 步驟134) ’並在延遲—段時間後，重新測量機搶溫度 乂 2 131)。如此一來，在船舶停俥時，若船艙溫度不高， 則可藉由停止風機之運轉，以降低耗電量。 在機艙溫度大於停俥溫度時，則調高第—風機與第二 八之運轉段數（步驟136)，而使得第一風機與第二風機 ^別以更高之運轉段數進風以及排風。接下來，在延遲-’、重新測量機餘溫度（步驟131)。其中，風機之 又越同，則風機所能產生之風力越強，因而能產生 風或顧之能力。如此—來，在麟溫度大於停 /皿又、可藉由調尚第一風機與第二風機之運轉段數， 8 1361154 增加機艙内之散熱效率，以降低機艙溫度。 此外，在調高第一風機與第二風機之運轉段數（步驟 136)前，可先判斷第一風機與第二風機之運轉段數是否為 最高段數（步驟133)。然後，在第一風機與第二風機之運 轉段數不為最高段數時，調高第一風機與第二風機之運轉 段數（步驟136)。 然而，在第一風機與第二風機之運轉段數為最高段數 時，則判斷機艙溫度持續大於停俥溫度之一累計時間是否 φ 大於一停俥警報時間（步驟135)。在機艙溫度持續大於停 俥溫度之累計時間大於停俥警報時間時，則發出一停俥警 報訊號（步驟138)，如警報鈴聲、警報燈號或其他警報訊 號，以警示船主。在機艙溫度大於停俥溫度之累計時間不 大於停俥警報時間時，紀錄測量機艙溫度之一測量時間（步 驟137)，以作為步驟135之判斷依據。接下來，在延遲一 段時間後，重新測量機艙溫度（步驟131)。 參照第3圖，其係第1圖中根據機艙溫度以及機艙壓 φ 力，控制第一風機與第二風機之運轉段數（步驟150)之 一實施例。控制第一風機與第二風機之運轉段數（步驟150) 包含以下步驟： 在步驟151中，測量機艙之機艙溫度以及機艙壓力。 接下來，在步驟152中，判斷機艙溫度是否大於一航行溫 度。 在機艙溫度大於航行溫度上限時，調高第一風機與第 二風機之運轉段數（步驟153)，使得第一風機以及第二風 機以更高之運轉段數進風。然後，在延遲一段時間後，重 9 1361154 新測量機艙之機艙溫度以及機艙壓力（步驟151)。其中， 可依據推動主機之正常運作環境變數設定航行溫度上限。 此外，可在調高第一風機與第二風機之運轉段數（步驟153) 前，判斷第一風機與第二風機之運轉段數是否為最高段 數。在第一風機與第二風機之運轉段數不為最高段數時， 才調高第一風機與第二風機之運轉段數（步驟153)。然而， 在第一風機與第二風機之運轉段數為最高段數時，則判斷 機艙溫度持續大於航行溫度上限之一累計時間是否大於一 航行警報時間。在機艙溫度持續大於航行溫度上限之累計 時間大於一航行警報時間時，則發出一航行警報訊號，如 警報鈐聲、警報燈號或其他警報訊號，用以警示客艙内之 乘客。在機艙溫度持續大於航行溫度上限之累計時間不大 於一航行警報時間時，紀錄測量機艙溫度之一測量時間， 作為判斷機艙溫度持續大於航行溫度上限之累計時間是否 大於航行警報時間之判斷依據。然後，在延遲一段時間後， 重新測量機艙之機艙溫度以及機艙壓力（步驟151)。 在機艙溫度不大於航行溫度上限時，則判斷機艙壓力 是否小於一艙壓下限（步驟154)。在機艙壓力小於艙壓下 限時，調高第一風機與第二風機之運轉段數（步驟157)， 使得第一風機以及第二風機以更高之運轉段數進風。然 後，在延遲一段時間後，重新測量機艙溫度以及壓力（步 驟151)。其中，可在調高第一風機與第二風機之運轉段數 (步驟157)前，判斷第一風機與第二風機之運轉段數是 否為最高段數（步驟155)。在第一風機與第二風機之運轉 段數不為最高段數時，才調高第一風機與第二風機之運轉 10 1361154 段數（步驟157)。然而，在第一風機與第二風機之運轉段 數為最高段數時，則在延遲一段時間後，重新測量機艙之 機艙溫度以及機艙壓力（步驟151)。此外，可將艙壓下限 設為使推動主機正常運作之環境壓力下限，如-5帕 (pascal，Pa )。如此一來，即使機搶溫度不大於航行溫度 上限，仍可在機艙壓力小於艙壓下限時，使風機以更高之 運轉段數進風，而提供機艙内之推動主機充分之空氣或壓 力運作。 在機艙壓力不小於艙壓下限時，則判斷機艙壓力是否 大於一艙壓上限（步驟156)。其中，可將艙壓上限設為不 妨礙機艙開關門之壓力，如30帕，或使推動主機正常運作 之壓力上限。 在機艙壓力大於艙壓上限時，調低第一風機與第二風 機之運轉段數（步驟160)，使得第一風機以及第二風機以 更低之運轉段數進風。然後，在延遲一段時間後，重新測 量機艙之機艙溫度以及機艙壓力（步驟151)。其中，可在 調低第一風機與第二風機之運轉段數（步驟160)前，判 斷第一風機與第二風機之運轉段數是否為最低段數（步驟 158)。在第一風機與第二風機之運轉段數不為最低段數 時，才調低第一風機與第二風機之運轉段數（步驟160)。 然而，在第一風機與第二風機之運轉段數為最低段數時， 則在延遲一段時間後，重新測量機艙溫度以及壓力（步驟 151)。如此一來，在機艙溫度不大於航行溫度上限，且機 艙壓力大於艙壓上限時，使機艙内之風機維持在較低之運 轉段數進風，而節省風機運轉所需之耗電。 11 1361154 此外，在機艙壓力不大於艙壓上限時，則判斷機艙溫 度是否2、於航行溫度下限（步驟159)。其中，可依據航行 地區之氣溫設疋航行溫度下限，例如於夏天赤道附近海平 面之最问孤度約35C。在機艙溫度不小於航行溫度下限 時，則在延遲一段時間後，重新測量機艙之機艙溫度以及 機艙壓力（步驟151)。然而，在機艙溫度小於航行溫度下 限時’則判斷第-風機與第二風機之運轉段數是否為最低 段數（步驟158) ’以作為是否進一步調低第一風機與第二 ^ 風機之運轉段數之依據。 ' *上述本發明較佳實施例可知，應財發明具有下列 優點。在機艙需求進風量小於每分鐘3〇〇立方公尺之船舶 航行時，由於其機艙内之推動主機具有足夠之進氣能力， 因此使裝設於機艙财風機設為進風，以提供推動主機足 夠之空氣運作。此外，在船舶航行時，將機舱壓力亦列為 控制風機進風段數之判斷依據，可避免機搶壓力 推動主機之運作效率下降。然而，在船舶停俾時，藉由至 #少-風機進風以及至少一風機排風，產生空氣對流，曰而使 機搶迅速散熱。另外，在將船舶設為一夜航狀態時，可使 風機以-較低之段數進風，以避免機艙内之風機 生之噪音’干擾到客搶内之乘客。 雖然本發明已以實施方式揭露如上，然其並非用以限 f本發明’任何熟習此技藝者’在不脫離本發明之精神和 靶圍内，當可作各種之更動與潤飾，因此本發明之保護範 圍當視後附之申請專利範圍所界定者為準。 12 【圖式簡單說明】 施例 能^讓本發明之上述和其他目的、特徵、優點洛 月顯易僅，所附圖式之說明如下·· 貧 之 流種^。1圖係依照本發明-實施例的—種船舶通風方法 二風根據機艙溫度，控制第-風機與第 碼之運轉段數（步驟130)之一實施例。 ϋ_第i财根據機艙溫度以及歸 第一風機與第二風機之段數（步驟15G)之—實施例制 【主要元件符號說明】 100:船舶通風方法 110〜190 ··步驟 13Referring to Fig. 2, which is an embodiment of controlling the number of operating segments of the first fan and the second fan (step 130) in accordance with the cabin temperature in Fig. 1. Depending on the cabin temperature, controlling the number of operating segments of the first and second fans (step 130) includes the following steps: In step 131, the cabin temperature of the nacelle is measured. Next, in step : 132 'determine whether the remaining temperature is greater than - the stop temperature. When the machine grabs the temperature X is not greater than the temperature, for example, the first fan and the second fan are stopped. Step 134) ' and after the delay time, the machine grabs the temperature 乂 2 131). In this way, when the ship is parked, if the cabin temperature is not