Host control device and its control method and control program, storage medium

Abstract

This invention provides a main engine control device, its control method and control program, and a storage medium. One object of this invention is to provide a control technology that can improve fuel consumption in navigation. One type of main engine control device (10) includes: a target speed acquisition unit that acquires the target speed of the vessel (1) or the main engine (74) used to propel the vessel (1); an actual speed acquisition unit that acquires the current actual speed of the vessel (1) or the main engine (74); and a determination unit that determines the amount of fuel to be supplied to the main engine (74) based on the difference between the acquired target speed and the actual speed. The determination unit determines the amount of fuel to be supplied to the main engine (74) in such a way that the period required until the actual speed reaches the target speed when certain conditions, including a speed where the actual speed is lower than the target speed, are met is longer than the period required when the certain conditions are not met.

Description

Technical Field

[0001] This invention relates to a host control device, a control method for the host control device, and a control program for the host control device. Background Technology

[0002] Patent Document 1 describes a method for controlling the engine speed of a marine engine by using a governor to control the amount of fuel injection. In this method, the periodicity of the disturbance is determined based on the pitch of the hull. When the disturbance is small and not periodic, the engine speed is controlled using a proportional gain control method that emphasizes responsiveness. When the disturbance is periodic, control is performed by adjusting the proportional gain.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-066350 Summary of the Invention

[0006] The problem the invention aims to solve

[0007] The control method described in Patent Document 1 is configured to switch between normal control and an energy-saving mode based on the presence or absence of periodic disturbances. The normal control is used to determine the fuel input by multiplying the deviation between the target revolutions and the actual revolutions by a proportional gain. The energy-saving mode is a mode in which the proportional gain is smaller than that of the normal control. However, this method aims to improve fuel consumption in navigation and does not investigate how to switch modes.

[0008] This invention was made in view of the following problems, one of the objectives of which is to provide a control technology that can improve fuel consumption in navigation.

[0009] Solution for solving the problem

[0010] To address the aforementioned problems, a main engine control device according to one aspect of the present invention includes: a target speed acquisition unit that acquires a target speed of a ship or a main engine used to propel the ship; an actual speed acquisition unit that acquires the current actual speed of the ship or the main engine; and a determination unit that determines the amount of fuel to be supplied to the main engine based on the difference between the acquired target speed and the actual speed. The determination unit determines the amount of fuel to be supplied to the main engine in such a way that the period required until the actual speed reaches the target speed when a predetermined condition, including a speed where the actual speed is lower than the target speed, is met is longer than the period required when the predetermined condition is not met.

[0011] This method allows control of the host computer based on whether specified conditions are met.

[0012] Another embodiment of the present invention is a main engine control device. This device includes: a target speed acquisition unit that acquires a target speed of the vessel; an actual speed acquisition unit that acquires the current actual speed of the vessel; and a determination unit that determines the amount of fuel to be supplied to the main engine for propelling the vessel based on the difference between the acquired target speed and the actual speed. When predetermined conditions are met, including a current estimated to be in the direction of acceleration of the vessel, the determination unit determines the amount of fuel to be supplied to the main engine at a speed allowing the actual speed to be higher than the target speed; when the predetermined conditions are not met, the determination unit determines the amount of fuel to be supplied to the main engine at a speed allowing the actual speed to be lower than the target speed.

[0013] This method allows control of the host computer based on whether specified conditions are met.

[0014] Another aspect of the present invention is a main engine control device. This device includes: a target speed acquisition unit that acquires a target speed of the vessel; an actual speed acquisition unit that acquires the current actual speed of the vessel or main engine; and a determination unit that determines the amount of fuel to be supplied to the main engine for propelling the vessel based on the difference between the acquired target speed and the actual speed. When predetermined conditions are met, including that the current actual fuel supply is less than a reference fuel supply corresponding to the current actual ship speed, the determination unit determines the amount of fuel to be supplied to the main engine in a manner that allows the actual speed of the vessel to be higher than the target speed; when the predetermined conditions are not met, the determination unit determines the amount of fuel to be supplied to the main engine in a manner that allows the actual speed to be lower than the target speed.

[0015] This method allows control of the host computer based on whether specified conditions are met.

[0016] Another aspect of the invention is a control method for a main engine control device. This method relates to a main engine control device for controlling the amount of fuel supplied to a main engine used to propel a vessel, comprising the steps of: acquiring a target speed of the vessel or main engine; acquiring the current actual speed of the vessel or main engine; and determining the amount of fuel supplied to the main engine based on the difference between the acquired target speed and the actual speed, such that the required period until the actual speed reaches the target speed under specified conditions is longer than the required period under specified conditions.

[0017] This method allows control of the host computer based on whether specified conditions are met.

[0018] Another aspect of the invention is a control program for a main engine control device. This program pertains to a main engine control device that controls the amount of fuel supplied to the main engine used to propel a vessel, and is used to cause a computer to perform the following steps: acquiring a target speed of the vessel or main engine; acquiring the current actual speed of the vessel or main engine; and determining the amount of fuel supplied to the main engine based on the difference between the acquired target speed and the actual speed, in a manner that the period required until the actual speed reaches the target speed under certain conditions is longer than the period required if the certain conditions are not met.

[0019] This method allows control of the host computer based on whether specified conditions are met.

[0020] Furthermore, any combination of the above, or any manner in which the constituent elements of the present invention are interchanged with each other in a method, apparatus, program, transient or non-transient storage medium, system, etc., containing the program, is also valid as a mode of the present invention.

[0021] The effects of the invention

[0022] According to the present invention, a control technology that can improve fuel consumption during navigation can be provided. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of a ship in which the main engine control device according to the present invention is applied.

[0024] Figure 2 This is a block diagram that schematically illustrates the host control device according to the first embodiment of the present invention.

[0025] Figure 3 It is shown Figure 2 A flowchart illustrating an example of the operation of the host control device.

[0026] Figure 4 This is a block diagram that schematically illustrates the host control device according to the second embodiment of the present invention.

[0027] Figure 5 It is shown Figure 4 A flowchart illustrating an example of the operation of the host control device.

[0028] Figure 6 This is a block diagram that schematically illustrates the host control device according to the third embodiment of the present invention.

[0029] Figure 7 It is shown Figure 6 A flowchart illustrating an example of the operation of the host control device.

[0030] Figure 8This is a block diagram that schematically illustrates the host control device according to the fourth embodiment of the present invention.

[0031] Figure 9 It is shown Figure 8 A graph showing the relationship between the ship's speed and fuel input from the main engine control unit.

[0032] Figure 10 It is shown Figure 8 A flowchart illustrating an example of the operation of the host control device. Detailed Implementation

[0033] The embodiments disclosed in this specification that include multiple objects can integrate the multiple objects, and conversely, embodiments that include a single object can be separated into multiple objects. Regardless of whether integration is performed, it is acceptable as long as it is configured in a manner that achieves the purpose of the invention.

