A control method and driving control system for a marine instrument

Abstract

The application discloses a control method and a driving control system of a marine instrument, mainly comprising the following steps: dividing a gear box control signal into a combined row and a separated row, obtaining a current state of an engine, judging whether the current state of the engine meets a combined row or a separated row condition, adjusting the current state of the engine if the condition is not met, sending a neutral signal to enter a neutral state if the separated row condition is met, forwarding a combined row signal if the combined row condition is met, judging whether the gear box combined row is successful after the combined row, forwarding a throttle opening degree signal if the combined row is successful, stopping forwarding the throttle opening degree signal if the combined row is not successful, judging whether the combined row times exceed a preset number, adjusting the current state of the engine if the number is not exceeded, repeating the combined row judgment and operation, and sending a combined row flameout warning and stopping automatic combined row if the number is exceeded. It can be seen that the application can send a combined row flameout warning when performing a gear box combined row operation, and the reliability of engine operation is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of engine technology, in particular to a control method and a driving control system of a marine instrument. BACKGROUND

[0002] With the application and popularization of electronic control technology of marine engines, the soft shaft pull wire method for controlling engine speed and gearbox gear position cannot fully meet the requirements of electronic control engines.

[0003] The soft shaft pull wire is provided with a mechanical operating mechanism in the bridge of the ship, and is equipped with an engine speed control handle and a gearbox gear position handle, which are connected to the engine throttle handle and the gearbox gear position handle in the engine room through a steel wire soft shaft pull wire. When the personnel operates in the bridge, the operating force is transmitted to the engine room through the soft shaft to realize speed regulation and gear shifting. The soft shaft pull wire has poor control accuracy, reaction lag due to the influence of the friction force of the soft shaft, and cannot be reset. The gearbox control is irrelevant to the speed control, and there is a high risk of gear impact when the high speed is engaged.

[0004] The main engine driving control system is a system specially set for the ship to control the gearbox gear position and the engine speed. It is generally divided into two parts: the electronic handle in the bridge and the control cabinet in the engine room. The handle and the control cabinet are connected through an analog signal to realize the transmission of the operation intention of the bridge to the engine room control cabinet. The main engine driving control needs to be separately configured with an independent system, which has high cost and the analog signal is easily disturbed by the outside world. SUMMARY

[0005] In view of the above problems, the technical problem to be solved by the present application is to provide a control method and a driving control system of a marine instrument, which realizes engine speed regulation and gearbox gear position control through the CAN bus mode on the basis of the marine instrument, and can perform pre-warning of combined exhaust extinction when performing the gearbox combined exhaust operation, thereby improving the reliability of engine operation.

[0006] To solve the above technical problems, the technical scheme of the present application is:

[0007] A control method of a marine instrument, comprising the following steps:

[0008] S10, when receiving the gearbox control signal, judging whether the gearbox control signal is a combined exhaust signal or a separated exhaust signal;

[0009] S20, if the gearbox control signal is a combined exhaust signal, judging whether the current state of the engine meets the combined exhaust condition;

[0010] If the gearbox control signal is a separated exhaust signal, judging whether the current state of the engine meets the separated exhaust condition;

[0011] S30, if the current state of the engine meets the combined exhaust condition, forwarding the combined exhaust signal and executing S40;

[0012] If the current state of the engine does not meet the condition of the release, adjust the current state of the engine, and execute S20 again;

[0013] If the current state of the engine meets the condition of the release, send the neutral signal to enter the neutral state;

[0014] If the current state of the engine does not meet the condition of the release, adjust the current state of the engine, and execute S20 again;

[0015] S40, judge whether the gear box is successfully released;

[0016] S50, if the release 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 release is not successful, stop forwarding the throttle opening signal, and judge whether n is greater than the preset release number;

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

[0019] If n is greater than the preset release number, set n=0, issue a release shutdown warning, and stop automatic release.

[0020] Preferably, the S20 comprises:

[0021] S200, if the gear box control signal is a release signal, obtain the duration t1 that the speed regulating handle is in neutral;

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

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

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

[0025] S203, judge whether the gear box is in neutral for a time t2 less than a preset time t3;

[0026] S204, the gear box is in neutral for a time t2 not less than a preset time t3, and S30 is executed.

