JP6173513B1 - Ship over-rotation suppression control device - Google Patents

Abstract

An over-rotation suppression control device for a ship that protects an engine is provided. When an engine 60 is in an overspeed state, an ECU 50 is provided that suppresses the engine speed to be equal to or lower than the speed in the overspeed state based on the overspeed state. Based on the shift position of the engine 60, an over-rotation rotational speed calculation function unit that calculates the rotational speed of the over-rotation region, and a cumulative count of the over-rotation region is calculated by counting the over-rotation region a predetermined number of times or for a predetermined time. Then, based on the calculation result, an over-rotation rotation speed setting function unit that gradually decreases a preset set value, and the engine 60 enters the over-rotation region, and after the set value is decreased according to the count number, When the engine 60 does not enter the over-rotation region from the fully-open operation state, the over-rotation return that gradually returns the set value to a preset value. And a constant calculating function unit. [Selection] Figure 3

Description

  The present invention relates to an overspeed suppression control device for a ship that controls the rotational speed of an overspeed region of an engine mounted on the ship.

Conventionally, in an electronically controlled engine, when a predetermined rotational speed is exceeded in a so-called fully open operation state in the shift F state, the rotational speed is suppressed by a fuel cut in order to suppress the rotational speed of the engine, An over-rotation rotational speed control technique for controlling the engine rotational speed so as not to exceed a predetermined value for engine protection is well known.
In this type of technology, the engine speed is used to determine overspeed, and when the rotational speed rises, such as when the load of water flow is reduced, the engine speed is controlled to protect the engine by fuel cut when the engine speed exceeds the judgment value. ing. For example, Japanese Patent Laid-Open No. 4-325735 (Patent Document 1) proposes a device for preventing an increase in engine rotation speed during overspeed.

JP-A-4-325735

  In the conventional device for preventing an increase in the rotational speed, over-rotation is set based on the throttle value, and control is performed to lower the over-rotation setting when the throttle is fully opened. However, in the case of a ship, in recent years, one engine is not necessarily mounted on one ship, and there are many situations where a plurality of engines are mounted.

  For example, when there are three or four engines mounted on the engine, the outboard motor set on the inner side may be set with a short leg for the outboard motor due to the water flow. The load caused by water flow is lighter than that of the engine, and when the hull bounces due to waves, the rotation speed of the engine rapidly increases due to the load reduction, and a predetermined over-rotation rotation speed (for example, 6500 r / min) set in advance is There is a situation where it exceeds the limit (for example, 7000 r / min) and is not in time even if the fuel is cut. As described above, even if the conventional over-rotation rotational speed control can cope with the same use environment, it is difficult to suppress over-rotation for all patterns due to various use environments.

  Moreover, the size, shape, size of the hull, and the like of the propeller to be mounted are often different for each setting depending on the use application specific to the ship, and the traveling load (torque) changes. For this reason, the overspeed range due to the set value may be unexpectedly exceeded, and damage to the engine will be accumulated due to subsequent increase in water load, and if it continues, an event that will lead to engine damage is likely to occur. There is.

  Therefore, in view of such a use environment of the ship, the present invention reduces the fuel cut determination region when detecting that the rotational speed has suddenly increased, and sets the fuel that has been set in advance according to the subsequent operation state. An object of the present invention is to provide an over-rotation suppression control device for a ship that protects an engine by returning to a cut determination value.

To achieve the above object, overspeed suppression control apparatus for a ship according to the present invention, the overspeed suppression control apparatus for suppressing a ship rotational speed of the overspeed region of an engine mounted on a ship, the rotational speed of the engine Engine speed detecting means for detecting the engine, throttle opening degree detecting means for detecting the fully open operation state of the engine, shift position detecting means for detecting the shift position of the engine, and intake pressure for detecting the load state of the engine Based on detection by the detection means, the engine speed detection means, the throttle opening detection means, the shift position detection means, and the intake pressure detection means, when the engine is in an overspeed state, the overspeed state Control means for suppressing the engine rotation speed to be equal to or lower than the rotation speed in the over-rotation state based on the engine, and the control means includes the engine Based rotational speed of the shift position of the engine, said the overspeed rotation speed calculation function unit for calculating a rotational speed of the overspeed region, the overspeed region a predetermined number of times or for a predetermined time count to the overspeed region, of calculating the cumulative count, based on the calculation result, the excessive rotation speed setting function unit shall be the preset overspeed setting value updating gradually decreased overspeed setting value, the engine is the over as a rotary region, if not enter the over-rotation set value the preset in accordance with the count number after the overspeed setting value said updated, the full open operation condition or et before Symbol overspeed region of the engine, An over-rotation return determination calculation function unit for gradually returning the updated over-rotation set value to the preset over-rotation set value.

