Rotating speed self-adaptive control method and device of marine diesel engine

Abstract

The invention provides a rotating speed self-adaptive control method and device for a marine diesel engine, and relates to the technical field of rotating speed control, and the method comprises the steps: carrying out the ship route fitting according to the shipping scheduling of a diesel engine driven ship, and obtaining a voyage sequence; carrying out load change calculation to obtain a local load sequence; taking the voyage time consumption constraint as a distribution constraint, carrying out voyage time consumption distribution optimization, and obtaining a local time consumption sequence; performing navigational speed optimization to obtain a target navigational speed sequence; performing diesel engine rotating speed coupling calculation according to the target navigational speed sequence to obtain a diesel engine rotating speed control sequence; and performing self-adaptive dynamic regulation and control on the diesel engine driven ship by adopting the diesel engine rotating speed control sequence. The technical problems that in the prior art, the rotating speed of the diesel engine is adjusted by crew according to experience, a refined automatic control mechanism is lacked, and the change of ship load environment conditions cannot be dynamically responded, so that the operation efficiency and the energy consumption of the whole voyage are difficult to be optimal are solved.

Description

Technical Field

[0001] The invention relates to the technical field of speed control, and in particular to a speed adaptive control method and device for a marine diesel engine. Background Art

[0002] When a ship is sailing at sea, fuel consumption is one of the main operating costs, especially in cargo transportation. Due to changes in ship load, long sailing distance and complex environmental conditions, traditional diesel engine control methods are difficult to optimize fuel usage in real time in different sections, resulting in a large amount of fuel waste.

[0003] On the one hand, during the voyage, the ship's load will change greatly with the loading and unloading of cargo. The fuel demand and thrust demand of the ship from full load to empty load are different. The traditional speed control method cannot dynamically respond to such load changes, which easily leads to excessive increase in energy consumption or insufficient power. On the other hand, marine environmental conditions such as ocean currents, wind speed, waves, etc. change frequently. These factors have a direct impact on the speed and power requirements of the ship. Traditional diesel engine control usually relies on manual or fixed operating parameters and cannot flexibly respond to environmental changes, resulting in low fuel efficiency, excessive diesel engine consumption or insufficient power. Traditional ship diesel engine control can usually only perform simple speed adjustments based on a single section, and lacks the ability to perform global optimization for the entire voyage, which makes it difficult to achieve optimal operating efficiency and energy consumption for the entire voyage. Summary of the invention

[0004] The present application provides a method and device for adaptive speed control of a ship diesel engine, aiming to solve the technical problem that in the prior art, the speed adjustment of the diesel engine often relies on the crew's adjustment based on experience, lacks a sophisticated automatic control mechanism, and cannot dynamically respond to changes in the ship's load and environmental conditions, resulting in difficulty in achieving optimal operating efficiency and energy consumption for the entire voyage.

[0005] The first aspect disclosed in the present application provides a speed adaptive control method for a ship diesel engine, the method comprising: performing route fitting according to the shipping dispatch of the diesel engine driven ship to obtain a voyage sequence; performing load change calculation based on the voyage sequence to obtain a local load sequence; taking the voyage time constraint as the allocation constraint, optimizing the voyage time allocation according to the local load sequence and the voyage sequence to obtain a local time sequence; after interactively obtaining multiple environmental conditions of multiple segments in the voyage sequence, taking the local time sequence as the time constraint, optimizing the speed according to the local load sequence, multiple segments and multiple environmental conditions to obtain a target speed sequence; performing diesel engine speed coupling calculation according to the target speed sequence to obtain a diesel engine speed control sequence; and using the diesel engine speed control sequence to perform adaptive dynamic regulation of the diesel engine driven ship.

[0006] The second aspect disclosed in the present application provides a speed adaptive control device for a ship diesel engine, the device is used for the speed adaptive control method for the ship diesel engine, the device comprises: a route fitting module, the route fitting module is used to perform route fitting according to the shipping dispatch of the diesel engine driven ship to obtain a voyage sequence; a load change calculation module, the load change calculation module is used to perform load change calculation based on the voyage sequence to obtain a local load sequence; a time consumption allocation optimization module, the time consumption allocation optimization module is used to use the voyage time constraint as the allocation constraint, and perform voyage time allocation according to the local load sequence and the voyage sequence Optimization to obtain a local time-consuming sequence; a speed optimization module, which is used to interactively obtain multiple environmental conditions of multiple segments in the voyage sequence, use the local time-consuming sequence as a time constraint, and optimize the speed according to the local load sequence, multiple segments and multiple environmental conditions to obtain a target speed sequence; a speed coupling calculation module, which is used to perform diesel engine speed coupling calculation according to the target speed sequence to obtain a diesel engine speed control sequence; an adaptive control module, which is used to use the diesel engine speed control sequence to perform adaptive dynamic control of the diesel engine-driven ship.

[0007] One or more technical solutions provided in this application have at least the following technical effects or advantages:

[0008] By fitting the route based on shipping scheduling, the route can be planned more reasonably. At the same time, through the calculation of load changes, the load conditions of the ship in different sections can be accurately grasped, which enables the subsequent speed and speed optimization to be accurately adjusted according to the actual load conditions of the ship, avoiding too high or too low speed selection and reducing unnecessary fuel consumption; time allocation is carried out according to the voyage time constraint to ensure that the task is completed within the specified time while allowing the ship to maintain the optimal speed and operating status. This time allocation optimizes the work efficiency of the ship and reduces the total energy consumption of the ship during navigation by avoiding time waste; based on the actual load conditions and environmental conditions, the speed is optimized in each section to achieve the best balance between fuel consumption and time utilization. Then, the diesel engine speed is coupled with the target speed, so that the diesel engine can adjust the speed according to the real-time speed, ensuring that fuel consumption and carbon emissions are reduced as much as possible without affecting performance, thus achieving the effect of energy conservation and emission reduction; in the process of speed optimization, the local load and environmental conditions of different sections are combined, and the speed can be flexibly adjusted according to specific navigation conditions. This adaptive regulation capability enables the ship to maintain efficient operation in the face of a changing environment, reducing additional fuel consumption or navigation delays caused by environmental changes; finally, the diesel engine speed control sequence is used for adaptive dynamic regulation of diesel engine-driven ships, ensuring that the ship's power system can flexibly respond to environmental changes, load fluctuations and other conditions during the voyage, thereby improving the overall adaptability and navigation safety of the ship.

