An engine control method, device, electronic equipment and ship

Abstract

This application discloses an engine control method, device, electronic equipment, and vessel, relating to the field of engines. When a risk of capsizing is determined based on the hull's tilt parameters in various directions, the engine can be promptly shut down to prevent cylinder scoring and bearing damage due to insufficient oil lubrication. If no capsizing risk is determined, the engine speed adjustment coefficient is adjusted according to the degree of tilt in each direction, and the engine speed is adjusted accordingly to meet the power requirements of the hull under tilt conditions. This allows for different degrees of engine speed adjustment based on the degree and direction of tilt when the hull's tilt is within certain safety limits, resulting in more stable and reliable power performance during operation, better meeting the vessel's power needs.

Description

Technical Field

[0001] This application relates to the field of engine technology, and more particularly to an engine control method, device, electronic equipment, and vessel. Background Technology

[0002] On a ship, the engine's output shaft is rigidly connected to the propeller. When power is output, the engine drives the propeller to rotate, propelling the ship forward. The propeller's speed is controlled by controlling the engine's speed. Compared to vehicles on land, changes in the ship's attitude while traveling on water cause variations in drag. Therefore, adjusting the engine's power to meet the ship's stable navigation needs becomes a crucial problem to solve. Summary of the Invention

[0003] In view of the above problems, this application provides an engine control method, device, electronic equipment, and vessel to improve engine operation stability and safety. The specific solution is as follows:

[0004] The first aspect of this application provides an engine control method, comprising:

[0005] Based on the hull's tilt parameters in each direction, determine whether the hull is at risk of capsizing;

[0006] If the risk of rollover is determined to exist, the engine is shut down.

[0007] If it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, and the engine speed is adjusted according to the adjusted speed adjustment coefficient to meet the power requirements of the hull in the tilted state.

[0008] In one possible implementation, determining whether the hull is at risk of capsizing based on the hull's tilt parameters in each direction includes:

[0009] If the tilt angle of the hull in any direction is greater than the capsizing limit, then the hull is determined to be at risk of capsizing.

[0010] In one possible implementation, when the hull is tilted only in a first direction, where the first direction is a horizontal direction perpendicular to the bow and stern direction of the hull, and if it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including:

[0011] If the tilt angle in the first direction is within the first tilt angle range, the speed adjustment coefficient is gradually increased as the tilt angle represents the degree of tilt, and the initial value of the speed adjustment coefficient is not less than 1.

[0012] If the tilt angle in the first direction is within the second tilt angle range, the speed adjustment coefficient gradually decreases as the tilt angle increases, and the angle value representing the minimum tilt degree in the second tilt angle range is not less than the angle value representing the maximum tilt degree in the first tilt angle range.

[0013] In one possible implementation, the hull tilts only in a second direction, which is the direction of stern sinking. If it is determined that there is no risk of capsizing, the rotational speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including:

[0014] If the tilt angle in the second direction is within the range of the third tilt angle, the speed adjustment coefficient is gradually reduced as the tilt angle represents the degree of tilt, and the initial value of the speed adjustment coefficient is not greater than 1.

[0015] If the tilt angle in the second direction is within the fourth tilt angle range, the speed adjustment coefficient is gradually reduced to 0 as the tilt degree represented by the tilt angle increases, and the angle value representing the minimum tilt degree in the fourth tilt angle range is not less than the angle value representing the maximum tilt degree in the third tilt angle range.

[0016] In one possible implementation, the hull is tilted only in a third direction, where the third direction is the bow-down direction. If it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including:

[0017] If the tilt angle of the third direction is within the range of the fifth tilt angle, the speed adjustment coefficient is gradually increased as the tilt degree represented by the tilt angle increases, and the initial value of the speed adjustment coefficient is not less than 1.

[0018] If the tilt angle of the third direction is within the sixth tilt angle range, the speed adjustment coefficient is gradually reduced as the tilt angle increases, and the angle value representing the minimum tilt degree in the sixth tilt angle range is not less than the angle value representing the maximum tilt degree in the fifth tilt angle range.

