Main unit control device, control method for the main unit control device, control program for the main unit control device

Abstract

One of the objectives of the present invention is to provide a control technology that can improve fuel consumption during navigation. [Solution] A main engine control device 10 in one embodiment includes a target speed acquisition unit that acquires a target speed of the ship 1 or the main engine 74 that propels the ship 1, an actual speed acquisition unit that acquires the current actual speed of the ship 1 or the main engine 74, and a determination unit that determines the amount of fuel to be supplied to the main engine 74 based on the difference between the acquired target speed and the actual speed. When predetermined conditions are met, including the actual speed being lower than the target speed, the determination unit determines the amount of fuel to be supplied to the main engine 74 such that the time required for the actual speed to reach the target speed is longer compared to when the predetermined conditions are not met.

Description

Technical Field

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[0001] The present invention relates to a main control device, a control method for the main control device, and a control program for the main control device.

Background Art

[0002] Patent Document 1 describes a method for controlling the rotational speed of a marine engine that controls the fuel injection amount by a governor. This control method determines whether the disturbance from the pitching of the hull is periodic or not, and when the disturbance is small and non-periodic, controls the rotational speed by a control method having a proportional gain that emphasizes responsiveness, and when the disturbance is periodic, performs control by operating the proportional gain.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The control method described in Patent Document 1 is configured to switch between normal control that determines the fuel input amount by multiplying the deviation between the target rotational speed and the actual rotational speed by a proportional gain, and an energy-saving mode in which the proportional gain is smaller than in normal control, according to the presence or absence of periodic disturbance. However, this method does not consider how to switch the mode for the purpose of improving the fuel consumption during navigation.

[0005] The present invention has been made in view of such problems, and one of its purposes is to provide a control technology capable of improving the fuel consumption during navigation.

Means for Solving the Problems

[0006] To solve the above problems, a main engine control device according to one aspect of the present invention includes a target speed acquisition unit that acquires a target speed of a ship or a main engine propelling a ship, an actual speed acquisition unit that acquires the current actual speed of the ship or the main engine, and a determination unit that determines the amount of fuel to be supplied to the main engine based on the difference between the acquired target speed and the actual speed. When predetermined conditions are met, including the actual speed being lower than the target speed, the determination unit determines the amount of fuel to be supplied to the main engine such that the time required for the actual speed to reach the target speed is longer compared to when the predetermined conditions are not met.

[0007] According to this embodiment, the main engine can be controlled according to whether or not predetermined conditions are met.

[0008] Another aspect of the present invention is a main engine control device. This device comprises a target speed acquisition unit that acquires the target speed of a vessel, an actual speed acquisition unit that acquires the current actual speed of the vessel, and a determination unit that determines the amount of fuel to be supplied to the main engine that propels the vessel based on the difference between the acquired target speed and the actual speed. The determination unit determines the amount of fuel to be supplied to the main engine so as to allow the actual speed to be faster than the target speed when certain conditions are met, including the estimation that the vessel is being subjected to a current in the direction of increasing speed, and determines the amount of fuel to be supplied to the main engine so as to allow the actual speed to be slower than the target speed when the predetermined conditions are not met.

[0009] According to this embodiment, the main engine can be controlled according to whether or not predetermined conditions are met.

[0010] Yet another aspect of the present invention is a main engine control device. This device comprises a target speed acquisition unit that acquires the target speed of a vessel, an actual speed acquisition unit that acquires the current actual speed of the vessel or the main engine, and a determination unit that determines the amount of fuel to be supplied to the main engine that propels the vessel based on the difference between the acquired target speed and the actual speed. The determination unit determines the amount of fuel to be supplied to the main engine so as to allow the actual speed of the vessel to be faster than the target speed of the vessel if a predetermined condition is met, including that the current actual fuel supply is smaller than a reference fuel supply corresponding to the current actual speed of the vessel in water, and determines the amount of fuel to be supplied to the main engine so as to allow the actual speed to be slower than the target speed if the predetermined condition is not met.

[0011] According to this embodiment, the main engine can be controlled according to whether or not predetermined conditions are met.

[0012] A further aspect of the present invention is a control method for a main engine control device. This method, for a main engine control device that controls the amount of fuel supplied to a main engine that propels a ship, includes the steps of: acquiring a target speed for the ship or the main engine; acquiring the current actual speed for the ship or the main engine; and determining the amount of fuel supplied to the main engine based on the difference between the acquired target speed and the actual speed, such that, when a predetermined condition is met, the time required for the actual speed to reach the target speed is longer than when the predetermined condition is not met.

[0013] According to this embodiment, the main engine can be controlled according to whether or not predetermined conditions are met.

[0014] A further aspect of the present invention is a control program for a main engine control device. This program causes a computer to perform the following steps for a main engine control device that controls the amount of fuel supplied to the main engine that propels a ship: to acquire a target speed for the ship or the main engine; to acquire the current actual speed for the ship or the main engine; and, based on the difference between the acquired target speed and the actual speed, to determine the amount of fuel supplied to the main engine such that, when a predetermined condition is met, the time required for the actual speed to reach the target speed is longer than when the predetermined condition is not met.

[0015] According to this aspect, the main engine can be controlled according to the success or failure of predetermined conditions.

[0016] In addition, any combination of the above, or those obtained by mutually substituting the components and expressions of the present invention among methods, devices, programs, temporary or non-temporary storage media recording the programs, systems, etc. are also effective as aspects of the present invention.

Effects of the Invention

[0017] According to the present invention, it is possible to provide a control technology capable of improving the fuel consumption during navigation.