[0009] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 A schematic flow chart of a method for adaptively controlling the speed of a marine diesel engine provided in an embodiment of the present application.

[0011] Figure 2 A schematic diagram of the structure of a speed adaptive control device for a marine diesel engine provided in an embodiment of the present application.

[0012] Explanation of reference numerals: route fitting module 10 , load change calculation module 20 , time consumption allocation optimization module 30 , speed optimization module 40 , rotation speed coupling calculation module 50 , adaptive control module 60 . DETAILED DESCRIPTION

[0013] The embodiments of the present application provide a method and device for adaptively controlling the speed of a ship diesel engine, thereby solving the technical problem that in the prior art, the speed adjustment of the diesel engine often relies on the crew's adjustment based on experience, lacks a refined automatic control mechanism, and cannot dynamically respond to changes in the ship's load environmental conditions, resulting in difficulty in achieving optimal operating efficiency and energy consumption for the entire voyage.

[0014] After introducing the basic principles of the present application, various non-limiting implementation methods of the present application will be specifically introduced below in conjunction with the accompanying drawings of the specification. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0015] Embodiment 1, as Figure 1 As shown, the embodiment of the present application provides a speed adaptive control method for a marine diesel engine, the method comprising:

[0016] Route fitting is performed according to the shipping dispatch of diesel-powered ships to obtain the voyage sequence.

[0017] The shipping scheduling information of the ship is obtained through data sources such as the ship operation scheduling system and the freight management system. The shipping scheduling includes the overall transportation task of the ship from the departure port to the destination port, the docking order of each port of call, and the loading and unloading plan at each port of call, including the loading volume, unloading volume, cargo type, etc.

[0018] The shipping scheduling is disassembled to obtain the shipping node sequence, which includes the specific information of each port of call, such as the port name, berth number, and the loading and unloading plan of the port. Based on these loading and unloading plans, the load is reversed, that is, according to the unloading and loading volume of each port of call, the load of the ship when leaving the port is determined, and the local load sequence of the ship in different sections is obtained. Each berth in the shipping node sequence is initialized to the voyage ocean map to generate multiple sets of preliminary routes. The preliminary routes represent the possible paths of the ship without considering environmental conditions. For the generated multiple sets of preliminary routes, combined with the load of the ship in different sections, the fusion consumption solution is performed. The core of the fusion solution is to comprehensively consider the time consumption and fuel consumption, find the optimal route combination based on the influence of local load, and screen out the best route based on the fusion consumption results of multiple sets of preliminary routes to generate the final voyage sequence. The voyage sequence refers to the movement order of the ship between multiple sections, as well as the detailed operation information at each port, such as loading volume, unloading volume, cargo type, etc.

[0019] Load variation calculation is performed based on the voyage sequence to obtain a local load sequence.

[0020] In a voyage sequence, each leg contains information on loading and unloading operations, such as the loading volume, unloading volume, and cargo type at each port. This information directly affects the load changes of the ship in different legs. The local load sequence refers to the load changes caused by loading and unloading cargo in each leg of the ship. These load changes directly affect the ship's navigation performance and fuel consumption.

[0021] The ship's load is initialized at the beginning of each voyage. Specifically, the ship's departure port is taken as the starting point. At the departure port, the ship's initial load is calculated, which includes the total weight of all cargo. Starting from the departure port, the ship will load or unload cargo at the end of each voyage, causing the total load of the ship to change. The load change of each voyage is calculated from the first port to the last port step by step according to the loading and unloading operations of each port of call, forming a local load sequence of the ship in each voyage. The sequence describes in detail the load conditions of the ship in different voyages, including the total load information.

[0022] The voyage time constraint is used as an allocation constraint, and the voyage time allocation is optimized according to the local load sequence and the voyage sequence to obtain a local time sequence.

[0023] Voyage time refers to the total time from the departure port to the destination port, which is determined by external factors such as shipping scheduling, customer demand or shipping contracts. The total voyage time constraint is fixed and all voyages must be completed within this time. Each segment has different load conditions, so the time required for different segments will vary. Segments with heavier loads may take more time, while segments with lighter loads are relatively faster.

[0024] According to the standard speed and segment distance, the time consumption of each segment is initialized to generate a preliminary time consumption sequence. This sequence is only a preliminary estimate. By adding the preliminary time consumption sequence, check whether the total time consumption meets the total flight time consumption constraint. If not, optimization is required. Usually, segments with heavier loads take longer. The time consumption of different segments can be limited and adjusted according to the local load sequence. When the time consumption is limited, it is optimized according to the load weight of each segment so that the time consumption distribution meets both the total time consumption requirements and the actual load conditions of each segment. Finally, the time consumption distribution result of each segment is obtained through optimization to form a local time consumption sequence. Each segment has a different time consumption to meet the total flight time consumption constraint.

[0025] After interactively obtaining multiple environmental conditions of multiple segments in the voyage sequence, the local time-consuming sequence is used as a time constraint, and speed optimization is performed according to the local load sequence, multiple segments and multiple environmental conditions to obtain a target speed sequence.

[0026] The environmental conditions in different sections have a significant impact on the speed. For example, the direction of ocean currents, wind speed, wind direction, sea conditions, etc., will directly affect the ship's navigation resistance and energy consumption. These environmental conditions are obtained through ship sensors or external meteorological data.

[0027] The local time sequence is used as the time constraint for speed optimization, that is, within the time limit, the speed must ensure that the ship arrives at the next node on time. According to the local load sequence, multiple sections and multiple environmental conditions, the speed is gradually adjusted for speed optimization. The speed can be appropriately increased for sections with light loads, and the speed needs to be reduced for sections with heavy loads or unfavorable environmental conditions to save fuel and ensure stability. Speed ​​optimization is a multi-round process. Each round performs a comprehensive calculation of fuel consumption, speed and environmental conditions. The goal is to find the best balance between fuel consumption and sailing time, and gradually converge to the optimal speed. The final output target speed sequence is the optimal speed for each section, combining local time consumption, load and environmental conditions to ensure that each section of navigation can be completed in the most energy-efficient way.

[0028] The diesel engine speed coupling calculation is performed according to the target speed sequence to obtain the diesel engine speed control sequence.

