JPS6215746B2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to a marine parallel engine control device.

A conventional device of this type is shown in FIG. 1, and will be described. In FIG. 1, reference numeral 1 denotes a command device, which outputs a signal corresponding to the amount of operation when the handle 1a is operated in the forward or reverse direction. The output signal of the command device 1 is transmitted to a function generator 2, and the output signal of the function generator 2 is transmitted to one input terminal of each of the first differential amplifier 3a and the second differential amplifier 3b. Further, 7a is a first fuel restriction device of the first engine (not shown), 7b is a second fuel restriction device of the second engine (not shown), and the first position is interlocked with the first fuel restriction device 7a. The output signal of the detector 8a is transmitted to the other input terminal of the first differential amplifier 3a, and the second differential amplifier 3a is connected to the second fuel limiting device 7b.
The output signal of the position detector 8b is transmitted to the other input terminal of the second differential amplifier 3b. These first and second differential amplifiers 3a and 3b each amplify the difference between two input signals. 4a is a timing oscillator 5
A first comparator amplifier 4b receives the reference signal from the timing oscillator 5 and the output signal of the first differential amplifier 3a;
This is a second comparison amplifier to which the output signal of the differential amplifier 3b is input, and these first and second comparison amplifiers 4
a and 4b each output a pulse signal with a pulse width corresponding to the output signal of the corresponding differential amplifier. 6a is a first electromagnetic valve for increasing/decelerating which is controlled on/off by a pulse signal from the first comparator amplifier 4a and transmits an air signal to the first fuel restriction device 7a; and 6b
is a second electromagnetic valve for increasing/decelerating which is controlled on/off by a pulse signal from the second comparator amplifier 4b and transmits an air signal to the second fuel restriction device 7b, and these first and second electromagnetic valves 6a , 6b are controlled on and off until the two input signals of the respective differential amplifiers match.

This conventional marine parallel engine control system is practical in terms of static characteristics during steady operation, but because it operates on fuel, the rotation speed changes with load fluctuations on both engines, and When the load is small, such as when on a ship, there is a problem in that there is a difference in the fuel capacity of the engines, and that it is difficult to control the balance in accordance with the actual rotational speed of both engines in terms of dynamic characteristics when operating conditions change. Ta.

Therefore, an object of the present invention is to facilitate the balance control of both engines in a marine parallel engine control system and improve the load sharing control characteristics. In addition to controlling the first governor, the second governor is controlled by an added signal obtained by adding another signal to the output signal of the command device.
The second governor of the engine is controlled, and the second engine is controlled based on a comparison signal that compares the output signal of the first fuel rack position detector of the first engine with the output signal of the second fuel rack position detector of the second engine. This is where the fuel restriction device is controlled.

An embodiment shown in FIG. 2 will be described below.

In FIG. 2, reference numeral 10 denotes a command device, which outputs a signal corresponding to the amount of operation when the handle 10a is operated in the forward or reverse direction. 13a is the first engine of the first engine E1 according to the output signal of the command device 10.
A first governor that controls a fuel injection valve (not shown). Reference numeral 11 denotes an adder that adds the output signal of the command device 10 and another signal from the signal generator 12. A second governor 13b controls a second fuel injection valve (not shown) of the second engine E2 based on the addition signal from the adder 11. 14a is a first fuel rack position detector provided in the first fuel injection valve; 14b;
is a second fuel rack position detector provided in the second fuel injection valve, and these two position detectors 14a, 1
The output signal of 4b is input to comparator 15. 16
is a fuel limiting device that controls the second governor 13b or the second fuel injection valve based on the output signal of the comparator 15 to suppress the rotation speed of the second engine E2. 17 receives the output signal of the comparator 15, and when the input signal is larger than the set value, the 2-position switching valve 1
This is a discrimination circuit that energizes the solenoid 18a of the two-position switching valve 18 and deenergizes the solenoid 18a of the two-position switching valve 18 if the value is below a set value. Reference numeral 19 denotes a switching circuit to which the output signal of the comparator 15 and the pulse signal from the pulse generator 20 are inputted, and the output signal of the discrimination circuit 17 is inverted and inputted by the negation element 21; outputs a continuous signal to energize the first solenoid 22a or second solenoid 22b of the three-position switching valve 22 when the output signal of the comparator 15 is greater than the set value, and when the output signal of the comparator 15 is less than the set value An intermittent signal is output to excite and demagnetize the first solenoid 22a or the second solenoid 22b of the three-position switching valve 22. Note that 23 is a fluid source, and the fluid source 23 is connected to the two-position switching valve 1.
8 and 3-position switching valve 22 in sequence to the fuel restriction device 16 .