Brief Description of the Drawings

[0018] [Figure 1] It is a diagram schematically showing a ship to which the main engine control device according to the present invention is applied. [Figure 2] It is a block diagram schematically showing the main engine control device according to the first embodiment of the present invention. / [Figure 3] It is a flowchart showing an example of the operation of the main engine control device in FIG. 2. [Figure 4] It is a block diagram schematically showing the main engine control device according to the second embodiment of the present invention. [Figure 5] It is a flowchart showing an example of the operation of the main engine control device in FIG. 4. [Figure 6] It is a block diagram schematically showing the main engine control device according to the third embodiment of the present invention. [Figure 7] It is a flowchart showing an example of the operation of the main engine control device in FIG. 6. [Figure 8] It is a block diagram schematically showing the main engine control device according to the fourth embodiment of the present invention. 3] [Figure 9] It is a diagram showing the relationship between the speed of the ship relative to water and the fuel consumption of the main engine control device in FIG. 8. [Figure 10] It is a flowchart showing an example of the operation of the main engine control device in FIG. 8. [[ID=[]48]]<()000093>

Modes for Carrying Out the Invention

[0019] Among the embodiments disclosed in this specification, those composed of a plurality of objects may integrate the plurality of objects, and conversely, those composed of one object may be divided into a plurality of objects. Whether integrated or not, it may be configured to achieve the object of the invention.

[0020] Among the embodiments disclosed in this specification, those in which a plurality of functions are provided in a distributed manner may provide some or all of the plurality of functions in an aggregated manner, and conversely, those in which a plurality of functions are provided in an aggregated manner may be provided such that some or all of the plurality of functions are distributed. Whether the functions are aggregated or distributed, it may be configured to achieve the object of the invention.

[0021] Also, for separate components with common points, distinguish them by attaching "first", "second", etc. at the beginning of the name, and omit these when collectively referring to them. Also, terms including ordinals such as first and second are used to describe various components, but this term is used only for the purpose of distinguishing one component from another, and the components are not limited by this term.

[0022] First, an overview of the main control device according to the present invention will be described. The main control device according to the present invention includes a target speed acquisition unit that acquires the target speed of a ship or a main engine that propels the ship, an actual speed acquisition unit that acquires the current actual speed of the ship or the main engine, and a determination unit that determines the fuel injection amount to the main engine based on the difference between the acquired target speed and the actual speed. When a predetermined condition including that the actual speed is lower than the target speed is satisfied, the determination unit determines the fuel injection amount to the main engine so that the required period until the actual speed reaches the target speed becomes longer compared to the case where the predetermined condition is not satisfied.

[0023] This configuration allows for the suppression of a sudden surge in fuel input to the main engine by extending the time required to reach the target load when the main engine load suddenly increases. Furthermore, this configuration avoids a sudden increase in engine load when the ship speed is increased, and in the case of a supercharger, it suppresses the deterioration of the main engine's thermal efficiency due to a temporary decrease in the excess air ratio caused by the response delay (turbo lag) of the supercharger, as well as unnecessary fuel consumption due to ship speed overshoot, thereby reducing fuel consumption.

[0024] In this specification, the target speed and actual speed of the main engine are the rotational speed of the main engine and are proportional to the rotational speed of the main engine. The target speed and actual speed of a vessel may be the ship's speed relative to water or the ship's speed relative to land, as long as this does not create a contradiction. Of the ship's actual speed, the ship's speed relative to water can be obtained by a ship speed sensor such as a Doppler log, and the ship's speed relative to land can be calculated from GPS information.

[0025] The control of the main engine control unit is, for example, a feedback control system including PID control, where the proportional gain is denoted as the gain.

[0026] For example, the determination unit determines the fuel input amount based on the result of subtracting a predetermined subtraction value from the difference if predetermined conditions are met, and determines the fuel input amount based on the result of adding a predetermined addition value to the difference if predetermined conditions are not met. In this case, control that extends the time required to reach the target can be easily implemented using the subtraction value or addition value.

[0027] For example, the determination unit may be configured to determine the fuel input amount based on the difference or the result of subtracting a predetermined subtraction value from the difference if predetermined conditions are met, and to determine the fuel input amount based on the result of adding a predetermined addition value to the difference if predetermined conditions are not met. In this case, control to lengthen the time required to reach the target can be easily implemented using the subtraction value or addition value.

[0028] For example, at least one of the addition value and subtraction value may be configured to increase as the absolute value of the difference increases. In this case, the addition value or subtraction value changes according to the difference.

[0029] As an example, the configuration may have a modification unit that changes at least one of the added value and the subtracted value. In this case, the magnitude of the added value or the subtracted value can be changed depending on the situation.

[0030] For example, the determination unit determines the fuel input amount based on the result of multiplying the difference by a first gain if predetermined conditions are met, and determines the fuel input amount based on the result of multiplying the difference by a second gain that is larger than the first gain if predetermined conditions are not met. In this case, by switching the gains, control that extends the time required to reach the target can be easily realized.

[0031] As an example, the main engine control device includes a switching unit that switches between a first mode and a second mode. In the first mode, the determination unit determines the amount of fuel to be supplied to the main engine so that, when predetermined conditions are met, the time required for the actual speed to reach the target speed is longer compared to when the predetermined conditions are not met. In the second mode, the determination unit determines the amount of fuel to be supplied to the main engine based on the difference, regardless of whether the predetermined conditions are met or not. In this case, for example, it is possible to switch between a fuel-efficiency-focused mode and a normal speed control mode.

[0032] For example, the switching unit may be configured to switch to the second mode when the distance between the destination and the current location is within a predetermined distance. In this case, since docking operations will be performed near the destination, there is a need to prioritize maneuverability, and to meet this need, it is possible to prioritize controlling the time of arrival at the destination.

[0033] Another embodiment of the main engine control device includes a target speed acquisition unit that acquires the target speed of the vessel, an actual speed acquisition unit that acquires the current actual speed of the vessel, and a determination unit that determines the amount of fuel to be supplied to the main engine that propels the vessel based on the difference between the acquired target speed and the actual speed. The determination unit determines the amount of fuel to be supplied to the main engine so as to allow the actual speed to be faster than the target speed when certain conditions are met, including the estimation that the vessel is being subjected to a current in the direction of increasing speed, and determines the amount of fuel to be supplied to the main engine so as to allow the actual speed to be slower than the target speed when the predetermined conditions are not met.