[0029] There is a certain coupling relationship between the speed of the diesel engine and the speed of the ship. Usually, the propulsion system of the ship converts the speed of the diesel engine into the speed of the ship through the gear ratio. Therefore, the target speed needs to be converted into the corresponding diesel engine speed through the power transmission link. Specifically, the speed coupling combines the propeller characteristics, gear ratio and other mechanical transmission system parameters. These parameters determine the mathematical relationship between the diesel engine speed and the speed. The speed coupling formula is: n = (V / K) * G, where n is the diesel engine speed, V is the target speed, K is the propeller performance coefficient, and G is the gear ratio. This formula is used to calculate the ideal speed of the diesel engine according to the target speed. According to the speed coupling formula, the diesel engine speed value corresponding to each section is calculated to form the final speed control sequence, which is the optimal speed required to achieve the target speed.

[0030] The diesel engine speed control sequence is used to perform adaptive dynamic regulation of the diesel engine driven ship.

[0031] Marine diesel engines are usually equipped with automatic control systems that can adjust the output of the diesel engine according to control instructions. Through an electronic control unit or other automatic controller, the instructions in the speed control sequence are converted into actual throttle opening adjustments, thereby controlling the speed of the diesel engine and realizing adaptive dynamic regulation of the ship, ensuring that the ship runs at the optimal speed in each voyage and achieving the goals of energy conservation, emission reduction and stable navigation.

[0032] Furthermore, route fitting is performed according to the shipping scheduling of diesel-powered ships to obtain a voyage sequence, and the method includes:

[0033] The shipping schedule is disassembled to obtain a shipping node sequence, wherein the shipping node sequence includes a plurality of node berths and a plurality of loading and unloading plans; a load inverse solution is performed according to the plurality of loading and unloading plans to obtain the local load sequence; the plurality of node berths are initialized to a voyage ocean map to obtain a plurality of groups of preliminary routes; a fusion consumption solution is performed on the plurality of groups of preliminary routes according to the local load sequence, and the plurality of segments are obtained by screening from the plurality of groups of preliminary routes based on the calculation results; the plurality of segments are connected according to the shipping node sequence to obtain the voyage sequence.

[0034] The shipping scheduling information of the ship is obtained through data sources such as the ship operation scheduling system and the freight management system. The shipping scheduling includes the overall transportation task of the ship from the departure port to the destination port, the docking order of each port of call, and the loading and unloading plan at each port of call, including the loading volume, unloading volume, cargo type, etc.

[0035] The shipping scheduling information is disassembled, and multiple ports of call and corresponding berths in the shipping scheduling are taken as node berths to generate a shipping node sequence. Each node in the sequence contains a node berth and a loading and unloading plan. The node berth refers to the specific location where the ship docks at the port, and the loading and unloading plan is a description of the loading and unloading plan of the ship at each port of call, including the type, quantity, and loading and unloading time of the loaded and unloaded goods.

[0036] The loading and unloading operations at each port will change the load situation of the ship. The ship's carrying capacity is different between different segments. Therefore, the load change of each route can be solved by reverse calculation based on the loading and unloading plan. Specifically, at the loading node, the ship's load increases, and at the unloading node, the load decreases. The loading and unloading operations at each node will directly affect the ship's load in the next segment. Starting from the last node, the load situation of the ship in each segment is deduced step by step. For example, if the load at the final destination port is empty, that is, all the cargo has been unloaded, then you can reverse from this node to calculate the loading capacity of the previous node, and so on, until the departure port. The result of the load reverse calculation is to generate a local load sequence representing each route, which describes the starting and ending load conditions of each segment.

[0037] Initialize multiple node berths into the voyage ocean map. The voyage ocean map is a ship navigation map containing geographic coordinates, which details the routes and port locations in the ocean. Map each berth to the corresponding geographic coordinates on the map. Based on the geographic coordinates of these berths, combine and generate multiple groups of preliminary routes. These routes are the route options that ships may take in different sections, representing the preliminary paths without considering environmental conditions and other factors. Different candidate routes may have different sailing time, fuel consumption and other characteristics. The multiple groups of routes initially generated can provide more options for subsequent optimization steps.

[0038] For each set of preliminary routes, the time and fuel consumption are calculated in combination with the local load of each route, and other key factors such as environmental conditions and ship draft are integrated. Among them, the consumption of each route, including fuel consumption and time consumption, will be affected by the load of the ship in that section. In sections with heavier loads, the ship has greater resistance, and fuel consumption and sailing time increase. Therefore, it is necessary to calculate the accurate fuel and time consumption for each set of preliminary routes in combination with the local load sequence, and significantly reduce fuel consumption by reducing the speed, especially in non-emergency sections, which can effectively save energy. Based on the results of the fusion solution, the best route combination is selected from multiple sets of preliminary routes to form multiple sections. The selection of each section will comprehensively consider the influence of fuel consumption, sailing time and environmental conditions.

[0039] According to the shipping node sequence, that is, according to the order of the ship's voyage, the selected multiple segments are connected to form a complete voyage sequence. The voyage sequence represents all the voyages of the ship from the departure port to the destination port, covering all the nodes and segments of the stop.

[0040] Further, performing fusion consumption calculation on the multiple groups of preliminary routes according to the local load sequence, and selecting the multiple flight segments from the multiple groups of preliminary routes based on the calculation results, the method includes:

[0041] Initialize the first node berth and the second node berth of the first shipping node and the second shipping node to the voyage ocean map to obtain a first set of preliminary routes; collect environmental data according to the first set of preliminary routes to obtain a first set of environmental conditions; predefine a standard speed, and match the time consumption according to the standard speed, the first set of environmental conditions and the first set of preliminary routes to obtain a first set of preliminary time consumption; input the first local load, the first set of preliminary time consumption and the standard speed into a first fuel consumption model to obtain a first set of preliminary fuel consumption; use preset time consumption weights and fuel consumption weights to perform weighted calculation on the first set of preliminary time consumption and the first set of preliminary fuel consumption to obtain a first set of fused consumption; perform route call on the first set of preliminary routes according to the first set of fused consumption to obtain a first flight segment; and so on, perform route optimization on the voyage ocean map according to the local load sequence and multiple node berths to obtain the multiple flight segments.

[0042] The first shipping node and the second shipping node represent two different and adjacent stopover points respectively. The ship sails from the first node to the second node. The specific locations of the first node berth and the second node berth are initialized to the voyage ocean map. The geographical coordinates of each node on the map can be clearly identified. According to the initialized berth positions on the map, a first set of preliminary routes is generated. This set of preliminary routes includes candidate routes of multiple different paths, and each route corresponds to a different sailing path selection from the first node to the second node.

