Marine instrument control method and driving control system

Abstract

The invention discloses a control method and a driving control system for a marine instrument, which mainly comprises the following steps: dividing gearbox control signals into combined emission and separated emission, then obtaining the current state of an engine, judging whether the current state of the engine meets the combined emission or separated emission condition, if not, adjusting the current state of the engine firstly, and if the separated emission condition is met, adjusting the current state of the engine again. A neutral position signal is sent to enter a neutral position state; if the scheduling combination condition is satisfied, forwarding the scheduling combination signal; judging whether gear box combination is successful or not after combination, and forwarding an accelerator opening signal if the gear box combination is successful; if not, the accelerator opening signal is stopped from being forwarded, and whether the number of times of accelerator closing exceeds the preset number of times or not is judged; and if not, the current state of the engine is adjusted, then combination judgment and operation are repeated, and if yes, combination flameout early warning is given out, and automatic combination is stopped. Therefore, when gear box combination operation is carried out, combination flameout early warning can be carried out, and the running reliability of an engine is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to a control method and a driving control system for a marine instrument. Background Art

[0002] With the application and popularization of electronic control technology for marine engines, the flexible shaft cable method to control engine speed and gearbox gear position can no longer fully meet the requirements of electronically controlled engines.

[0003] The flexible shaft cable is a mechanical control mechanism installed in the ship's cab, equipped with an engine speed control handle and a gearbox shift handle, which are connected to the engine throttle handle and the gearbox shift handle in the engine room through a steel wire flexible shaft cable. When operating in the cab, the control force is transmitted to the engine room through the flexible shaft to achieve speed regulation and gear shifting. The flexible shaft cable has poor control accuracy, and due to the friction of the flexible shaft, there is a phenomenon of delayed response and inability to return to the position. The gearbox control is not related to the speed control, and there is a high risk of gear impact when shifting gears at high speeds.

[0004] The main engine control system is a system specially set up on the ship to control the gearbox gear and engine speed. It is generally divided into two parts: the cab electronic handle and the cabin control cabinet. The handle and the control cabinet are connected through analog signals to realize the transmission of the cab operation intention to the cabin control cabinet for execution. The main engine control needs to be configured with an independent system, which is costly and the analog signal is easily interfered by the outside world. Summary of the invention

[0005] In view of the above-mentioned shortcomings, the technical problem to be solved by the present invention is: to provide a control method and a driving control system for marine instruments, which can realize engine speed regulation and gearbox gear position control through the CAN bus on the basis of marine instruments, and can perform a gearbox shutdown warning when performing gearbox combined operation, thereby improving the reliability of engine operation.

[0006] In order to solve the above technical problems, the technical solution of the present invention is:

[0007] A marine instrument control method comprises the following steps:

[0008] S10, after receiving the gearbox control signal, determining whether the gearbox control signal is a gear-on signal or a gear-off signal;

[0009] S20, if the gearbox control signal is a gear combination signal, determine whether the current state of the engine meets the gear combination condition;

[0010] If the gearbox control signal is a disengagement signal, determine whether the current state of the engine meets the disengagement condition;

[0011] S30, if the current state of the engine meets the conditions for combining and discharging, forward the combining and discharging signal and execute S40;

[0012] If the current state of the engine does not meet the combined emission condition, adjust the current state of the engine and then execute S20;

[0013] If the current state of the engine meets the disengagement condition, a neutral signal is sent to enter the neutral state;

[0014] If the current state of the engine does not meet the exhaust disengagement condition, adjust the current state of the engine and then execute S20;

[0015] S40, determining whether the gearbox assembly is successful;

[0016] S50, if the combination is successful, set n=0, forward the throttle opening signal, adjust the engine speed, and n is a variable with an initial value of zero;

[0017] If the merging fails, stop forwarding the throttle opening signal, and then determine whether n is greater than the preset merging times;

[0018] If n is not greater than the preset number of times of merging and discharging, adjust the current state of the engine to n=n+1, and execute S20;

[0019] If n is greater than the preset number of times of merging, set n=0, issue a merging flameout warning, and stop automatic merging.