[0034] According to this configuration, when the actual ground speed is greater than the actual water speed, the vessel is presumed to be experiencing an increasing current. By actively allowing the actual ground speed to be greater than the target ground speed in this case, the time to reach the target while riding the current can be shortened. Furthermore, the extra time to reach the target allows for a reduction in the average speed thereafter. As a result, overall fuel consumption for the voyage can be saved. On the other hand, when the actual ground speed is less than the target ground speed, the vessel is presumed to be experiencing a decelerating current. By actively allowing the actual ground speed to be less than the target ground speed in this case, fuel consumption under adverse conditions can be reduced, thus saving overall fuel consumption for the voyage.

[0035] As an example, the system may further include an estimation unit that estimates whether or not the vessel is riding the current based on the ground speed and the water speed. Alternatively, as an example, the determination unit may be configured to determine the amount of fuel to be injected based on the result of adding an additional value according to the current to the difference when predetermined conditions are met, and to determine the amount of fuel to be injected based on the result of subtracting a subtractive value according to the current from the difference when predetermined conditions are not met. In this case, by using the additional and subtractive values, control that generates a steady-state deviation can be easily realized.

[0036] As an example, at least one of the additive and subtractive values ​​may be configured to increase as the tidal current speed (hereinafter referred to as "tidal current speed") increases. In this case, the additive or subtractive value changes according to the tidal current speed.

[0037] As an example, the configuration may have a modification unit that changes at least one of the added value and the subtracted value. In this case, the magnitude of the added value or the subtracted value can be changed depending on the situation.

[0038] A further embodiment of the main engine control device includes a target speed acquisition unit that acquires the target speed of the vessel, an actual speed acquisition unit that acquires the current actual speed of the vessel or the main engine, and a determination unit that determines the amount of fuel to be supplied to the main engine that propels the vessel based on the difference between the acquired target speed and the actual speed. The determination unit determines the amount of fuel to be supplied to the main engine so as to allow the actual speed of the vessel to be faster than the target speed of the vessel if predetermined conditions are met, including that the current actual fuel supply is smaller than a reference fuel supply corresponding to the current actual speed of the vessel in water, and determines the amount of fuel to be supplied to the main engine so as to allow the actual speed to be slower than the target speed if the predetermined conditions are not met.

[0039] This configuration allows for efficient operation when factors such as waves and wind increase the actual speed of the vessel in water are in place, thereby ensuring sufficient operating distance. As a result, overall fuel consumption can be reduced. This configuration also allows for a reduction in the time to reach the target while operating efficiently when factors such as waves and wind increase the actual speed of the vessel in water are in place. Furthermore, during periods of inefficient operation due to factors such as waves and wind that reduce the actual speed of the vessel in water, the time to reach the target is extended while fuel consumption is reduced. As a result, overall fuel consumption can be reduced while maintaining the time to reach the target.

[0040] For example, the determination unit may be configured to determine the fuel input amount based on the result of adding an additional value corresponding to the fuel difference between the standard fuel consumption and the actual fuel consumption to the difference if predetermined conditions are met, and to determine the fuel input amount based on the result of subtracting a subtractive value corresponding to the fuel difference from the difference if the predetermined conditions are not met. In this case, the fuel input amount can be determined according to the fuel difference.

[0041] As an example, the configuration may include a change unit that switches the magnitude of at least one of the addition and subtraction values. In this case, the magnitude of the addition and subtraction values ​​can be switched depending on the situation.

[0042] The present invention will be described below with reference to the drawings, based on preferred embodiments. In embodiments and modifications, the same or equivalent components and members will be denoted by the same reference numerals, and redundant explanations will be omitted as appropriate. In addition, the dimensions of the members in each drawing will be enlarged or reduced as appropriate to facilitate understanding. Furthermore, some members that are not important for explaining the embodiments will be omitted from the drawings.

[0043] [First Embodiment] The main engine control device 10 according to the first embodiment of the present invention will be described below with reference to the drawings. Figure 1 is a schematic diagram showing a ship 1 to which the main engine control device 10 according to the present invention is applied. In this embodiment, the ship 1 comprises a hull 90, an input device 48, a main engine control device 10, and a main engine 74.

[0044] The main engine 74 is a propulsion mechanism that generates thrust to propel the hull 90 by rotating the propeller 75. The main engine 74 can be any engine capable of propelling the hull 90, and in this example, it is a diesel engine. The main engine 74 consumes an amount of fuel in proportion to its rotational speed and torque in order to operate it.

[0045] The input device 48 transmits command signals such as target speed and control mode to the main engine control device 10. In this embodiment, the input device 48 is a control device (hereinafter referred to as "remote control 50") installed on the bridge or elsewhere of the ship 1. The remote control 50 is a control device that remotely controls the main engine 74, and the main engine control device 10 controls the rotation speed of the main engine 74 and stops the main engine 74 based on the operation input of the remote control 50.

[0046] Figure 2 is a schematic block diagram showing the main control unit 10 of this embodiment. Each block shown in Figure 2 and the block diagrams described later can be realized in hardware terms by elements such as a computer processor, CPU, and memory, as well as electronic circuits and mechanical devices, and in software terms by computer programs, etc., but here we are depicting functional blocks that are realized through the cooperation of these. Therefore, it will be understood by those skilled in the art that these functional blocks can be realized in various ways by combinations of hardware and software.

[0047] The remote control 50 will now be described. The remote control 50 has an operating handle 51 and a control target setting unit 52 as operating units for commanding the magnitude of the thrust force of the main engine 74. The remote control 50 transmits a command signal to the main engine control device 10 to command the target speed according to the position of the operating handle 51 (hereinafter referred to as "handle position P"). Handle position P is an example of the operating state of the operating unit. The remote control 50 also transmits control target information to the main engine control device 10 according to the operating state of the control target setting unit 52.

[0048] The operating handle 51 and the control target setting unit 52 only need to allow the operator to input operations to the remote control 50, and there are no limitations on their form. For example, the operating handle 51 and the control target setting unit 52 may or may not have a movable operating part. Also, the operating handle 51 and the control target setting unit 52 may detect commands from the touch position on the touch panel.