[0043] Environmental conditions have an important impact on ship navigation. For each preliminary route, corresponding environmental data are collected, including ocean currents, wind speed and direction, wave height, meteorological conditions, etc. The data can be obtained through ship-borne sensors or external satellite data. The first set of environmental conditions obtained contains a set of environmental conditions corresponding to the first set of preliminary routes.

[0044] Predefined standard speed. The standard speed is usually the ideal speed for the ship to operate with economical fuel consumption without considering special load and environmental conditions. This speed can be set according to factors such as ship type and voyage length. In the subsequent speed optimization, the standard speed provides an initial reference.

[0045] According to the first set of preliminary routes, the first set of environmental conditions and the predefined standard speed, the preliminary time taken by the ship on different routes is calculated. The time formula can be T = L / (v+v 1 ), where T is the time, L is the distance of the flight, v is the standard speed, and v 1It is the environmental speed correction, which is adjusted according to the first set of environmental conditions such as ocean currents and wind speed. For example, a tailwind or downstream will increase the speed and reduce the time; a headwind or upstream will reduce the speed and increase the time. The time calculation is performed on each preliminary route to generate the first set of preliminary times. Each preliminary route corresponds to a time value, which represents the estimated sailing time of the ship on the route.

[0046] The first fuel consumption model is based on the fuel consumption rate curve of the diesel engine to calculate the fuel consumption at different speeds. The fuel consumption rate curve is usually the relationship between power consumption and rotational speed. The ship's load, standard speed, and preliminary time are input into the fuel consumption model to calculate the fuel consumption of each preliminary route under given conditions. The first set of preliminary fuel consumption is calculated, which is the fuel consumption result calculated for each preliminary route based on the ship's load, time and speed. Each preliminary route corresponds to a fuel consumption value, which represents the amount of fuel required to travel on the route.

[0047] In voyage optimization, both the time consumption of the ship's voyage and the fuel consumption must be considered. The two need to be weighed. The time consumption weight and fuel consumption weight are preset according to the actual situation to balance the impact of time and fuel consumption. For the time consumption weight, when the time requirement is more urgent, the time consumption weight will increase to give priority to routes with shorter time consumption; for the fuel consumption weight, if the core goal of ship operation is energy conservation and emission reduction, the weight of fuel consumption will be higher, and routes with less fuel consumption will be given priority.

[0048] Apply the preset time consumption weight and fuel consumption weight, perform weighted calculation on the first set of preliminary time consumption and the first set of preliminary fuel consumption, generate a final fused consumption value for each preliminary route, and obtain the first set of fused consumption, which is the weighted consumption result of each preliminary route, combining the weighted indicators of time and fuel consumption. The fused consumption value is used to select the optimal route.

[0049] According to the first set of fused consumption values, the route with the lowest consumption is selected from the preliminary routes as the final route for this section of the voyage, that is, the optimal route is selected from multiple candidate routes as the first segment, which is the optimal segment from the first node to the second node, representing the optimal path taken by the ship in this section of the voyage.

[0050] After obtaining the first flight segment, the next route segment will be optimized and called according to the local load sequence and each node berth. Each flight segment will repeat the previous steps. Through segment-by-segment optimization, multiple optimal segments from the departure port to the destination port will be generated to form a complete set of multiple segments. Each route segment is the optimal result after optimization based on load, time and fuel consumption.

[0051] Furthermore, the voyage time constraint is used as the allocation constraint, and the voyage time allocation is optimized according to the local load sequence and the voyage sequence to obtain the local time sequence. The method includes:

[0052] The time consumption of the multiple flight segments is initialized according to the standard speed to obtain a preliminary time consumption sequence; the time consumption of the preliminary time consumption sequence is added, and if the summed result meets the voyage time consumption constraint, the preliminary time consumption sequence is used as the local time consumption sequence; if the summed result does not meet the voyage time consumption constraint, the preliminary time consumption sequence is time-limited by using the local load sequence as the time consumption limitation weight allocation mapping to obtain the local time consumption sequence.

[0053] A pre-defined standard speed is used to make a preliminary time estimate for each leg. The time is the leg distance divided by the standard speed. The distance of each leg has been determined through the ocean map, so the estimated time for each leg can be calculated using the standard speed. At this time, the time sequence only considers the distance and standard speed, without considering the environment and load. After the above time calculation is performed for each leg, the results are recorded in a sequence to obtain a preliminary time sequence, which reflects the time required for the ship to complete each leg of the entire voyage under standard conditions.

[0054] The time consumption of each segment in the preliminary time consumption sequence is summed up to obtain the preliminary total time consumption of the entire voyage, and the total time consumption is compared with the pre-set voyage time consumption constraint. The voyage time consumption constraint means that the ship must complete the entire voyage within a limited total time in a given navigation mission. If the sum of the preliminary time consumption meets the time consumption constraint, no further adjustment is required, and the preliminary time consumption sequence is directly used as the final local time consumption sequence. At this time, the navigation time arrangement has met the scheduling requirements.

[0055] If the total time exceeds the time constraint, it means that the time allocation is unreasonable and the time needs to be limited and adjusted so that the sum of the time consumption of each segment meets the time limit of the total voyage. Specifically, the local load sequence is used as the weight basis for time reduction. The local load sequence reflects the load situation of the ship in each segment. Segments with heavy loads often require more time, while segments with light loads can reduce the time appropriately. For segments with heavy loads, relatively less reduction can be given to ensure that there is enough time for segments with heavy loads, while segments with light loads have more reduction. According to the load situation of each segment, The system will limit the time consumption according to the load ratio. Specifically, the load ratio refers to the proportion of the load of a certain flight segment to the total load. For example, if the load of a certain flight segment accounts for 40% of the total load, then its weight in the time consumption limitation is also correspondingly larger. A target time consumption is set, and the total time consumption must meet the flight time consumption constraint. The time consumption limitation is allocated according to the load ratio. The limitation amount of each flight segment is adjusted according to the load weight of the segment to ensure that the time consumption allocation meets the total time constraint. Through the limitation allocation mapping, the adjusted local time consumption sequence is finally obtained, in which the time consumption of each flight segment is reasonably limited to meet the total flight time.