[0034] The embodiments disclosed in this specification that distribute multiple functions can also integrate some or all of those functions, while the embodiments that integrate multiple functions can distribute some or all of those functions. Regardless of whether the functions are integrated or distributed, they can be configured in a way that achieves the purpose of the invention.

[0035] Furthermore, for constituent elements that share common characteristics, they are distinguished by prefixing their names with "first," "second," etc., but these prefixes are omitted when used collectively. Additionally, terms containing ordinal numbers such as "first," "second," etc., are used to describe multiple constituent elements; these terms are only used to distinguish one constituent element from others, and are not intended to limit the constituent elements.

[0036] First, an overview of the main engine control device according to the present invention will be described. The main engine control device according to the present invention includes: a target speed acquisition unit that acquires a target speed of a ship or a main engine used to propel the ship; an actual speed acquisition unit that acquires the current actual speed of the ship or the main engine; and a determination unit that determines the amount of fuel to be injected into the main engine based on the difference between the acquired target speed and the actual speed. The determination unit determines the amount of fuel to be injected into the main engine in such a way that the period required until the actual speed reaches the target speed when a predetermined condition, including a speed lower than the target speed, is met, is longer than the period required when the predetermined condition is not met.

[0037] According to this structure, when the main engine load increases sharply, the sharp increase in the amount of fuel supplied to the main engine can be suppressed by extending the control period to reach the required level. Furthermore, according to this structure, when the ship speed follows the speed-increasing side, a sharp increase in engine load can be avoided. It can also suppress the deterioration of main engine thermal efficiency caused by a temporary decrease in the excess air coefficient due to turbocharger response delay (turbo lag) in the presence of a turbocharger, and the excessive fuel consumption caused by ship speed overshoot, thereby reducing fuel consumption.

[0038] In this manual, the target speed and actual speed of the main engine are the engine rotation speed, which is proportional to the engine's revolutions per minute. The target speed and actual speed of the vessel, within a range that does not lead to contradictions, can be either the vessel's speed relative to water or its speed relative to land. The vessel's actual speed relative to water can be obtained from speed sensors such as a Doppler log, while the speed relative to land can be calculated based on GPS information.

[0039] As an example, the control of the host control unit is a feedback control that includes PID control, where the proportional gain is expressed as gain.

[0040] As an example, when the specified conditions are met, the decision unit determines the fuel input amount based on the result obtained by subtracting a specified subtraction value from the difference. When the specified conditions are not met, the decision unit determines the fuel input amount based on the difference or the result obtained by adding a specified addition value to the difference. In this case, the control to achieve the desired extension of the period can be easily realized by using the subtraction value and the addition value.

[0041] As an example, the structure could also be as follows: If the specified conditions are met, the decision unit determines the fuel input amount based on the difference or the result obtained by subtracting a specified subtraction value from the difference; if the specified conditions are not met, the decision unit determines the fuel input amount based on the result obtained by adding a specified addition value to the difference. In this case, the control to achieve the desired extension of the time period can be easily realized using subtraction and addition values.

[0042] As an example, it could also be structured as follows: at least one of the addition and subtraction values ​​increases as the absolute value of the difference increases. In this case, the addition or subtraction value changes according to the difference.

[0043] As an example, the structure could also be as follows: it has a modification unit that modifies at least one of the addition and subtraction values. In this case, the magnitude of the addition or subtraction value can be changed depending on the situation.

[0044] As an example, when the specified conditions are met, the decision unit determines the fuel input amount based on the result obtained by multiplying the difference by a first gain; when the specified conditions are not met, the fuel input amount is determined based on the result obtained by multiplying the difference by a second gain that is larger than the first gain. In this case, by switching the gain, control that extends the desired period can be easily achieved.

[0045] As an example, the main engine control unit includes a switching unit that switches between a first mode and a second mode. In the first mode, if predetermined conditions are met, the determination unit determines the amount of fuel to be supplied to the main engine in such a way that the required period until the actual speed reaches the target speed is longer than the required period if the predetermined conditions are not met. In the second mode, regardless of whether the predetermined conditions are met, the determination unit determines the amount of fuel to be supplied to the main engine based on the difference. In this case, for example, it is possible to switch between a fuel consumption-focused mode and a normal speed control mode.

[0046] As an example, the structure could also be as follows: when the distance between the destination and the current position is within a specified distance, the switching unit switches to the second mode. In this case, if the ship is near the destination, it is a docking operation, and therefore there is a need to prioritize ship maneuverability. The system can prioritize controlling the arrival time at the destination to meet this need.

[0047] Other types of main engine control devices include: a target speed acquisition unit that acquires the target speed of the vessel; an actual speed acquisition unit that acquires the current actual speed of the vessel; and a determination unit that determines the amount of fuel to be supplied to the main engine for propelling the vessel based on the difference between the acquired target speed and the actual speed. If specified conditions, including a current estimated to be accelerating the vessel, are met, the determination unit determines the amount of fuel to be supplied to the main engine at a speed that allows the actual speed to be higher than the target speed; if the specified conditions are not met, the determination unit determines the amount of fuel to be supplied to the main engine at a speed that allows the actual speed to be lower than the target speed.

[0048] According to this structure, when the actual land speed is greater than the actual water speed, it is presumed that the ship is experiencing a current in the direction of acceleration. In this case, by actively allowing the actual land speed to be greater than the target land speed, the arrival time until reaching the target can be shortened while traveling with the current. Furthermore, by allowing a margin in the arrival time until reaching the target, the average ship speed can be reduced thereafter. As a result, fuel consumption in terms of total navigation volume can be saved. On the other hand, when the actual land speed is less than the target land speed, it is presumed that the ship is experiencing a current in the direction of deceleration. In this case, by actively allowing the actual land speed to be less than the target land speed, fuel consumption under adverse conditions can be suppressed, thereby saving fuel consumption in terms of total navigation volume.

[0049] As an example, it could also include an estimation unit that estimates whether the ship is following the current based on its speed relative to land and its speed relative to water. Alternatively, as another example, it could be structured such that, if specified conditions are met, the decision unit determines the fuel input amount based on the result of adding an additive value corresponding to the current to the difference; if the specified conditions are not met, the decision unit determines the fuel input amount based on the result of subtracting a subtractive value corresponding to the current from the difference. In this case, by using additive and subtractive values, control that produces steady-state deviation can be easily achieved.

[0050] As an example, the structure could also be as follows: at least one of the additive and subtractive values ​​increases with the flow velocity (hereinafter referred to as "flow velocity"). In this case, the additive or subtractive value varies according to the flow velocity.

[0051] As an example, the structure could also be as follows: it has a modification unit that modifies at least one of the addition and subtraction values. In this case, the magnitude of the addition or subtraction value can be changed depending on the situation.

