JP5210975B2 - Ship propulsion control device - Google Patents

Description

  The present invention relates to a marine vessel propulsion control apparatus that controls the rotational speed of a propeller for marine vessel propulsion according to a disturbance applied to the propeller.

  An internal combustion engine or an electric motor is used as a power source of a ship that navigates on the water by a propeller thrust. The number of revolutions of the propeller is set by the occupant so as to be a predetermined number of revolutions according to the navigation situation. When a disturbance is applied to the propeller due to changes in waves and tidal currents during navigation, and the rotation speed of the propeller fluctuates, the rotation speed of the drive source is automatically controlled by the propulsion control device so that the set rotation speed is obtained. For example, in a marine propulsion device using an internal combustion engine as a drive source, the number of revolutions of the output shaft of the internal combustion engine is controlled to be constant by controlling the amount of fuel supplied to the internal combustion engine by a governor.

  Patent Document 1 discloses a load fluctuation controller for a marine electronic governor that controls the amount of fuel supplied to the internal combustion engine in accordance with the deviation between the actual rotational speed of the output shaft of the internal combustion engine and the command rotational speed. Is described. In this controller, when the fluctuation of the rotation speed of the output shaft is predicted due to disturbance, the PID parameter of the feedback control of the rotation speed is changed. Patent Document 2 discloses an internal combustion engine in an engine for controlling the amount of fuel supplied to an internal combustion engine in accordance with the deviation between the actual rotational speed of the output shaft of the marine internal combustion engine and the command rotational speed. The actual rotational speed is calculated as the average rotational speed.

Japanese Patent Laid-Open No. 8-200231 JP-A-7-29738

  Conventionally, as described above, the rotational speed of the output shaft of the internal combustion engine during ship navigation is set to be the propeller rotational speed according to the ship navigation speed, and there is disturbance to the propeller due to tidal currents and waves. In addition, when the rotational speed of the output shaft fluctuates, the rotational speed of the output shaft is controlled so as to become the set rotational speed. The propeller is set so that the propeller efficiency becomes the optimal value when the output shaft speed when navigating the ship is the planned speed. Therefore, if the propeller speed fluctuates due to disturbance, the propeller speed is optimal. It will be driven at the number of revolutions away from the value.

  When a ship navigates in a state where disturbances are constantly applied to the propeller due to waves, if the speed of the output shaft is controlled to be constant as in the past, the propeller efficiency will be low. Therefore, when the internal combustion engine is used as a drive source, the fuel efficiency cannot be reduced, and the energy efficiency of ship navigation is lowered. Even when an electric motor is used as a drive source, the energy efficiency of vessel navigation is reduced.

  An object of the present invention is to increase the energy efficiency of a driving source for ship navigation.

The marine vessel propulsion control device of the present invention is a marine vessel propulsion control device that controls the rotational speed of the output shaft of a drive source that rotationally drives a propeller that propels the marine vessel, and that controls the propeller to a constant rotational frequency. A control mode setting means for setting any of a number control mode and a rotation speed change control mode for controlling the rotation speed of the propeller based on propeller efficiency; and a set rotation speed of the output shaft in the constant rotation speed control mode , A rotation speed input means for detecting the actual rotation speed of the output shaft, and an inflow speed calculation means for calculating a propeller inflow speed that is an inflow speed of water in the flow field to the propeller. A propeller efficiency characteristic data storage means for storing data on the single efficiency characteristic of the propeller, and an actual speed obtained from the rotation speed of the output shaft and the propeller inflow speed. And speed calculating means for calculating a by comparing the propeller efficiency and setting propeller efficiency target rotation speed of the output shaft corresponding to the setting propeller efficiency under the propeller inflow velocity, the constant speed control mode is set When the engine speed is set, the actual rotational speed and the set rotational speed are compared to control the rotational speed of the output shaft to the set rotational speed, and when the rotational speed change control mode is set, the rotational speed calculation is performed. And a rotational speed control means for controlling the rotational speed of the output shaft of the drive source to the target rotational speed calculated by the means.

