WO2011125465A1 - 舶用エンジンの制御装置および方法 - Google Patents
舶用エンジンの制御装置および方法 Download PDFInfo
- Publication number
- WO2011125465A1 WO2011125465A1 PCT/JP2011/056614 JP2011056614W WO2011125465A1 WO 2011125465 A1 WO2011125465 A1 WO 2011125465A1 JP 2011056614 W JP2011056614 W JP 2011056614W WO 2011125465 A1 WO2011125465 A1 WO 2011125465A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- load resistance
- rotational speed
- resistance coefficient
- fluctuation
- value
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
- B63H21/213—Levers or the like for controlling the engine or the transmission, e.g. single hand control levers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
- F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
- F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
- F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0626—Measuring or estimating parameters related to the fuel supply system
- F02D19/0634—Determining a density, viscosity, composition or concentration
- F02D19/0636—Determining a density, viscosity, composition or concentration by estimation, i.e. without using direct measurements of a corresponding sensor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
- F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0047—Layout or arrangement of systems for feeding fuel
- F02M37/0064—Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0047—Layout or arrangement of systems for feeding fuel
- F02M37/007—Layout or arrangement of systems for feeding fuel characterised by its use in vehicles, in stationary plants or in small engines, e.g. hand held tools
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0611—Fuel type, fuel composition or fuel quality
- F02D2200/0612—Fuel type, fuel composition or fuel quality determined by estimation
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Definitions
- the present invention relates to an engine control device that maintains a main engine speed of a ship at a constant target value.
- the fuel supply amount (fuel index) fluctuates according to the load fluctuation, and the actual rotation speed also fluctuates around the target rotation speed. Since these fluctuations increase as the load fluctuations increase, if the rotational speed is controlled to a constant value, the maximum value of the rotational speed and the maximum value of the fuel supply amount increase as the load fluctuations increase, and the burden on the engine is increased. Fuel consumption worsens with increasing more than necessary.
- the object of the present invention is to reduce the load applied to the engine while improving the main engine speed of the ship following the load fluctuation, and to improve the fuel consumption.
- the marine engine control device is characterized in that the larger the fluctuation range of the load resistance coefficient, the lower the target rotational speed of the main engine is corrected, and the increase in the maximum value of the main engine rotational speed due to the load fluctuation is suppressed.
- the load resistance coefficient is obtained from, for example, the main engine speed and the value of the fuel index output to the main engine, and the fluctuation range of the load resistance coefficient is calculated as the effective value of the fluctuation component of the load resistance coefficient.
- the ship of the present invention is characterized by including the marine engine control device.
- the marine engine control method of the present invention is characterized in that as the fluctuation range of the load resistance coefficient is larger, the target speed of the main engine is corrected downward to suppress an increase in the maximum value of the main engine speed accompanying the load fluctuation.
- the present invention it is possible to reduce the load on the engine and improve the fuel consumption while causing the main engine speed of the ship to follow the load fluctuation.
- FIG. 1 is a control block diagram showing a configuration of a marine engine control apparatus according to an embodiment of the present invention.
- the engine 11 is a main engine of a ship, and its shaft (not shown) is connected to a propeller for propulsion (not shown), for example, directly or via a speed reducer.
- the fuel supply amount to the engine 11 is controlled based on the fuel index FIe output from the control unit 12, and the target revolution number No is given to the engine control device 10 by the operator as a control command.
- the engine control device 10 is provided with a sensor (not shown) that measures the actual rotational speed Ne of the engine 11, and the measured actual rotational speed Ne is fed back to the input side of the control unit 12. That is, a deviation between the target rotational speed No and the actual rotational speed Ne is input to the control unit 12. Further, the actual rotational speed Ne is input to the R ⁇ computing unit 13, and the R ⁇ computing unit 13 calculates a correction amount for the target rotational speed No from the actual rotational speed Ne and the current fuel index FIe value.
- the R ⁇ calculator 13 obtains a fluctuation range of a load resistance coefficient R, which will be described later, and calculates a correction amount (K ⁇ R ⁇ ) of the target rotational speed No based on this, and the calculated correction amount (K ⁇ R ⁇ ) is Feedback is made to the input side of the control unit 12, and the set value of the target rotational speed No is corrected.
- the meaning of the load resistance coefficient R, the calculation method of the load resistance coefficient R, and the calculation method of the correction amount of the target rotational speed No will be described.