[0052] Another type of main engine control device includes: a target speed acquisition unit that acquires the target speed of the vessel; an actual speed acquisition unit that acquires the current actual speed of the vessel or main engine; and a decision unit that determines the amount of fuel to be supplied to the main engine for propelling the vessel based on the difference between the acquired target speed and the actual speed. When predetermined conditions are met, including that the current actual fuel supply is less than a reference fuel supply corresponding to the current actual ship speed, the decision unit determines the amount of fuel to be supplied to the main engine in a manner that allows the actual speed of the vessel to be higher than the target speed. When the predetermined conditions are not met, the decision unit determines the amount of fuel to be supplied to the main engine in a manner that allows the actual speed to be lower than the target speed.

[0053] According to this structure, when sailing efficiently due to factors such as waves and wind that increase the actual speed of the vessel, the sailing distance can be ensured. As a result, fuel consumption in terms of total sailing volume can be reduced. According to this structure, during periods of efficient sailing due to factors such as waves and wind that increase the actual speed of the vessel, the arrival time until reaching the destination can be shortened. Furthermore, during periods of inefficient sailing due to factors such as waves and wind that decrease the actual speed of the vessel, the arrival time until reaching the destination can be extended and fuel consumption suppressed. As a result, the arrival time to the destination can be maintained while saving fuel consumption in terms of total sailing volume.

[0054] As an example, the structure could also be as follows: When specified conditions are met, the decision unit determines the fuel input amount based on the result of adding a corresponding additive value to the difference, where the fuel difference is the difference between the reference fuel input amount and the actual fuel input amount. When the specified conditions are not met, the decision unit determines the fuel input amount based on the result of subtracting a corresponding subtraction value from the difference. In this case, the fuel input amount can be determined based on the fuel difference.

[0055] As an example, the structure could also be as follows: it has a changing unit that switches the size of at least one of the addition and subtraction values. In this case, the size of the addition and subtraction values ​​can be switched according to the situation.

[0056] The present invention will now be described based on preferred embodiments and with reference to the accompanying drawings. In the embodiments and modifications, the same or equivalent constituent elements and components are labeled with the same reference numerals, and repeated descriptions are omitted where appropriate. Furthermore, for ease of understanding, the dimensions of the components in the drawings are shown in appropriate enlargements or reductions. Additionally, in the drawings, parts of components that are not important in explaining the embodiments are omitted.

[0057] [First Implementation Method]

[0058] Hereinafter, the host control device 10 according to the first embodiment of the present invention will be described with reference to the accompanying drawings. Figure 1 This is a schematic diagram of a vessel 1 to which the main engine control device 10 according to the present invention is applied. In this embodiment, the vessel 1 includes a hull 90, an input device 48, a main engine control device 10, and a main engine 74.

[0059] The main engine 74 is a propulsion mechanism that rotates the propeller 75 to generate propulsion force for propelling the hull 90. The main engine 74 only needs to be able to propel the hull 90; in this example, it is a diesel engine. To operate the main engine 74, it consumes an amount of fuel corresponding to its revolutions per minute and torque.

[0060] The input device 48 sends command signals such as target speed and control mode to the main control device 10. In this embodiment, the input device 48 is a control device (hereinafter referred to as "remote controller 50") installed in the bridge or the like of the ship 1. The remote controller 50 is a control device that remotely operates the main engine 74. The main control device 10 controls the main engine 74 by increasing or decreasing its rotation speed and stopping it based on the operation input of the remote controller 50.

[0061] Figure 2 This is a block diagram that schematically illustrates the host control device 10 of this embodiment. Figure 2 The blocks shown in the block diagrams described later can be implemented in hardware using components such as a computer processor, CPU, and memory, electronic circuits, and mechanical devices, and in software using computer programs, etc. However, this description depicts functional blocks implemented through their cooperation. Therefore, those skilled in the art will understand that these functional blocks can be implemented in various forms through a combination of hardware and software.

[0062] The remote controller 50 will be described below. The remote controller 50 has an operating handle 51 and a control target setting unit 52 to indicate the magnitude of the thrust of the main unit 74. The remote controller 50 sends a command signal to the main unit control device 10 to indicate a target speed based on the position of the operating handle 51 (hereinafter referred to as "handle position P"). Handle position P exemplifies the operating state of the operating unit. Furthermore, the remote controller 50 sends control target information to the main unit control device 10 based on the operating state of the control target setting unit 52.

[0063] The operating handle 51 and the control object setting unit 52 are not limited to this method, as long as they can be operated by the operator through the remote control 50. For example, the operating handle 51 and the control object setting unit 52 may or may not have movable operating parts. In addition, the operating handle 51 and the control object setting unit 52 may also detect commands based on the touch position of the touch panel.

[0064] In this embodiment, the remote controller 50 sends control object information to the host control device 10 based on the selected position of the control object setting unit 52. If a first position is selected by the control object setting unit 52, the remote controller 50 sends control object information M1 to the host control device 10; if a second position is selected by the control object setting unit 52, the remote controller 50 sends control object information M2 to the host control device 10. As an example, control object information M1 is a command signal that instructs the host control device 10 to control the actual speed (actual revolutions) of the host 74 according to the target speed (target revolutions) of the host 74 corresponding to the handle position P. Conversely, control object information M2 is a command signal that instructs the host control device 10 to control the actual speed of the ship 1 according to the target speed of the ship 1 provided by the navigation information collection device 54. An example of the remote controller 50 sending control object information M2 to the host control device 10 will be described below.

[0065] The speed control device 77 will be described. Also known as a governor, the speed control device 77 is used to suppress fluctuations in the rotational speed of the main engine 74. When the rotational speed of the main engine 74 changes in response to variations in the load on the main engine 74, the speed control device 77 uses the fuel input amount shown in the command signal output from the determination unit 30 to the main engine 74 as a basic quantity to fine-tune the fuel input amount, thereby satisfying various constraints, such as engine load limits.

[0066] The host control device 10 will be described below. The host control device 10 of this embodiment mainly includes a target speed acquisition unit 20, an actual speed acquisition unit 26, a decision unit 30, a judgment unit 34, a control object acquisition unit 36, a switching unit 38, and a storage unit 47.

[0067] The control object acquisition unit 36 ​​acquires control object information M1 or M2 based on the operation status of the control object setting unit 52 of the remote controller 50. The storage unit 47 stores the application program corresponding to the function block of the host control device 10. In addition, the storage unit 47 stores input information, reference values, thresholds, etc. in time sequence.

[0068] The target speed acquisition unit 20 acquires the target speed of the vessel 1 or the main engine 74 used to propel the vessel 1. When the control object acquisition unit 36 ​​acquires control object information M2 from the remote controller 50, the main engine control unit 10 performs control based on the target speed Vt of the vessel 1. The target speed Vt can be acquired from the navigation information collection device 54. As an example, the navigation information collection device 54 in this embodiment includes an Electronic Chart Display and Information System (ECDIS). The ECDIS determines the departure point, destination, and waypoints based on a pre-acquired or revised voyage plan and displays this chart information on a display (not shown). In addition to the departure time, arrival time, and other information between the departure point, destination, and waypoints, the ECDIS also provides the target speed Vt as navigation information to the main engine control unit 10.