According to the over-rotation suppression control device for a ship according to the present invention, when it is detected that the rotational speed of the engine has suddenly increased due to the above-described configuration, the over-rotation set value of the fuel cut is reduced, Since the engine is restored to the preset fuel cut overspeed setting value , the engine can be protected, and this is particularly effective for a ship equipped with a plurality of outboard motors for one ship.

It is a whole block diagram at the time of applying the over-rotation suppression control apparatus by Embodiment 1 of this invention to the engine for ships. It is a detailed block diagram of the fuel-injection control apparatus used for the engine for ships shown in FIG. It is a flowchart which shows the overspeed suppression process in the main control process in ECU of the fuel-injection control apparatus shown in FIG. 3 is a flowchart for determining detection of an overspeed limit state in the fuel injection control apparatus shown in FIG. 2. 3 is a flowchart for determining return of an overspeed limit state in the fuel injection control device shown in FIG. 2. 3 is a flowchart of an overspeed limit level setting process in the fuel injection control device shown in FIG. 2. It is a flowchart of the process which sets the overspeed upper limit in the fuel-injection control apparatus shown in FIG. It is a flowchart of an update process of the overspeed setting value in the fuel-injection control apparatus shown in FIG.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a preferred embodiment of a ship over-rotation suppression control device according to the invention will be described in detail with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is an overall configuration diagram when an overspeed suppression control apparatus according to Embodiment 1 of the present invention is applied to a marine engine.
In FIG. 1, an outboard motor 10 in which a marine engine, a shaft, a propeller, and the like are integrated includes an ECU (Electronic Control Unit) 50 as a control unit and is mounted on the stern of the marine vessel 11. A throttle lever 12 is arranged at a maneuvering seat of the ship 11, and the throttle lever 12 is connected to a throttle valve opening amount (intake) via a throttle cable 13 via a link mechanism (not shown) in the outboard motor 10. Adjust the air volume. The throttle lever 12 sets a shift position (forward / neutral / reverse) via a shift cable 14 and a shift link mechanism and a gear mechanism (both not shown) in the outboard motor 10. An engine stop switch 15 is disposed at the boat maneuvering seat, and a signal from the engine stop switch 15 is sent to the ECU 50 via a signal line (not shown). Reference numeral 16 denotes a starter provided in the outboard motor 10.

  FIG. 2 is a detailed configuration diagram of a fuel injection control device used in the marine engine shown in FIG. In FIG. 2, air is sucked into the engine 60 through the intake pipe 20, and the intake air flows into the intake manifold 22 while adjusting the flow rate through the throttle valve 21. An injector 23 is arranged immediately before the combustion chamber of the intake manifold 22 to inject gasoline fuel. The intake air is mixed with the injected gasoline fuel to form an air-fuel mixture, flows into each of the plurality of cylinder combustion chambers, and is ignited and burned by the spark plug 24. Exhaust gas after combustion flows through the exhaust manifold 25 and is discharged to the outside of the engine 50.

  The throttle valve 21 is connected to a throttle opening sensor 26 as a throttle opening detecting means for detecting an idle operation state of the engine 60, and outputs a signal proportional to the throttle opening to the ECU 50 via a signal line a. The ECU 50 determines whether the throttle valve 21 is fully closed based on the throttle opening signal, and detects that the engine 60 is in an idle state. An absolute pressure sensor 27 as intake pressure detection means is disposed downstream of the throttle valve 21 and outputs a signal corresponding to the intake pipe absolute pressure PB (engine load) to the ECU 50 via the signal line b. An intake air temperature sensor 28 is disposed upstream of the throttle valve 21 and outputs a signal proportional to the intake air temperature AT to the ECU 50 via the signal line c. Further, a wall temperature sensor 29 as engine temperature detecting means for detecting warm-up operation of the engine 60 is disposed at an appropriate position of the cylinder block 60a, and a signal proportional to the engine cooling wall temperature WT is sent to the ECU 50 via the signal line d. Output to.

  An ISC (Idle Speed Control) valve 30 controls the amount of air for maintaining an idle state during idle operation. When the amount of air is required, the ISC valve 30 is moved in the direction of contraction according to the STEP number reduction command to widen the space 30a and increase the amount of air entering. When the air amount is narrowed down, the ISC valve 30 is moved in the direction to extend by the STEP number increase command to fill the space 30a with the ISC valve 30, and the idle air amount is maintained by reducing the amount of air entering.