high, the power consumption can be reduced by stopping the operation of the fan. When the cabin temperature is greater than the parking temperature, the number of the first fan and the second eight operating segment is increased (step 136), so that the first fan and the second fan enter the wind and the row with a higher number of operating segments. wind. Next, at the delay -', the remaining temperature is re-measured (step 131). Among them, the more the same the fan, the stronger the wind that the fan can produce, so it can generate wind or ability. In this way, the temperature of the lining is greater than that of the platoon, and by adjusting the number of operating segments of the first fan and the second fan, 8 1361154 increases the heat dissipation efficiency in the cabin to reduce the cabin temperature. In addition, before the number of operating segments of the first fan and the second fan are increased (step 136), it may be determined whether the number of operating segments of the first fan and the second fan is the highest number of segments (step 133). Then, when the number of operating segments of the first fan and the second fan is not the highest number of segments, the number of operating segments of the first fan and the second fan is increased (step 136). However, when the number of operating segments of the first fan and the second fan is the highest number of segments, it is determined whether the cabin temperature continues to be greater than a cumulative time of the stopping temperature, whether φ is greater than a parking alarm time (step 135). When the accumulated time of the cabin temperature is greater than the stop temperature is greater than the stop alarm time, a stop alarm signal (step 138), such as an alarm ring, alarm light or other alarm signal, is issued to alert the owner. When the accumulated time of the cabin temperature is greater than the stoppage temperature is not greater than the stoppage alarm time, the measurement time of one of the cabin temperatures is measured (step 137) as the basis for the judgment of step 135. Next, after a delay, the cabin temperature is re-measured (step 131). Referring to Fig. 3, which is an embodiment in which the number of operating segments of the first fan and the second fan (step 150) is controlled in accordance with the cabin temperature and the cabin pressure φ force in Fig. 1. Controlling the number of operating segments of the first and second fans (step 150) includes the following steps: In step 151, the cabin temperature of the nacelle and the cabin pressure are measured. Next, in step 152, it is determined whether the cabin temperature is greater than a sailing temperature. When the cabin temperature is greater than the upper limit of the navigation temperature, the number of operating segments of the first fan and the second fan is increased (step 153), so that the first fan and the second fan enter the wind with a higher number of operating segments. Then, after a delay of time, weigh 9 1361154 to measure the cabin temperature of the cabin and the cabin pressure (step 151). Among them, the upper limit of the navigation temperature can be set according to the normal operating environment variables of the host. In addition, it is possible to determine whether the number of operating segments of the first fan and the second fan is the highest number of segments before increasing the number of operating segments of the first fan and the second fan (step 153). When the number of operating segments of the first fan and the second fan is not the highest number of segments, the number of operating segments of the first fan and the second fan is increased (step 153). However, when the number of operating segments of the first