JPH0754105B2 - Speed governor for ship propulsion engine - Google Patents

Description

The present invention relates to a speed governing device for a ship propulsion engine, which is an electronic governor for speed governing a ship propulsion engine.

[Prior Art] Propulsion engines used for ships include diesel engines, steam turbines, gas turbines, electric motors, and the like. Since the governor used in these engines matches the set target speed, it does not need to consider the load condition, that is, the nautical condition of the ship, and only adjusts the fuel supply amount to adjust the speed. It does not have an output-like operation.

The structure of a conventional general governor is shown in FIG.

In the figure, 1 is a rotation speed setting signal given from a remote control device, 2 is a diesel engine which is a propulsion engine of a ship, and 3 is attached to an output shaft of this diesel engine 2 to show the rotation speed of this output shaft. A rotation speed detector 4 for detecting and outputting a rotation speed signal compares the rotation speed signals from the rotation speed detector 3 with the rotation speed setting signal 1 as a target value and outputs a signal corresponding to the deviation. A comparator circuit 5 is a PID controller that performs control operations such as proportionality and integration with respect to the deviation signal output from the comparator circuit 4, and 6 is fuel that is drive-controlled by the output of the PID controller 5 to adjust the fuel supply amount. It is an adjustment mechanism. Reference numeral 7 is a propeller for propelling which is driven to rotate by the diesel engine 2.

Since the fuel adjustment mechanism 6 is generally a mechanical mechanism, and therefore needs a function of controlling the position by a minor loop, a drive amplifier 8 that amplifies the output of the PID controller 5, and this drive amplifier 8 The actuator 9 for controlling and operating the fuel adjusting mechanism 6 according to the output of the actuator, the control operation position by the actuator 9 is detected to obtain a signal corresponding to the position, and the signal is compared with the output of the PID controller 5 to obtain the difference. A positioning servo system including a position signal comparison circuit 10 that outputs a corresponding signal is prepared, and the output of the PID controller 5 is applied to the actuator 9 via this positioning servo system. In addition, various limiting mechanisms such as scavenging air pressure limit 11 that limits the scavenging pressure so that it does not exceed the limit, torque limit 12 that limits that the torque does not exceed the limit, speed limit 13, etc. are provided according to the type of the diesel engine etc. Has been.

In such a structure, the speed governor normally feeds back the rotation speed signal from the rotation speed detector 3 attached to the output shaft of the diesel engine 2 with the rotation speed setting signal given from the remote control device or the like as the target value. Then, compare both with comparison circuit 4
Compare by. Then, the PID controller 5 performs control operations such as proportionality and integration with respect to the obtained deviation, and drives the fuel adjustment mechanism 6. The fuel adjusting mechanism 6 adjusts the amount of fuel injected into the diesel engine 2 in accordance with the deviation, and finally controls the rotational speed of the propeller 7 to reach a target value.

Since the fuel adjustment mechanism 6 is a mechanical mechanism,
A minor loop controls the position of the adjusting mechanism. This is performed by the positioning servo system including the drive amplifier 8, the actuator 9, the position signal comparison circuit 10, and the like. That is, the output of the PID controller 5 is amplified by the drive amplifier 8, and the position comparison circuit 10, torque limit 12, speed limit 13
And is given to the actuator 9. The actuator 9 controls the fuel adjustment mechanism 6 according to the output of the drive amplifier 8 to adjust the amount of fuel supplied to the diesel engine 2. The position signal comparison circuit 10 uses the actuator 9
A signal corresponding to the control operation position is obtained, and this is compared with the output of the PID controller 5 to obtain a signal corresponding to the difference, so that an appropriate control input is obtained. Also, scavenging air pressure limit 11, torque limit 12, speed limit 13
Various limiting mechanisms limit the signal level so that each limit is not exceeded according to the type of diesel engine.

Note that FIG. 2 shows a functional configuration. For example, the actuator 9 may be a mechanical type, a hydraulic type, a pneumatic type, or an electric type, and the PID controller 5 and the like use a computer or Other methods may be used.