  Further, in the vicinity of the above-described shift link mechanism, a shift position detecting means that is a load detecting means for detecting whether the shift position state of the engine 60 is neutral, forward, or reverse in the gear box 32 connected to the propeller 31. That is, a shift position sensor (not shown) is arranged, and a signal corresponding to the operated shift position (forward / neutral / reverse) is output to the ECU 50 via the signal line e. Thereby, ECU50 detects an engine load.

  Further, a crank angle sensor 35 functioning as an engine speed detecting means for detecting the speed of the engine 60 is disposed in the vicinity of the flywheel 34 attached via the crankshaft 33, and the crank angle signal is sent to the signal line. It is sent to the ECU 50 via f. The ECU 50 calculates the engine speed (engine speed, NE) from the output of the crank angle sensor 35. Further, the engine stop switch 15 in the boat operator's seat is turned on when the engine operator requests to stop the engine, and outputs it to the ECU 50 via a signal line (not shown).

  In FIG. 2, reference numeral 36 denotes a fuel tank, reference numeral 37 denotes an electric fuel pump, reference numeral 38 denotes a fuel pressure adjusting device, reference numeral 39 denotes a fuel pipe, reference numeral 39 a denotes a fuel return pipe, reference numeral 40 denotes an overheat sensor, and reference numeral 41 denotes Each generator is shown.

Next, the operation of the fuel injection control device used in the marine engine will be described with reference to FIGS.
As shown in FIG. 2, when the starter 16 is driven, the crankshaft 33 rotates. The generator 41 is driven by the rotation of the crankshaft 33 to generate power, and the generated power is supplied to the injector 23, the spark plug 24, and the ISC valve 30 via the ECU 50. The ECU 50 drives the injector 23, the spark plug 24, and the ISC valve 30 based on the fuel supply amount, ignition timing, and required air amount calculated in advance, and starts the engine 60 stably.

Next, details of the overspeed suppression processing executed by the ECU 50 will be described based on the flowcharts shown in FIGS.
FIG. 3 is a flowchart showing an overspeed suppression process in the main control process in the ECU 50 of the fuel injection control device. This main control process is executed every 5 ms.

First, in step S301, it is determined whether an overspeed limit state is detected, and in step S302, a process for returning the overspeed limit state is performed. In step S303, a limit level for gradually changing the overspeed setting value when overspeed is limited is set. In step S304, the upper limit value of overspeed is set according to the overspeed limit level, and the overspeed setting value is updated in step S305. Step S306 the engine rotational speed is a judgment whether or exceeds the overspeed setting value, if the engine rotational speed exceeds the overspeed setting value, perform the stop of the fuel injection at step S307, the engine rotational speed overspeed If it does not exceed the set value , this process ends. In the above description, step S301 corresponds to an overspeed rotation speed calculation function unit, step S302 corresponds to an overspeed return determination calculation function unit, and step S303 corresponds to an overspeed rotation speed setting function unit.

  FIG. 4 is a flowchart for determining the detection of the overspeed limit state in step S301 of FIG. First, in step S401, it is determined whether the detection cycle has elapsed. If the detection cycle has elapsed, step S402 is executed. If the detection cycle has not elapsed, step S410 is executed. The detection cycle can be set arbitrarily.

  Next, in step S402, it is determined whether the shift position is forward (forward). If the shift position is forward, step S403 is executed, and if the shift position is other than forward, step S410 is executed. Here, the shift position at which overspeed limitation is to be performed is set. (For this embodiment, forward is set)

  Next, in step S403, it is confirmed whether the intake pressure is in the fully open region of the engine 60. If the intake pressure is in the fully open region of the engine 60, step S404 is executed. End. In order to determine whether the intake pressure is in the fully open region of the engine 60, conditions other than the intake pressure may be used.

  Next, in step S404, it is confirmed whether the throttle opening is in the fully open region. If the throttle opening is in the fully open region, step S405 is executed, and if the throttle opening is not in the fully open region, the process ends. Note that conditions other than the throttle opening may be used to determine whether the throttle opening is in the fully open region.

  Next, in step S405, the engine speed is compared with the overspeed limit determination value. If the engine speed exceeds the overspeed limit determination value, step S406 is executed. If the engine speed does not exceed the overspeed limit determination value, the process ends. The overspeed limit judgment value is set to a value higher than the overspeed setting value, and is set to a rotational speed that leads to engine damage.