[0019] In one possible implementation, when the hull is also tilted in a second direction (the direction of stern sinking), the step of adjusting the speed adjustment coefficient according to the degree of tilt of the hull in each direction, if it is determined that there is no risk of capsizing, further includes:

[0020] The speed adjustment coefficients obtained within the first tilt angle range and the second tilt angle range are respectively reduced according to the degree of tilt in the second direction.

[0021] In one possible implementation, when the hull is still tilted in a third direction (the direction in which the bow is sinking), the step of adjusting the speed adjustment coefficient according to the degree of tilt of the hull in each direction, if it is determined that there is no risk of capsizing, further includes:

[0022] The speed adjustment coefficient obtained within the first tilt angle range is increased according to the degree of tilt in the third direction, and the speed adjustment coefficient obtained within the second tilt angle range is decreased.

[0023] A second aspect of this application provides an engine control device, comprising:

[0024] The capsizing risk assessment module is used to determine whether the hull is at risk of capsizing based on the tilt parameters of the hull in each direction.

[0025] A shutdown control module is configured to control the engine to shut down when the rollover risk assessment module determines that a rollover risk exists; and,

[0026] The power adjustment module is used to adjust the speed adjustment coefficient according to the degree of tilt of the hull in each direction when the capsizing risk judgment module determines that there is no capsizing risk, and to adjust the engine speed according to the adjusted speed adjustment coefficient to meet the power requirements of the hull in the tilted state.

[0027] A third aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the engine control method of the first aspect or any implementation thereof.

[0028] A fourth aspect of this application provides an electronic device, including at least one processor and a memory connected to the processor, wherein:

[0029] The memory is used to store computer programs;

[0030] The processor is used to execute the computer program so that the electronic device can implement the engine control method of the first aspect or any implementation thereof.

[0031] The fifth aspect of this application provides a computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the engine control method of the first aspect or any implementation thereof.

[0032] The sixth aspect of this application provides a vessel that includes the electronic equipment described in the fourth aspect above.

[0033] By employing the above technical solution, the engine control method provided in this application can promptly shut down the engine when a capsizing risk is determined based on the hull's tilt parameters in various directions, preventing engine cylinder scoring and bearing damage due to insufficient oil lubrication. If no capsizing risk is determined, the engine speed adjustment coefficient is adjusted according to the degree of tilt in various directions, and the engine speed is adjusted accordingly to meet the power requirements of the hull under tilt conditions. This allows for different adjustments to the engine speed based on the degree and direction of tilt when the hull's tilt is within a certain safety limit, resulting in more stable and reliable power performance during navigation, and better meeting the vessel's power needs. Attached Figure Description

[0034] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0035] Figure 1 A flowchart of an engine control method provided in this application;

[0036] Figure 2 A process diagram of another engine control method provided in this application;

[0037] Figure 3 A structural diagram of an engine control device provided in this application;

[0038] Figure 4 This is a structural diagram of an electronic device provided in this application. Detailed Implementation

[0039] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0040] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0041] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0042] For the engines used on ships, the engine's output shaft is rigidly connected to the propeller. When power is output, the driver's pedal opening or handle position is input to the engine's electronic control unit (ECU). The ECU uses the pedal opening to find a linear curve to obtain the engine's set speed, and then controls the engine output speed, i.e., the propeller speed, through a speed closed loop. The propeller's rotation propels the ship forward. The output power is related to the engine speed and the propeller's submersion depth, which is determined by the ship's tilt. When the ship tilts to different degrees, the ship's drag and required power will change significantly. This difference in the ship's tilt can lead to unstable engine power output and a poor driving experience.

[0043] To address the aforementioned problems, this application provides an engine control method. The engine control method of this application embodiment will be described in detail below with reference to the accompanying drawings.

[0044] Reference Figure 1 , Figure 1 This is a flowchart illustrating an engine control method provided in an embodiment of this application, such as... Figure 1 As shown in the embodiment of this application, an engine control method may include steps S101 to S103, which are described in detail below.

[0045] S101. Determine whether there is a risk of capsizing based on the hull's tilt parameters in each direction.