The ship propulsion control device of the present invention has a rotation speed input means for inputting a reference rotation speed of the output shaft, and the rotation speed of the output shaft in the rotation speed change control mode is set to the reference rotation speed. On the other hand, when a predetermined deviation is exceeded, the rotation speed of the output shaft is set to the reference rotation speed. The ship propulsion control device according to the present invention includes a torque detection unit that detects a shaft torque of the output shaft, a torque coefficient calculation unit that calculates a torque coefficient based on the shaft torque and the rotation speed, and the propeller inflow speed. And a torque coefficient characteristic data storage means for storing the torque coefficient characteristic data for the forward coefficient obtained from the rotational speed, and a forward coefficient based on the torque coefficient obtained by the torque coefficient calculation means and the torque coefficient characteristic data. It has a forward coefficient calculating means for calculating, and a propeller inflow speed calculating means for calculating a propeller inflow speed based on the forward coefficient and the rotation speed of the output shaft. The marine vessel propulsion control device according to the present invention includes a thrust detection unit that detects a thrust applied to the output shaft in an axial direction, a thrust coefficient calculation unit that calculates a thrust coefficient based on the thrust and the rotation speed, and the propeller A thrust coefficient characteristic data storage means for storing the thrust coefficient data for a forward coefficient obtained from the inflow speed and the rotational speed, and a forward coefficient based on the thrust coefficient obtained by the thrust coefficient calculation means and the thrust coefficient characteristic data a forward coefficient calculating means for calculating a, you; and a propeller inflow velocity calculation means for calculating a propeller inflow velocity based on the rotation speed of the output shaft and the forward coefficient.

  According to the present invention, the rotation speed of the propeller is controlled so that the propeller efficiency becomes the set efficiency in accordance with the propeller inflow speed of the flow field toward the propeller, so that the propeller efficiency can be maintained at a high efficiency. When an internal combustion engine is used as a drive source for driving the propeller, energy efficiency can be improved by stabilizing the rotational speed. Both effects enable energy efficient operation. Propeller inflow speed is obtained directly from the flow velocity measuring device, a forward coefficient is calculated based on the torque coefficient and calculated based on the forward coefficient and the rotational speed, and a forward coefficient is calculated based on the thrust coefficient. It can be obtained by any of the method of calculating by the number.

It is a block diagram which shows the propulsion control apparatus of the ship which is one embodiment of this invention. It is a velocity diagram which shows the relationship between the propeller inflow speed which is the average speed of the water of the flow field to a propeller surface, and the average rotational speed of a propeller. It is a characteristic diagram which shows the torque coefficient characteristic which shows the relationship between the forward coefficient of a propeller, and a torque coefficient. It is a characteristic diagram which shows the propeller efficiency characteristic which shows the relationship between the advance coefficient of a propeller, and propeller independent efficiency. It is a flowchart which shows the control algorithm in the propulsion control apparatus of a ship. It is a block diagram which shows the propulsion control apparatus of the ship which is other embodiment of this invention. It is a characteristic diagram which shows the thrust coefficient characteristic which shows the relationship between the forward coefficient of a propeller, and a thrust coefficient.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, a main engine as a drive source 10 mounted on a ship, that is, an output shaft 11 of an internal combustion engine is connected to a propeller 12. The propeller 12 is rotationally driven by the drive source 10, and the ship navigates by receiving a thrust by the rotation of the propeller 12. A marine speed detector 13 as a rotational speed detector for detecting the rotational speed of the output shaft 11 and a shaft torque detector 14 as a torque detector for detecting the axial torque of the output shaft 11 are provided in the ship. Yes.

  As the rotation speed detector 13, a light emitting element that irradiates light to a reflecting member 15 provided in a spot in the circumferential direction on the outer peripheral surface of the output shaft 11, and receives reflected light from the reflecting member 15. The number of revolutions n (rps) per second of the output shaft 11 is detected from the speed per revolution of the output shaft 11. However, when a projection that blocks light is provided on the outer peripheral portion of the output shaft 11 or a transmitted light portion having a hole or a groove through which light passes is provided, the rotational speed detector 13 is connected to the output shaft 11. A light emitting element and a light receiving element for irradiating light in parallel are provided. Further, as the rotation speed detector 13, a sensor having a magnetic sensor sensitive to the magnetism of a magnet provided on the outer peripheral surface of the output shaft 11 can be used. Further, the rotational speed of the output shaft 11 may be detected based on a signal from a crank angle sensor that detects the rotational speed of the crankshaft of the internal combustion engine as the drive source.