[0020] Preferably, the S20 includes:

[0021] S200, if the gearbox control signal is a gear-matching signal, obtaining the duration t1 of the speed regulating handle being in neutral;

[0022] S201, determining whether the duration t1 is greater than a preset duration t0;

[0023] S202, if the duration t1 is greater than the duration t0, the combined signal is a regular combined signal, and S30 is executed;

[0024] If the duration t1 is not greater than the duration t0, the combined discharge signal is an emergency combined discharge signal, and S203 is executed;

[0025] S203, determining whether the gearbox is in neutral time t2 is less than a preset time t3;

[0026] S204: If the gearbox is in neutral for a time t2 that is not less than a preset time t3, execute S30.

[0027] The preferred manner is that if the merging signal is a conventional merging signal, the preset merging number is 2; if the merging signal is an emergency merging signal, the preset merging number is 3.

[0028] Preferably, the current state of the engine is the real-time speed of the engine;

[0029] The step of determining whether the current state of the engine meets the combined displacement condition in S20 includes:

[0030] Determine whether the real-time engine speed is within the idle value ±30rpm;

[0031] If the real-time engine speed is within the idle value ±30rpm range, the current state of the engine meets the conditions for joint displacement;

[0032] The step of determining whether the current state of the engine satisfies the exhaust disengagement condition in S20 includes:

[0033] Determine whether the real-time engine speed is greater than 110% of the idle speed value;

[0034] If the real-time engine speed is not greater than 110% of the idle speed value, the current state of the engine meets the emission disengagement conditions.

[0035] A preferred method is that if the current state of the engine does not meet the combined discharge condition in S30, the current state of the engine is adjusted, and then step S20 is performed, including:

[0036] If the current state of the engine does not meet the combined transmission condition, a speed request signal is issued according to the 110% idle speed value speed, the speed is increased to within the range of 110% idle speed value ±30rpm, and then S20 is executed.

[0037] Preferably, if the gearbox control signal is an exhaust disengagement signal in S20, the step of determining whether the current state of the engine satisfies the exhaust disengagement condition includes:

[0038] If the gearbox control signal is a disengagement signal, the throttle opening signal corresponding to reducing the engine speed is forwarded, and then it is determined whether the real-time engine speed is greater than 110% of the idle speed value.

[0039] Preferably, the S10 further comprises the following steps:

[0040] Determine whether the speed control authority is controlled by the machine-side instrument or by the remote electronic handle;

[0041] If the speed regulation authority is remote electronic handle speed regulation, when the gear box control signal is received, it is determined whether the gear box control signal is a gear engagement signal or a gear disengagement signal.

[0042] Preferably, the S10 further comprises the following steps:

[0043] When receiving the gearbox control signal, if the speed regulation authority is controlled by the machine-side instrument, an alarm signal is generated;

[0044] Issue a warning based on the alarm signal.

[0045] Preferably, the S40 includes: after a delay of T1 time, determining whether the gearbox is successfully combined; the S50 includes: if the combination is successful, setting n=0, after a delay of T2 time, forwarding the throttle opening signal, adjusting the engine speed, and n is a variable with an initial value of zero.

[0046] A driving control system for marine instruments comprises an electronic control unit, an instrument at the side of the engine, a remote instrument and a remote control electronic handle, and further comprises a CAN communication unit, wherein the CAN communication unit is respectively connected to the electronic control unit, the instrument at the side of the engine, the remote instrument and the remote control electronic handle for communication; the remote control electronic handle is used to send a throttle opening CAN message signal to the electronic control unit to adjust the engine speed, and is used to send a gearbox combined CAN message signal to the instrument at the side of the engine; the remote instrument is used to parse the information transmitted by the CAN communication unit, and is used to remotely control the start and stop of the engine, and display the gear position information and throttle opening value of the remote control electronic handle; the instrument at the side of the engine is used to send a speed request CAN message to adjust the engine speed, and is used to forward the throttle opening CAN message to adjust the engine speed, and is used to parse the information transmitted by the CAN communication unit, and is used to control the start and stop of the engine at the side of the engine, and display the gear position information and throttle opening value of the electronic handle, and is used to convert the gearbox combined CAN message signal sent by the remote control electronic handle into a gearbox forward driving signal or a reverse driving signal; the electronic control unit is used to receive the speed adjustment CAN message to control the engine speed.