- the values of the rotational speed (the number of revolutions) N, the output Pw, the torque Q, and the fuel index FI are shown as a percentage [%] that is 100% when the engine maximum continuous rating (MCR).
- R is a coefficient [%] depending on sea conditions, and this coefficient R is referred to as a load resistance coefficient in this specification. Note that R [%] has an average value of 100% when navigating in a flat water state (a calm state without wave winds).
- FI R ⁇ (N / 100) 2 (4) Is obtained.
- the effective value R ⁇ of the fluctuation component of the load resistance coefficient Re (standard deviation of the load resistance coefficient) is used as an index representing the fluctuation range of the load resistance coefficient R. That is, R ⁇ is expressed by equation (6).
- R ⁇ (R rms 2 ⁇ R av 2 ) 1/2 (6)
- R rms [( ⁇ (Re (t)) 2 dt) / T] 1/2
- R rms is the effective value of Re
- the integration is, for example, over the past period T (t1 to t2) (t2 corresponds to the current time, for example).
- R av is an average value over the period T (t1 to t2) of the load resistance coefficient Re (t), and for the period T, for example, a time longer than the cycle of fluctuation (wave) is selected.
- the period T may be a time for obtaining R av representing the current sea state. For example, a time of about several tens of seconds to one hour is selected. However, the period T may be longer than this, and when the wave period is short, it is possible to select a shorter period.
- the correction amount of the target rotational speed No is obtained as a value K ⁇ R ⁇ obtained by multiplying R ⁇ and the correction coefficient K, for example.
- the correction coefficient K is obtained from simulations and experiments, and is a value that suppresses an increase in the maximum value (upper peak value) in the fluctuation of the actual rotational speed Ne accompanying an increase in the fluctuation range of the load resistance coefficient (described later). Further, the correction amount is negatively fed back to the input side, and the deviation (No ⁇ K ⁇ R ⁇ Ne) between the corrected target rotational speed (No ⁇ K ⁇ R ⁇ ) and the actual rotational speed Ne is input to the control unit 12.
- the control unit 12 performs, for example, PID calculation on the input value, and outputs a fuel index FI to the operation end of the engine 11.
- FIG. 2 shows simulation results for a conventional rotational speed control system A in which the rotational speed is constant, and a speed control system (command speed automatic change system) B of the present embodiment in which the command rotational speed is corrected. That is, for each control method A and B, when the variation of the load resistance coefficient Re shown in FIG. 2C is given, (a) rotational speed variation in each control method A and B, (b) fuel index Variation is shown.
- the variation of the load resistance coefficient Re given to each of the control methods A and B is the same as shown in FIG. 2C (reference numerals A3 and B3). Further, the value of the target rotational speed No set in both control methods A and B is the same 90 [%].
- the variation [%] of each physical quantity in the control method A is shown in the range of 0 to 100 seconds on the horizontal axis (time axis), and the variation of each physical quantity in the restriction method B in the range of 100 to 200 seconds [ %] Is displayed.
- the fluctuation of the period of about 10 seconds is repeated in correspondence with the substantially opposite phase, and the amplitude is gradually enlarged (reference A1).
- the maximum value (upper peak value) of the rotational speed Ne increases as the amplitude increases.
- the maximum of the actual rotational speed Ne is increased. The value reaches about 95%.
- the fuel index FIe (symbol A2) vibrates at substantially the same phase and cycle with respect to the load resistance coefficient Re (symbol A1) around 81 [%], and the amplitude is also the amplitude of the load resistance coefficient Re. Expand to accommodate the increase.
- the target rotational speed No is corrected downward (corrected) accordingly.
- the actual rotational speed Ne vibrates with substantially the same phase and the same period as the load resistance coefficient Re, but the maximum value (upper peak value) of the actual rotational speed Ne that vibrates when the target rotational speed No is corrected downward. ) Is maintained substantially constant, and the increase in the maximum value is suppressed.
- the maximum value of the actual rotational speed Ne is suppressed to about 92 [%].
- the fuel index FIe (symbol B2) fluctuates in substantially the same phase and cycle as the load resistance coefficient Re, and its amplitude increases, but its upper peak value and center value gradually decrease, and fuel consumption is greatly suppressed. It is done.
- the command rotational speed is automatically corrected (downwardly corrected) from the fluctuation range of the fluctuation component of the load resistance coefficient, and the main engine speed is adjusted while following the load fluctuation.