  As the shaft torque detector 14, one having a configuration in which a wireless signal from a strain gauge 16 provided on the output shaft 11 is received to determine the shaft torque Q is used. However, other forms such as an optical shaft torque measuring device may be used. When an internal combustion engine is used as a power source, the output shaft 11 vibrates due to an impact at the time of combustion for each piston or a fluid fluctuation for each propeller. Therefore, the shaft torque is changed during one rotation of the output shaft 11. Although it fluctuates, the peak value resulting from these can be canceled by averaging the torque value for each rotation period of the output shaft 11. Regardless of which form of shaft torque detector 14 is used, the shaft torque detector 14 is provided with a filter unit that averages the torque value sent until the output shaft 11 makes one revolution per revolution. .

  The propulsion control device has a constant rotation speed control mode for driving the propeller 12 at a constant rotation speed during marine navigation and a rotation speed change control mode for changing the rotation speed according to the propeller efficiency. The rotational speed of the output shaft 11 is controlled by sending a control signal from the rotational speed control unit 17 to the drive source 10. When an internal combustion engine is used as the drive source 10, the rotational speed control is performed. The fuel injection amount is controlled by a signal from the unit 17. On the other hand, when an electric motor is used as the drive source 10, a signal from the rotation speed control unit 17 is sent to a motor rotation speed control device having an inverter.

  The ship's cockpit is provided with a steering handle 18 as rotation speed input means and a control mode switching handle 19 as control mode setting means. When navigating the output shaft 11 in the constant rotational speed control mode, the rotational speed of the output shaft 11 is set by the occupant by operating the steering handle 18. On the other hand, when the occupant operates the control mode switching handle 19, it is switched to either the constant rotation speed control mode or the rotation speed change control mode.

When the constant rotation speed control mode is set, the rotation speed of the output shaft 11 is rotated by comparing the actual rotation speed n ₁ detected by the rotation speed detector 13 with the set rotation speed, that is, the target rotation speed n _t. number n ₁ is the rotation speed n of the output shaft 11 so that the target speed n _t is feedback controlled. On the other hand, when the rotation speed change mode is set, the rotation speed of the propeller 12 is controlled based on the propeller efficiency.

The propeller 12 has, for example, four propeller blades. As shown in FIG. 2, the propeller inflow velocity, which is the average flow velocity of water flowing into one propeller surface, is Va, and the average propeller velocity is V. Then, the attack angle in the combined direction of the propeller inflow velocity Va and the average propeller velocity V is θ. When the diameter of the propeller 12 is D and the rotation speed per second of the propeller 12 is n, the ratio of Va and nD is a forward coefficient J as an index indicating the propeller performance. That is, the forward coefficient J is a dimensionless value represented by the following equation.
J = Va / (nD) (1)

As another index indicating the propeller performance, there is a torque coefficient Kq with the shaft torque Q of the output shaft 11 and the rotation speed n of the propeller 12 as variables. The torque coefficient Kq is a dimensionless value represented by the following equation, and the torque coefficient Kq can be calculated by detecting the shaft torque Q and the rotational speed n of the output shaft 11.
Kq = Q / (ρn ² D ⁵ ) (2) In this formula (2), ρ represents the viscosity of water.

The torque coefficient Kq has a certain correspondence with the forward coefficient J as shown in the torque coefficient characteristic diagram shown in FIG. Therefore, if the values of the actual shaft torque Q ₁ and the rotational speed n ₁ of the output shaft 11 are obtained, the torque coefficient Kq ₁ is obtained by the above equation (2), as shown in the torque coefficient characteristic diagram of FIG. An actual forward coefficient J ₁ corresponding to the torque coefficient Kq ₁ is obtained. When the forward coefficient J ₁ is obtained, the propeller inflow speed Va ₁ is obtained from the above formula (1) based on the forward coefficient J ₁ and the rotational speed n ₁ .

  The forward coefficient J having the propeller inflow velocity Va as a variable and the single efficiency η of the propeller 12 have a correspondence relationship shown in the propeller efficiency characteristic diagram shown in FIG. As a result, as shown in FIG. 4, when the forward coefficient J is obtained, the single efficiency η of the propeller 12 at the forward coefficient J is obtained. Further, the value of the forward coefficient J at which the predetermined propeller efficiency η is obtained is obtained as shown in the propeller efficiency characteristic diagram shown in FIG. For example, in FIG. 4, the maximum efficiency of the propeller single efficiency η is denoted by ηa, the value of the forward coefficient J when the maximum efficiency ηa is reached is denoted by Ja, the maximum efficiency range of the single efficiency η is denoted by ηb, and the maximum efficiency range ηb The range of the forward coefficient J is expressed as Jb.