[0047] After adopting the above technical solution, the beneficial effects of the present invention are:

[0048] Due to the control method and driving control system of the marine instrument of the present invention, the gearbox control signal is mainly divided into a coupling signal and a disengagement signal, and then the current state of the engine such as the engine speed is obtained to determine whether the current state of the engine meets the conditions for coupling or disengagement. If it does not meet the conditions, the current state of the engine is adjusted first. If the conditions are met, when the disengagement conditions are met, a neutral signal is sent to enter the neutral state; if the coupling conditions are met, the coupling signal is forwarded; after the coupling, it is determined whether the gearbox coupling is successful. If the coupling is successful, the throttle opening signal is forwarded to adjust the engine speed; if the coupling is unsuccessful, the throttle opening signal is stopped, and then it is determined whether the number of couplings exceeds the preset number of couplings; if it does not exceed the current state of the engine, the coupling judgment and operation are repeated. If it exceeds, a coupling flameout warning is issued and the automatic coupling is stopped. It can be seen that the present invention can perform a coupling flameout warning when performing a gearbox coupling operation, thereby improving the reliability of engine operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 It is a flow chart of the control method of the marine instrument in the present invention;

[0050] Figure 2It is a principle block diagram of the driving control system of the marine instrument in the present invention. DETAILED DESCRIPTION

[0051] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0052] It should be noted that, in the description of the present invention, terms such as "up", "down", "left", "right", "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the drawings. This is merely for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0053] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0054] Embodiment 1:

[0055] like Figure 1 As shown, a control method for a marine instrument is applied to the marine instrument control system described in the second embodiment.

[0056] The control method of the marine instrument of the present invention comprises the following steps:

[0057] Step S10: after receiving the gearbox control signal, determine whether the gearbox control signal is a gear-on signal or a gear-off signal;

[0058] It should be noted that the gearbox control signal can be sent by the remote control electronic handle through the CAN communication unit, that is, the gear combination signal or the gear disconnection signal is converted into a CAN message. After the CAN message is transmitted to the machine-side instrument through the CAN bus, the machine-side instrument parses the CAN message to obtain the gear combination signal or the gear disconnection signal.

[0059] Step S20: If the gearbox control signal is a gear combination signal, determine whether the current state of the engine meets the gear combination condition;

[0060] If the gearbox control signal is a disengagement signal, determine whether the current state of the engine meets the disengagement condition;

[0061] Step S30: if the current state of the engine meets the gear-matching condition, forward the gear-matching signal, i.e., control the gearbox to execute the gear-matching signal, and the speed regulating handle has entered the forward or reverse gear position before executing the gear-matching signal, and execute step S40;

[0062] If the current state of the engine does not meet the combined discharge condition, adjust the current state of the engine and then execute step S20;

[0063] If the current state of the engine meets the disengagement condition, a neutral signal is sent to enter the neutral state, and before entering the neutral state, the speed control handle has been changed from the forward gear or the reverse gear to the neutral position;

[0064] If the current state of the engine does not meet the exhaust condition, adjust the current state of the engine and then execute step S20;

[0065] Step S40, determine whether the gearbox combination is successful; a preferred solution is to make a judgment after a delay of T1, T1 can be but not limited to 3 seconds. Through this delay, it is ensured that the judgment is made after the combination signal is executed to ensure the accuracy of the judgment.

[0066] Step S50, if the combination is successful, set n=0, forward the throttle opening signal, adjust the engine speed, n is a variable with an initial value of zero; a preferred solution is to make a judgment after a delay of T2 time, T1 can be but not limited to 1 second, through this delay, ensure that the engine speed is adjusted after the combination signal is executed.

[0067] If the engine-to-engine combination fails, there is a risk of flameout, so the throttle opening signal forwarding stops, and then it is determined whether n is greater than the preset engine-to-engine number of times;

[0068] If n is not greater than the preset number of times of merging and discharging, adjust the current state of the engine to set n=n+1 and execute step S20;

[0069] If n is greater than the preset number of times of merging, set n=0, issue a merging flameout warning, and stop automatic merging.