[0046] Specifically, the tilt parameter can be the tilt angle of the hull, which can be collected by tilt sensors located in locations such as the engine room (preferably in the middle of the hull for more accurate acquisition of tilt angles in various directions). The tilt sensor is an inertial measurement device that can measure the attitude parameters (roll and pitch) of a moving vehicle in real time. Attitude deviations can be estimated using a 6-state Kalman filter with appropriate gain, suitable for tilt angle measurement under motion or vibration conditions.

[0047] Since ships are propelled by a rotating propeller, the output power depends on the engine speed and the propeller's immersion depth in the water, which in turn is determined by the ship's tilt. When the ship tilts at different angles, its drag and power requirements change significantly. For example, with a small tilt (<5°), the power requirement changes little, and normal power control is sufficient. With a moderate tilt (5°~15°), drag may increase by 10%~30%, requiring a significant increase in power. With a large tilt (15°~45°), propulsion efficiency drops sharply, and the corresponding power requirement may double. When the tilt angle becomes even greater (>45°), the ship faces the risk of capsizing.

[0048] It is understood that those skilled in the art can make corresponding adjustments and selections to the above-mentioned angle ranges as needed, and no restrictions are imposed here.

[0049] S102. If a rollover risk is determined, the engine shall be shut down.

[0050] Specifically, when a capsizing risk is identified and the vessel is in a significant tilt, the engine's tilt angle may be too large, posing a risk of insufficient oil intake. Timely fuel cut-off and engine shutdown can prevent insufficient engine oil lubrication, which could lead to cylinder scoring and bearing damage, thus avoiding engine failure. Simultaneously, cutting off power output by cutting off fuel ensures the safety of the crew.

[0051] S103. If it is determined that there is no risk of capsizing, the speed adjustment coefficient shall be adjusted according to the degree of tilt of the hull in each direction, and the engine speed shall be adjusted according to the adjusted speed adjustment coefficient to meet the power requirements of the hull in the tilted state.

[0052] Specifically, after confirming that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt, and then the current speed is adjusted accordingly based on the adjusted speed adjustment coefficient. Taking the various angle ranges representing the degree of tilt as an example, when the measurement data from the tilt sensor determines that the hull is not tilting, or the tilt angle is small (e.g., less than 5°), the speed adjustment coefficient is 1, meaning that no speed correction is made.

[0053] When the tilt angle is 6°, if a small tilt occurs, the speed adjustment coefficient should be increased appropriately. For example, if the speed adjustment coefficient is adjusted to 1.05, the throttle pedal opening is 30%, and the corresponding engine speed is 1000 rpm. When the hull tilts by 6°, if the pedal opening is still 30%, the engine speed will be corrected by 1.05 times from the original 1000 rpm to become 1050 rpm, so as to appropriately increase the engine output power and keep the hull moving at a stable speed.

[0054] When the hull tilt angle is within a certain safety limit, the engine speed corresponding to the pedal opening is adjusted to different degrees based on the tilt angle, making the power performance more stable and reliable during operation, and better meeting the ship's power needs. In the event of a significant tilt, the fuel supply is cut off and the engine is stopped in time to ensure the safety of the crew and prevent engine damage due to insufficient oil lubrication.

[0055] In one embodiment, to achieve accurate and reliable identification of capsizing risk, the above-mentioned determination of whether there is a capsizing risk based on the hull's inclination parameters in various directions may specifically include:

[0056] If the angle of inclination of the hull in any direction is greater than the capsizing limit, then the hull is deemed to be at risk of capsizing.

[0057] Specifically, tilt sensors typically use the X and Y axes to represent the hull's lateral (left-right) and longitudinal (forward-backward) directions, respectively. Since positive and negative angles are used to represent the tilt direction, a significant tilt in either direction can lead to capsizing. Therefore, when assessing capsizing risk, the absolute values ​​of the measured tilt angles in both directions are taken and compared with the corresponding tilt angle limits. If the absolute value of the X-axis tilt angle exceeds the X-axis tilt angle limit, or the absolute value of the Y-axis tilt angle exceeds the Y-axis tilt angle limit, the entire vessel is considered to have a significant risk of capsizing, and the fuel supply is cut off, the vessel is stopped, and the corresponding fault is reported.