Accordingly, when the propeller inflow speed Va ₁ is obtained, when the propeller 12 is driven at the maximum efficiency ηa, the output shaft 11 of the output shaft 11 is calculated by the equation (1) based on the value of the forward coefficient Ja corresponding to the propeller inflow speed Va ₁ . The target rotational speed n _t can be obtained. Similarly, when driving the propeller 12 within the range of maximum efficiency range ηb may determine the range of the target rotational speed n _t to a range of forward coefficients Jb corresponding to the propeller inflow velocity Va _1.

  The detection signal of the rotation speed detector 13 and the detection signal of the shaft torque detector 14 are sent to the controller 20 respectively. The controller 20 includes a microprocessor MPU that calculates control signals, a ROM that stores control programs, arithmetic expressions, map data, and the like, and a RAM that temporarily stores data. In FIG. 1, the functional configuration of the controller 20 is shown as a block.

The controller 20 includes a rotation speed calculation unit 21 that calculates a rotation speed command value for the rotation speed control unit 17 that controls the rotation speed of the output shaft 11, and is operated by operating the control mode switching handle 19 described above. When navigating the output shaft 11 in the constant rotation control mode, as described above, the rotation speed calculation unit 21 compares the rotation speed n ₁ with the target rotation speed n _t, and the rotation speed n ₁ becomes the target rotation speed n _t . Thus, the rotational speed of the output shaft 11 is feedback-controlled.

The controller 20 includes a torque coefficient calculation unit 22 that calculates a torque coefficient Kq based on signals from the rotation speed detector 13 and the shaft torque detector 14. The torque coefficient calculation unit 22 calculates the value of the torque coefficient Kq ₁ by the above equation (2) based on the signal corresponding to the rotation speed n ₁ of the propeller 12 and the signal corresponding to the shaft torque Q ₁ . The controller 20 is provided with a torque coefficient characteristic data storage unit 23 as shown in FIG. 1, and the torque coefficient characteristic data storage unit 23 has a torque coefficient corresponding to the forward coefficient J as shown in FIG. The value of Kq, that is, data of torque coefficient characteristics is stored. The torque coefficient characteristic data shown in FIG. 3 is stored in the torque coefficient characteristic data storage unit 23 shown in FIG. 1 in the form of map data or arithmetic expression.

A signal is sent from the torque coefficient calculation unit 22 to the forward coefficient calculation unit 24 and a signal is sent from the torque coefficient characteristic data storage unit 23. The forward coefficient calculation unit 24 reads the torque coefficient characteristic data and calculates the forward coefficient J ₁ based on the torque coefficient Kq ₁ calculated by the torque coefficient calculation unit 22. The signal of the calculated forward coefficient J ₁ is sent to the propeller inflow speed calculation unit 25. The propeller inflow speed calculation unit 25 uses the torque coefficient Kq ₁ and the rotational speed n ₁ to calculate the propeller inflow speed Va based on the above equation (1). ₁ is calculated.

  The controller 20 is provided with a propeller efficiency characteristic data storage unit 26. In the propeller efficiency characteristic data storage unit 26, data corresponding to the propeller efficiency characteristic diagram shown in FIG. 4 is stored in the form of map data or the form of an arithmetic expression.

  An input signal from the propeller efficiency setting handle 27 is sent to the rotation speed calculation unit 21, and the occupant rotates the output shaft 11 in the rotation speed change control mode by operating the propeller efficiency setting handle 27. When the control is performed, the value of the set propeller efficiency η is input. For example, when driving the propeller 12 with the maximum efficiency ηa, the maximum efficiency ηa is set by operating the propeller efficiency setting handle 27. Similarly, when driving the propeller 12 within the range of the maximum efficiency range ηb, An efficiency range ηb is set. However, under the rotation speed change control mode, for example, if the propeller 12 is driven only at the maximum efficiency ηa or is driven only within the maximum efficiency range ηb, the preset propeller efficiency is stored in the memory in advance. In this case, the propeller efficiency setting handle 27 is not necessary.