[0070] like Figure 1As shown, the control method of the marine instrument of the present invention mainly divides the gearbox control signal into a coupling signal and a disengagement signal, then obtains the current state of the engine such as the engine speed, and judges whether the current state of the engine meets the conditions for coupling or disengagement. If it does not meet the conditions, the current state of the engine is adjusted first. If the conditions are met, when the disengagement conditions are met, a neutral signal is sent to enter the neutral state; if the coupling conditions are met, the coupling signal is forwarded; after the coupling, it is judged whether the gearbox coupling is successful. If the coupling is successful, n=0 is set, the throttle opening signal is forwarded, and the engine speed is adjusted; if the coupling is unsuccessful, the throttle opening signal is stopped, and then it is judged whether n is greater than the preset coupling number; if n is not greater than the preset coupling number, the current state of the engine is adjusted, n=n+1 is set, and the coupling judgment and operation are repeated. If n is greater than the preset coupling number, n=0 is set, and a coupling flameout warning is issued to stop automatic coupling. It can be seen that the present invention can perform a coupling flameout warning when performing a gearbox coupling operation, thereby improving the reliability of engine operation.

[0071] like Figure 1 As shown, when the gearbox control signal is a gearbox combination signal, the present invention is divided into a conventional gearbox combination and an emergency signal, wherein the conventional gearbox combination corresponds to the normal driving process, focusing on the impact protection of the gearbox, and the emergency gearbox combination responds to emergency operations such as emergency avoidance of ships, focusing on rapid gearbox combination without shutting down the ship. Based on this, step S20 of the control method includes:

[0072] Step S200: If the gearbox control signal is a shift-in signal, obtain the duration t1 of the speed regulating handle being in neutral;

[0073] Step S201, determining whether the duration t1 is greater than a preset duration t0; t0 may be, but is not limited to, 0.5 seconds;

[0074] Step S202: If the duration t1 is greater than the duration t0, that is, t1>t0, the combined signal is a regular combined signal, and step S30 is executed;

[0075] If the duration t1 is not greater than the duration t0, that is, t1≤t0, the combined discharge signal is an emergency combined discharge signal, and step S203 is executed;

[0076] Step S203, determining whether the gearbox is in neutral time t2 is less than a preset time t3; wherein t3 may be but is not limited to 2 seconds;

[0077] Step S204: The gearbox is in neutral for a time t2 that is not less than a preset time t3, that is, t2 ≥ t3, and step S30 is executed.

[0078] If the merging signal is a regular merging signal, the preset merging number is 2; if the merging signal is an emergency merging signal, the preset merging number is 3.

[0079] The present invention performs targeted operations in the two situations of the combined gear signal, so that in the normal driving process, the impact of the combined gear operation on the gearbox can be effectively reduced, so that in the emergency operation, the ship’s safety department can be shut down first. It can be seen that the control method of the present invention can ensure the reliable operation of the engine under different operating conditions.

[0080] like Figure 1 As shown, the current state of the engine in the present invention may be but is not limited to the real-time speed of the engine;

[0081] The step of determining whether the current state of the engine meets the combined discharge condition in step S20 includes:

[0082] Determine whether the real-time engine speed is within the idle value ±30rpm;

[0083] If the real-time engine speed is within the idle value ±30rpm range, the current state of the engine meets the conditions for joint displacement;

[0084] If the real-time engine speed is not within the idle value ±30rpm range, a high speed alarm will be issued after a delay of 3 seconds.

[0085] like Figure 1 As shown, the step of determining whether the current state of the engine meets the exhaust-free condition in step S20 includes:

[0086] Determine whether the real-time engine speed is greater than 110% of the idle speed value;

[0087] If the real-time engine speed is not greater than 110% of the idle speed value, the current state of the engine meets the emission disengagement conditions.

[0088] In step S30 of this embodiment, if the current state of the engine does not meet the combined discharge condition, the current state of the engine is adjusted, and then step S20 is performed, including:

[0089] If the current state of the engine does not meet the combined transmission condition, a speed request signal is issued according to the 110% idle speed value speed, the speed is increased to within the range of 110% idle speed value ±30rpm, and then step S20 is executed.

[0090] like Figure 1 As shown, in this embodiment, if the gearbox control signal is an exhaust disengagement signal in S20, the step of determining whether the current state of the engine satisfies the exhaust disengagement condition includes:

[0091] If the gearbox control signal is a disengagement signal, the throttle opening signal corresponding to reducing the engine speed is forwarded, and then it is determined whether the real-time engine speed is greater than 110% of the idle speed value.