[0049] In this embodiment, the remote control 50 transmits control target information to the main engine control device 10 based on the position selected by the control target setting unit 52. When a first position is selected by the control target setting unit 52, the remote control 50 transmits control target information M1 to the main engine control device 10, and when a second position is selected, it transmits control target information M2 to the main engine control device 10. As an example, control target information M1 is a command signal that instructs the main engine control device 10 to control the actual speed (actual rotation speed) of the main engine 74 in accordance with the target speed (target rotation speed) of the main engine 74 corresponding to the handle position P. Control target information M2 is a command signal that instructs the main engine control device 10 to control the actual speed of the vessel 1 in accordance with the target speed of the vessel 1 provided by the navigation information collection device 54. The following describes an example in which the remote control 50 transmits control target information M2 to the main engine control device 10.

[0050] The speed governor 77 will now be explained. The speed governor 77, also called a governor, suppresses fluctuations in the rotational speed of the main engine 74. When the rotational speed of the main engine 74 changes in response to load fluctuations of the main engine 74, the speed governor 77 fine-tunes the fuel input amount, using the amount indicated in the command signal output from the determination unit 30 to the main engine 74 as the basic amount, thereby satisfying various constraints, such as engine load limits.

[0051] The main engine control device 10 will now be described. The main engine control device 10 of this embodiment mainly comprises a target speed acquisition unit 20, an actual speed acquisition unit 26, a determination unit 30, a judgment unit 34, a control target acquisition unit 36, a switching unit 38, and a storage unit 47.

[0052] The control target acquisition unit 36 ​​acquires control target information M1 or M2 based on the operating state of the control target setting unit 52 of the remote control 50. The storage unit 47 stores application programs corresponding to the functional blocks of the main control device 10. The storage unit 47 also stores input information, reference values, thresholds, etc., in chronological order.

[0053] The target speed acquisition unit 20 acquires the target speed of the vessel 1 or the main engine 74 that propels the vessel 1. When the control target acquisition unit 36 ​​acquires control target information M2 from the remote control 50, the main engine control device 10 controls the vessel 1 based on its target speed Vt. The target speed Vt can be acquired from the navigation information collection equipment 54. As an example, the navigation information collection equipment 54 in this embodiment includes an Electronic Chart Display and Information System (ECDIS). The Electronic Chart Display and Information System identifies the departure point, destination, and waypoints based on a pre-acquired or modified sailing plan and displays this chart information on a display (not shown). The Electronic Chart Display and Information System also provides the main engine control device 10 with sailing information, including the departure time and arrival time between the departure point, destination, and waypoints, as well as the target speed Vt.

[0054] Furthermore, if the control target acquisition unit 36 ​​acquires control target information M1 from the remote control 50, the target speed of the main engine 74 is the target rotational speed of the main engine 74, which can be obtained from the handle position P of the input device 48.

[0055] The actual speed acquisition unit 26 acquires the current actual speed of the vessel 1 or the main engine 74. When the control target acquisition unit 36 ​​acquires control target information M2 from the remote control 50, the actual speed is the current actual speed Va of the vessel 1. The actual speed Va of the vessel 1 can also be calculated from information acquired from a positioning system using artificial satellites, such as GPS (Global Positioning System). In this embodiment, the actual speed Va of the vessel 1 is acquired from a ship speed sensor 56 that detects the actual ship speed of the vessel 1.

[0056] Furthermore, when the control target acquisition unit 36 ​​acquires control target information M1 from the remote control 50, the actual speed is the current actual rotational speed of the main unit 74, which can be acquired from a predetermined rotation sensor installed on the main unit 74.

[0057] When the control target acquisition unit 36 ​​acquires control target information M2 from the remote control 50, the main engine control device 10 controls the ship 1 according to the difference ΔV (ΔV = Vt - Va) between the actual speed Va and the target speed Vt. The main engine control device 10 in this embodiment includes a determination unit 30 that determines the amount of fuel F to be supplied to the main engine 74 based on the acquired difference ΔV between the target speed Vt and the actual speed Va, and performs feedback control to reduce the difference ΔV between the target speed Vt and the actual speed Va. Note that the difference ΔV is sometimes referred to as the "deviation".

[0058] Furthermore, if the control target acquisition unit 36 ​​acquires control target information M1 from the remote control 50, the main engine control device 10 controls the main engine 74 according to the difference between the actual speed of the main engine 74 and the target speed of the main engine 74.

[0059] The main engine control device 10 has multiple control modes in which the control algorithm or transfer function in the feedback control corresponding to the difference ΔV differs from each other. The main engine control device 10 can select one control mode from the multiple control modes according to the determination result of the determination unit 34, and by controlling with the selected control mode, it can switch control characteristics such as control responsiveness, control stability, and steady-state error. For example, by selecting a control mode according to the conditions of the ship 1, control characteristics suitable for those conditions can be realized.

[0060] In this embodiment, the main engine control device 10 has a first mode and a second mode, each with different control responsiveness. The first mode is a mode that prioritizes saving fuel consumption, and has lower responsiveness than the second mode, resulting in a longer time T required for the actual speed Va to reach the target speed Vt. Due to its lower responsiveness, the first mode is expected to have higher control stability and smaller overshoot (including no overshoot) than the second mode. The second mode is a mode that has higher responsiveness than the first mode and prioritizes tracking the target speed more than the first mode, and may, for example, be a mode that performs normal speed control.

[0061] The control mode of the main engine control device 10 is autonomously selected by the determination unit 30 according to the determination result of the determination unit 34. The determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 based on the difference ΔV, according to the control algorithm or transfer function corresponding to the selected control mode. In this embodiment, the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 in the first mode such that the time required T for the actual speed Va to reach the target speed Vt is longer than in the second mode. Conversely, in the second mode, the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 such that the time required T for the actual speed Va to reach the target speed Vt is shorter than in the first mode.

[0062] The determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 such that, when predetermined conditions are met, the time required T for the actual speed Va to reach the target speed Vt is longer compared to when the predetermined conditions are not met.