[0058] For example, for a specific marine engine, through testing, it is determined that the maximum angle of hull tilt when the engine oil can be pressurized to the minimum limit (the minimum pressure limit to ensure lubrication of the engine block and prevent cylinder scoring and bearing damage) is generally between 40° and 80°, and 80° is usually taken as the maximum angle. Therefore, when the absolute value of the tilt angle in the X-axis is greater than 80°, or the absolute value of the tilt angle in the Y-axis is greater than 80°, the entire engine is considered to have a greater risk of capsizing.

[0059] It is understood that those skilled in the art can adjust and select the hull orientation represented by the X-axis and Y-axis of the aforementioned tilt sensor as needed during specific use, and this will not be elaborated further here.

[0060] In some embodiments, to achieve smooth and reliable engine speed adjustment, when the hull is tilted only in a first direction (a horizontal direction perpendicular to the bow and stern direction of the hull), if it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt in each direction, including:

[0061] If the tilt angle in the first direction is within the first tilt angle range, the speed adjustment coefficient gradually increases as the tilt angle represents the degree of tilt, and the initial value of the speed adjustment coefficient is not less than 1.

[0062] If the tilt angle in the first direction is within the second tilt angle range, the speed adjustment coefficient gradually decreases as the tilt angle increases, and the angle value representing the minimum tilt degree in the second tilt angle range is not less than the angle value representing the maximum tilt degree in the first tilt angle range.

[0063] Specifically, the X-axis of the tilt sensor represents the first direction, i.e., the lateral tilt of the hull. The first tilt angle ranges from 5° to 45°, and the second tilt angle ranges from 46° to 80°. Taking only the tilt in this first direction as an example, the tilt in this first direction includes tilts in both lateral and left / right directions (e.g., left or right tilts caused by turning). Since left and right tilts are symmetrical for the hull, the angles measured by the X-axis of the tilt sensor differ only in sign. Therefore, only the angles measured as positive are used as examples. The corresponding speed adjustment coefficients for each angle are shown in Table 1 below:

[0064] Table 1

[0065]

[0066] It can be seen that as the tilt angle increases further, the propulsion efficiency decreases sharply, the power demand increases sharply, and the correction coefficient gradually increases; when the tilt angle is 45°, the correction coefficient reaches a maximum of 1.6. Beyond 45°, considering the increasing possibility of capsizing, the correction coefficient gradually decreases, and when the tilt angle is 90°, the correction coefficient is 0, meaning that fuel is cut off and engines are shut down to ensure the safety of the ship and personnel.

[0067] In the second direction, namely the Y-axis direction of the tilt sensor, we can distinguish between the sinking of the bow and the sinking of the stern. A positive angle can be used to represent the sinking of the stern, and a negative angle can be used to represent the sinking of the bow.

[0068] When the second direction is the direction of stern sinking, and if it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, which may include:

[0069] If the tilt angle in the second direction is within the range of the third tilt angle, the speed adjustment coefficient is gradually reduced as the tilt angle increases, and the initial value of the speed adjustment coefficient is no greater than 1.

[0070] If the tilt angle in the second direction is within the range of the fourth tilt angle, the speed adjustment coefficient will be gradually reduced to 0 as the tilt degree represented by the tilt angle increases. The angle value representing the minimum tilt degree in the fourth tilt angle range is not less than the angle value representing the maximum tilt degree in the third tilt angle range.

[0071] Specifically, the third tilt angle ranges from 5° to 45°, and the fourth tilt angle ranges from 46° to 80°. The specific relationship between the speed adjustment coefficient and the angle is shown in Table 2 below:

[0072] Table 2

[0073]

[0074] It can be seen that as the tail tilt angle gradually increases, the propeller immersion depth increases, the propulsion efficiency improves, and the correction coefficient gradually decreases. When the tail tilt angle increases to a certain value, and the propeller is completely submerged in seawater, the propulsion efficiency no longer improves, and the correction coefficient remains unchanged. When the tail tilt angle increases further, the correction coefficient gradually decreases to 0 to prevent capsizing.