The rotation speed calculation unit 21 calculates the target rotation speed n _t according to Equation (1) based on the value of the forward coefficient J corresponding to the set propeller efficiency and the propeller inflow speed Va ₁ .

The value of the calculated target rotational speed n _t is sent to the speed control unit 17, the rotational speed of the output shaft 11 of the drive source 10 is controlled based on the setting propeller efficiency eta. If the drive source 10 is an internal combustion engine as described above, the fuel injection amount is controlled by a signal from the rotation speed control unit 17. On the other hand, if the drive source 10 is an electric motor, a control signal is sent from the rotation speed control unit 17 to the motor rotation speed control device.

  Next, a control procedure in the marine vessel propulsion control apparatus will be described with reference to the flowchart shown in FIG.

When the ship leaves the port of departure or approaches the port of call, the output shaft 11 is normally controlled in a constant rotational speed control mode. The rotational speed at that time is set by operating the steering handle 18 by the occupant, and the set rotational speed signal is sent to the rotational speed calculator 21 as a command signal. Thereby, the output shaft 11 is controlled in the constant rotation speed control mode. When navigating in the speed change mode, such as when the ship is in a steady navigation state, the occupant operates the control mode switching handle 19 to change the speed from the constant speed control mode. The mode is switched to the control mode, that is, the rotation speed control mode. When the control mode is switched to speed control mode it is determined in step S1, the shaft torque to Q ₁ the output shaft 11 is detected in step S2, the rotational speed n ₁ per second of the output shaft 11 in Step S3 Is detected. Based on the shaft torque Q ₁ and the rotational speed n ₁ , the torque coefficient calculation unit 22 calculates the torque coefficient Kq ₁ by equation (2) (step S4). Then, in step S5, and calculates the forward coefficients J ₁ that corresponds to the torque coefficient Kq ₁ reads the torque coefficient characteristic data to calculate a propeller inflow velocity Va ₁ in step S6 based on the forward coefficients J _1.

Then, in step S7, it calculates the value of the target forward coefficients J _t propeller 12 is set propeller efficiency, in step S8, the target advance coefficient J _t by formula (1), on the basis of the propeller inflow speed Va ₁ A target rotational speed n _t of the output shaft 11 is calculated. As a result, in step S < _b > 9, the rotation speed calculation unit 21 sends a signal of the target rotation speed n _t to the rotation speed control unit 17. The rotation speed change control mode shown in FIG. 5 is executed at a predetermined cycle until the end of control is determined in step S10 or until the constant rotation speed control mode is switched in step S1.

As the propulsion control device, when the rotation speed change control mode is being executed, the reference for steady sailing can be obtained by operating the steering handle 18 as rotation speed input means for inputting the reference rotation speed of the output shaft 11. There is a form in which a constant rotational speed, that is, a reference rotational speed is input. In such form, when the difference between the target rotational speed n _t and the calculated reference rotational speed in rotational speed change control mode exceeds a predetermined deviation Δn from rotational speed change control mode to the constant speed control mode Switch automatically. Accordingly, even if an abnormality occurs when navigating in the rotation speed change control mode, it can be avoided.

  FIG. 6 is a block diagram showing a marine vessel propulsion control apparatus according to another embodiment of the present invention, and FIG. 7 is a characteristic diagram showing a thrust coefficient characteristic indicating a relationship between a propeller forward coefficient and a thrust coefficient. .

  In the embodiment described above, the propeller inflow speed is calculated based on the value of the shaft torque applied to the output shaft 11, whereas in the embodiment shown in FIG. The propeller inflow speed is calculated based on the load applied to the cylinder, that is, the thrust value.