[0063] The determination unit 34 determines whether predetermined conditions are met. There are no restrictions on the predetermined conditions, but in this example, the predetermined conditions include an under-condition where the actual speed Va is lower than the target speed Vt. In other words, in the under-condition where the actual speed Va is lower than the target speed Vt, the determination unit 30 switches from the second mode to the first mode and determines the amount of fuel F to be supplied to the main engine 74 with a lower control responsiveness than in the over-condition where the actual speed Va is equal to or faster than the target speed Vt, so that the time T required for the actual speed Va to reach the target speed Vt is longer.

[0064] (Example 1) A first example of control that lengthens the time required to reach the destination T will be described. In the first example, the determination unit 30 determines the fuel input amount F based on the result of subtracting a predetermined subtraction value D1 from the difference ΔV when a predetermined condition is met, and determines the fuel input amount F based on the result of adding a predetermined addition value J1 to the difference ΔV when the predetermined condition is not met. In this example, since ΔV-D1<ΔV or ΔV+J2, the fuel input amount F when the predetermined condition is met is less than when the predetermined condition is not met, and the time required to reach the destination T is lengthened.

[0065] (Second example) A second example of control that lengthens the time required to reach the destination T will be described. In the second example, the determination unit 30 determines the fuel input amount F based on the difference ΔV or the result of subtracting a predetermined subtraction value D2 from the difference ΔV if a predetermined condition is met, and determines the fuel input amount F based on the result of adding a predetermined addition value J2 to the difference ΔV if the predetermined condition is not met. In this example, since ΔV or ΔV-D2 < ΔV+J2, the fuel input amount F when the predetermined condition is met is less than when the predetermined condition is not met, and the time required to reach the destination T is lengthened.

[0066] The subtraction values ​​D1 and D2, and the addition values ​​J1 and J2 may be constant regardless of the magnitude of the difference ΔV, but they may also be varied according to the magnitude of the difference ΔV. For example, at least one of the subtraction values ​​D1 and D2 and the addition values ​​J1 and J2 may be configured to increase as the absolute value of the difference ΔV increases.

[0067] (Third example) A third example of control that lengthens the time required to reach the target T will be described. In this third example, the determination unit 30 determines the fuel input amount F based on the result of multiplying the difference ΔV by a first gain Ki when a predetermined condition is met, and determines the fuel input amount F based on the result of multiplying the difference ΔV by a second gain Kr that is greater than the first gain Ki when the predetermined condition is not met. In this example, the gain of the control loop when the predetermined condition is met is smaller than when the predetermined condition is not met, so the responsiveness is reduced and the time required to reach the target T is lengthened.

[0068] It is desirable that the operator can switch between a first mode that prioritizes saving fuel consumption and a second mode for normal speed control. Therefore, the main engine control device 10 of this embodiment further includes a switching unit 38 for switching between the first mode and the second mode. As described above, in the first mode, the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 such that, when predetermined conditions are met, the time required T for the actual speed Va to reach the target speed Vt is longer compared to when the predetermined conditions are not met. In the second mode, for example, the amount of fuel F to be supplied to the main engine 74 is determined based on the difference ΔV, regardless of whether predetermined conditions are met or not.

[0069] In this embodiment, the vessel 1 is provided with a switching operation input unit 58, which provides a switching signal for the first mode and the second mode to the switching unit 38 based on the operator's operation. The switching unit 38 switches the control mode between the first mode and the second mode based on the mode switching signal from the switching operation input unit 58.

[0070] From the perspective of controlling the time of arrival at the destination, it is desirable that the switching unit 38 be able to automatically switch the control mode based on the position of the ship 1, regardless of the operating state of the switching operation input unit 58. Therefore, in this embodiment, the switching unit 38 automatically switches to the second mode when the distance La between the destination and the current location is within a predetermined distance Ls. The predetermined distance Ls can be set by simulation or sea trials, etc., from the perspective of obtaining a desired fuel consumption and a desired arrival time.

[0071] As an example of the operation of the main control device 10 of this embodiment, configured as described above, operation S110 will be explained. Figure 3 is a flowchart of operation S110 of the main control device 10.

[0072] When operation S110 is started, the main control unit 10 acquires control target information M from the remote control 50 of the input device 48 via the control target acquisition unit 36 ​​(step S111). In this step, the control target acquisition unit 36 ​​acquires either control target information M1 or control target information M2.

[0073] After processing step S111, the main engine control device 10 determines whether the controlled object is the ship's speed based on the controlled object information M (step S112). When controlled object information M1 is obtained, the controlled object is the rotational speed of the main engine 74, and when controlled object information M2 is obtained, the controlled object is the ship's speed of the vessel 1.

[0074] If the control target is not the ship's speed (N in step S112), the main engine control device 10 performs control of the rotational speed of the main engine 74 using the operating handle 51 (hereinafter referred to as "main engine rotational speed control") (step S113). In main engine rotational speed control, the main engine control device 10 controls the actual speed of the main engine 74 in accordance with the target speed of the main engine 74 corresponding to the handle position P of the input device 48. After executing step S113, operation S110 is terminated. If operation is to be continued, the process may be returned to the beginning of step S111, and the loop of steps S111 to S113 may be repeatedly executed.

[0075] If the control target is the ship's speed (Y in step S112), the main engine control device 10 obtains the target speed Vt of the ship 1 (step S114) and the actual speed Va of the ship 1 (step S115) in order to control the speed of the ship 1.

[0076] Once the target speed Vt and the actual speed Va are obtained, the determination unit 30 calculates a feedback value Dv from the difference ΔV between the actual speed Va and the target speed Vt (step S116). In this example, the feedback value Dv is equal to the difference ΔV and can be calculated using Equation 1. Dv = ΔV = Vt - Va ... (1)

[0077] Once the return value Dv is calculated, the determination unit 30 determines whether the distance La between the destination and the current location is less than or equal to a predetermined distance Ls (step S117).