[0069] Furthermore, when the control object acquisition unit 36 ​​acquires the control object information M1 from the remote controller 50, the target speed of the host 74 is the target rotation speed of the host 74, which can be acquired based on the handle position P of the input device 48.

[0070] The actual speed acquisition unit 26 acquires the current actual speed of the vessel 1 or the main engine 74. When the control object acquisition unit 36 ​​acquires control object information M2 from the remote controller 50, the actual speed is the current actual speed Va of the vessel 1. The actual speed Va of the vessel 1 can also be calculated, for example, based on information obtained from a satellite-based positioning system such as GPS (Global Positioning System). In this embodiment, the actual speed Va of the vessel 1 is acquired from the ship speed sensor 56 used to detect the actual speed of the vessel 1.

[0071] Furthermore, when the control object acquisition unit 36 ​​acquires the control object information M1 from the remote controller 50, the actual speed, which is the current actual rotation speed of the host 74, can be acquired from a predetermined rotation sensor installed on the host 74.

[0072] When the control object acquisition unit 36 ​​acquires control object information M2 from the remote controller 50, the main engine control unit 10 performs control based on the difference ΔV (ΔV = Vt - Va) between the actual speed Va and the target speed Vt of the ship 1. The main engine control unit 10 of this embodiment includes a determination unit 30 that determines the amount of fuel F to be injected into the main engine 74 based on the acquired difference ΔV between the target speed Vt and the actual speed Va. This main engine control unit 10 performs feedback control to reduce the difference ΔV between the target speed Vt and the actual speed Va. Furthermore, the difference ΔV is sometimes referred to as "deviation".

[0073] Furthermore, when the control object acquisition unit 36 ​​acquires the control object information M1 from the remote controller 50, the host control device 10 performs control based on the difference between the actual speed of the host 74 and the target speed of the host 74.

[0074] The main control unit 10 has multiple control modes with different control algorithms or transfer functions in the feedback control corresponding to the difference ΔV. Based on the determination result of the determination unit 34, the main control unit 10 selects one control mode from the multiple control modes and performs control using the selected control mode, thereby enabling switching of control characteristics such as control responsiveness, control stability, and steady-state deviation. For example, by selecting a control mode corresponding to the condition of the ship 1, control characteristics suitable for that condition can be achieved.

[0075] In this embodiment, the host control device 10 has a first mode and a second mode with different control responsiveness. The first mode prioritizes fuel economy, has a lower responsiveness than the second mode, and the required period T until the actual speed Va reaches the target speed Vt is longer than that required period T in the second mode. Due to the lower responsiveness, the first mode offers higher control stability compared to the second mode, and can be expected to have less overshoot (including the case of no overshoot). The second mode has a higher responsiveness than the first mode and prioritizes following the target speed more than the first mode; for example, it could be a mode for normal speed control.

[0076] The decision unit 30 autonomously selects the control mode of the main control device 10 based on the determination result of the determination unit 34. The decision unit 30 determines the amount of fuel F supplied to the main unit 74 based on the difference ΔV, according to a control algorithm or transfer function corresponding to the selected control mode. In the first mode, the decision unit 30 of this embodiment determines the amount of fuel F supplied to the main unit 74 in such a way that the required period T until the actual speed Va reaches the target speed Vt is longer than the required period T in the second mode. Conversely, in the second mode, the decision unit 30 determines the amount of fuel F supplied to the main unit 74 in such a way that the required period T until the actual speed Va reaches the target speed Vt is shorter than the required period T in the first mode.

[0077] The decision unit 30 determines the amount of fuel F to be supplied to the main engine 74 in such a way that the required period T until the actual speed Va reaches the target speed Vt when the specified conditions are met is longer than the required period T when the specified conditions are not met.

[0078] The determination unit 34 determines whether the specified conditions are met. There are no restrictions on the specified conditions, but in this example, the specified conditions include an under condition where the actual speed Va is lower than the target speed Vt. That is, in the under condition where the actual speed Va is lower than the target speed Vt, the determination unit 30 switches from the second mode to the first mode, and compared with the over condition where the actual speed Va is equal to or higher than the target speed Vt, it reduces the responsiveness of the control, and determines the amount of fuel F to be supplied to the main unit 74 in a way that the required period T until the actual speed Va reaches the target speed Vt is longer.

[0079] (first example)

[0080] A first example of control that extends the required period T will be explained. In this first example, when the specified conditions are met, the decision unit 30 determines the fuel input amount F based on the result obtained by subtracting a specified subtraction value D1 from the difference ΔV. When the specified conditions are not met, the decision unit 30 determines the fuel input amount F based on the difference ΔV or the result obtained by adding a specified addition value J1 to the difference ΔV. In this example, ΔV-D1 < ΔV or ΔV+J1, therefore the fuel input amount F when the specified conditions are met is less than the fuel input amount F when the specified conditions are not met, thus extending the required period T.

[0081] (Second example)

[0082] A second example of control that extends the required period T will be explained. In this second example, when the specified conditions are met, the decision unit 30 determines the fuel input amount F based on the difference ΔV or the result obtained by subtracting a specified subtraction value D2 from the difference ΔV. When the specified conditions are not met, the decision unit 30 determines the fuel input amount F based on the result obtained by adding a specified addition value J2 to the difference ΔV. In this example, ΔV or ΔV-D2 < ΔV+J2. Therefore, the fuel input amount F when the specified conditions are met is less than the fuel input amount F when the specified conditions are not met, thus extending the required period T.

[0083] The subtraction values ​​D1 and D2, and the addition values ​​J1 and J2 can be fixed regardless of the magnitude of the difference ΔV, but they can also vary according to the magnitude of the difference ΔV. As an example, it can also be structured as follows: at least one of the subtraction values ​​D1 and D2 and the addition values ​​J1 and J2 increases as the absolute value of the difference ΔV increases.

[0084] (Third case)

[0085] A third example of control that extends the required period T will be explained. In this third example, when the specified conditions are met, the decision unit 30 determines the fuel input amount F based on the result obtained by multiplying the difference ΔV by a first gain Ki. When the specified conditions are not met, the decision unit 30 determines the fuel input amount F based on the result obtained by multiplying the difference ΔV by a second gain Kr, which is larger than the first gain Ki. In this example, the gain of the control loop when the specified conditions are met is smaller than the gain when the specified conditions are not met, therefore the responsiveness is lower and the required period T is longer.

[0086] Ideally, the operator should be able to switch between a first mode prioritizing fuel conservation and a second mode for normal speed control. Therefore, the main unit control device 10 of this embodiment also includes a switching unit 38 that switches between the first and second modes. As described above, in the first mode, when predetermined conditions are met, the determination unit 30 determines the amount of fuel F supplied to the main unit 74 in such a way that the required period T until the actual speed Va reaches the target speed Vt is longer than the required period T when the predetermined conditions are not met. In the second mode, for example, regardless of whether the predetermined conditions are met, the amount of fuel F supplied to the main unit 74 is determined based on the difference ΔV.