[0075] For ships that are only tilting in the third direction (i.e., the bow direction), if it is determined that there is no risk of capsizing, the speed adjustment coefficients should be adjusted according to the degree of tilt in each direction. Specifically, this may include:

[0076] If the tilt angle of the third direction is within the range of the fifth tilt angle, the speed adjustment coefficient is gradually increased as the tilt degree represented by the tilt angle increases, and the initial value of the speed adjustment coefficient is not less than 1.

[0077] If the tilt angle of the third direction is within the sixth tilt angle range, the speed adjustment coefficient is gradually reduced as the tilt angle increases. The angle value representing the minimum tilt degree in the sixth tilt angle range is not less than the angle value representing the maximum tilt degree in the fifth tilt angle range.

[0078] Specifically, the fifth tilt angle ranges from 5° to 45°, and the sixth tilt angle ranges from 46° to 80°. The specific correspondence between the speed adjustment coefficient and the angle is shown in Table 3 below:

[0079] Table 3

[0080]

[0081] It can be seen that when the tilt angle Y is negative, it is considered a bow tilt (bow sinking): as the bow sinking angle gradually increases, the bow resistance increases, the power demand increases, and the correction coefficient gradually increases to ensure sufficient power. However, when the angle is too large and the possibility of capsizing is high, the speed adjustment coefficient can be gradually reduced to ensure the safety of the hull and personnel.

[0082] In some embodiments, considering that a vessel may tilt in both directions during actual operation, such as when the stern is sinking and accelerating while simultaneously turning, causing the hull to tilt to the left or right, comprehensive adjustments are needed to ensure the vessel's power requirements and safe operation, taking into account both tilt directions. For example:

[0083] When the hull is tilted in the first and second directions mentioned above (i.e., during acceleration and turning), if it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt in each direction, and the adjustment also includes:

[0084] The speed adjustment coefficients obtained within the first tilt angle range and the speed adjustment coefficients obtained within the second tilt angle range are reduced according to the degree of tilt in the second direction.

[0085] Specifically, referring to Table 1 above, the speed adjustment coefficients in the first direction are all greater than 1, while the speed adjustment coefficients in the second direction shown in Table 2 are less than 1. Therefore, based on the above, the coefficients in Table 1 can be appropriately reduced, but the trend of the speed adjustment coefficients in Table 1 is still initially increasing and then decreasing.

[0086] For example, when the angle is 45° in Table 1 and 40° in Table 2, the speed adjustment coefficient is 1.44, which is appropriately reduced compared to 1.6 in Table 1.

[0087] When the hull is tilted in the first direction and the third direction, if it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt in each direction, and this also includes:

[0088] The speed adjustment coefficient obtained within the first tilt angle range is increased according to the degree of tilt in the third direction, and the speed adjustment coefficient obtained within the second tilt angle range is decreased.

[0089] Specifically, contrary to the combination of the first and second directions mentioned above, bow sinking and lateral tilting require greater dynamic control. For example, when the angle is 45° in Table 1 and -40° in Table 3, the speed adjustment coefficient is 1.92, which is appropriately increased compared to 1.6 in Table 1. When the angle is 65° in Table 1 and -50° in Table 3, the speed adjustment coefficient is 0.52, which is appropriately decreased compared to the corresponding values ​​in both Table 1 and Table 3.

[0090] It is understood that those skilled in the art can adjust and select the above-mentioned angle range and corresponding speed adjustment coefficient according to the actual ship and engine model, and no restrictions are imposed here.

[0091] Reference Figure 2 As shown, as a specific implementation of the above engine control method, its control process may include:

[0092] Obtain the measurement parameters of the tilt sensor, namely the tilt angle along the X-axis (where |u| represents the absolute value of the tilt angle with respect to the X-axis) and the tilt angle along the Y-axis (where |u| represents the absolute value of the tilt angle with respect to the Y-axis), which respectively represent the degree of tilt of the whole machine in the X direction (lateral) and the degree of tilt of the whole machine in the Y direction (longitudinal).