  Step S406 is a process of updating (+1) the overspeed establishment counter when all the conditions from Step S401 to Step S405 are established. Step S410 is an overrun when the conditions of Step S401 and Step S402 are not established. This is a process for initializing (0) the rotation counter.

  FIG. 5 is a flowchart for determining return of the overspeed limit state in step S302 of FIG. First, in step S501, it is determined whether overspeed is being restricted (overspeed limit level is other than zero). If overspeed is being restricted, step S502 is executed, and if overspeed is not being restricted, step S510 is executed.

  Next, in step S502, it is confirmed whether the intake pressure is in the fully open region of the engine 60. If the intake pressure is in the fully open region of the engine 60, step S503 is executed, and if the intake pressure is not in the fully open region of the engine 60, step S510 is executed. Since it is determined whether the intake pressure is in the fully open region of the engine 60, conditions other than the intake pressure may be used.

  Next, in step S503, it is confirmed whether the throttle opening is in the fully open region. If the throttle opening is in the fully open region, step S504 is executed. If the throttle opening is not in the fully open region, step S510 is executed. Note that conditions other than the throttle opening may be used to determine whether the throttle opening is in the fully open region.

  Next, in step S504, it is confirmed whether the shift position is forward (forward). If the shift position is forward, step S505 is executed, and if the shift position is other than forward, step S510 is executed.

  Next, in step S505, the engine speed is compared with the current overspeed setting value, and if the engine speed is within the overspeed setting value, step S506 is executed, and if the engine speed is not within the overspeed setting value. Step S510 is executed.

  In step S506, the over-rotation limit return timer is updated because the over-rotation rotation speed is not reached in spite of the fully open state under the conditions of step S501 to step S505. Otherwise, step S510 is executed and the process ends. In step S510, saying that the condition is not satisfied, the overspeed limit return timer is initialized and the process ends.

  FIG. 6 is a flowchart of the overspeed limit level setting process in step S303 of FIG. First, in step S601, it is determined whether the detection cycle has elapsed. If the detection cycle has elapsed, step S602 is executed, and if the detection cycle has not elapsed, step S610 is executed.

  Next, in step S602, the over-rotation establishment count number is compared with the over-rotation limit determination integration number. If the over-rotation restriction determination integration number is equal to or greater than the over-rotation establishment count number, step S603 is executed as over-rotation restriction establishment. If it is less than the over-rotation establishment count, step S610 is executed.

  Next, in step S603, the upper limit of the overspeed limit level is determined. If the current overspeed limit level is less than 3, step S604 is executed. If the current overspeed limit level is 3 or more, step S610 is executed. Execute. In the present embodiment, level 3 is used, but the number of levels may be increased or decreased depending on the situation.

  Next, in step S604, the overspeed limit level is updated (+1), and step S610 is executed. In step S610, the overspeed limit return timer is determined. If the return timer has elapsed, step S611 is executed, and if the return timer has not elapsed, the process ends.

  In step S611, since the overspeed limit return timer has elapsed, the overspeed limit level is returned to 1, and step S612 is executed. In step S612, since the overspeed limit return timer has elapsed, the return timer is initialized to perform remeasurement, and step S612 is executed.

  FIG. 7 is a flowchart of the process for setting the overspeed upper limit value in step S304 of FIG. First, in step S701, it is determined whether the overspeed limit level is 1. If the overspeed limit level is 1, step S710 is executed, the overspeed upper limit value is set to the limit set value 1, and the process ends. If the overspeed limit level is not 1, step S702 is executed.

  Next, in step S702, it is determined whether the overspeed limit level is 2. If the overspeed limit level is 2, step S711 is executed, the overspeed upper limit value is set to the limit set value 2, and the process ends. If the overspeed limit level is not 2, step S703 is executed.

  Next, in step S703, it is determined whether the overspeed limit level is 3. If the overspeed limit level is 3, step S712 is executed to set the overspeed upper limit value to the limit set value 3 and the process is terminated. If the overspeed limit level is not 3, step S704 is executed.

  In step S704, since there is no overspeed limit level, a normal set value is set and the process ends. The limit level may be increased or decreased depending on the situation.

  FIG. 8 is a flowchart of the overspeed setting value update process in step S305 of FIG. First, in step S801, it is determined whether the shift position is forward (forward). If the shift position is forward, step S802 is executed, and if the shift position is other than forward, step S810 is executed. Here, the shift position at which the overspeed limitation is to be performed is set. (For this embodiment, forward is set)

  Next, in step S802, the overspeed setting value is compared with the overspeed upper limit value. If the overspeed setting value is larger than the overspeed upper limit value, step S803 is executed, and the overspeed setting value is smaller than the overspeed upper limit value. Executes step S804.