[0087] In this embodiment, a switching operation input unit 58 is provided on the vessel 1. The switching operation input unit 58 provides switching signals for a first mode and a second mode to the switching unit 38 based on the operator's operation. The switching unit 38 switches the control mode between the first mode and the second mode based on the mode switching signals from the switching operation input unit 58.

[0088] From the viewpoint of controlling the arrival time at the destination, it is desirable that the switching unit 38 can automatically switch the control mode based on the position of the ship 1, regardless of the operating state of the switching operation input unit 58. Therefore, when the distance La between the destination and the current position is within a predetermined distance Ls, the switching unit 38 of this embodiment automatically switches to the second mode. From the viewpoint of obtaining the desired fuel consumption and the desired arrival time, the predetermined distance Ls can be set through simulation, sea trials, etc.

[0089] As an example of the operation of the host control device 10 of this embodiment configured as described above, operation S110 will be explained. Figure 3 This is a flowchart illustrating the operation S110 of the host control device 10.

[0090] When operation S110 is initiated, the host control device 10 acquires control object information M from the remote controller 50 of the input device 48 via the control object acquisition unit 36 ​​(step S111). In this step, the control object acquisition unit 36 ​​acquires control object information M1 or control object information M2.

[0091] After processing step S111, the main engine control device 10 determines whether the controlled object is the ship speed based on the controlled object information M (step S112). When the controlled object information M1 is obtained, the controlled object is the rotational speed of the main engine 74; when the controlled object information M2 is obtained, the controlled object is the ship speed of the vessel 1.

[0092] If the controlled object is not the ship speed (step S112: "No"), the main engine control unit 10 performs control of the rotational speed of the main engine 74 using the operating handle 51 (hereinafter referred to as "main engine speed control") (step S113). In main engine speed control, the main engine control unit 10 controls the actual speed of the main engine 74 according to the target speed of the main engine 74 corresponding to the handle position P of the input device 48. After executing step S113, action S110 ends. Alternatively, if it is necessary to continue the action, the process can be returned to the beginning of step S111, and the cycle of steps S111 to S113 can be repeated.

[0093] When the controlled object is the ship speed (step S112: "Yes"), the main engine control device 10 acquires the target speed Vt of the ship 1 in order to control the speed of the ship 1 (step S114) and acquires the actual speed Va of the ship 1 (step S115).

[0094] After obtaining the target speed Vt and the actual speed Va, the decision unit 30 calculates the feedback value Dv based on the difference ΔV between the actual speed Va and the target speed Vt (step S116). In this example, the feedback value Dv is equal to the difference ΔV, which can be calculated using Equation 1.

[0095] Dv=ΔV=Vt-Va···(1)

[0096] After calculating the feedback value Dv, the decision unit 30 determines whether the distance La between the destination and the current location is less than or equal to the specified distance Ls (step S117).

[0097] When the distance La is less than or equal to the specified distance Ls (La≤Ls) (step S117: "Yes"), the determination unit 30 multiplies Dv by the second gain Kr to calculate the increase / decrease value ΔNe for the current revolutions Ne of the host 74 (step S118). That is, regardless of whether the specified conditions are met, the determination unit 30 remains in the second mode. In this case, if the feedback value Dv is negative, the increase / decrease value ΔNe is also negative, and control is performed in a deceleration manner; if the feedback value Dv is positive, the increase / decrease value ΔNe is also positive, and control is performed in a speed-up manner. After executing step S118, the determination unit 30 proceeds to step S124.

[0098] If the distance La is not less than or equal to the specified distance Ls (La > Ls) (step S117: "No"), the decision unit 30 determines whether Dv < 0 (step S119). That is, it determines whether the actual speed Va is greater than the target speed Vt and the feedback value Dv is less than zero.

[0099] When Dv < 0 (step S119: "Yes"), the determination unit 30 multiplies Dv by the second gain Kr to calculate the increase / decrease value ΔNe for the rotational speed Ne of the host 74 (step S120). In this case, since the feedback value Dv is negative, the increase / decrease value ΔNe is also negative, and thus control is performed to reduce the rotational speed Ne of the host 74. After executing step S120, the determination unit 30 causes the process to proceed to step S124.

[0100] If Dv < 0 (step S119: "No"), the decision unit 30 determines whether Dv = 0 (step S121). That is, it determines whether the actual speed Va equals the target speed Vt and the feedback value Dv is zero.

[0101] If Dv is not 0 (step S121: "No"), the determination unit 30 multiplies Dv by the first gain Ki to calculate the increase / decrease value ΔNe for the rotational speed Ne of the host 74 (step S122). In this case, since the feedback value Dv is positive, the increase / decrease value ΔNe is also positive, and thus control is performed to increase the rotational speed Ne of the host 74. After executing step S122, the determination unit 30 causes the process to proceed to step S124.

[0102] When Dv = 0 (step S121: "Yes"), the decision unit 30 sets the increment / decrement value ΔNe = 0 (step S123). In this case, since the increment / decrement value ΔNe = 0, control is performed to maintain the rotation speed Ne of the main unit 74 at the original state. After executing step S123, the decision unit 30 causes the process to proceed to step S124.

[0103] In step S124, the determination unit 30 determines the amount of fuel F to be supplied to the main unit 74 based on the increment / decrement value ΔNe. As an example, the amount of fuel F can also be determined by multiplying the increment / decrement value ΔNe by a predetermined coefficient and adding the result to the current amount of fuel F1.

[0104] After determining the fuel input amount F, the determination unit 30 outputs a command signal corresponding to the fuel input amount F to the main engine 74 via the speed control device 77 (step S125). As a result, the main engine 74 rotates the propeller 75 using the thrust corresponding to the fuel input amount F. When the load on the main engine 74 changes, the speed control device 77 fine-tunes the fuel input amount F in a manner that satisfies various constraints, such as engine load limits.

[0105] After executing step S125, action S110 ends. Alternatively, if further action is desired, the process can return to the beginning of step S111, repeating the cycle of steps S111 to S125. The above steps are just one example, and various variations are possible.

[0106] The above is a description of the first embodiment.

[0107] The second to sixth embodiments of the present invention will now be described. In the accompanying drawings and descriptions of the second to sixth embodiments, the same or equivalent constituent elements and components as those in the first embodiment are labeled with the same reference numerals. Descriptions that are repeated in the first embodiment are appropriately omitted, and the structures different from those in the first embodiment are described in detail.

[0108] [Second Implementation]

[0109] Reference Figure 4 , Figure 5 The host control device 10 according to the second embodiment of the present invention will now be described. Figure 4 This is a block diagram that schematically illustrates the main engine control device 10 of this embodiment. Compared to the first embodiment, the main engine control device 10 of this embodiment includes an adjustment value determination unit 40 and a modification unit 42. The algorithm of the determination unit 30 is different, but the other structures are the same. Therefore, the algorithms of the adjustment value determination unit 40, the modification unit 42, and the determination unit 30 will be mainly explained. In the description of this embodiment, an example is shown where the actual speed Va and the target speed Vt of the ship 1 are the land-based ship speeds.