[0093] First, take the absolute value of the measured tilt angle in both directions and compare it with the tilt angle limit in the corresponding direction. When the absolute value of the tilt angle in the X-axis is greater than the tilt angle limit in the X-axis or the absolute value of the tilt angle in the Y-axis is greater than the tilt angle limit in the Y-axis, it is considered that the whole machine has a large risk of overturning. At this time, the oil can be cut off, the machine can be stopped, and the corresponding fault can be reported.

[0094] When the hull tilt angle is within a certain safety limit, the correction coefficient (i.e., speed adjustment coefficient) is obtained by looking up the pedal correction map based on the tilt angle and Y-axis tilt angle. The pedal opening is then corrected to different degrees (this can be a direct adjustment of the speed corresponding to the pedal opening), thereby adjusting the engine speed and making the power output more stable during driving.

[0095] The above describes an engine control method provided by an embodiment of this application. The following describes an apparatus for performing the above engine control method.

[0096] Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of an engine control device provided in an embodiment of this application. Figure 3 As shown, the engine control device includes:

[0097] The capsizing risk assessment module 301 is used to determine whether there is a risk of capsizing based on the tilt parameters of the hull in each direction.

[0098] The shutdown control module 302 is used to control the engine to shut down when the rollover risk assessment module 301 determines that there is a rollover risk; and,

[0099] The power adjustment module 303 is used to adjust the speed adjustment coefficient according to the degree of tilt of the hull in each direction when the capsizing risk judgment module 301 determines that there is no capsizing risk, and to adjust the engine speed according to the adjusted speed adjustment coefficient to meet the power requirements of the hull in the tilted state.

[0100] In one possible implementation, the process by which the capsizing risk assessment module 301 determines whether there is a risk of capsizing based on the hull's tilt parameters in various directions includes:

[0101] If the angle of inclination of the hull in any direction is greater than the capsizing limit, then the hull is deemed to be at risk of capsizing.

[0102] In one possible implementation, when the hull is tilted only in a first direction (a horizontal direction perpendicular to the bow and stern direction), the power adjustment module 303, if it determines there is no risk of capsizing, adjusts the speed adjustment coefficient according to the degree of tilt in each direction, including:

[0103] If the tilt angle in the first direction is within the first tilt angle range, the speed adjustment coefficient is gradually increased as the tilt angle represents the degree of tilt, and the initial value of the speed adjustment coefficient is not less than 1.

[0104] If the tilt angle in the first direction is within the second tilt angle range, the speed adjustment coefficient gradually decreases as the tilt angle increases, and the angle value representing the minimum tilt degree in the second tilt angle range is not less than the angle value representing the maximum tilt degree in the first tilt angle range.

[0105] In one possible implementation, where the hull tilts only in a second direction (the direction of stern sinking), the power adjustment module 303, if determining there is no risk of capsizing, adjusts the speed adjustment coefficient according to the degree of tilt in each direction. This process includes:

[0106] If the tilt angle in the second direction is within the range of the third tilt angle, the speed adjustment coefficient is gradually reduced as the tilt angle increases, and the initial value of the speed adjustment coefficient is no greater than 1.

[0107] If the tilt angle in the second direction is within the range of the fourth tilt angle, the speed adjustment coefficient will be gradually reduced to 0 as the tilt degree represented by the tilt angle increases. The angle value representing the minimum tilt degree in the fourth tilt angle range is not less than the angle value representing the maximum tilt degree in the third tilt angle range.

[0108] In one possible implementation, when the hull is tilted only in a third direction (the direction of bow sinking), if the power adjustment module 303 determines that there is no risk of capsizing, the process of adjusting the speed adjustment coefficient according to the degree of tilt in each direction includes:

[0109] If the tilt angle of the third direction is within the range of the fifth tilt angle, the speed adjustment coefficient is gradually increased as the tilt degree represented by the tilt angle increases, and the initial value of the speed adjustment coefficient is not less than 1.

[0110] If the tilt angle of the third direction is within the sixth tilt angle range, the speed adjustment coefficient is gradually reduced as the tilt angle increases. The angle value representing the minimum tilt degree in the sixth tilt angle range is not less than the angle value representing the maximum tilt degree in the fifth tilt angle range.