[0078] If the distance La is less than or equal to a predetermined distance Ls (La ≤ Ls) (Y in step S117), the determination unit 30 multiplies Dv by the second gain Kr to calculate the increase / decrease value ΔNe of the main engine 74 relative to its current rotational speed Ne (step S118). In other words, the determination unit 30 fixes the engine to the second mode regardless of whether the predetermined conditions are met or not. In this case, if the feedback value Dv is negative, the increase / decrease value ΔNe will also be negative, controlling the engine to decelerate, and if the feedback value Dv is positive, the increase / decrease value ΔNe will also be positive, controlling the engine to accelerate. After executing step S118, the determination unit 30 proceeds to step S124.

[0079] If the distance La is not less than or equal to a predetermined distance Ls (La > Ls) (N in step S117), the determination unit 30 determines whether Dv < 0 (step S119). In other words, it determines whether the actual velocity Va is greater than the target velocity Vt and the feedback value Dv is less than zero.

[0080] If Dv < 0 (Y in step S119), the determination unit 30 multiplies Dv by the second gain Kr to calculate the increase / decrease value ΔNe with respect to the rotational speed Ne of the main engine 74 (step S120). In this case, since the feedback value Dv is a negative value, the increase / decrease value ΔNe is also a negative value, so control is applied to reduce the rotational speed Ne of the main engine 74. After executing step S120, the determination unit 30 proceeds to step S124.

[0081] If Dv < 0 (N in step S119), the determination unit 30 determines whether Dv = 0 (step S121). In other words, it determines whether the actual velocity Va is equal to the target velocity Vt and the feedback value Dv is zero.

[0082] If Dv is not 0 (N in step S121), the determination unit 30 multiplies Dv by the first gain Ki to calculate the increase / decrease value ΔNe with respect to the rotational speed Ne of the main engine 74 (step S122). In this case, since the feedback value Dv is a positive value, the increase / decrease value ΔNe is also a positive value, so control is applied to increase the rotational speed Ne of the main engine 74. After executing step S122, the determination unit 30 proceeds to step S124.

[0083] If Dv = 0 (Y in step S121), the determination unit 30 sets the increase / decrease value ΔNe = 0 (step S123). In this case, since the increase / decrease value ΔNe = 0, the control is performed to maintain the rotational speed Ne of the main engine 74 as is. After executing step S123, the determination unit 30 proceeds to step S124.

[0084] In step S124, the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 based on the increase / decrease value ΔNe. As an example, the amount of fuel F may be determined by adding the current amount of fuel F1 to the result of multiplying the increase / decrease value ΔNe by a predetermined coefficient.

[0085] Once the fuel input amount F is determined, the determination unit 30 outputs a command signal corresponding to the fuel input amount F to the main engine 74 via the speed governor 77 (step S125). As a result, the main engine 74 rotates the propeller 75 with thrust corresponding to the fuel input amount F. The speed governor 77 fine-tunes the fuel input amount F to satisfy various constraints, such as engine load limits, when the load on the main engine 74 changes.

[0086] Once step S125 is executed, operation S110 terminates. To continue operation, the process may be returned to the beginning of step S111, and the loop of steps S111 to S125 may be repeatedly executed. The steps described above are merely examples, and various modifications are possible.

[0087] The above is a description of the first embodiment.

[0088] The second to sixth embodiments of the present invention will be described below. In the drawings and descriptions of the second to sixth embodiments, components and members that are the same as or equivalent to those in the first embodiment will be denoted by the same reference numerals. Descriptions that overlap with the first embodiment will be omitted as appropriate, and the descriptions will focus on the configurations that differ from the first embodiment.

[0089] [Second Embodiment] Referring to Figures 4 and 5, the main engine control device 10 according to the second embodiment of the present invention will be described. Figure 4 is a schematic block diagram showing the main engine control device 10 of this embodiment. The main engine control device 10 of this embodiment is equipped with an adjustment value determination unit 40 and a modification unit 42 compared to the first embodiment, and the algorithm of the determination unit 30 is different, while other configurations are common. Therefore, the adjustment value determination unit 40 and modification unit 42 and the algorithm of the determination unit 30 will be described mainly. In the description of this embodiment, an example is shown in which the actual speed Va of the ship 1 and the target speed Vt of the ship 1 are the ship speed relative to the ground.

[0090] Even if the ship's speed over water is constant, the ship's speed over land changes due to the tidal current. When the tidal current is flowing with the ship, the direction in which the ship 1 is moving is the same as the direction of the current, so the ship's speed over land becomes faster than its speed over water due to the tidal current. For this reason, in this embodiment, when the current is flowing with the ship, the state in which the actual speed Va is faster than the target speed Vt is actively permitted. For example, when the current is flowing with the ship, control is performed to actively create a steady-state deviation of the actual speed Va towards the faster side relative to the target speed Vt. By controlling in this way, the time to reach the target can be shortened while riding the tidal current. Furthermore, by having more time to reach the target, the average ship speed thereafter can be reduced. As a result, the total fuel consumption for the voyage can be saved.

[0091] On the other hand, when the tidal current is flowing in the opposite direction to the direction in which the vessel 1 is moving, the vessel's speed over the ground will be slower than its speed over the water due to the tidal current. When the tidal current is flowing in the opposite direction, fuel consumption will increase if the vessel tries to maintain the target speed Va. Therefore, in this embodiment, when the tidal current is flowing in the opposite direction, the vessel actively allows the actual speed Va to be lower than the target speed Vt. For example, when the tidal current is flowing in the opposite direction, the vessel actively creates a steady-state deviation of the actual speed Va to the lower side relative to the target speed Vt. By controlling the vessel in this way, the increase in fuel consumption under adverse conditions when the tidal current is flowing in the opposite direction can be suppressed, and the total fuel consumption for the voyage can be saved.

[0092] In this embodiment, the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 so as to allow the actual speed Va of the vessel 1 to be faster than the target speed Vt of the vessel 1 when certain conditions are met, including the estimation that the vessel 1 is being subjected to a current in a direction that increases its speed. If the determination unit 30 does not meet the aforementioned conditions, it determines the amount of fuel F to be supplied to the main engine 74 so as to allow the actual speed Va to be slower than the target speed Vt. In other words, the main engine control device 10 performs speed control that actively generates a steady-state deviation based on the speed difference between the actual ground speed and the target water speed.