fan and the second fan is the highest number of segments, it is determined whether the cabin temperature continues to be greater than a cumulative time of one of the navigation temperature limits. When the accumulated time of the cabin temperature is greater than the upper limit of the navigation temperature is greater than a navigational warning time, a navigational warning signal, such as an alarm beep, an alarm light or other warning signal, is issued to alert the passengers in the passenger cabin. When the accumulated time of the cabin temperature is greater than the upper limit of the navigation temperature is not greater than the navigation warning time, the measurement time of one of the cabin temperature is recorded as the judgment basis for judging whether the accumulated time of the cabin temperature is greater than the upper limit of the navigation temperature is greater than the navigation warning time. Then, after a delay, the cabin temperature of the nacelle and the cabin pressure are re-measured (step 151). When the cabin temperature is not greater than the upper limit of the navigation temperature, it is determined whether the cabin pressure is less than a lower tank pressure limit (step 154). When the cabin pressure is less than the lower limit of the cabin pressure, the number of operating sections of the first fan and the second fan is increased (step 157), so that the first fan and the second fan enter the wind with a higher number of operating segments. Then, after a delay, the cabin temperature and pressure are re-measured (step 151). Wherein, before the number of operating segments of the first fan and the second fan is increased (step 157), it is determined whether the number of operating segments of the first fan and the second fan is the highest number of segments (step 155). When the number of operating segments of the first fan and the second fan is not the highest number of segments, the operation of the first fan and the second fan is increased by 10 1361154 (step 157). However, when the number of operating segments of the first fan and the second fan is the highest number of stages, the cabin temperature of the nacelle and the cabin pressure are re-measured after a delay (step 151). In addition, the lower tank pressure limit can be set to the lower limit of the ambient pressure that will drive the main engine to operate normally, such as -5 Pascal (Pa). In this way, even if the machine grab temperature is not greater than the upper limit of the navigation temperature, the fan can enter the wind with a higher number of operating segments when the cabin pressure is less than the lower limit of the cabin pressure, and provide sufficient air or pressure to operate the engine in the cabin. . When the cabin pressure is not less than the lower tank pressure limit, it is determined whether the cabin pressure is greater than a tank pressure upper limit (step 156). Among them, the upper limit of the cabin pressure can be set to not hinder the pressure of the door of the cabin door, such as 30 Pa, or the upper pressure limit for pushing the main engine to operate normally. When the cabin pressure is greater than the upper tank pressure limit, the number of operating sections of the first fan and the second fan is lowered (step 160), so that the first fan and the second fan enter the wind with a lower number of operating segments. Then, after a delay, the cabin temperature of the nacelle and the cabin pressure are re-measured (step 151). Wherein, before the number of operating segments of the first fan and the second fan are lowered (step 160), it is determined whether the number of operating segments of the first fan and the second fan is the lowest number of segments (step 