[0092] In this embodiment, step S10 further includes the following steps:

[0093] Determine whether the speed control authority is controlled by the machine-side instrument or by the remote electronic handle;

[0094] If the speed control authority is remote electronic handle speed control, after receiving the gearbox control signal, it is determined whether the gearbox control signal is a gear-on signal or a gear-off signal;

[0095] If the speed control authority is controlled by the machine-side instrument, an alarm signal is generated;

[0096] Issue a warning based on the alarm signal.

[0097] Through the above steps, the uniqueness of the speed control authority is ensured, and when the speed control authority is in the machine-side instrument, an alarm is issued to remind the user.

[0098] In summary, the present invention adopts the communication method of CAN bus to realize the transmission of remote speed regulation and gear control signals; the present invention realizes the switching between machine-side and remote speed regulation by allocating message priorities, ensuring that the machine-side priority is higher than the remote one, thereby avoiding speed regulation conflicts; the remote control electronic handle of the present invention can send CAN speed regulation messages and gear control CAN messages, and the throttle handle and the engine are connected in series to form the same system, which can cooperate to prevent the engine from loading and stalling.

[0099] Embodiment 2:

[0100] like Figure 2 As shown, a driving control system for marine instruments includes an electronic control unit, an instrument next to the machine, a remote instrument and a remote control electronic handle, and also includes a CAN communication unit, which is respectively communicated with the electronic control unit, the instrument next to the machine, the remote instrument and the remote control electronic handle.

[0101] The remote control electronic handle is installed in the ship's cab and is used to send the throttle opening CAN message signal to the electronic control unit to adjust the engine speed and to send the gearbox combination CAN message signal to the instrument beside the machine;

[0102] The remote instrument is installed in the ship's cab and is used to analyze the information transmitted by the CAN communication unit, to remotely control the start and stop of the engine, and to display the gear information and throttle opening value of the remote control electronic handle;

[0103] The machine-side instrument is installed in the ship's engine room and is used to send speed request CAN messages to adjust the engine speed, to forward throttle opening CAN messages to adjust the engine speed, to analyze the information transmitted by the CAN communication unit, to control the start and stop of the engine, to display the electronic handle gear information and throttle opening value, and to convert the gearbox CAN message signal sent by the remote control electronic handle into a gearbox forward drive signal or reverse drive signal;

[0104] The electronic control unit is installed in the ship's engine room and is used to receive speed control CAN messages to control the engine speed.

[0105] like Figure 2 As shown, the marine instrument driving control system of the present invention has speed regulation authority and gear box gear position control in actual use.

[0106] Speed ​​adjustment authority, specifically:

[0107] The electronic control unit supports two speed control messages, namely, speed request message and throttle opening message, and the speed request message has a higher priority than the throttle opening message. In the present invention, the machine-side instrument can be set to send a speed request message, and the remote control electronic handle can be set to send a throttle opening message.

[0108] The speed control authority can be set to the machine-side state through the "machine-side / remote control" button of the machine-side instrument. The machine-side instrument sends a speed request message in real time. Because the CNA message has a high priority, even if the remote control electronic handle sends a message, it is invalid. The uniqueness of the speed control command is guaranteed. The machine-side instrument controls the speed through the "+" and "-" buttons on the panel.

[0109] Set to remote control state, the machine-side instrument stops sending speed request messages. At this time, operate the remote control electronic handle, which sends a throttle opening message to the electronic control unit to realize speed regulation of the remote control electronic handle.

[0110] Gearbox gear position control, specifically:

[0111] The gearbox gear shift remote control electronic handle sends forward / reverse shift CAN message to the CAN bus. If the machine-side instrument analyzes the information and is in remote control state, it converts the message information into gearbox gear drive signal to control shift. If it is in machine-side state, it does not convert the signal and issues an alarm.

[0112] The marine instrument driving control system of the present invention also has the functions of row combination and row separation control, specifically:

[0113] When receiving the merging signal, it is divided into regular merging and emergency merging. By judging that the duration of the handle gear position in neutral is t1≤t0 (default t0=0.5s), it is determined to be emergency merging. Duration t1>t0 (default t0=0.5s) is determined to be regular merging. Regular merging is for normal driving process, focusing on gearbox impact protection. Emergency merging is for emergency operations such as emergency avoidance of ships, focusing on rapid merging under the premise of safety and without engine shutdown.