Here, assuming that the ship is in stormy weather, it is expected that waves will cause swells, etc.
As shown in the figure, the propeller P of the ship S navigating the sea
May be submerged in the sea or jump out of the sea. This is called a racing state, and the cycle of sinking in or out of the sea is called the racing cycle. Then, in the racing state, the propeller P sinks in the sea or jumps out of the sea,
As a result of a large change in the load fluctuation, the load of the diesel engine will change greatly in accordance with the wave cycle.

Now, assuming that the diesel engine is operating with a target set speed, if the propeller jumps out into the air in whole or in part, the governor operates in the direction of decreasing fuel depending on the degree, When the propeller is submerged in the sea, the load becomes heavy, and as a result, the actual rotational speed of the diesel engine (hereinafter referred to as the main engine) tends to decrease, so the speed governor prevents this, Operates in an increasing direction.

[Problems to be Solved by the Invention] As described above, the fuel is greatly increased and decreased according to the racing state, and further, there is a delay in the speed control system. Therefore, when synchronized with the racing cycle, the fuel increases. Immediately after that, a state in which the propeller floats is expected to occur, and the injected fuel does not become an effective propulsion force, which brings about the opposite effect of simply abnormally increasing the rotational speed of the main engine.

In this case, main engine speed a, fuel supply b, racing situation c
FIG. 4 shows the relationship of That is, it is shown that a large amount of fuel is supplied at the timing when the propeller floats and the load is light, and conversely, the fuel is minimized when the propeller is submerged in the sea and the load is heavy. In this case, the number of revolutions of the main engine is determined by the relationship between the amount of fuel supplied and the load, and therefore it fluctuates greatly, and there is a risk of overspeed. In particular, as the engine speed, output and torque are well known in the field of ship technology, the torque of the engine is proportional to the square of the engine speed due to the propeller characteristics of the load. The output of the engine is the cube of the engine speed. Since it is in proportion to, the load fluctuation greatly affects the rotation speed fluctuation.

In other words, if the rotation speed of the main engine that rotationally drives the propeller shaft of the ship changes by, for example, 1.1 times, the torque of the main engine is proportional to the square of the rotation speed of the main engine, so (1.1) ² = 1.2. This is a 1.2-fold change, and the output of the main engine is proportional to the cube of the rotational speed of the main engine, so (1.1) ³ = 1.3, which is a 1.3-fold change.

Here, the torque of the main engine is the force of the shaft of the main engine that drives the propeller, and the output of the main engine is the product of the force of the shaft of the main engine that drives the propeller and the rotation speed of the main engine. .

On the other hand, as described above, the speed governor used in a ship propulsion engine such as a diesel engine is matched with the set target speed, so that the fuel condition is considered without considering the load condition, that is, the nautical condition of the ship. However, it does not have a constant output operation.

That is, since the conventional speed governor only has a function of controlling the rotation speed of a power source such as a diesel engine, (1) the marine condition of a ship, for example, a propeller (a ship in a stormy weather) Due to the ups and downs of the screw), the target rotation speed is maintained regardless of the fluctuation of the generated load, the fuel supply amount is automatically adjusted, and the fuel originally used to propel the ship is simply the power source. It may be consumed only to maintain the rotation speed.

(2) The speed governor follows the load fluctuation due to the ups and downs (racing) of the propeller with maximum capacity, and it becomes useless depending on the cycle of the load fluctuation. for that reason,
There is a drawback in that the speed control becomes useless, not only fuel is wasted, but also abnormal high speed rotation is caused, which adversely affects the engine.

Therefore, the object of the present invention is to pay attention to the above, and by utilizing this relationship, optimal speed control can be performed even during racing, and fuel can be effectively used for imparting propulsive force to a ship. At the same time, an object of the present invention is to provide a speed governing device for a marine vessel propulsion engine, which is capable of suppressing abnormal occurrence of high-speed rotation of the engine and enabling optimum control.