[0027] Preferably, if the release signal is a regular release signal, the preset release number is 2; if the release signal is an emergency release signal, the preset release 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 exhaust condition in S20 comprises:

[0030] determining whether the real-time engine speed is within the range of the idle speed ± 30 rpm;

[0031] If the real-time engine speed is within the range of the idle speed ± 30 rpm, the current state of the engine meets the combined exhaust condition;

[0032] The step of determining whether the current state of the engine meets the combined exhaust condition in S20 comprises:

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

[0034] If the real-time engine speed is not greater than 110% of the idle speed, the current state of the engine meets the combined exhaust condition.

[0035] Preferably, if the current state of the engine does not meet the combined exhaust condition in S30, the current state of the engine is adjusted, and then S20 is executed, comprising:

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

[0037] Preferably, if the gear box control signal is the combined exhaust signal in S20, the step of determining whether the current state of the engine meets the combined exhaust condition comprises:

[0038] If the gear box control signal is the combined exhaust signal, the throttle opening degree signal corresponding to the reduction of the engine speed is forwarded, and then it is determined whether the real-time engine speed is greater than 110% of the idle speed.

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

[0040] determining whether the speed regulation authority is the on-site instrument control or the remote electronic handle control;

[0041] If the speed regulation authority is the remote electronic handle control, after receiving the gear box control signal, it is determined whether the gear box control signal is the combined exhaust signal or the combined exhaust signal.

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

[0043] When the speed regulation authority is the on-site instrument control, an alarm signal is generated after receiving the gear box control signal;

[0044] According to the alarm signal, an alarm is sent.

[0045] Preferably, the S40 comprises: determining whether the gear box is successfully engaged after delaying T1 time; and the S50 comprises: if the gear box is successfully engaged, setting n=0, and forwarding the throttle opening degree signal after delaying T2 time to adjust the engine speed, wherein n is a variable with an initial value of 0.

[0046] The control system of the marine instrument comprises an electronic control unit, a local instrument, a remote instrument and a remote electronic handle, and further comprises a CAN communication unit, which is in communication connection with the electronic control unit, the local instrument, the remote instrument and the remote electronic handle respectively; the remote electronic handle is used to send a throttle opening degree CAN message signal to the electronic control unit to adjust the engine speed, and is used to send a gear box engagement CAN message signal to the local instrument; the remote instrument is used to analyze information transmitted by the CAN communication unit, and is used to remotely control engine start and stop, display gear position information and throttle opening degree values of the remote electronic handle; the local instrument is used to send a speed request CAN message to the engine for speed adjustment, forward a throttle opening degree CAN message to the engine for speed adjustment, analyze information transmitted by the CAN communication unit, control engine start and stop locally, display gear position information and throttle opening degree values of the electronic handle, and convert the gear box engagement CAN message signal sent by the remote electronic handle into a gear box forward driving signal or a gear box reverse driving signal; and the electronic control unit is used to receive a speed adjustment CAN message to control the engine speed.

[0047] After the above technical scheme is adopted, the marine instrument control method and the control system have the following beneficial effects:

[0048] The control method and the control system of the marine instrument are mainly used to divide gear box control signals into engagement signals and disengagement signals, acquire current engine states such as engine speed, determine whether the current engine states meet conditions for engagement or disengagement, adjust the current engine states if the conditions are not met, send a neutral signal to enter a neutral state if the disengagement conditions are met, forward an engagement signal if the engagement conditions are met, determine whether the gear box is successfully engaged after engagement, forward a throttle opening degree signal to adjust the engine speed if the gear box is successfully engaged, stop forwarding the throttle opening degree signal if the gear box is not successfully engaged, determine whether the number of engagement times exceeds a preset number of engagement times, adjust the current engine states if the number of engagement times does not exceed the preset number of engagement times, repeat the engagement determination and operation, and send an engagement flameout warning if the number of engagement times exceeds the preset number of engagement times. It can be seen that the control method and the control system of the marine instrument can send an engagement flameout warning when the gear box is engaged, thereby improving the reliability of engine operation. BRIEF DESCRIPTION OF DRAWINGS

[0049] Figure 1 is a flowchart of the control method of the marine instrument in the present application;

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

[0051] In order to make the objects, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and should not be used to limit the present application.

[0052] It should be noted that, in the description of the present application, the terms of direction or position relationship such as "upper", "lower", "left", "right", "inner", "outer" and the like are based on the direction or position relationship shown in the drawings, which is only 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, and therefore cannot be understood as a limitation on the present application.

[0053] In addition, it should also be noted that, in the description of the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0054] Embodiment one:

[0055] As shown in Figure 1 A control method of a marine instrument, applied to the control system of the marine instrument of embodiment two.