As shown in FIG. 7, as another index indicating the propeller performance, there is a thrust coefficient K _{T using} the thrust T of the output shaft 11 and the rotation speed n of the propeller 12 as variables. Thrust coefficient K _T becomes a dimensionless value represented by the following equation, it is possible to calculate the thrust coefficient K _T by detecting the rotational speed n and the thrust T of the output shaft 11.
K _T = T / (ρn ² D ⁴ ) (3)

This thrust coefficient _KT has a certain correspondence relationship with the forward coefficient J, as shown in the thrust coefficient characteristic diagram shown in FIG. 7, as in the torque coefficient characteristic shown in FIG. Accordingly, when the actual thrust T ₁ and the rotational speed n ₁ of the output shaft 11 are obtained, the thrust coefficient K _T1 is obtained from the above equation (3), and the thrust coefficient characteristic diagram of FIG. An actual forward coefficient J ₁ corresponding to the coefficient K _T1 is determined. When the forward coefficient J ₁ is obtained, the propeller inflow speed Va ₁ is obtained from the above formula (1) based on the forward coefficient J ₁ and the rotational speed n ₁ .

As shown in FIG. 6, a thrust sensor 30 is provided on the output shaft 11 in order to detect the thrust T applied to the output shaft 11. The thrust sensor 30 is configured to perform calculations based on the measurement values of a plurality of strain gauges that are attached to the output shaft while being inclined with respect to the axial direction of the output shaft 11 or strain gauges provided in the axial direction and the circumferential direction. The detection signal is transmitted to the thrust detector 31 by radio. The controller 20 is provided with a thrust coefficient calculation unit 32, and the thrust coefficient calculation unit 32 is sent with signals of the thrust T ₁ and the rotation speed n ₁ . The thrust coefficient calculation unit 32 calculates the value of the thrust coefficient K _T1 by the above equation (3) based on the signal corresponding to the thrust T ₁ and the signal corresponding to the rotation speed n ₁ .

  The controller 20 is provided with a thrust coefficient characteristic data storage unit 33 as shown in FIG. 6, and the thrust coefficient characteristic data storage unit 33 has a thrust coefficient corresponding to the forward coefficient J as shown in FIG. Value, that is, thrust coefficient characteristic data is stored. The data of the thrust coefficient characteristic is stored in the thrust coefficient characteristic data storage unit 33 as a map data form or an arithmetic expression form.

Signals are sent from the thrust coefficient calculation unit 32 and the thrust coefficient characteristic data storage unit 33 to the forward coefficient calculation unit 24. The forward coefficient calculation unit 24 reads the thrust coefficient characteristic data and calculates the forward coefficient J ₁ based on the thrust coefficient K _T1 calculated by the thrust coefficient calculation unit 32. The signal of the calculated forward coefficient J ₁ is sent to the propeller inflow speed calculation unit 25. The propeller inflow speed calculation unit 25 calculates the propeller inflow speed Va based on the above formula (1) based on the thrust coefficient K _T1 and the rotation speed n _{1. 1} is calculated. When the propeller inflow speed is calculated, the target rotational speed n _t is calculated in the same manner as in the above-described embodiment.

As described above, in the first embodiment, the propeller inflow velocity Va ₁ is detected based on the value of the shaft torque Q of the output shaft 11, and in the second embodiment, the thrust of the output shaft 11 is detected. Detection is based on the value of T. In the method of obtaining the propeller inflow speed Va ₁ based on the value of the shaft torque Q, the torque coefficient Kq ₁ is calculated from the shaft torque Q ₁ of the output shaft 11 and the rotational speed n _1, and the forward coefficient is calculated based on the torque coefficient characteristics. by calculating the J _1, and to calculate the propeller inflow speed Va _1. On the other hand, in the method of obtaining the propeller inflow velocity Va ₁ based on the value of the thrust T, the thrust coefficient K _T1 is calculated from the thrust T ₁ of the output shaft 11 and the rotation speed n _1, and the forward coefficient is calculated based on the thrust coefficient characteristics. by calculating the J _1, and to calculate the propeller inflow speed Va _1.

On the other hand, the propeller inflow speed Va ₁ may be directly measured by a speed measuring device. Even in such form, the rotation speed detector 13 is used to detect the rotational speed of the output shaft 11, to calculate the forward coefficients by the rotational speed n ₁ and the propeller inflow speed Va _1, forward coefficient calculated The target rotational speed n _t is calculated based on the propeller efficiency characteristic for.

  Disturbance is applied to the propeller in any of the forms of calculating the propeller inflow speed by detecting the shaft torque, the form of calculating the propeller inflow speed by detecting the thrust, and the form of obtaining the propeller inflow speed by the speed measuring device. Even if the propeller inflow speed changes, the propeller 12 can be operated with the set efficiency, so that the energy efficiency of the drive source can be increased.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention.