[Means for Solving the Problems] In order to achieve the above-mentioned object, the present invention detects the rotation speed of a ship propulsion engine and supplies this detection output to a comparison means to compare with a set rotation speed target value. In the speed governor for controlling the rotational speed to the target value by obtaining the deviation between the two and adjusting the amount of energy supplied to the marine vessel propulsion engine according to the deviation, the rotational speed of the marine vessel propulsion engine. Is provided with a square transformation unit for performing a square transformation and a cube transformation unit for performing a cubic transformation of the detection output, and a torque setting means for giving a target value when the square transformation output is used and a target value when the cube transformation output is used. And an output setting means for giving the output of the square transformation unit and its target value, and the output of the cube transformation unit and its target value, and any one set of the rotation speed detection output and the rotation speed target value are selected. Selection given to comparison means And selecting means.

[Operation] In such a configuration, normally, as in the conventional case, energy (fuel when the main engine is a diesel engine) is supplied to the main engine so that the number of revolutions of the ship propulsion engine (hereinafter referred to as the main engine) reaches a target value. The amount is controlled, and when there is a danger of a racing condition due to swells on the sea surface, such as in stormy weather, the selecting means causes the square converter and the square converter 3
One of the power conversion units is selected, the detection signal of the main engine rotation speed is square-converted or cube-converted, a deviation is obtained by comparing with a target value, and a fuel supply amount corresponding to the deviation is obtained. The amount of fuel supplied to the main engine is controlled so that the main engine is subjected to constant torque control and constant output control. By the constant torque control and the constant output control, in the racing state, it is possible to prevent the rotation speed from abnormally increasing due to load fluctuation and meaningless speed adjustment control as in the rotation speed control.

[Advantages of the Invention] By enabling the constant torque control or the constant output control in stormy weather as described above, in the racing state, the rotation speed abnormally rises due to load fluctuation as in the rotation speed control, It becomes possible to prevent the speed control from becoming unnecessary, and the optimum speed control can be performed even during racing, and the fuel can be effectively used to give the propulsive force to the ship and the engine can be used. It is possible to suppress the occurrence of abnormal high-speed rotation, and there is an advantage that optimal control is possible.

[Embodiment] An embodiment of the present invention will be described below with reference to FIG. This device is obtained by adding the configuration shown in FIG. 1 to the configuration shown in FIG. That is, for the comparison circuit 4 described in FIG. 2, the rotation speed / torque / output converter 21 as shown in FIG.
Therefore, while a normal speed governor compares the target value with the current value of the main engine speed as it is, the target value is corrected using the main engine speed corrected by the square or cube of the rotational speed. Be able to compare with. Therefore, the rotation speed / torque / output converter 21 is a rotation speed characteristic conversion unit 21- that converts an input at a multiplication factor of 1 for normal main engine rotation speed comparison control.
1 and a torque characteristic conversion unit 21 that converts the input at a multiplication factor of 2
-2, and an output characteristic conversion unit 21 that converts the input at the multiplication factor of the third power
-3. Further, among these, the target value differs depending on the conversion unit used, so that the conversion units 21-1, 21 to 21-
Corresponding to 3, rotation speed setting signal 1a for rotation speed setting,
A torque setting signal 1b for torque setting and an output setting signal 1c for output setting can be given.These are appropriately selected by the crew of the ship according to the situation by the selection switch 22 for selection switching. There is a configuration to select.

Here, the square transformation and the cubic transformation will be briefly mentioned.
As described above, it is known that the torque of the main engine is proportional to the square of the rotation speed of the main engine, and the output of the main engine is proportional to the cube of the rotation speed of the main engine. In this case, the propeller shaft of the ship is used. For example, if the rotation speed of the main engine that drives the motor changes 1.1 times, the torque of the main engine will change to (1.1) ² = 1.2 in proportion to the square of the rotation speed of the main engine, and will change 1.2 times. Also, since the output of the main engine is proportional to the cube of the rotation speed of the main engine, (1.1) ³ = 1.3, which is a 1.3 times change.