[0056] Furthermore, taking the local time-consuming sequence as a time constraint, optimizing the speed according to the local load sequence, multiple flight segments and multiple environmental conditions, and obtaining a target speed sequence, the method includes:

[0057] Taking the first local time consumption as the time constraint, optimizing the speed is performed according to the first local load, the first environmental condition and the first segment to obtain a first target speed, wherein the first target speed is identified by the first target time consumption; after updating the second local time consumption according to the first target time consumption, taking the second local time consumption as the time constraint, optimizing the speed is performed according to the second local load, the second segment and the second environmental condition to obtain a second target speed; and so on, optimizing the speed and updating the local time consumption sequence are performed to obtain a target speed sequence and a target time consumption sequence; performing diesel engine speed coupling calculation according to the target speed sequence and the target time consumption sequence to obtain a diesel engine speed control sequence.

[0058] The first local time consumption is the time consumption allocation result that has been optimized in the first section. This is the time limit for this section. The goal of speed optimization is to find a suitable speed so that the ship can complete the task in this section without exceeding the time consumption constraint. Speed ​​optimization starts from the predefined standard speed. According to the fuel consumption rate curve at different speeds, combined with local load and environmental conditions, the fuel consumption at different speeds is calculated. By adjusting the speed, the section time consumption is calculated and compared with the local time consumption constraint. The goal is to find a speed that meets the time requirements and optimizes fuel consumption. Through multiple rounds of adjustments, the speed that optimizes fuel consumption and time consumption is finally obtained as the first target speed. The first target speed uses the first target time consumption mark, that is, the navigation time corresponding to the first target speed.

[0059] After completing the speed optimization of the first segment, the time allocation of the subsequent segments is updated according to the actual result of the first target time. The second local time is the time reserved for the next segment. If the time of the previous segment is exceeded or shortened, it will affect the time allocation of the subsequent segments. That is, if the first target time is faster (or slower) than the original plan, the second local time needs to be adjusted to ensure that the entire voyage is still within the overall time constraint. The speed optimization of the second segment is similar to the second segment. The updated second local time is used as the time constraint of the segment to ensure that the ship completes the voyage within the time limit. By dynamically adjusting the speed, the actual time and fuel consumption of the segment are calculated until the speed that meets the time limit and has the best fuel efficiency is found, and the second target speed is obtained. The second target speed is marked with the second target time.

[0060] After completing the optimization of the speed of the first two segments, continue to perform similar optimization on the remaining segments, optimize the ship's speed segment by segment, and adjust the time allocation of the remaining segments according to the actual time consumption results of each segment after each segment is completed. By dynamically updating the local time consumption sequence, ensure that the time sum of all segments still meets the total voyage time consumption constraint. Through multiple rounds of speed adjustment, find the optimal speed for each segment to ensure that the voyage is completed within the time limit and maximize fuel efficiency. By optimizing the speed of all segments, a complete target speed sequence is generated. Each segment in the sequence corresponds to an optimized optimal speed. These speeds ensure that the ship can save fuel and complete the task on time in each segment. The actual time consumption results of each segment are recorded to form a target time consumption sequence, which represents the actual time spent by the ship in each segment.

[0061] There is a coupling relationship between the diesel engine speed and the ship speed, that is, the diesel engine speed directly determines the propulsion speed of the ship. Through the diesel engine power transmission system, the diesel engine speed is coupled with the propeller speed, which in turn determines the ship's speed. This relationship can be described by a coupling formula, which is: n = (V / K) * G, where n is the diesel engine speed, V is the target speed, K is the propeller performance coefficient, and G is the gear ratio. This formula is used to calculate the ideal speed of the diesel engine according to the target speed. According to the speed coupling formula, the diesel engine speed value corresponding to each section is calculated to form the final speed control sequence, which is the optimal speed required to achieve the target speed, ensuring that the ship can meet the speed requirements and reduce fuel consumption throughout the voyage.

[0062] Further, taking the first local time consumption as a time constraint, optimizing the speed according to the first local load, the first environmental condition and the first flight segment to obtain the first target speed, the method includes:

[0063] Taking 1 / K of the standard speed as the speed adjustment scale, performing multiple rounds of speed updates on the standard speed to obtain multiple updated speeds; eliminating deviation information from the multiple updated speeds according to the first segment and the first local time consumption to obtain multiple first credible speeds; serializing the multiple first credible speeds to obtain a credible speed sequence, synchronizing the credible speed sequence, the first local load, and the first environmental condition to the second fuel consumption model to obtain a fuel consumption sequence; visualizing the fuel consumption sequence, locating the fuel consumption change node, and selecting a credible speed range in the credible speed sequence according to the fuel consumption change node; presetting a speed update frequency threshold, and performing multiple rounds of speed optimization in the credible speed range with the speed update frequency threshold to obtain the first target speed.

[0064] 1 / K of the standard speed is used as the speed adjustment scale. K is a preset constant used to control the speed adjustment range. Through this adjustment scale, the speed can be gradually adjusted on the basis of the standard speed, and multiple rounds of speed optimization can be performed. For example, if the standard speed is 15 and the K value is 10, the adjustment scale is 1.5. In each round, the speed will increase or decrease by 1.5, forming multiple updated speed values. By increasing or decreasing the standard speed with an adjustment scale of 1 / K, multiple updated speeds are generated. These speeds represent different options from the standard speed to higher or lower speeds.

[0065] According to the first local time constraint, those speeds that exceed the time limit are eliminated from multiple updated speeds. For example, if a certain updated speed causes the time of the segment to exceed the allowable local time limit, then the speed is eliminated. After eliminating the speeds that do not meet the conditions, the remaining speed is the first credible speed, that is, the speed that the ship can adopt under the load and time constraints.

[0066] The multiple first credible speeds are sorted by speed to form a credible speed sequence, which contains multiple speed options from the lowest credible speed to the highest credible speed. The credible speed sequence, the first local load and the first environmental condition are input into the second fuel consumption model, which predicts fuel consumption based on the load, speed, environmental conditions and sailing distance. Through model calculation, a fuel consumption sequence is generated, which corresponds to the credible speed sequence one by one, and each speed corresponds to a fuel consumption value. These values ​​help determine the fuel economy at different speeds.

[0067] The fuel consumption values ​​in the fuel consumption sequence are visualized, that is, a fuel consumption curve is drawn. The horizontal axis represents the speed and the vertical axis represents the fuel consumption. The curve shows the change of fuel consumption with the change of speed. There will be some change nodes in the fuel consumption curve, that is, the key points where fuel consumption changes with speed. These nodes are the inflection points or rapid change points of the curve, representing the sensitive change area of ​​speed to fuel consumption. For example, in a certain speed range, fuel consumption rises or falls sharply. Based on the located fuel consumption change nodes, an optimal credible speed range is selected in the credible speed sequence. This range contains a speed range with relatively stable and low fuel consumption, representing a relatively efficient speed selection area.