[0114] When the merging signal is a normal merging, the speed control handle enters the forward or reverse gear position, and the engine-side instrument detects that the diesel engine speed is within the idle value ±30rpm range. The engine-side instrument forwards the merging CAN message sent by the remote control electronic handle; after the merging is issued, the diesel engine speed n1>n0, n0=280rpm is detected within the next 3s, and it is considered that the merging is successful, and the CAN message corresponding to the throttle opening is forwarded after a delay of 1s. The engine-side instrument forwards the merging CAN message of the remote control electronic handle; after the merging is issued, the diesel engine speed n1≤n0, n0=280rpm is detected within the next 3s, and it is judged that there is a risk of flameout. At this time, the engine-side instrument stops forwarding the merging message and stops merging; at the same time, the engine-side instrument sends a speed request message at 110% idle speed, increases the speed to 110% idle speed ±30rpm speed range, and performs merging again. Within 3s after the merging command is issued, the speed does not appear again. The speed n1≤n0 is judged to be successful. Stop sending the speed request message and execute the throttle handle throttle opening message. If the speed reaches n1≤n0 again after the gear combination occurs, the gear combination anti-stall protection will be triggered again. If the gear combination protection occurs twice in succession, the "gear combination stall warning" alarm will be issued and automatic gear combination will be stopped.

[0115] When the merging sequence is emergency merging, the speed control handle enters the forward or reverse gear. At the same time, the engine-side instrument receives the neutral feedback message that the gearbox is in neutral for ≥2s. At this time, the engine-side instrument sends a speed request message at 120% idle speed, increases the speed to 120% idle speed ±30rpm speed range, and then forwards the merging request message. If the speed does not appear to be n1≤n0 within 3s after the merging command is issued, it is judged that the merging is successful. Delay 1s to stop sending the speed request message, and execute the speed control handle message to forward the throttle opening message. If the speed n1≤n0, stop forwarding the merging message, and wait until the diesel engine speed rises to 120% idle speed ±30rpm again, the engine-side instrument will forward the merging message again. If the merging protection appears three times in a row, the engine-side instrument will send a "merging flameout warning" alarm and stop automatic merging.

[0116] When the engine is disengaged, the speed control handle is shifted from forward or reverse gear to neutral. The throttle handle sends a throttle opening message to reduce the speed, the diesel engine speed is reduced to ≤110% of the idle speed value, and the instrument beside the engine sends a neutral message to enter neutral.

[0117] It can be seen that the driving control system of the marine instrument of the present invention adopts CAN message speed regulation and gear control, which solves the problems of signal interference and analog signal attenuation over long distances; uses the CAN bus to improve the equipment integration effect, reduce the number of signal transmission lines, and reduce the cost of use; the throttle handle and the engine are connected in series to form the same system, which can cooperate to prevent the engine from stalling due to loading.

[0118] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications made within the spirit and principles of the present invention, the control method of the same marine instrument and the improvement of the driving control system, etc., should be included in the protection scope of the present invention.

Claims

1. A method for controlling a marine instrument, characterized in that: The following steps are involved: S10, after receiving the gearbox control signal, determining whether the gearbox control signal is a gear-on signal or a gear-off signal; S20, if the gearbox control signal is a gear combination signal, determine whether the current state of the engine meets the gear combination condition; If the gearbox control signal is a disengagement signal, determine whether the current state of the engine meets the disengagement condition; S30, if the current state of the engine meets the conditions for combining and discharging, forward the combining and discharging signal and execute S40; If the current state of the engine does not meet the combined emission condition, adjust the current state of the engine and then execute S20; If the current state of the engine meets the disengagement condition, a neutral signal is sent to enter the neutral state; If the current state of the engine does not meet the exhaust disengagement condition, adjust the current state of the engine and then execute S20; S40, determining whether the gearbox assembly is successful; S50, if the combination is successful, set n=0, forward the throttle opening signal, adjust the engine speed, and n is a variable with an initial value of zero; If the merging fails, stop forwarding the throttle opening signal, and then determine whether n is greater than the preset merging times; If n is not greater than the preset number of times of merging and discharging, adjust the current state of the engine to n=n+1, and execute S20; If n is greater than the preset number of times of merging, set n=0, issue a merging flameout warning, and stop automatic merging.