- An increase in the upper peak value due to fluctuations can be suppressed, and the load on the engine can be reduced.
- the output of the fuel index is suppressed by the downward correction of the command rotational speed, and the fuel efficiency is improved.
- the upper peak value in the fluctuation of the main engine speed is kept substantially constant, so that the speed is not reduced more than necessary.
- the load resistance coefficient is obtained from the actual rotational speed and the actual fuel index, it is possible to appropriately correct the command rotational speed by measuring the state of the sea without providing a new configuration. .
- the effective value of the fluctuation component of the load resistance coefficient is used as an index for evaluating the fluctuation range of the load resistance coefficient.
- an index other than the effective value may be used.
- the maximum value of the actual rotational speed (upper peak) is compared with the target rotational speed, and the difference is set to a set value (for example, 2 in FIG. 2). %) Can be corrected downward so that it does not exceed.
- the control unit is applicable not only to PID control but also to modern control theory, adaptive control, learning control, and the like.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
11 主機エンジン
12 制御部
13 Rσ演算部
図1は、本発明の一実施形態である舶用エンジンの制御装置の構成を示す制御ブロック図である。
Pw=R・(N/100)3 (1)
と表される。ここでRは、海象に依存する係数[%]であり、本明細書ではこの係数Rを負荷抵抗係数と呼ぶ。なお、R[%]は、平水状態(波風がない穏やかな状態)を航行中のときの平均値が100%となる。
Q=Pw/(N/100) (2)
の関係があるので、トルクQは、負荷抵抗係数Rを用いると
Q=R・(N/100)2 (3)
と表される。
FI=R・(N/100)2 (4)
が得られる。
Re=FIe/(Ne/100)2 (5)
として求められる。
Rσ=(Rrms 2-Rav 2)1/2 (6)
Rrms=[(∫(Re(t))2dt)/T]1/2
ここで、RrmsはReの実効値であり、積分は例えば過去の期間T(t1~t2)に亘るものである(t2は例えば現時点に対応)。また、Ravは、負荷抵抗係数Re(t)の期間T(t1~t2)に亘る平均値であり、期間Tとしては、例えば変動(波浪)の周期よりも長い時間が選択される。また期間Tは、現在の海象を代表するRavが得られる時間であればよく、例えば数十秒から1時間程度の時間が選択される。しかし、期間Tはこれよりも長くともよく、波浪の周期が短い場合には、これよりも短い周期を選択することも可能である。
Claims (5)
- 負荷抵抗係数の変動幅が大きいほど主機の目標回転数を下方修正し、負荷変動にともなう主機回転数の最大値の上昇を抑えることを特徴とする舶用エンジン制御装置。
- 前記負荷抵抗係数が、前記主機回転数と前記主機へ出力されるフューエルインデックスの値から求められることを特徴とする請求項1に記載の舶用エンジン制御装置。
- 前記変動幅が前記負荷抵抗係数の変動成分の実効値として算出されることを特徴とする請求項2に記載の舶用エンジン制御装置。
- 請求項1~3の何れか一項に記載の舶用エンジン制御装置を備えることを特徴とする船舶。
- 負荷抵抗係数の変動幅が大きいほど主機の目標回転数を下方修正し、負荷変動にともなう主機回転数の最大値の上昇を抑えることを特徴とする舶用エンジン制御方法。
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020127013140A KR101167578B1 (ko) | 2010-03-31 | 2011-03-18 | 선박용 엔진의 제어 장치 및 방법 |
CN2011800133614A CN102791992A (zh) | 2010-03-31 | 2011-03-18 | 船舶用发动机的控制装置以及方法 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010082376A JP4790072B1 (ja) | 2010-03-31 | 2010-03-31 | 舶用エンジンの制御装置および方法 |
JP2010-082376 | 2010-03-31 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011125465A1 true WO2011125465A1 (ja) | 2011-10-13 |
Family
ID=44762421
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2011/056614 WO2011125465A1 (ja) | 2010-03-31 | 2011-03-18 | 舶用エンジンの制御装置および方法 |
Country Status (5)
Country | Link |
---|---|
JP (1) | JP4790072B1 (ja) |
KR (1) | KR101167578B1 (ja) |
CN (1) | CN102791992A (ja) |
TW (1) | TWI409384B (ja) |
WO (1) | WO2011125465A1 (ja) |