158). When the number of operating segments of the first fan and the second fan is not the lowest number of segments, the number of operating segments of the first fan and the second fan is lowered (step 160). However, when the number of operating segments of the first fan and the second fan is the lowest number of stages, the cabin temperature and pressure are re-measured after a delay (step 151). In this way, when the cabin temperature is not greater than the upper limit of the navigation temperature, and the cabin pressure is greater than the upper tank pressure limit, the fan in the cabin is maintained at a lower number of operating segments, and the power consumption required for the operation of the fan is saved. 11 1361154 In addition, if the cabin pressure is not greater than the upper tank pressure limit, it is judged whether the cabin temperature is 2 or the lower limit of the navigation temperature (step 159). Among them, the lower limit of the navigation temperature can be set according to the temperature of the navigation area, for example, the maximum agglomeration of the sea level near the equator in summer is about 35C. When the cabin temperature is not less than the lower limit of the navigation temperature, the cabin temperature of the nacelle and the cabin pressure are re-measured after a delay (step 151). However, when the cabin temperature is lower than the lower limit of the navigation temperature, it is determined whether the number of operating segments of the first fan and the second fan is the lowest number of segments (step 158) 'as to whether to further reduce the operation of the first fan and the second fan The basis for the number of segments. The above preferred embodiments of the present invention show that the invention has the following advantages. When a ship with a required air intake of less than 3 cubic meters per minute is required to sail, the propulsion main engine in the engine room has sufficient air intake capacity, so that the air conditioner installed in the engine room is set to enter the air to provide a propulsion host. Enough air is working. In addition, when the ship is sailing, the cabin pressure is also listed as the basis for controlling the number of wind inlets of the fan, which can avoid the pressure of the machine to promote the operation efficiency of the host. However, when the ship is parked, air convection is generated by the air intake to the air source and at least one of the fans, so that the machine can quickly dissipate heat. In addition, when the ship is set to a night flight state, the wind turbine can be introduced into the wind at a lower number to avoid the noise generated by the fan in the cabin, which interferes with the passengers in the passenger. The present invention has been disclosed in the above embodiments, but it is not intended to limit the invention to any skilled person in the art, and various modifications and refinements can be made without departing from the spirit and scope of the invention. The scope of protection is subject to the definition of the scope of the patent application. 12 [Simple Description of the Drawings] The above and other objects, features and advantages of the present invention can be made by the following examples. The description of the drawings is as follows: 1 is a ship ventilation method according to the present invention-an embodiment. The second wind controls one of the number of operating segments of the first fan and the code (step 130) according to the cabin temperature. Ϋ_第i财 According to the cabin temperature and the number of segments of the first fan and the second fan (step 15G) - example system [Description of main components] 100: Ship ventilation method 110~190 ··Step 13