[0093] The specified condition may also include the presence of factors that cause the actual speed Va to be faster than the target speed Vt (hereinafter referred to as "speed-increasing factors"). The first example of a speed-increasing factor is tidal current, and other factors include wind and waves. Tidal current, wind, waves, etc., can also be factors that cause the actual speed Va to be slower than the target speed Vt (hereinafter referred to as "speed-increasing factors").

[0094] Furthermore, control that actively generates steady-state deviations may be implemented taking into account the deterioration status of the hull. This control can reduce fuel consumption.

[0095] An example is given where the factor causing increased or decreased speed is the tidal current. The effect of the tidal current on the ship's speed over the ground is the result of subtracting the actual ship's speed over the water from the actual speed Va, and can be estimated to be equal to the tidal current speed. Therefore, this embodiment includes an adjustment value determination unit 40 that calculates the tidal current speed by subtracting the actual ship's speed over the water from the actual ship's speed over the ground, and the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 so as to create a steady-state deviation between the actual speed Va and the target speed Vt based on the tidal current speed calculated by the adjustment value determination unit 40. The adjustment value determination unit 40 functions as an estimation unit that estimates whether or not the ship is riding the tidal current based on the ship's speed over the ground and the ship's speed over the water.

[0096] There are no restrictions on the control algorithm that generates the steady-state deviation, but in this embodiment, the determination unit 30 determines the fuel input amount F based on the result of adding an additional value A corresponding to the tidal current to the difference ΔV when predetermined conditions are met, and determines the fuel input amount F based on the result of subtracting a subtractive value S corresponding to the tidal current from the difference when predetermined conditions are not met. The additional value A and the subtractive value S are sometimes collectively referred to as the adjustment value B. In this example, the adjustment value B is determined by the adjustment value determination unit 40.

[0097] From the perspective of achieving smooth control, it is desirable that the adjustment value B be increased or decreased according to the tidal current speed. Therefore, in this embodiment, the adjustment value determination unit 40 increases at least one of the addition value A and subtraction value S as the tidal current speed increases. As an example, the tidal current speed Vc can be calculated by Equation 2 as a result of subtracting the actual water speed Vw from the actual ground speed Vg (= actual speed Va). Vc = Vg - Vw = Va - Vw ... (2)

[0098] In other words, the adjustment value determination unit 40 increases or decreases the additive value A or subtractive value S according to the tidal current velocity Vc. As an example, the adjustment value B can be calculated by Equation 3 as a result of multiplying the tidal current velocity Vc by a predetermined coefficient Kw. The coefficient Kw can be set by simulation or sea trials to obtain the desired characteristics. B = Kw × Vc ... (3)

[0099] From the perspective of achieving smooth control, it is desirable that the adjustment value B be changed according to the situation. Therefore, this embodiment has a modification unit 42 that changes at least one of the addition value A and the subtraction value S according to the situation. For example, when the operator determines that there is a situation in which the adjustment value B should be changed, the modification unit 42 changes at least one of the addition value A and the subtraction value S based on the operator's input.

[0100] As an example of the operation of the main unit control device 10 of this embodiment configured as described above, operation S210 will be explained. Figure 5 is a flowchart of operation S210 of the main unit control device 10. Steps S211 to S215 of operation S210 are the same as steps S111 to S115 of operation S110, and steps S217 to S225 of operation S210 are the same as steps S117 to S125 of operation S110. Therefore, redundant explanations will be omitted, and the different step S216 will be explained.

[0101] In step S216 of this embodiment, the calculation formula for calculating the feedback value Dv from the difference ΔV is different from that of step S116 of the first embodiment. As an example, the feedback value Dv in this embodiment can be calculated using Equation 4. Dv=ΔV+B=Vt-Va+Kw×Vc...(4)

[0102] Once step S225 is executed, operation S210 terminates. To continue operation, the process may be returned to the beginning of step S211, and the loop of steps S211 to S225 may be repeatedly executed. The steps described above are merely examples, and various modifications are possible.

[0103] The above is a description of the second embodiment.

[0104] [Third Embodiment] Referring to Figures 6 and 7, the main unit control device 10 according to the third embodiment of the present invention will be described. Figure 6 is a schematic block diagram showing the main unit control device 10 of this embodiment. The main unit control device 10 of this embodiment is equipped with a function processing unit 44 and the algorithm of the determination unit 30 is different from that of the second embodiment, but other configurations are common, so the algorithms of the function processing unit 44 and the determination unit 30 will be described mainly.

[0105] In the second embodiment, an example was described in which the adjustment value B is obtained by multiplying the tidal velocity Vc by a predetermined coefficient Kw. However, in this embodiment, the adjustment value B can be calculated by Equation 5 as a result of processing the tidal velocity Vc with a predetermined function f. The function f can be set by simulation, sea trials, etc., to obtain the desired characteristics. B = f(Vc) ... (5)

[0106] The function processing unit 44 calculates the adjustment value B from the tidal current velocity Vc using Equation 5. As an example, the function processing unit 44 may include a processing table that takes the tidal current velocity Vc as input and outputs the adjustment value B. This processing table can be set by simulation or sea trials to obtain the desired characteristics.

[0107] As an example of the operation of the main unit control device 10 of this embodiment configured as described above, operation S310 will be explained. Figure 7 is a flowchart of operation S310 of the main unit control device 10. Steps S311 to S315 of operation S310 are the same as steps S211 to S215 of operation S210, and steps S317 to S325 of operation S310 are the same as steps S217 to S225 of operation S210. Therefore, redundant explanations will be omitted, and the different step S316 will be explained.

[0108] In step S316 of this embodiment, the calculation formula for calculating the feedback value Dv from the difference ΔV is different from that of step S216 of the second embodiment. As an example, the feedback value Dv in this embodiment can be calculated using formula 6. Dv = ΔV + B = Vt - Va + f(Vc) ... (6)

[0109] After step S325 is executed, operation S310 terminates. To continue operation, the process may be returned to the beginning of step S311, and the loop of steps S311 to S325 may be repeatedly executed. The steps described above are merely examples, and various modifications are possible.