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

[0057] Step S10, when receiving the gear box control signal, judging whether the gear box control signal is a closing signal or a disengaging signal;

[0058] It should be noted that: the gear box control signal can be sent by the remote control electronic handle through the CAN communication unit, that is, the closing signal or the disengaging signal is converted into a CAN message, and the CAN message is transmitted to the machine instrument through the CAN bus, and then the machine instrument analyzes the CAN message to obtain the closing signal or the disengaging signal.

[0059] Step S20, if the gear box control signal is a closing signal, judging whether the current state of the engine meets the closing condition;

[0060] If the gear box control signal is a disengaging signal, judging whether the current state of the engine meets the disengaging condition;

[0061] Step S30, if the engine current state meets the condition of the combined row, forward the combined row signal, that is, control the gear box to execute the combined row signal, and the speed handle has entered the forward or reverse gear position before the execution of the combined row signal, execute step S40;

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

[0063] If the engine current state meets the condition of the combined row, forward the combined row signal, that is, control the gear box to execute the combined row signal, and the speed handle has entered the forward or reverse gear position before the execution of the combined row signal, execute step S40;

[0064] If the engine current state does not meet the combined row condition, adjust the engine current state, and execute step S20 again;

[0065] Step S40, judge whether the gear box combined row is successful; one preferred solution, delay T1 time, and then judge again, T1 can be but not limited to 3 seconds, through this delay, ensure that the judgment is carried out after the execution of the combined row signal, in order to ensure the accuracy of the judgment.

[0066] Step S50, if the combined row is successful, let n=0, forward the throttle opening signal, adjust the engine speed, n is the initial value of zero variable; one preferred solution, delay T2 time, and then judge again, T1 can be but not limited to 1 second, through this delay, ensure that the engine speed adjustment is carried out after the execution of the combined row signal.

[0067] If the combined row is not successful, there is a risk of fire at this time, stop forwarding the throttle opening signal, and then judge whether n is greater than the preset combined row number;

[0068] If n is not greater than the preset combined row number, adjust the engine current state, let n=n+1, execute step S20;

[0069] If n is greater than the preset combined row number, let n=0, send the combined row fire warning, and stop the automatic combined row.

[0070] As Figure 1As shown, the control method of the marine instrument of the present application mainly divides the gear box control signal into the combined signal and the disengaged signal, then obtains the current state of the engine such as the engine speed, judges whether the current state of the engine meets the condition of combined or disengaged, if not, adjusts the current state of the engine first, if meets the condition, sends the neutral signal to enter the neutral state when meeting the disengaged condition; if meets the combined condition, then forwards the combined signal; after the combined, judges whether the gear box combined is successful, if successful, sets n=0, forwards the throttle opening signal, adjusts the engine speed; if not successful, stops forwarding the throttle opening signal, judges whether n is greater than the preset combined number; if n is not greater than the preset combined number, adjusts the current state of the engine, sets n=n+1, and then repeats the combined judgment and operation, if n is greater than the preset combined number, sets n=0, issues the combined warning, and stops the automatic combined. It can be seen that the present application can perform the combined warning when performing the gear box combined operation, thereby improving the reliability of the engine operation.

[0071] As shown, Figure 1 The present application divides the gear box control signal into the combined signal and the disengaged signal when the gear box control signal is the combined signal, wherein the combined signal corresponds to the normal driving process, and the gear box impact protection is focused on, and the emergency combined signal is used for the emergency operation of the ship for emergency avoidance, and the fast combined under the premise of the safety of the ship without engine off is focused on. Based on this, the step S20 of the control method comprises:

[0072] Step S200, if the gear box control signal is the combined signal, obtaining the duration t1 that the speed regulating handle is in the neutral position;

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

[0074] Step S202, if the duration t1 is greater than the duration t0, i.e. t1>t0, the combined signal is the normal combined signal, and the step S30 is executed;

[0075] If the duration t1 is not greater than the duration t0, i.e. t1≤t0, the combined signal is the emergency combined signal, and the step S203 is executed;

[0076] Step S203, judging whether the gear box is in the neutral position for the time t2 which is less than the preset time t3; wherein t3 can be but is not limited to 2 seconds;

[0077] Step S204, the gear box is in the neutral position for the time t2 which is not less than the preset time t3, i.e. t2≥t3, and the step S30 is executed.

[0078] If the combined signal is the normal combined signal, the preset combined number is 2; if the combined signal is the emergency combined signal, the preset combined number is 3.