[0110] Even if the speed relative to the current is constant, the ship's speed relative to land changes due to the tidal current. When the tidal current is downstream, since the ship 1's direction of travel is the same as the tidal current, the ship 1's speed relative to land is faster than its speed relative to the current. Therefore, in this embodiment, when downstream, a state where the actual speed Va is higher than the target speed Vt is actively allowed. For example, when downstream, control is performed to actively cause a steady-state deviation of the actual speed Va relative to the target speed Vt towards the high-speed side. By controlling in this way, the arrival time until reaching the target while downstream can be shortened. Furthermore, by allowing a margin in the arrival time to the target, the average ship speed thereafter can be reduced. As a result, fuel consumption in terms of total navigation volume can be saved.

[0111] On the other hand, when the current is against the current, since the direction of travel of vessel 1 is opposite to the current flow, the land speed of vessel 1 is slower than the water speed due to the current. If it is desired to maintain the actual speed Va as the target speed when the current is against the current, fuel consumption increases. Therefore, in this embodiment, when the current is against the current, the actual speed Va is actively allowed to be lower than the target speed Vt. For example, when the current is against the current, control is performed to actively cause the actual speed Va to have a steady-state deviation from the target speed Vt. By controlling in this way, the increase in fuel consumption under adverse conditions of the current can be suppressed, thus saving fuel consumption in terms of total navigation volume.

[0112] In this embodiment, when certain conditions are met, including the estimation that the ship 1 is experiencing a current in the direction of acceleration, the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 in a manner that allows the actual speed Va of the ship 1 to be higher than the target speed Vt of the ship 1. Conversely, when these conditions are not met, the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 in a manner that allows the actual speed Va to be lower than the target speed Vt. In other words, the main engine control unit 10 performs speed control that actively generates a steady-state deviation based on the speed difference between the actual ship speed relative to land and the target ship speed relative to water.

[0113] The specified conditions may also include factors that cause the actual speed Va to be higher than the target speed Vt (hereinafter referred to as "high-speed factors"). The first example of a high-speed factor is tidal current; other factors besides tidal current include wind and waves. Tidal currents, wind, and waves may also be factors that cause the actual speed Va to be lower than the target speed Vt (hereinafter referred to as "low-speed factors").

[0114] Furthermore, controls that actively generate steady-state deviations can be implemented taking into account the deterioration of the hull. This control can suppress fuel consumption.

[0115] Examples of high-speed or low-speed factors being tidal currents will be explained. The impact of tidal currents on the land speed of a vessel is obtained by subtracting the actual water speed from the actual land speed Va, and can be estimated to be equal to the tidal current speed. Therefore, this embodiment includes an adjustment value determination unit 40 that calculates the tidal current speed by subtracting the actual water speed from the actual land speed. The determination unit 30 determines the amount of fuel F supplied to the main engine 74 based on the tidal current speed calculated by the adjustment value determination unit 40, thereby generating a steady-state deviation between the actual speed Va and the target speed Vt. The adjustment value determination unit 40 functions as an estimation unit that estimates whether the vessel is following the tidal current based on the land speed and the water speed.

[0116] There are no restrictions on the control algorithm that produces a steady-state deviation. However, in this embodiment, when certain conditions are met, the decision unit 30 determines the fuel input amount F based on the result obtained by adding the difference ΔV to the additive value A corresponding to the power flow. When the certain conditions are not met, the decision unit 30 determines the fuel input amount F based on the result obtained by subtracting the subtractive value S corresponding to the power flow from the difference. When the additive value A and the subtractive value S are collectively referred to, they are sometimes called the adjustment value B. In this example, the adjustment value B is determined by the adjustment value decision unit 40.

[0117] From the viewpoint of achieving smooth control, it is desirable to increase or decrease the adjustment value B according to the tidal current speed. Therefore, in this embodiment, the adjustment value determination unit 40 increases at least one of the additive value A and the subtractive value S as the tidal current speed increases. As an example, the tidal current speed Vc can be calculated using Equation 2 as the result obtained by subtracting the actual waterborne speed Vw from the actual land-based ship speed Vg (=actual speed Va).

[0118] Vc=Vg-Vw=Va-Vw···(2)

[0119] In other words, the adjustment value determination unit 40 increases or decreases the additive value A or the subtractive value S according to the tidal current velocity Vc. As an example, the adjustment value B, obtained by multiplying the tidal current velocity Vc by a predetermined coefficient Kw, can be calculated using Equation 3. The coefficient Kw can be set through simulation, sea trials, etc., to obtain the desired characteristics.

[0120] B=Kw×Vc···(3)

[0121] From the perspective of achieving smooth control, it is desirable to change the adjustment value B according to the situation. Therefore, this embodiment has a change unit 42 that changes at least one of the increment value A and the subtraction value S according to the situation. For example, when it is determined that the situation is such that the operator should change the adjustment value B, the change unit 42 changes at least one of the increment value A and the subtraction value S based on the operator's operation input.

[0122] As an example of the operation of the host control device 10 of this embodiment, configured as described above, operation S210 will be explained. Figure 5 This is a flowchart illustrating the operation S210 of the host control device 10. Steps S211 to S215 of operation S210 are the same as steps S111 to S115 of operation S110, and steps S217 to S225 of operation S210 are the same as steps S117 to S125 of operation S110. Therefore, repeated descriptions are omitted, and the different steps S216 will be described.

[0123] In step S216 of this embodiment, the formula for calculating the feedback value Dv based on the difference ΔV is different from that in step S116 of the first embodiment. As an example, the feedback value Dv in this embodiment can be calculated using Equation 4.

[0124] Dv=ΔV+B=Vt-Va+Kw×Vc···(4)

[0125] After executing step S225, action S210 ends. Alternatively, if further action is desired, the process can return to the beginning of step S211, repeating the cycle of steps S211 to S225. The above steps are just one example and can be varied in many ways.

[0126] The above is a description of the second embodiment.

[0127] [Third Implementation Method]

[0128] Reference Figure 6 , Figure 7 The host control device 10 according to the third embodiment of the present invention will now be described. Figure 6 This is a block diagram that schematically illustrates the host control device 10 of this embodiment. The host control device 10 of this embodiment has a function processing unit 44, but the algorithm of the decision unit 30 is different from that of the second embodiment; the other structures are the same. Therefore, the algorithms of the function processing unit 44 and the decision unit 30 will be mainly described.

[0129] In the second embodiment, an example was described where the adjustment value B was obtained by multiplying the tidal current velocity Vc by a predetermined coefficient Kw. However, in this embodiment, the adjustment value B can be calculated using Equation 5 as the result of processing the tidal current velocity Vc using a predetermined function f. The function f can be set through simulation, sea trials, etc., to obtain the desired characteristics.