On the other hand, fuel is increased / decreased in order to maintain the rotation speed by changing the rotation speed of the main engine, but sudden speed fluctuations occur during racing, which makes senseless fuel for controlling the rotation speed of the main engine. Will be supplied. Therefore, in the present invention, as described above, the main engine rotation speed corrected by the square or the cube of the rotation speed is used for comparison with the target value, which is the square transformation or the cubic transformation. The square transformation is used in the constant torque control, and the third transformation is used in the constant output control.

In this way, it is possible to suppress and control the adjustment of the fuel so as not to judge that the torque and the output of the main engine are 1.2 times and 1.3 times, respectively, even if the rotation speed of the main engine is 1.1 times. . That is, this makes it possible to avoid abrupt fuel supply and reduce fuel waste in the main engine speed control.

Next, the operation of the present invention will be described.

In such a configuration, the selection switch 22 is normally set to select the rotation characteristic conversion unit 21-1 and the rotation speed setting signal 1a.

As a result, the main engine rotation speed signal output from the rotation speed detector 3 is converted by the rotation characteristic conversion unit 21-1 in a one-to-one manner and is given to the comparison circuit 4, and the comparison circuit 4 also receives the target value. As a result, the rotation speed setting signal 1a is given.
Then, the comparison circuit 4 gives the deviation between the two to the output PID adjuster 5, so that the speed control similar to the conventional one is executed.

It is also assumed that the selection switch 22 is set to select the torque characteristic conversion unit 21-2 and the torque setting signal 1b side.

As a result, the main engine rotation speed signal output from the rotation speed detector 3 is squared by the torque characteristic conversion unit 21-2 and is provided to the comparison circuit 4, and the comparison circuit 4 receives the target value as a target value. The torque setting signal 1b will be given.
Then, the comparison circuit 4 gives the deviation between the two to the output PID adjuster 5, so that the speed control is carried out by using the squared characteristic, which is constant torque control.

It is also assumed that the selection switch 22 is set to select the output characteristic conversion unit 21-3 and the output setting signal 1c side.

As a result, the main engine rotation speed signal output from the rotation speed detector 3 is converted to the third power by the output characteristic conversion unit 21-3 and is given to the comparison circuit 4, and the comparison circuit 4 receives the target value as a target value. The output setting signal 1c will be given. Since the comparison circuit 4 gives the deviation between the two to the output PID adjuster 5, the speed control is carried out by the third power characteristic, which is constant output control.

Now, assuming that the constant torque control is used and the torque characteristic conversion unit 21-2 is selected, for example, the torque set value is set to 80
%. This is an example of the ratio of the torque value of the main engine in a certain ship, which is required when the weather is mild, and corresponds to 90% of the main engine speed. That is, in this case, assuming that the main engine rotation speed required to obtain the optimum torque in normal times is a torque value of 80% of the maximum torque of the main engine, in order to suppress waste of fuel in the racing state. Is the relation that the torque characteristic of the main engine is proportional to the square of the change in the number of revolutions.
(Main engine speed) ² = 0.9 ² = 0.81, and it can be seen that the main engine speed is 90% in order to secure a torque of 81%. This 0.81 (81%) is the basis for 80%.

As described above, in the constant torque control of the present invention, the torque setting value is set to a required value in time of mild weather, and the main engine is controlled so as to maintain the rotation speed corresponding to the torque. Then, this makes it possible to secure the required torque in normal times.

When the ocean is racing (in stormy weather), the main engine speed fluctuates due to load fluctuations. Then, when the actual speed changes from about 90% to 100%, the speed governor is in the same state as if it were considered to have changed from about 80% to 100% due to the above-mentioned square transformation function, so the fuel supply amount is greatly reduced. Will be lowered.

Conversely, if the actual speed changes from about 90% to 80%, 2
Since it is the same as assuming that it has changed from about 80% to 64% according to the riding characteristics, the increase in the fuel supply amount is suppressed more than usual.