[0079] The two cases of the combined signal are operated in a targeted manner, so that the impact of the combined operation on the gear box can be effectively reduced in the normal driving process, and the safety shutdown of the ship is ensured under the emergency operation.

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

[0081] Based on the step S20 of judging whether the current state of the engine meets the combined condition, the step includes:

[0082] Judging whether the real-time speed of the engine is within the range of ± 30 rpm of the idle speed;

[0083] If the real-time speed of the engine is within the range of ± 30 rpm of the idle speed, the current state of the engine meets the combined condition;

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

[0085] As shown in Figure 1 Based on the step S20 of judging whether the current state of the engine meets the combined condition, the step includes:

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

[0087] If the real-time speed of the engine is not greater than 110% of the idle speed, the current state of the engine meets the combined condition.

[0088] If the current state of the engine does not meet the combined condition in the step S30 of the embodiment, the current state of the engine is adjusted, and the step S20 is executed again, including:

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

[0090] As shown in Figure 1 If the gear box control signal is the combined signal in the step S20 of the embodiment, the step of judging whether the current state of the engine meets the combined condition includes:

[0091] If the gear box control signal is the combined signal, the throttle opening degree signal corresponding to the reduction of the engine speed is forwarded, and it is judged whether the real-time speed of the engine is greater than 110% of the idle speed.

[0092] The step S10 of the embodiment further includes the following steps:

[0093] determining whether the speed regulation authority is a machine instrument control or a remote electronic handle control;

[0094] if the speed regulation authority is a remote electronic handle control, determining whether the gear box control signal is a gear box engagement signal or a gear box disengagement signal after receiving the gear box control signal;

[0095] if the speed regulation authority is a machine instrument control, generating an alarm signal;

[0096] according to the alarm signal, issuing a warning.

[0097] Through the above steps, the uniqueness of the speed regulation authority is ensured, and when the speed regulation authority is the machine instrument, a warning is issued to remind the user.

[0098] In summary, the application adopts the communication mode of CAN bus to realize the transmission of remote speed regulation and gear control signals; the application realizes the switching between machine and remote speed regulation through the message priority allocation mode, ensures that the machine priority is higher than the remote, and avoids speed regulation conflicts; the remote electronic handle of the application can send CAN speed regulation messages and gear control CAN messages, the throttle handle and the engine are connected in series to form the same system, and can be cooperated to prevent engine load from stalling.

[0099] Example Two:

[0100] As shown in Figure 2 Fig. 1, a marine instrument driving control system includes an electronic control unit, a machine instrument, a remote instrument, and a remote electronic handle, and further includes a CAN communication unit, which is in communication connection with the electronic control unit, the machine instrument, the remote instrument, and the remote electronic handle.

[0101] The remote electronic handle is arranged in the ship's bridge, 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 gear box engagement CAN message signal to the machine instrument;

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

[0103] The machine instrument is arranged in the ship's engine room, is used to send a speed request CAN message to regulate the engine speed, is used to forward a throttle opening CAN message to regulate the engine speed, is used to analyze the information transmitted by the CAN communication unit, is used to control the engine start and stop on the machine, is used to display the gear position information and the throttle opening value of the electronic handle, and is used to convert the gear box engagement CAN message signal sent by the remote electronic handle into a gear box ahead drive signal or a gear box astern drive signal;

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

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

[0106] Speed ​​adjustment permissions, specifically:

[0107] The electronic control unit supports two speed control messages: speed request message and throttle opening message. 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 the speed request message, and the remote control electronic handle can be set to send the throttle opening message.

[0108] Speed ​​control authority can be set to on-site mode using the "On-site / Remote Control" button on the on-site instrument. The on-site instrument sends speed request messages in real time. Because CNA messages have higher priority, even messages from the remote electronic handle are ineffective, ensuring the uniqueness of speed control commands. The on-site instrument controls speed using the "+" and "-" buttons on the panel.

[0109] When the remote control state is set, the instrument beside the machine stops sending the speed request message. At this time, the remote control electronic handle is operated, and the remote control electronic handle sends the throttle opening message to the electronic control unit to realize the remote control electronic handle speed regulation.

[0110] Gearbox gear position control, specifically:

[0111] The gearbox shift control is controlled by a remote electronic handle, which sends a forward / reverse shift control CAN message to the CAN bus. The on-board instrument interprets the message and, if in remote control mode, converts it into a gearbox shift control signal. If in on-board mode, the signal is not converted and an alarm is issued.