[0130] B=f(Vc)···(5)

[0131] The function processing unit 44 calculates the adjustment value B based on the tidal current velocity Vc using Equation 5. As an example, the function processing unit 44 may also include a processing table that takes the tidal current velocity Vc as input and outputs the adjustment value B. This processing table can be set through simulation, sea trials, etc., to obtain the desired characteristics.

[0132] As an example of the operation of the host control device 10 of this embodiment, configured as described above, operation S310 will be explained. Figure 7 This is a flowchart illustrating the operation S310 of the host control device 10. Steps S311 to S315 of operation S310 are the same as steps S211 to S215 of operation S210, and steps S317 to S325 of operation S310 are the same as steps S217 to S225 of operation S210. Therefore, repeated descriptions are omitted, and the different steps S316 will be described.

[0133] In step S316 of this embodiment, the formula for calculating the feedback value Dv based on the difference ΔV is different from that in step S216 of the second embodiment. As an example, the feedback value Dv in this embodiment can be calculated using Equation 6.

[0134] Dv=ΔV+B=Vt-Va+f(Vc)···(6)

[0135] After executing step S325, action S310 ends. Alternatively, if further action is desired, the process can return to the beginning of step S311, repeating the cycle of steps S311 to S325. The above steps are just one example and can be varied in many ways.

[0136] The above is a description of the third implementation method.

[0137] [Fourth Implementation Method]

[0138] Reference Figure 8 , Figure 9 , Figure 10 The host control device 10 according to the fourth embodiment of the present invention will now be described. Figure 8This is a block diagram that schematically illustrates the host control device 10 of this embodiment. Compared with the third embodiment, the host control device 10 of this embodiment has a fuel input quantity processing unit 46 and a different algorithm for the determination unit 30, but the other structures are the same. Therefore, the algorithms of the fuel input quantity processing unit 46 and the determination unit 30 will be mainly described.

[0139] From the perspective of controlling fuel consumption, it is desirable to take into account factors other than currents, such as disturbances from wind / waves and the deterioration of the hull, in order to achieve control. Figure 9 This is a graph showing the relationship between the baseline fuel input Qs and the actual fuel input Qa at a ship speed Wa. (See figure.) Figure 9 As shown, a baseline fuel input Qs is preset at a surface speed Wa. Due to factors such as wind / wave interference and hull deterioration, the actual fuel input Qa at a surface speed Wa may be less than the baseline fuel input Qs. Therefore, the main engine control device 10 in this embodiment uses the fuel difference ΔQ between the baseline fuel input Qs and the actual fuel input Qa to calculate the correction value E and performs control to actively cause the actual speed Va to have a steady-state deviation relative to the target speed Vt towards the high-speed side.

[0140] In this embodiment, when certain conditions are met, including that the current actual fuel input Qa is less than the reference fuel input Qs corresponding to the current actual ship speed Wa, the determination unit 30 determines the amount of fuel F to be input to the main engine in a manner that allows the actual speed Va of the ship 1 to be higher than the target speed Vt of the ship 1. Conversely, when the certain conditions are not met, the amount of fuel F to be input to the main engine 74 is determined in a manner that allows the actual speed Va to be lower than the target speed Vt.

[0141] There are no restrictions on the conditions specified in this embodiment, but in this example, the specified condition is that the current actual fuel input Qa is less than the reference fuel input Qs corresponding to the current actual ship speed Wa.

[0142] In this embodiment, when the specified conditions are met, the decision unit 30 determines the fuel input amount F based on the result obtained by adding the difference ΔV to the value corresponding to the fuel difference ΔQ. When the specified conditions are not met, the decision unit 30 determines the fuel input amount F based on the result obtained by subtracting the value corresponding to the fuel difference ΔQ from the difference ΔV. The fuel difference ΔQ is the fuel difference between the reference fuel input amount Qs and the actual fuel input amount Qa.

[0143] In this embodiment, a correction value E is used corresponding to the fuel difference ΔQ between the baseline fuel input Qs and the actual fuel input Qa. The correction value E is obtained by performing a function processing on the fuel difference ΔQ using a prescribed function g, and can be calculated using Equation 7.

[0144] E=g(ΔQ)···(7)

[0145] In this embodiment, the fuel input processing unit 46 calculates the correction value E based on the fuel difference ΔQ using Equation 7. Alternatively, the fuel input processing unit 46 may include a processing table that takes the fuel difference ΔQ as input and outputs the correction value E, instead of using the function g(ΔQ). This function g and the processing table can be set through simulation, sea trials, etc., to obtain the desired characteristics.

[0146] As an example of the operation of the host control device 10 of this embodiment configured as described above, operation S410 will be explained. Figure 10 This is a flowchart illustrating the operation S410 of the host control device 10. Steps S411 to S415 of operation S410 are the same as steps S311 to S315 of operation S310, and steps S417 to S425 of operation S410 are the same as steps S317 to S325 of operation S310. Therefore, repeated descriptions are omitted, and the different steps S416 will be described.

[0147] In step S416 of this embodiment, the formula for calculating the feedback value Dv based on the difference ΔV is different from that in step S316 of the third embodiment. As an example, the feedback value Dv in this embodiment can be calculated using Equation 8.

[0148] Dv=ΔV+B=Vt-Va+f(Vc)+g(ΔQ)···(8)

[0149] According to Equation 8, when the specified conditions are met, i.e., when the fuel difference ΔQ is positive, the correction value E is also positive, and the difference ΔV is added to the value corresponding to the fuel difference ΔQ. Conversely, when the specified conditions are not met, i.e., when the fuel difference ΔQ is negative, the correction value E is negative, and the value corresponding to the fuel difference ΔQ is subtracted from the difference ΔV.

[0150] After executing step S425, action S410 ends. Alternatively, if further action is desired, the process can return to the beginning of step S411, repeating the cycle of steps S411 to S425. The above steps are just one example, and various variations are possible.

[0151] The main control unit 10 may also have a modification unit 42 that switches the magnitude of at least one of the addition value and the subtraction value. For example, the modification unit 42 may also modify a processing table that takes the fuel difference ΔQ as input and outputs a correction value E.

[0152] The above is a description of the fourth implementation method.

[0153] [Fifth Implementation Method]

[0154] The fifth embodiment of the present invention is a control method for a main engine control device 10. This control method pertains to controlling the amount of fuel F supplied to a main engine 74 used for propelling a vessel 1, and includes the following steps: acquiring a target speed Vt of the vessel 1 or the main engine 74; acquiring the current actual speed Va of the vessel 1 or the main engine 74; and determining the amount of fuel F supplied to the main engine 74 based on the difference between the acquired target speed Vt and the actual speed Va, such that the required period T until the actual speed Va reaches the target speed Vt under specified conditions is longer than the required period T under conditions that are not met.

[0155] According to this embodiment, it achieves the same function and effect as the first embodiment.