  Next, in step S803, the overspeed subtraction value is subtracted from the overspeed setting value, and the process ends as the updated overspeed setting value. Note that the overspeed set value after subtraction is limited by the overspeed upper limit value.

  Next, in step S804, the updated overspeed setting value is compared with the overspeed upper limit value. If the updated overspeed setting value is smaller than the overspeed upper limit value, step S805 is executed, and the updated overspeed setting is executed. If the value is larger than the overspeed upper limit value, the process is terminated.

  In step S805, the overspeed subtraction value is added to the updated overspeed setting value, and the process ends as an updated overspeed setting value. The over-rotation set value after addition is limited by the over-rotation upper limit value. In step S810, an overspeed set value other than forward is set and the process ends.

  In the present embodiment, this processing is executed at 5 ms. However, when the increase / decrease is large, periodic processing may be performed.

  Since the fuel injection control device used for the engine is configured and operates as described above, the over-rotation suppression control device for a ship according to the first embodiment is configured to operate when the engine speed is detected to increase rapidly. The cut determination area is lowered, and the engine is protected by returning to a predetermined fuel cut determination value according to the subsequent operation state. Therefore, it is particularly effective for a ship equipped with a plurality of outboard motors for one ship.

  Although the first embodiment of the present invention has been described above, the present invention can be modified or omitted as appropriate within the scope of the present invention.

10 Outboard Motor, 11 Ship, 12 Throttle Lever, 13 Throttle Cable, 14 Shift Cable, 15 Engine Stop Switch, 16 Starter, 20 Intake Pipe, 21 Throttle Valve, 22 Intake Manifold, 23 Injector, 24 Spark Plug, 25 Exhaust Manifold, 26 Throttle opening sensor, 27 Absolute pressure sensor, 28 Intake temperature sensor, 29 Wall temperature sensor, 30 ISC valve, 31 Propeller, 32 Gear box, 33 Crankshaft, 34 Flywheel, 35 Crank angle sensor, 36 Fuel tank 37 Electric fuel pump, 38 Fuel pressure regulator, 39 Fuel piping, 39a Fuel return piping, 40 Overheat sensor, 41 Generator, 50 ECU, 60 Engine, 60a Cylinder Click, a, b, c, d, e, f signal lines

Claims (4)

In the over-rotation suppression control device for a ship that suppresses the rotation speed of the over-rotation region of the engine mounted on the ship,
Engine speed detecting means for detecting the engine speed;
Throttle opening detection means for detecting the fully open operation state of the engine;
Shift position detecting means for detecting a shift position of the engine;
An intake pressure detecting means for detecting a load state of the engine;
Based on the detection of the engine speed detection means, the throttle opening detection means, the shift position detection means, and the intake pressure detection means, when the engine is in an overspeed state, based on the overspeed state, Control means for suppressing the engine rotation speed to be equal to or lower than the rotation speed in the over-rotation state,
The control means includes
Based on the shift position of the rotational speed and the engine of the engine, the overspeed rotation speed calculation function unit for calculating a rotational speed of the overspeed region,
The over-rotation setting in which the over-rotation area is counted a predetermined number of times or for a predetermined time to calculate a cumulative count of the over-rotation area, and based on the calculation result, a preset over-rotation setting value is gradually lowered and updated. and overspeed rotational speed setting function unit shall be the value,
The engine becomes the overspeed region, after the overspeed setting value of the preset overspeed set value and the updated according to the count number, did not enter into the full open operation condition or et before Symbol overspeed region of the engine An over-rotation return determination calculation function unit that gradually returns the updated over-rotation set value to the preset over-rotation set value. . The overspeed rotation speed calculation function unit, the store from a preset overspeed setting value, the accumulated number of times exceeds the predetermined rotational speed component or a predetermined rotational speed component accumulated time exceeds the, the preset The engine overspeed suppression control device according to claim 1, wherein an overspeed state is detected by comparison with the set overspeed value . The overspeed rotational speed setting function unit, said the overspeed setting value said updated by lowering the preset overspeed set point gradually, the overspeed of the engine is suppressed by the control of the fuel cut or the throttle The overspeed suppression control device for an engine according to claim 1 or 2. The over-rotation return determination calculation function unit determines the full-open operation state from the detected value of the throttle and the load state after detecting the over-rotation state, and the engine speed is set in advance even in the full-open operation state. 4. The engine overspeed suppression according to claim 1, wherein when the overspeed set value does not reach, the preset overspeed set value is returned to an initial value. 5. Control device.

Images