Next, the operation of one embodiment of the above configuration will be described.

The output signal of the command device 10 is transmitted to the first governor 13a, and the rotation speed of the first engine E1 is controlled by the operation of the first governor 13a. At the same time, an addition signal of about 10% added to the output signal of the command device 10 is transmitted to the second governor 13b, and the rotation speed of the second engine E2 is controlled by the operation of the second governor 13b. and a first fuel rack position detector 1;
4a output signal and second fuel rack position detector 14
The comparator 15 compares the output signal of the output signal b.

At this time, if the output signal of the second fuel rack position detector 14b is larger than the output signal of the first fuel rack position detector 14a and the difference is larger than the set value,
The two-position switching valve 18 is activated by the output signal of the discrimination circuit 17.
The solenoid 18a of the 3-position switching valve 22 is energized by the continuous signal from the switching circuit 19, and the first solenoid 22a of the three-position switching valve 22 is energized, so that the pressurized fluid from the fluid source 23 is continuously and rapidly transferred to the fuel restriction device 16. The fuel restriction device 16 reduces the amount of fuel injected from the second fuel injection valve to rapidly reduce the rotational speed of the second engine E2.

As the rotation speed of the second engine E2 decreases, the output signal of the second fuel rack position detector 14b decreases.
From this output signal, the first fuel rack position detector 14
When the value obtained by subtracting the output signal of a becomes less than the set value,
The discrimination circuit 17 is the solenoid 1 of the 2-position switching valve 18.
8a, the output signal of the switching circuit 19 becomes an intermittent signal to excite and demagnetize the first solenoid 22a of the 3-position switching valve 22, and the pressure fluid from the fluid source 23 flows through the throttle 18b of the 2-position switching valve 18, The fuel is supplied to the fuel restriction device 16 via the 3-position switching valve 22, and the rotational speed of the second engine E2 gradually decreases. and,
When the output signal of the second fuel rack position detector 14b matches the output signal of the first fuel rack position detector 14a, the first solenoid 22 of the three-position switching valve 22
a is completely demagnetized and the pressure fluid supply to the fuel restriction device 16 is cut off.

Further, if the output signal of the second fuel rack position detector 14b is smaller than the output signal of the first fuel rack position detector 14a and the difference is larger than the set value, the output signal of the discrimination circuit 17 causes the two-position switching valve 18 to As solenoid 18a is energized, a continuous signal from switching circuit 19 energizes second solenoid 22b of three-position switching valve 22, so that pressurized fluid from fluid source 23 is continuously and rapidly transferred to fuel restriction device 1.
6, and the rotational speed of the second engine E2 rapidly increases.

As the rotational speed of the second engine E2 increases, the output signal of the second fuel rack position detector 14b increases,
When the difference from the output signal of the first fuel rack position detector 14a becomes less than the set value, the solenoid 18a of the two-position switching valve 18 is demagnetized, and the switching circuit 19
The output signal becomes an intermittent signal and the 3-position switching valve 22
The second solenoid 22b is excited and demagnetized, and the fluid source 23
Pressure fluid from the 2-position switching valve 18
b. The fuel is supplied to the fuel restriction device 16 via the 3-position switching valve 22, and the rotational speed of the second engine E2 gradually increases. When the output signal of the second fuel rack position detector 14b matches the output signal of the first fuel rack position detector 14a, the second solenoid 22b of the three-position switching valve 22 is completely demagnetized, and the fuel restriction device 1
Pressure fluid supply to 6 is cut off.

According to the marine parallel engine control device of the present invention shown in the above embodiments, the output signal of the second fuel rack position detector of the second engine is Since the second engine is controlled by the fuel limiting device so as to match the output signal of the first fuel rack position detector of the engine, it is possible to always fairly share the load between the two engines.

[Brief explanation of the drawing]

FIG. 1 shows a conventional marine parallel engine control system, and FIG. 2 shows an embodiment of the marine parallel engine control system of the present invention. E1...first engine, E2...second engine, 10...
...Command device, 10a...Handle, 11...Adder, 12...Signal generator, 13a...First governor, 13b...Second governor, 14a...First fuel rack position detector, 14b... Second fuel rack position detector, 15... comparator, 16... fuel restriction device.

Claims (1)

[Claims] 1. A command device that outputs a signal according to the amount of operation of the steering wheel, a first governor that controls the first engine based on the output signal of the command device, and an addition signal that is obtained by adding another signal to the output signal of the command device. a second governor for controlling the second engine; a comparator for comparing the output signal of the first fuel rack position detector of the first engine with the output signal of the second fuel rack position detector of the second engine; A marine parallel engine control device comprising a fuel limiting device that controls a second engine based on an output signal from the engine.