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KR102132063B1 (ko) * | 2017-02-03 | 2020-07-08 | 한국조선해양 주식회사 | 선박의 엔진 제어 방법 및 장치 |
JP7448415B2 (ja) * | 2020-01-28 | 2024-03-12 | ナブテスコ株式会社 | 燃料制御装置、及び舵制御装置 |
CN111674538B (zh) * | 2020-07-20 | 2022-02-22 | 龙海特尔福汽车电子研究所有限公司 | 一种竹筏动力总成 |
Citations (3)
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JPS63208642A (ja) * | 1987-02-26 | 1988-08-30 | Mitsubishi Heavy Ind Ltd | エンジン制御装置 |
WO2004099593A1 (ja) * | 2003-05-07 | 2004-11-18 | Komatsu Ltd. | 原動機制御装置を具備する作業機械 |
JP2005054414A (ja) * | 2003-08-01 | 2005-03-03 | Hitachi Constr Mach Co Ltd | 走行式油圧作業機 |
Family Cites Families (11)
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AUPM656594A0 (en) * | 1994-06-30 | 1994-07-21 | Orbital Engine Company (Australia) Proprietary Limited | A method and apparatus relating to control of the operation of an internal combustion engine |
JPH08200131A (ja) * | 1995-01-26 | 1996-08-06 | Mitsubishi Heavy Ind Ltd | 舶用電子ガバナの負荷変動制御器 |
AUPN716995A0 (en) * | 1995-12-15 | 1996-01-18 | Orbital Engine Company (Australia) Proprietary Limited | Improvements to the operation of marine engines |
JPH10318113A (ja) * | 1997-05-16 | 1998-12-02 | Sanshin Ind Co Ltd | 船舶用エンジンの運転制御装置 |
AUPQ723800A0 (en) * | 2000-05-01 | 2000-05-25 | Orbital Engine Company (Australia) Proprietary Limited | Engine airflow measurement |
US6659911B2 (en) * | 2000-11-28 | 2003-12-09 | Yamaha Marine Kabushiki Kaisha | Shift assist system for an outboard motor |
JP2002317668A (ja) * | 2001-02-14 | 2002-10-31 | Sanshin Ind Co Ltd | 水ジェット推進艇のエンジン制御装置 |
JP4087686B2 (ja) * | 2002-11-21 | 2008-05-21 | ヤマハマリン株式会社 | 船外機用エンジンの回転変動制御システム |
US7073488B2 (en) * | 2003-03-11 | 2006-07-11 | Caterpillar Inc. | Cylinder cutout strategy for engine stability |
WO2006049252A1 (ja) * | 2004-11-04 | 2006-05-11 | National University Corporation Tokyo University Of Marine Science And Technology | 舶用ディーゼル機関の燃料噴射制御方法及びその装置 |
JP2008045484A (ja) * | 2006-08-16 | 2008-02-28 | Japan Marine Science Inc | 舶用内燃機関の制御方法及び制御装置 |
-
2010
- 2010-03-31 JP JP2010082376A patent/JP4790072B1/ja not_active Expired - Fee Related
-
2011
- 2011-03-18 CN CN2011800133614A patent/CN102791992A/zh active Pending
- 2011-03-18 WO PCT/JP2011/056614 patent/WO2011125465A1/ja active Application Filing
- 2011-03-18 KR KR1020127013140A patent/KR101167578B1/ko not_active IP Right Cessation
- 2011-03-30 TW TW100110923A patent/TWI409384B/zh not_active IP Right Cessation
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63208642A (ja) * | 1987-02-26 | 1988-08-30 | Mitsubishi Heavy Ind Ltd | エンジン制御装置 |
WO2004099593A1 (ja) * | 2003-05-07 | 2004-11-18 | Komatsu Ltd. | 原動機制御装置を具備する作業機械 |
JP2005054414A (ja) * | 2003-08-01 | 2005-03-03 | Hitachi Constr Mach Co Ltd | 走行式油圧作業機 |
Also Published As
Publication number | Publication date |
---|---|
CN102791992A (zh) | 2012-11-21 |
KR20120063557A (ko) | 2012-06-15 |
TWI409384B (zh) | 2013-09-21 |
TW201144581A (en) | 2011-12-16 |
JP4790072B1 (ja) | 2011-10-12 |
KR101167578B1 (ko) | 2012-07-30 |
JP2011214472A (ja) | 2011-10-27 |
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