[0068] Preset speed update frequency threshold. Speed ​​update frequency refers to the maximum frequency allowed to adjust the speed during the speed optimization process. Too high speed update frequency will lead to increased fuel consumption of the ship. Preset a speed update frequency threshold according to the specific situation to ensure that the speed update will not be too frequent during the speed optimization process, so as to avoid adverse effects on the stability and fuel consumption of the ship.

[0069] Within the credible speed range, combined with the fuel consumption model and local time constraints, the optimization is performed by gradually adjusting the speed. Each optimization will calculate the fuel consumption and time consumption at different speeds. When the number of optimizations reaches the speed update frequency threshold, the optimization is stopped. After multiple rounds of speed optimization, the optimal speed under the fuel consumption and time constraints is finally selected as the first target speed. This speed can not only ensure that the ship completes the section mission within the specified time, but also minimize fuel consumption.

[0070] Furthermore, a speed update frequency threshold is preset, and multiple rounds of speed optimization are performed in the credible speed interval using the speed update frequency threshold to obtain the first target speed. The method includes:

[0071] 1 / K of the credible speed range is used as a speed adjustment scale, and K second credible speeds are located in the credible speed range; the second fuel consumption model is used to predict the fuel consumption of the K second credible speeds to obtain K fuel consumption prediction results; a second speed range is selected in the credible speed range according to the K fuel consumption prediction results; and so on, a fuel consumption fluctuation range is preset, and the credible speed range is repeatedly selected and narrowed down with a speed update frequency threshold as a constraint until the first target speed is obtained.

[0072] The credible speed interval is a better speed range selected based on the fuel consumption change node located in the previous step. 1 / K of the credible speed interval is used as the speed adjustment scale. K determines the accuracy of speed adjustment. Within the credible speed interval, K new credible speeds are divided according to the set 1 / K adjustment scale as K second credible speeds. These speeds will be used as candidate speeds for further fuel consumption optimization.

[0073] The second fuel consumption model is a fuel consumption model that predicts fuel consumption based on load, speed, environmental conditions and sailing distance. For each second credible speed, the second fuel consumption model is used to perform independent fuel consumption calculations to obtain K fuel consumption prediction results. These results correspond one by one to the K second credible speeds, indicating the expected fuel consumption of the ship under specific load and environmental conditions at the corresponding speed.

[0074] Based on the K fuel consumption prediction results, the credible speed range is further narrowed. By analyzing the fuel consumption prediction results, we can find out which speeds have low and stable fuel consumption, eliminate the speed values ​​with significantly high fuel consumption, and select the second speed range. The second speed range is a smaller speed range, concentrated in the speed area with relatively low fuel consumption.

[0075] The preset fuel consumption fluctuation range is the allowable range of fuel consumption variation. This fluctuation range helps ensure that during the speed optimization process, the selected speed will not experience significant fluctuations in fuel consumption. By setting an allowable fluctuation range, you can avoid selecting speeds with unstable fuel consumption. For example, the fuel consumption fluctuation range is set to ±1%, which means that the selected speed cannot exceed this fluctuation range in fuel consumption.

[0076] The speed update frequency threshold is used as a constraint condition again to prevent the speed from being adjusted too frequently. According to the set fuel consumption fluctuation range, the speed that meets the fuel economy is further selected in the credible speed range. In each round, it is calculated whether the fluctuation of the fuel consumption prediction result is within the allowable range. According to the fluctuation of fuel consumption, those speeds with large consumption fluctuations are eliminated, and the credible speed range is gradually narrowed until the speed update frequency threshold is reached. Through multiple rounds of adjustment and limitation, the speed selection range is gradually reduced. In the process of multiple rounds of selection and limitation, the first target speed is finally obtained. This is the speed with the smallest fuel consumption fluctuation and meets the frequency constraint after multiple rounds of selection and limitation. This speed not only ensures the economy of fuel consumption, but also can maintain stable operation within the section.

[0077] In summary, the speed adaptive control method of a marine diesel engine provided in the embodiment of the present application has the following technical effects:

[0078] By fitting the route based on shipping scheduling, the route can be planned more reasonably. At the same time, through the calculation of load changes, the load conditions of the ship in different sections can be accurately grasped, which enables the subsequent speed and speed optimization to be accurately adjusted according to the actual load conditions of the ship, avoiding too high or too low speed selection and reducing unnecessary fuel consumption; time allocation is carried out according to the voyage time constraint to ensure that the task is completed within the specified time while allowing the ship to maintain the optimal speed and operating status. This time allocation optimizes the work efficiency of the ship and reduces the total energy consumption of the ship during navigation by avoiding time waste; based on the actual load conditions and environmental conditions, the speed is optimized in each section to achieve the best balance between fuel consumption and time utilization. Then, the diesel engine speed is coupled with the target speed, so that the diesel engine can adjust the speed according to the real-time speed, ensuring that fuel consumption and carbon emissions are reduced as much as possible without affecting performance, thus achieving the effect of energy conservation and emission reduction; in the process of speed optimization, the local load and environmental conditions of different sections are combined, and the speed can be flexibly adjusted according to specific navigation conditions. This adaptive regulation capability enables the ship to maintain efficient operation in the face of a changing environment, reducing additional fuel consumption or navigation delays caused by environmental changes; finally, the diesel engine speed control sequence is used for adaptive dynamic regulation of diesel engine-driven ships, ensuring that the ship's power system can flexibly respond to environmental changes, load fluctuations and other conditions during the voyage, thereby improving the overall adaptability and navigation safety of the ship.