That is, when the torque characteristic conversion unit 21-2 is selected and the actual rotation speed changes at the same rate as the increase and decrease, the change in the fuel supply amount is controlled to be large in the decreasing direction and small in the increasing direction.

When the output characteristic conversion unit 21-3 (third power characteristic) is selected, the detected value of the number of revolutions is converted with the multiplication factor being the third power, so that it is larger in the decreasing direction and smaller in the increasing direction than the square. The fuel supply amount is controlled.

It should be noted that if the torque limit shown in FIG. 2 is used in the fuel increasing direction, it will not exceed a certain value (millit value), and wasteful fuel supply will be suppressed. However, the ability for constant speed control is lost.

In this way, the rotation speed of the main engine is detected and this detection output is given to the comparison means, and the deviation between the two is obtained by comparing with the set rotation speed target value, and the amount of energy supplied to the main engine is determined according to this deviation. In the speed governor that controls the rotation speed to the target value by adjusting, a square transformation unit that square-transforms the detection output of the rotation speed of the main engine and a cube-transformation unit that cubic-transforms the detection output. Further, there is provided torque setting means for giving a target value when the squared conversion output is used, and output establishment means for giving a target value when the third power is used. The output and its target value and one of the rotational speed detection output and the rotational speed target value is selected and provided to the comparing means, and the selecting means is provided to configure the swell on the sea surface such as in stormy weather. There is a racing condition When there is a risk of twisting, the selecting means selects one of the outputs of the square transformation unit and the cube transformation unit to obtain the square transformation or cube transformation output of the detection signal of the main engine rotation speed. Then, the deviation is compared with the target value, and the fuel supply amount to the main engine is controlled so that the fuel supply amount according to the deviation is obtained, whereby the main engine constant torque control and constant output control are performed. In the racing state, it is possible to prevent the rotation speed from abnormally increasing due to load fluctuations and meaningless speed control, as in the rotation speed control. Therefore, even during racing, optimal speed control can be performed, fuel can be effectively used to impart propulsive force to the ship, fuel efficiency is improved, and abnormal high speed rotation of the main engine is suppressed. As a result, it is possible to obtain a speed control device for a marine propulsion engine, which is characterized in that it is possible to suppress damage and wear of the main engine and to prolong the service life.

The present invention is not limited to the embodiments described above and shown in the drawings, and can be appropriately modified and implemented within the scope of the invention.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a diagram showing a configuration example of a general speed governor of a ship propulsion engine, FIG. 3 is a diagram for explaining racing, and FIG. The figure is a diagram for explaining the adverse effect of racing on speed control. 1a …… rotation speed setting signal, 1b …… torque setting signal, 1c ……
Output setting signal, 2 ... Diesel engine, 3 ... Rotation speed detector, 4 ... Comparison circuit, 5 ... PID controller, 6 ... Fuel adjustment mechanism, 7 ... Propeller, 21 ... Rotation speed / torque -Output converter, 21-1 ... Rotation speed characteristic conversion section, 21-2 ... Torque characteristic conversion section, 21-3 ... Output characteristic conversion section, 22 ... Selection switch.

Claims (1)

[Claims] Claim: What is claimed is: 1. The number of revolutions of a marine vessel propulsion engine is detected, and the detected output is given to a comparing means to obtain a deviation between them by comparing with a set rotational speed target value. In a speed governing device that controls the rotational speed to a target value by adjusting the amount of energy supplied, a square converter and a cubic converter that square-detect the rotational speed detection output of the marine vessel propulsion engine. And a torque setting means for giving a target value when the squared conversion output is used, and an output setting means for giving a target value when the cubic conversion output is used. It is characterized in that it is configured by providing a selecting means for selecting one set of the target value and the output of the third power conversion unit, the target value thereof, and the rotation speed detection output and the rotation speed target value, and giving it to the comparing means. Ship propulsion organization Governor.