2. The control method of a marine instrument according to claim 1, characterized in that: The S20 includes: S200, if the gearbox control signal is a gear-matching signal, obtaining the duration t1 of the speed regulating handle being in neutral; S201, determining whether the duration t1 is greater than a preset duration t0; S202, if the duration t1 is greater than the duration t0, the combined signal is a regular combined signal, and S30 is executed; If the duration t1 is not greater than the duration t0, the combined discharge signal is an emergency combined discharge signal, and S203 is executed; S203, determining whether the gearbox is in neutral time t2 is less than a preset time t3; S204: If the gearbox is in neutral for a time t2 that is not less than a preset time t3, execute S30.

3. The control method of a marine instrument according to claim 2, characterized in that: If the merging signal is a regular merging signal, the preset merging number is 2; if the merging signal is an emergency merging signal, the preset merging number is 3.

4. The control method of a marine instrument according to claim 2, characterized in that: The current state of the engine is the real-time speed of the engine; The step of determining whether the current state of the engine meets the combined displacement condition in S20 includes: Determine whether the real-time engine speed is within the idle value ±30rpm; If the real-time engine speed is within the idle value ±30rpm range, the current state of the engine meets the conditions for joint displacement; The step of determining whether the current state of the engine satisfies the exhaust gas removal condition in S20 includes: Determine whether the real-time engine speed is greater than 110% of the idle speed value; If the real-time engine speed is not greater than 110% of the idle speed value, the current state of the engine meets the emission disengagement conditions.

5. The control method of a marine instrument according to claim 4, characterized in that: If the current state of the engine does not meet the combined discharge condition in S30, the current state of the engine is adjusted, and then step S20 is performed, including: If the current state of the engine does not meet the combined transmission condition, a speed request signal is issued according to the 110% idle speed value speed, the speed is increased to within the range of 110% idle speed value ±30rpm, and then S20 is executed.

6. The control method of a marine instrument according to claim 4, characterized in that: If the gearbox control signal in S20 is an exhaust disengagement signal, the step of determining whether the current state of the engine satisfies the exhaust disengagement condition includes: If the gearbox control signal is a disengagement signal, the throttle opening signal corresponding to reducing the engine speed is forwarded, and then it is determined whether the real-time engine speed is greater than 110% of the idle speed value.

7. The control method of a marine instrument according to claim 1, characterized in that: The S10 further comprises the following steps: Determine whether the speed control authority is controlled by the machine-side instrument or by the remote electronic handle; If the speed regulation authority is remote electronic handle speed regulation, when the gear box control signal is received, it is determined whether the gear box control signal is a gear engagement signal or a gear disengagement signal.

8. The control method of a marine instrument according to claim 7, characterized in that: The S10 further comprises the following steps: When receiving the gearbox control signal, if the speed regulation authority is controlled by the machine-side instrument, an alarm signal is generated; Issue a warning based on the alarm signal.

9. The control method of a marine instrument according to claim 1, characterized in that: The step S40 includes: after a delay of T1, determining whether the gearbox alignment is successful; The step S50 includes: if the combination is successful, set n=0, and after a delay of T2, forward the throttle opening signal to adjust the engine speed, where n is a variable with an initial value of zero.

10. A marine instrument control system, comprising an electronic control unit, a machine-side instrument, a remote instrument and a remote control electronic handle, characterized in that: It also includes a CAN communication unit, which is respectively connected to the electronic control unit, the machine-side instrument, the remote instrument and the remote control electronic handle for communication; The remote control electronic handle is used to send a throttle opening CAN message signal to the electronic control unit to adjust the engine speed, and is used to send a gearbox combination CAN message signal to the machine-side instrument; The remote instrument is used to analyze the information transmitted by the CAN communication unit, to remotely control the start and stop of the engine, and to display the gear information and throttle opening value of the remote control electronic handle; The machine-side instrument is used to send a speed request CAN message to adjust the engine speed, to forward a throttle opening CAN message to adjust the engine speed, to parse information transmitted by the CAN communication unit, to control the start and stop of the engine, to display the electronic handle gear position information and the throttle opening value, and to convert the gearbox combined CAN message signal sent by the remote control electronic handle into a gearbox forward drive signal or a reverse drive signal; The electronic control unit is used to receive the speed regulation CAN message to control the engine speed.

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