[0079] Embodiment 2, based on the same inventive concept as the speed adaptive control method of a marine diesel engine in the above embodiment, Figure 2 As shown, the embodiment of the present application provides a speed adaptive control device for a marine diesel engine, the device comprising:

[0080] A route fitting module 10 is used to fit the route according to the shipping dispatch of the diesel-driven ship to obtain a voyage sequence; a load change calculation module 20 is used to calculate the load change based on the voyage sequence to obtain a local load sequence; a time consumption allocation optimization module 30 is used to use the voyage time constraint as the allocation constraint, and perform voyage time allocation optimization according to the local load sequence and the voyage sequence to obtain a local time sequence; a speed optimization module 40 is used to calculate the load change based on the voyage sequence to obtain a local load sequence; a time consumption allocation optimization module 30 is used to calculate the load change based on the voyage sequence to obtain a local load ... It is used to interactively obtain multiple environmental conditions of multiple segments in the voyage sequence, use the local time-consuming sequence as a time constraint, optimize the speed according to the local load sequence, multiple segments and multiple environmental conditions, and obtain a target speed sequence; a speed coupling calculation module 50, the speed coupling calculation module 50 is used to perform diesel engine speed coupling calculation according to the target speed sequence to obtain a diesel engine speed control sequence; an adaptive control module 60, the adaptive control module 60 is used to use the diesel engine speed control sequence to perform adaptive dynamic control of the diesel engine-driven ship.

[0081] Furthermore, the device also includes a voyage sequence acquisition module to perform the following operation steps:

[0082] The shipping schedule is disassembled to obtain a shipping node sequence, wherein the shipping node sequence includes a plurality of node berths and a plurality of loading and unloading plans; a load inverse solution is performed according to the plurality of loading and unloading plans to obtain the local load sequence; the plurality of node berths are initialized to a voyage ocean map to obtain a plurality of groups of preliminary routes; a fusion consumption solution is performed on the plurality of groups of preliminary routes according to the local load sequence, and the plurality of segments are obtained by screening from the plurality of groups of preliminary routes based on the calculation results; the plurality of segments are connected according to the shipping node sequence to obtain the voyage sequence.

[0083] Furthermore, the device further includes a plurality of flight segment acquisition modules to perform the following operation steps:

[0084] Initialize the first node berth and the second node berth of the first shipping node and the second shipping node to the voyage ocean map to obtain a first set of preliminary routes; collect environmental data according to the first set of preliminary routes to obtain a first set of environmental conditions; predefine a standard speed, and match the time consumption according to the standard speed, the first set of environmental conditions and the first set of preliminary routes to obtain a first set of preliminary time consumption; input the first local load, the first set of preliminary time consumption and the standard speed into a first fuel consumption model to obtain a first set of preliminary fuel consumption; use preset time consumption weights and fuel consumption weights to perform weighted calculation on the first set of preliminary time consumption and the first set of preliminary fuel consumption to obtain a first set of fused consumption; perform route call on the first set of preliminary routes according to the first set of fused consumption to obtain a first flight segment; and so on, perform route optimization on the voyage ocean map according to the local load sequence and multiple node berths to obtain the multiple flight segments.

[0085] Furthermore, the device further includes a local time-consuming sequence acquisition module to perform the following operation steps:

[0086] The time consumption of the multiple flight segments is initialized according to the standard speed to obtain a preliminary time consumption sequence; the time consumption of the preliminary time consumption sequence is added, and if the summed result meets the voyage time consumption constraint, the preliminary time consumption sequence is used as the local time consumption sequence; if the summed result does not meet the voyage time consumption constraint, the preliminary time consumption sequence is time-limited by using the local load sequence as the time consumption limitation weight allocation mapping to obtain the local time consumption sequence.

[0087] Furthermore, the device also includes a diesel engine speed control sequence acquisition module to perform the following operation steps:

[0088] Taking the first local time consumption as the time constraint, optimizing the speed is performed according to the first local load, the first environmental condition and the first segment to obtain a first target speed, wherein the first target speed is identified by the first target time consumption; after updating the second local time consumption according to the first target time consumption, taking the second local time consumption as the time constraint, optimizing the speed is performed according to the second local load, the second segment and the second environmental condition to obtain a second target speed; and so on, optimizing the speed and updating the local time consumption sequence are performed to obtain a target speed sequence and a target time consumption sequence; performing diesel engine speed coupling calculation according to the target speed sequence and the target time consumption sequence to obtain a diesel engine speed control sequence.

[0089] Furthermore, the device further includes a first target speed acquisition module to perform the following operation steps:

[0090] Taking 1 / K of the standard speed as the speed adjustment scale, performing multiple rounds of speed updates on the standard speed to obtain multiple updated speeds; eliminating deviation information from the multiple updated speeds according to the first segment and the first local time consumption to obtain multiple first credible speeds; serializing the multiple first credible speeds to obtain a credible speed sequence, synchronizing the credible speed sequence, the first local load, and the first environmental condition to the second fuel consumption model to obtain a fuel consumption sequence; visualizing the fuel consumption sequence, locating the fuel consumption change node, and selecting a credible speed range in the credible speed sequence according to the fuel consumption change node; presetting a speed update frequency threshold, and performing multiple rounds of speed optimization in the credible speed range with the speed update frequency threshold to obtain the first target speed.

[0091] Furthermore, the device further includes a first target speed acquisition module to perform the following operation steps:

[0092] 1 / K of the credible speed range is used as a speed adjustment scale, and K second credible speeds are located in the credible speed range; the second fuel consumption model is used to predict the fuel consumption of the K second credible speeds to obtain K fuel consumption prediction results; a second speed range is selected in the credible speed range according to the K fuel consumption prediction results; and so on, a fuel consumption fluctuation range is preset, and the credible speed range is repeatedly selected and narrowed down with a speed update frequency threshold as a constraint until the first target speed is obtained.

[0093] Through the above-mentioned detailed description of the speed adaptive control method of the ship diesel engine in this specification, those skilled in the art can clearly understand the speed adaptive control device of the ship diesel engine in this embodiment. Since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0094] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A speed adaptive control method for a marine diesel engine, characterized in that: The method comprises: According to the shipping dispatch of diesel-powered ships, the route is fitted to obtain the voyage sequence; Calculate load changes based on the voyage sequence to obtain a local load sequence; Taking the voyage time constraint as the allocation constraint, optimizing the voyage time allocation according to the local load sequence and the voyage sequence, and obtaining the local time sequence; After interactively obtaining multiple environmental conditions of multiple segments in the voyage sequence, taking the local time-consuming sequence as a time constraint, optimizing the speed according to the local load sequence, multiple segments and multiple environmental conditions, and obtaining a target speed sequence; Perform diesel engine speed coupling calculation according to the target speed sequence to obtain a diesel engine speed control sequence; The diesel engine speed control sequence is used to perform adaptive dynamic regulation of the diesel engine driven ship.