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

[0113] When a merging signal is received, it is divided into regular merging and emergency merging. An emergency merging is determined by determining whether the handle remains in neutral for a duration t1 ≤ t0 (default t0 = 0.5s). A regular merging is determined when the duration t1 > t0 (default t0 = 0.5s). Regular merging is used during normal driving, focusing on gearbox impact protection. Emergency merging is used for emergency operations such as ship avoidance, focusing on rapid merging while maintaining ship safety and preventing engine shutdown.

[0114] When the combined signal is a regular combined, the speed regulating handle enters the forward or reverse gear position, the engine speed detected by the engine side instrument is within the range of 110% idle speed ± 30 rpm, the engine side instrument retransmits the combined CAN message sent by the remote control electronic handle; after the combined is sent, the engine speed within the subsequent 3s is detected n1 > n0, n0 = 280 rpm, it is considered that the combined is successful, and the CAN message corresponding to the throttle opening degree is retransmitted after a delay of 1s. The engine side instrument retransmits the combined CAN message of the remote control electronic handle; after the combined is sent, the engine speed within the subsequent 3s is detected n1 ≤ n0, n0 = 280 rpm, it is judged that there is a risk of engine flameout. At this time, the engine side instrument stops retransmitting the combined message and stops combining; at the same time, the engine side instrument sends a speed request message at 110% idle speed, and the speed is increased to the range of 110% idle speed ± 30 rpm, and the combined is performed again. If the speed does not appear n1 ≤ n0 again within 3s after the combined instruction is sent, it is judged that the combined is successful. The speed request message is stopped, and the throttle opening degree message of the throttle handle is executed. If the speed appears n1 ≤ n0 again after the combined, the combined flameout warning alarm is triggered again, and the automatic combined is stopped after the combined protection instrument sends the combined flameout warning alarm for two times.

[0115] When the combined is an emergency combined, the speed regulating handle enters the forward or reverse gear position. At the same time, the engine side instrument receives the neutral feedback message that the gearbox is in neutral for more than 2s, at this time the engine side instrument sends a speed request message at 120% idle speed, and the speed is increased to the range of 120% idle speed ± 30 rpm, and the combined request message is retransmitted. If the speed does not appear n1 ≤ n0 within 3s after the combined instruction is sent, it is judged that the combined is successful. The speed request message is stopped after a delay of 1s, and the throttle opening degree message of the speed regulating handle is executed. If the speed n1 ≤ n0, the combined message is stopped, and the engine speed rises to the range of 120% idle speed ± 30 rpm again, the engine side instrument retransmits the combined message, and the combined protection instrument sends the combined flameout warning alarm for three times, and the automatic combined is stopped.

[0116] When the combined is an emergency combined, the speed regulating handle enters the forward or reverse gear position. At the same time, the engine side instrument receives the neutral feedback message that the gearbox is in neutral for more than 2s, at this time the engine side instrument sends a speed request message at 120% idle speed, and the speed is increased to the range of 120% idle speed ± 30 rpm, and the combined request message is retransmitted. If the speed does not appear n1 ≤ n0 within 3s after the combined instruction is sent, it is judged that the combined is successful. The speed request message is stopped after a delay of 1s, and the throttle opening degree message of the speed regulating handle is executed. If the speed n1 ≤ n0, the combined message is stopped, and the engine speed rises to the range of 120% idle speed ± 30 rpm again, the engine side instrument retransmits the combined message, and the combined protection instrument sends the combined flameout warning alarm for three times, and the automatic combined is stopped.

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

[0118] The above merely describes the preferred embodiments of the present application and is not used to limit the present application, any modification, equivalent control method of a marine instrument and improvement of a control system within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. A control method of a marine instrument, characterized by, The method comprises the following steps: S10, when receiving the gearbox control signal, judging whether the gearbox control signal is a combined signal or a disengaged signal; S20, if the gearbox control signal is the combined signal, judging whether the current state of the engine meets the combined condition; if the gearbox control signal is the disengaged signal, judging whether the current state of the engine meets the disengaged condition; S30, if the current state of the engine meets the combined condition, forwarding the combined signal, and executing S40; if the current state of the engine does not meet the combined condition, adjusting the current state of the engine, and executing S20 again; if the current state of the engine meets the disengaged condition, sending the neutral signal to enter the neutral state; if the current state of the engine does not meet the disengaged condition, adjusting the current state of the engine, and executing S20 again; S40, judging whether the combination of the gearbox is successful; S50, if the combination is successful, setting n=0, forwarding the throttle opening signal, adjusting the engine speed, and n is a variable with an initial value of zero; if the combination is not successful, stopping forwarding the throttle opening signal, and judging whether n is greater than the preset combined number; if n is not greater than the preset combined number, adjusting the current state of the engine, setting n=n+1, and executing S20; if n is greater than the preset combined number, setting n=0, issuing a combined shutdown warning, and stopping automatic combination; The S20 comprises: S200, if the gearbox control signal is the combined signal, acquiring the duration t1 that the speed regulating handle is in the neutral state; S201, judging whether the duration t1 is greater than the 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 signal is an emergency combined signal, and S203 is executed; S203, judging whether the time t2 that the gearbox is in the neutral state is less than the preset time t3; S204, the time t2 that the gearbox is in the neutral state is not less than the preset time t3, and S30 is executed.