[0111] In one possible implementation, when the hull is also tilted in the second direction (the direction of stern sinking), the process by which the power adjustment module 303 adjusts the speed adjustment coefficient according to the degree of tilt in each direction, if it determines that there is no risk of capsizing, also includes:

[0112] The speed adjustment coefficients obtained within the first tilt angle range and the speed adjustment coefficients obtained within the second tilt angle range are reduced according to the degree of tilt in the second direction.

[0113] In one possible implementation, when the hull is tilted in a third direction (the direction of bow sinking), the process by which the power adjustment module 303 adjusts the speed adjustment coefficient according to the degree of tilt in each direction, if it determines that there is no risk of capsizing, also includes:

[0114] The speed adjustment coefficient obtained within the first tilt angle range is increased according to the degree of tilt in the third direction, and the speed adjustment coefficient obtained within the second tilt angle range is decreased.

[0115] This application also provides an electronic device in its embodiments. (See reference...) Figure 4 The diagram illustrates a structural schematic suitable for implementing the electronic device in the embodiments of this application. The electronic device in the embodiments of this application may include, but is not limited to, ECU (Electronic Control Unit), VCU (Vehicle Control Unit), MCU (Micro Controller Unit), HCU (Hybrid Control Unit), etc. Figure 4The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0116] like Figure 4 As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage device 408 into a random access memory (RAM) 403. When the electronic device is powered on, the RAM 403 also stores various programs and data required for the operation of the electronic device. The processing unit 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0117] Typically, the following devices can be connected to I / O interface 405: input devices 406 including, for example, touchscreens, accelerometers, gyroscopes, etc.; output devices 407 including, for example, liquid crystal displays (LCDs); storage devices 408 including, for example, memory cards, hard disks, etc.; and communication devices 409. Communication device 409 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 4 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0118] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the engine control methods provided in this application.

[0119] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the engine control methods provided in this application.

[0120] This application also provides a vessel that includes the electronic equipment described in the above embodiments.

[0121] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0122] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0123] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0124] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. An engine control method, characterized in that, include: Based on the hull's tilt parameters in each direction, determine whether the hull is at risk of capsizing; If the risk of rollover is determined to exist, the engine is shut down. If it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, and the speed of the engine is adjusted according to the adjusted speed adjustment coefficient to meet the power requirements of the hull in the tilted state. When the hull is tilted only in a first direction, where the first direction is a horizontal direction perpendicular to the bow and stern direction of the hull, if it is determined that there is no risk of capsizing, the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including: If the tilt angle in the first direction is within the first tilt angle range, the speed adjustment coefficient is gradually increased as the tilt angle represents the degree of tilt, and the initial value of the speed adjustment coefficient is not less than 1. If the tilt angle in the first direction is within the second tilt angle range, the speed adjustment coefficient is gradually reduced as the tilt angle increases, and the angle value representing the minimum tilt degree in the second tilt angle range is not less than the angle value representing the maximum tilt degree in the first tilt angle range. If the hull is tilted only in a second direction, which is the direction in which the stern sinks, and if it is determined that there is no risk of capsizing, then the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including: If the tilt angle in the second direction is within the range of the third tilt angle, the speed adjustment coefficient is gradually reduced as the tilt angle represents the degree of tilt, and the initial value of the speed adjustment coefficient is not greater than 1. If the tilt angle in the second direction is within the range of the fourth tilt angle, the speed adjustment coefficient is gradually reduced to 0 as the tilt degree represented by the tilt angle increases, and the angle value representing the minimum tilt degree in the fourth tilt angle range is not less than the angle value representing the maximum tilt degree in the third tilt angle range. If the hull is tilted only in a third direction, where the third direction is the bow-down direction, and if it is determined that there is no risk of capsizing, then the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including: If the tilt angle of the third direction is within the range of the fifth tilt angle, the speed adjustment coefficient is gradually increased as the tilt degree represented by the tilt angle increases, and the initial value of the speed adjustment coefficient is not less than 1. If the tilt angle of the third direction is within the sixth tilt angle range, the speed adjustment coefficient is gradually reduced as the tilt angle increases, and the angle value representing the minimum tilt degree in the sixth tilt angle range is not less than the angle value representing the maximum tilt degree in the fifth tilt angle range.