2. The speed adaptive control method of a marine diesel engine according to claim 1, characterized in that: According to the shipping dispatch of diesel-powered ships, route fitting is performed to obtain a voyage sequence, and the method comprises: Disassembling the shipping schedule to obtain a shipping node sequence, wherein the shipping node sequence includes a plurality of node berths and a plurality of loading and unloading plans; Perform load reverse calculation according to the multiple loading and unloading plans to obtain the local load sequence; Initializing the plurality of node berths to a voyage ocean map to obtain a plurality of sets of preliminary routes; performing fusion consumption calculation on the multiple groups of preliminary routes according to the local load sequence, and obtaining the multiple flight segments from the multiple groups of preliminary routes based on the calculation results; The plurality of flight segments are connected according to the shipping node sequence to obtain the voyage sequence.

3. The speed adaptive control method of a marine diesel engine according to claim 2, characterized in that: The method comprises: performing fusion consumption calculation on the multiple groups of preliminary routes according to the local load sequence, and selecting and obtaining the multiple flight segments from the multiple groups of preliminary routes based on the calculation results. Initializing a first node berth and a second node berth of a first shipping node and a second shipping node to a voyage ocean map to obtain a first set of preliminary routes; collecting environmental data according to the first set of preliminary routes to obtain a first set of environmental conditions; Predefine a standard speed, and match the time consumption according to the standard speed, the first set of environmental conditions and the first set of preliminary routes to obtain a first set of preliminary time consumptions; Inputting the first local load, the first group of preliminary time consumption and the standard speed into a first fuel consumption model to obtain a first group of preliminary fuel consumption; Using a preset time consumption weight and a fuel consumption weight to perform weighted calculation on the first group of preliminary time consumption and the first group of preliminary fuel consumption to obtain a first group of fusion consumption; Calling a route on the first group of preliminary routes according to the first group of fusion consumption to obtain a first flight segment; By analogy, the route optimization is performed on the voyage ocean map according to the local load sequence and the multiple node berths to obtain the multiple flight segments.

4. The speed adaptive control method of a marine diesel engine according to claim 3, characterized in that: Taking the voyage time constraint as the allocation constraint, optimizing the voyage time allocation according to the local load sequence and the voyage sequence to obtain the local time sequence, the method includes: Initialize the time consumption of the multiple flight segments according to the standard speed to obtain a preliminary time consumption sequence; Adding up the time consumption of the preliminary time consumption sequence, and if the summed result satisfies the flight time consumption constraint, taking the preliminary time consumption sequence as the local time consumption sequence; If the summed result does not satisfy the flight time constraint, the time consumption of the preliminary time consumption sequence is reduced by using the local load sequence as the time consumption reduction weight allocation mapping to obtain the local time consumption sequence.

5. The speed adaptive control method of a marine diesel engine according to claim 3, characterized in that: Taking the local time-consuming sequence as a time constraint, optimizing the speed according to the local load sequence, multiple flight segments and multiple environmental conditions, and obtaining a target speed sequence, the method includes: Taking the first local time consumption as a time constraint, optimizing the speed according to the first local load, the first environmental condition and the first flight segment, and obtaining a first target speed, wherein the first target speed is identified by the first target time consumption; After the second local time is updated according to the first target time, the second local time is used as a time constraint, and the speed is optimized according to the second local load, the second flight segment, and the second environmental conditions to obtain a second target speed; Similarly, the speed optimization and the local time sequence update are performed to obtain the target speed sequence and the target time sequence; The diesel engine speed coupling calculation is performed according to the target speed sequence and the target time sequence to obtain the diesel engine speed control sequence.

6. The speed adaptive control method of a marine diesel engine according to claim 5, characterized in that: Taking the first local time consumption as a time constraint, optimizing the speed according to the first local load, the first environmental condition and the first flight segment to obtain a first target speed, the method includes: Taking 1 / K of the standard speed as the speed adjustment scale, performing multiple rounds of speed updates on the standard speed to obtain multiple updated speeds; Eliminate deviation information from the multiple updated speeds according to the first flight segment and the first local time consumption to obtain multiple first credible speeds; After serializing the plurality of first credible speeds to obtain a credible speed sequence, the credible speed sequence, the first local load, and the first environmental condition are synchronized to a second fuel consumption model to obtain a fuel consumption sequence; After locating the fuel consumption change node by visualizing the fuel consumption sequence, a credible speed interval is selected in the credible speed sequence according to the fuel consumption change node; A speed update frequency threshold is preset, and multiple rounds of speed optimization are performed in the credible speed range with the speed update frequency threshold to obtain the first target speed.

7. The speed adaptive control method of a marine diesel engine according to claim 6, characterized in that: A speed update frequency threshold is preset, and multiple rounds of speed optimization are performed in the credible speed interval using the speed update frequency threshold to obtain the first target speed. The method includes: Taking 1 / K of the credible speed interval as the speed adjustment scale, locating K second credible speeds in the credible speed interval; Using the second fuel consumption model to predict the fuel consumption of the K second credible speeds, to obtain K fuel consumption prediction results; Selecting a second speed interval within the credible speed interval according to the K fuel consumption prediction results; By analogy, a fuel consumption fluctuation range is preset, and the credible speed range is repeatedly selected and narrowed with the speed update frequency threshold as a constraint until the first target speed is obtained.

8. The speed adaptive control device of a marine diesel engine is characterized in that: The device for implementing the speed adaptive control method of a marine diesel engine according to any one of claims 1 to 7 comprises: A route fitting module, which is used to perform route fitting according to the shipping dispatch of diesel-powered ships to obtain a voyage sequence; A load change calculation module, the load change calculation module is used to perform load change calculation based on the voyage sequence to obtain a local load sequence; A time consumption allocation optimization module, wherein the time consumption allocation optimization module is used to use the voyage time consumption constraint as the allocation constraint, perform voyage time consumption allocation optimization according to the local load sequence and the voyage sequence, and obtain a local time consumption sequence; A speed optimization module, wherein after interactively obtaining multiple environmental conditions of multiple segments in the voyage sequence, the speed optimization module uses the local time-consuming sequence as a time constraint, performs speed optimization according to the local load sequence, multiple segments and multiple environmental conditions, and obtains a target speed sequence; A speed coupling calculation module, the speed coupling calculation module is used to perform diesel engine speed coupling calculation according to the target speed sequence to obtain a diesel engine speed control sequence; An adaptive control module is used to perform adaptive dynamic control of the diesel engine driven ship using the diesel engine speed control sequence.

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