2. The control method of the marine instrument according to claim 1, characterized by, If the combined signal is a regular combined signal, the preset combined number is 2; if the combined signal is an emergency combined signal, the preset combined number is 3.

3. The control method of a marine instrument according to claim 1, characterized by, The current state of the engine is the real-time speed of the engine; The step of judging whether the current state of the engine meets the combined condition in S20 comprises: judging whether the real-time speed of the engine is within the range of ±30 rpm of the idle speed value; if the real-time speed of the engine is within the range of ±30 rpm of the idle speed value, the current state of the engine meets the combined condition; The step of judging whether the current state of the engine meets the disengaged condition in S20 comprises: judging whether the real-time speed of the engine is greater than 110% of the idle speed value; if the real-time speed of the engine is not greater than 110% of the idle speed value, the current state of the engine meets the disengaged condition.

4. The control method of a marine instrument according to claim 3, characterized by, The step of adjusting the current state of the engine and executing S20 again in S30 comprises: if the current state of the engine does not meet the combined condition, sending a speed request signal at 110% of the idle speed value, increasing the speed to within the range of 110% of the idle speed value±30 rpm, and executing S20 again.

5. The control method of a marine instrument according to claim 3, characterized by, The step of judging whether the current state of the engine meets the disengagement condition in S20 if the gearbox control signal is a disengagement signal, comprises: If the gearbox control signal is a disengagement signal, the throttle opening degree signal corresponding to the reduced engine speed is forwarded, and it is further judged whether the real-time engine speed is greater than 110% of the idle speed value.

6. The control method of a marine instrument according to claim 1, characterized by, The S10 further comprises the following steps: Judging whether the speed regulation authority is the on-site instrument control or the remote control electronic handle control; If the speed regulation authority is the remote control electronic handle control, it is judged whether the gearbox control signal is an engagement signal or a disengagement signal after receiving the gearbox control signal.

7. The control method of a marine instrument according to claim 6, characterized by, The S10 further comprises the following steps: When receiving the gearbox control signal, if the speed regulation authority is the on-site instrument control, an alarm signal is generated; According to the alarm signal, a warning is issued.

8. The control method of the marine instrument according to claim 1, characterized in that, S40 comprises: delaying for T1 time, and then judging whether the gearbox engagement is successful; S50 comprises: if the engagement is successful, setting n=0, delaying for T2 time, forwarding the throttle opening degree signal, adjusting the engine speed, and n is a variable with an initial value of zero.

9. A pilot system for marine instruments comprising an electronic control unit, a local instrument, a remote instrument and a remote control handle, characterized in that, The control method of the marine instrument according to any one of claims 1 to 8, wherein the driving control system further comprises a CAN communication unit, which is respectively in communication connection with the electronic control unit, the on-site instrument, the remote instrument and the remote control electronic handle; The remote control electronic handle is configured to send a throttle opening degree CAN message signal to the electronic control unit to adjust the engine speed, and to send a gearbox engagement CAN message signal to the on-site instrument; The remote instrument is configured to analyze the information transmitted by the CAN communication unit, to remotely control the engine start-stop, and to display the gear position information and the throttle opening degree value of the remote control electronic handle; The on-site instrument is configured to send a speed request CAN message to regulate the engine speed, to forward a throttle opening degree CAN message to regulate the engine speed, to analyze the information transmitted by the CAN communication unit, to control the engine start-stop on site, to display the gear position information and the throttle opening degree value of the electronic handle, and to convert the gearbox engagement CAN message signal sent by the remote control electronic handle into a gearbox ahead driving signal or a gearbox reverse driving signal; The electronic control unit is configured to receive a speed regulation CAN message to control the engine speed.

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