2. The engine control method according to claim 1, characterized in that, The process of determining whether the hull is at risk of capsizing based on its tilt parameters in various directions includes: If the tilt angle of the hull in any direction is greater than the capsizing limit, then the hull is determined to be at risk of capsizing.

3. The engine control method according to claim 1, characterized in that, When the hull is also tilted in a second direction, which is the direction in which the stern sinks, the step of adjusting the speed adjustment coefficient according to the degree of tilt of the hull in each direction, if it is determined that there is no risk of capsizing, further includes: The speed adjustment coefficients obtained within the first tilt angle range and the second tilt angle range are respectively reduced according to the degree of tilt in the second direction.

4. The engine control method according to claim 1, characterized in that, When the hull is still tilted in a third direction (the direction in which the bow is sinking), the step of adjusting the speed adjustment coefficient according to the degree of tilt of the hull in each direction, if it is determined that there is no risk of capsizing, further includes: The speed adjustment coefficient obtained within the first tilt angle range is increased according to the degree of tilt in the third direction, and the speed adjustment coefficient obtained within the second tilt angle range is decreased.

5. An engine control device, characterized in that, include: The capsizing risk assessment module is used to determine whether the hull is at risk of capsizing based on the tilt parameters of the hull in each direction. The shutdown control module is used to control the engine to shut down when the rollover risk assessment module determines that there is a rollover risk. as well as, A power adjustment module is used to adjust the speed adjustment coefficient according to the degree of tilt of the hull in each direction when the capsizing risk assessment module determines that there is no capsizing risk, and to adjust the engine speed according to the adjusted speed adjustment coefficient to meet the power requirements of the hull in a tilted state; wherein, when the hull tilts only in a first direction, the first direction is a horizontal direction perpendicular to the bow and stern direction of the hull, and the capsizing risk assessment module determines that there is no capsizing risk, the speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including: If the tilt angle in the first direction is within the first tilt angle range, the speed adjustment coefficient is gradually increased as the tilt angle represents the degree of tilt, and the initial value of the speed adjustment coefficient is not less than 1. If the tilt angle in the first direction is within the second tilt angle range, the speed adjustment coefficient is gradually reduced as the tilt angle increases, and the angle value representing the minimum tilt degree in the second tilt angle range is not less than the angle value representing the maximum tilt degree in the first tilt angle range. When the hull tilts only in a second direction, which is the direction of stern sinking, and the capsizing risk assessment module determines that there is no capsizing risk, then the rotational speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including: If the tilt angle in the second direction is within the range of the third tilt angle, the speed adjustment coefficient is gradually reduced as the tilt angle represents the degree of tilt, and the initial value of the speed adjustment coefficient is not greater than 1. If the tilt angle in the second direction is within the range of the fourth tilt angle, the speed adjustment coefficient is gradually reduced to 0 as the tilt degree represented by the tilt angle increases, and the angle value representing the minimum tilt degree in the fourth tilt angle range is not less than the angle value representing the maximum tilt degree in the third tilt angle range. When the hull is tilted only in a third direction, which is the direction of bow sinking, and the capsizing risk assessment module determines that there is no capsizing risk, then the rotational speed adjustment coefficient is adjusted according to the degree of tilt of the hull in each direction, including: If the tilt angle of the third direction is within the range of the fifth tilt angle, the speed adjustment coefficient is gradually increased as the tilt degree represented by the tilt angle increases, and the initial value of the speed adjustment coefficient is not less than 1. If the tilt angle of the third direction is within the sixth tilt angle range, the speed adjustment coefficient is gradually reduced as the tilt angle increases, and the angle value representing the minimum tilt degree in the sixth tilt angle range is not less than the angle value representing the maximum tilt degree in the fifth tilt angle range.

6. An electronic device, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program to enable the electronic device to implement the engine control method as described in any one of claims 1 to 4.

7. A vessel, characterized in that, Includes the electronic device as described in claim 6.

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