[0156] [Sixth Implementation Method]

[0157] The sixth embodiment of the present invention is a control program 100 (computer program) for the main engine control device 10. This control program 100 is a control program for the main engine control device 10 that controls the amount of fuel F supplied to the main engine 74 used to propel the vessel 1, causing the computer to perform the following steps: acquiring the target speed Vt of the vessel 1 or the main engine 74; acquiring the current actual speed Va of the vessel 1 or the main engine 74; and determining the amount of fuel F supplied to the main engine 74 based on the difference between the acquired target speed Vt and the actual speed Va, such that the required period T until the actual speed Va reaches the target speed Vt under specified conditions is longer than the required period T under conditions that are not met.

[0158] These functions of the control program 100 can also be installed in the storage (e.g., storage unit 47) of the host control device 10 as an application program containing multiple modules corresponding to the function blocks of the host control device 10. The control program 100 can also be read into the main memory of the processor (e.g., CPU) of the computer embedded in the host control device 10 and executed.

[0159] According to this embodiment, it achieves the same function and effect as the first embodiment.

[0160] Examples of embodiments of the present invention have been described in detail above. The embodiments described above are merely specific examples of implementing the present invention. The content of the embodiments does not limit the technical scope of the present invention; many design changes, such as alterations, additions, and deletions of constituent elements, can be made without departing from the inventive spirit defined in the claims. In the above embodiments, the content on which such design changes can be made is described using terms such as "in the embodiment" or "in the embodiment," but this does not mean that design changes are not permitted for content not described in such terms.

[0161] [Variation Example]

[0162] The following describes the variations. In the accompanying drawings and descriptions of the variations, the same reference numerals are used for the same or equivalent components as in the embodiment. Descriptions that are repeated in the embodiment are omitted where appropriate, and the focus is on describing structures that differ from the embodiment.

[0163] In the description of the implementation, an example is shown where the main engine control device 10 controls the actual speed Va of the ship 1 based on the difference ΔV between the actual speed Va and the target speed Vt of the ship 1, but it is not limited to this. The main engine control device 10 can control the actual speed of the main engine 74 based on the difference between the actual speed of the main engine 74 and the target speed of the main engine 74.

[0164] In the description of the embodiments, an example is shown in which the main engine 74 rotates the propeller 75 to obtain propulsion, but it is not limited to this. The mechanism for obtaining propulsion can be any mechanism that can propel the ship. For example, it can also be a structure that generates propulsion by ejecting gas or the like based on the rotational output of the main engine 74 and using the reaction force of the gas or the like to obtain propulsion.

[0165] In the description of the implementation, an example of a diesel engine being used as the main unit 74 is shown, but it is not limited to this. The prime mover may also be an internal combustion engine or an external combustion engine other than a diesel engine.

[0166] The above-described variations serve the same function and effect as the various embodiments.

[0167] Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. New embodiments resulting from such combinations possess the effects of both the combined embodiments and modifications.

[0168] Explanation of reference numerals in the attached figures

[0169] 1: Vessel; 10: Main engine control unit; 20: Target speed acquisition unit; 26: Actual speed acquisition unit; 30: Decision unit; 34: Judgment unit; 40: Adjustment value determination unit; 42: Change unit; 44: Function processing unit; 46: Fuel input processing unit; 47: Storage unit; 48: Input device; 50: Remote controller; 51: Operating handle; 54: Nautical information collection equipment; 74: Main engine; 75: Propeller; 100: Control program.

Claims

1. A host control device, comprising: The target speed acquisition unit acquires the target speed of the ship or the main engine used to propel the ship. The actual speed acquisition unit acquires the current actual speed of the ship or the main engine; as well as The decision-making unit determines the amount of fuel to be injected into the main unit based on the difference between the acquired target speed and the actual speed. The decision unit determines the amount of fuel to be supplied to the host in such a way that the required period until the actual speed reaches the target speed when the predetermined conditions, including the actual speed being lower than the target speed, are met is longer than the required period when the predetermined conditions are not met.

2. The host control device according to claim 1, wherein, Under specified conditions, the decision-making unit determines the fuel input amount based on the result obtained by subtracting a specified subtraction value from the difference. If the specified conditions are not met, the decision unit determines the amount of fuel to be added based on the difference or the result obtained by adding a specified additive value to the difference.

3. The host control device according to claim 1, wherein, Under specified conditions, the decision-making unit determines the fuel input amount based on the difference or the result obtained by subtracting a specified subtraction value from the difference. If the specified conditions are not met, the decision-making unit determines the amount of fuel to be added based on the result obtained by adding a specified additive value to the difference.

4. The host control device according to claim 2 or 3, wherein, At least one of the addition value and the subtraction value increases as the absolute value of the difference increases.

5. The host control device according to claim 2 or 3, wherein, It also has a modification unit that modifies at least one of the addition value and the subtraction value.

6. The host control device according to claim 1, wherein, Under specified conditions, the decision-making unit determines the fuel input amount based on the result obtained by multiplying the difference by a first gain. If the specified conditions are not met, the decision-making unit determines the amount of fuel to be added based on the result obtained by multiplying the difference by a second gain that is greater than the first gain.

7. The host control device according to any one of claims 1 to 3, wherein, It also includes a switching unit that switches between a first mode and a second mode. In the first mode, if the predetermined conditions are met, the decision unit determines the amount of fuel to be injected into the main engine in such a way that the required period until the actual speed reaches the target speed is longer than the required period if the predetermined conditions are not met. In the second mode, regardless of whether the specified conditions are met, the decision unit determines the amount of fuel to be injected into the host based on the difference.

8. The host control device according to claim 7, wherein, When the distance between the destination and the current location is within a specified distance, the switching unit switches to the second mode.

9. A control method for a main engine control device, the main engine control device controlling the amount of fuel supplied to a main engine used for propelling a ship, the control method comprising the following steps: Obtain the target speed of the vessel or the main engine; Obtain the current actual speed of the vessel or the main engine; as well as The amount of fuel to be supplied to the host is determined in such a way that the required period until the actual speed reaches the target speed when the specified conditions, including the actual speed being lower than the target speed, are met is longer than the required period when the specified conditions are not met.

10. A computer program product comprising a control program for a main engine control unit, the main engine control unit controlling the amount of fuel supplied to a main engine used for propelling a vessel, the control program of the main engine control unit causing a computer to perform the following steps: Obtain the target speed of the vessel or the main engine; Obtain the current actual speed of the vessel or the main engine; and The amount of fuel to be supplied to the host is determined in such a way that the required period until the actual speed reaches the target speed when the specified conditions, including the actual speed being lower than the target speed, are met is longer than the required period when the specified conditions are not met.

11. A computer-readable storage medium storing a control program for a main engine control device that controls the amount of fuel supplied to a main engine used for propelling a vessel, the control program for causing a computer to perform the following steps: Obtain the target speed of the vessel or the main engine; Obtain the current actual speed of the vessel or the main engine; and The amount of fuel to be supplied to the host is determined in such a way that the required period until the actual speed reaches the target speed when the specified conditions, including the actual speed being lower than the target speed, are met is longer than the required period when the specified conditions are not met.

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