DESCRIPTION OF SYMBOLS 10 Drive source 11 Output shaft 12 Propeller 13 Rotational speed detector (Rotational speed detection means)
14 Shaft torque detector (shaft torque detector)
17 Rotational speed control unit (Rotational speed control means)
18 Steering handle (speed input means)
19 Control mode switching handle (control mode setting means)
20 Controller 21 Rotation speed calculation unit (Rotation speed calculation means)
22 Torque coefficient calculation unit (torque coefficient calculation means)
23 Torque coefficient characteristic data storage unit (torque coefficient characteristic data storage means)
24 Advance coefficient calculation unit (advance coefficient calculation means)
25 Propeller inflow speed calculation unit (propeller inflow speed calculation means)
26 Propeller efficiency characteristic data storage unit (propeller efficiency characteristic data storage means)
27 Propeller efficiency setting handle (propeller efficiency input means)
30 Thrust sensor (Thrust detection means)
31 Thrust detector (Thrust detection means)
32 Thrust coefficient calculation unit (Thrust coefficient calculation means)
33 Thrust coefficient characteristic data storage unit (thrust coefficient characteristic data storage means)

Claims (4)

A propulsion control device for a ship that controls the rotational speed of an output shaft of a drive source that rotationally drives a propeller that propels the ship,
Control mode setting means for setting one of a constant rotation speed control mode for controlling the propeller to a constant rotation speed and a rotation speed change control mode for controlling the rotation speed of the propeller based on propeller efficiency;
A rotational speed input means for inputting a set rotational speed of the output shaft in the constant rotational speed control mode;
A rotational speed detection means for detecting an actual rotational speed of the output shaft;
An inflow speed calculating means for calculating a propeller inflow speed which is an inflow speed of water in the flow field to the propeller;
Propeller efficiency characteristic data storage means for storing data of the single efficiency characteristic of the propeller;
The actual propeller efficiency obtained from the rotation speed of the output shaft and the propeller inflow speed is compared with the set propeller efficiency, and the target rotation speed of the output shaft corresponding to the set propeller efficiency under the propeller inflow speed. A rotation speed calculating means for calculating
When the constant rotational speed control mode is set, the actual rotational speed is compared with the set rotational speed to control the rotational speed of the output shaft to the set rotational speed, and the rotational speed change control mode is set. by the time the propulsion control apparatus for a ship, characterized in that it comprises a rotational speed control means for controlling the rotational speed of the output shaft of the driving source to the target rotational speed calculated by the speed calculating means. 2. The marine vessel propulsion control device according to claim 1 , further comprising a rotation speed input means for inputting a reference rotation speed of the output shaft, wherein the rotation speed of the output shaft in the rotation speed change control mode is the reference rotation speed. When the predetermined deviation with respect to the number is exceeded, the rotational speed of the output shaft is set to the reference rotational speed. In the ship propulsion control device according to claim 1 or 2 ,
Torque detecting means for detecting a shaft torque of the output shaft;
Torque coefficient calculating means for calculating a torque coefficient based on the shaft torque and the rotational speed;
Torque coefficient characteristic data storage means for storing the torque coefficient characteristic data for the forward coefficient determined by the propeller inflow speed and the rotation speed;
Forward coefficient calculating means for calculating a forward coefficient based on the torque coefficient obtained by the torque coefficient calculating means and the torque coefficient characteristic data;
A propulsion inflow control device for a ship, comprising propeller inflow speed calculating means for calculating a propeller inflow speed based on the forward coefficient and the rotational speed of the output shaft. In the ship propulsion control device according to claim 1 or 2 ,
Thrust detecting means for detecting axially applied thrust to the output shaft;
Thrust coefficient calculating means for calculating a thrust coefficient based on the thrust and the rotational speed;
Thrust coefficient characteristic data storage means for storing the thrust coefficient data for the forward coefficient determined by the propeller inflow speed and the rotational speed;
Forward coefficient calculating means for calculating a forward coefficient based on the thrust coefficient obtained by the thrust coefficient calculating means and the thrust coefficient characteristic data;
A propulsion inflow control device for a ship, comprising propeller inflow speed calculating means for calculating a propeller inflow speed based on the forward coefficient and the rotational speed of the output shaft.

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