[0110] The above is a description of the third embodiment.

[0111] [Fourth Embodiment] The main engine control device 10 according to the fourth embodiment of the present invention will be described with reference to Figures 8, 9, and 10. Figure 8 is a schematic block diagram showing the main engine control device 10 of this embodiment. The main engine control device 10 of this embodiment is equipped with a fuel consumption processing unit 46 and the algorithm of the determination unit 30 is different from that of the third embodiment, but other configurations are common, so the algorithms of the fuel consumption processing unit 46 and the determination unit 30 will be described mainly.

[0112] From the perspective of suppressing fuel consumption, it is desirable to control the system while taking into account factors other than tidal currents, such as disturbances like wind and waves, and the deterioration status of the hull. Figure 9 shows the relationship between the standard fuel consumption Qs and the actual fuel consumption Qa at a water speed Wa. As shown in Figure 9, the standard fuel consumption Qs at a water speed Wa is set in advance. Due to factors such as disturbances like wind and waves and the deterioration status of the hull, the actual fuel consumption Qa at a water speed Wa may be less than the standard fuel consumption Qs. Therefore, the main engine control device 10 of this embodiment calculates a correction value E using the fuel difference ΔQ between the standard fuel consumption Qs and the actual fuel consumption Qa, and controls the system to actively generate a steady-state deviation of the actual speed Va towards the high-speed side with respect to the target speed Vt.

[0113] In this embodiment, the determination unit 30 determines the amount of fuel F to be supplied to the main engine so as to allow the actual speed Va of the ship 1 to be faster than the target speed Vt of the ship 1, provided that predetermined conditions are met, including the current actual fuel input amount Qa being smaller than the reference fuel input amount Qs corresponding to the current actual ship speed Wa. If the predetermined conditions are not met, the determination unit 30 determines the amount of fuel F to be supplied to the main engine 74 so as to allow the actual speed Va to be slower than the target speed Vt.

[0114] There are no restrictions on the predetermined conditions of this embodiment, but in this example, the predetermined condition is that the current actual fuel input Qa is smaller than the reference fuel input Qs corresponding to the current actual water-to-ship speed Wa.

[0115] In this embodiment, the determination unit 30 determines the fuel input amount F based on the result of adding a value corresponding to the fuel difference ΔQ between the standard fuel consumption amount Qs and the actual fuel consumption amount Qa to the difference ΔV when predetermined conditions are met, and determines the fuel input amount F based on the result of subtracting a value corresponding to the fuel difference ΔQ from the difference ΔV when predetermined conditions are not met.

[0116] In this embodiment, a correction value E is used that corresponds to the fuel difference ΔQ between the standard fuel input amount Qs and the actual fuel input amount Qa. The correction value E can be calculated using Equation 7 as a result of processing the fuel difference ΔQ with a predetermined function g. E=g(ΔQ)···(7)

[0117] In this embodiment, the fuel consumption processing unit 46 calculates a correction value E from the fuel difference ΔQ using Equation 7. Instead of using the function g(ΔQ), the fuel consumption processing unit 46 may include a processing table that takes the fuel difference ΔQ as input and outputs a correction value E. The function g and processing table can be set by simulation, sea trials, etc., to obtain desired characteristics.

[0118] As an example of the operation of the main unit control device 10 of this embodiment configured as described above, operation S410 will be explained. Figure 10 is a flowchart of operation S410 of the main unit control device 10. Steps S411 to S415 of operation S410 are the same as steps S311 to S315 of operation S310, and steps S417 to S425 of operation S410 are the same as steps S317 to S325 of operation S310. Therefore, redundant explanations will be omitted, and the different step S416 will be explained.

[0119] In step S416 of this embodiment, the calculation formula for calculating the feedback value Dv from the difference ΔV is different from that of step S316 of the third embodiment. As an example, the feedback value Dv in this embodiment can be calculated using Equation 8. Dv=ΔV+B=Vt-Va+f(Vc)+g(ΔQ)...(8)

[0120] From Equation 8, if the predetermined conditions are met, that is, if the fuel difference ΔQ is a positive value, the correction value E is also a positive value, and a value corresponding to the fuel difference ΔQ is added to the difference ΔV. Conversely, if the predetermined conditions are not met, that is, if the fuel difference ΔQ is a negative value, the correction value E is a negative value, and a value corresponding to the fuel difference ΔQ is subtracted from the difference ΔV.

[0121] After step S425 is executed, operation S410 ends. To continue operation, the process may be returned to the beginning of step S411, and the loop of steps S411 to S425 may be repeatedly executed. The steps described above are merely examples, and various modifications are possible.

[0122] The main engine control device 10 may have a modification unit 42 that switches the magnitude of at least one of the values ​​to be added and subtracted. For example, the modification unit 42 may modify a processing table that takes the fuel difference ΔQ as input and outputs a correction value E.

[0123] The above is a description of the fourth embodiment.

[0124] [Fifth Embodiment] A fifth embodiment of the present invention is a control method for a main engine control device 10. This control method for a main engine control device 10 that controls the amount of fuel F supplied to a main engine 74 that propels a ship 1 includes the steps of: acquiring a target speed Vt of the ship 1 or the main engine 74; acquiring the current actual speed Va of the ship 1 or the main engine 74; and determining the amount of fuel F supplied to the main engine 74 based on the difference between the acquired target speed Vt and the actual speed Va, such that, when a predetermined condition is met, the required period T for the actual speed Va to reach the target speed Vt is longer compared to when the predetermined condition is not met.

[0125] According to this embodiment, the same functions and effects as those of the first embodiment are achieved.

[0126] [Sixth Embodiment] A sixth embodiment of the present invention is a control program 100 (computer program) for a main engine control device 10. This control program 100 causes the computer to perform the following steps for a main engine control device 10 that controls the amount of fuel F supplied to the main engine 74 that propels the ship 1: to acquire a target speed Vt of the ship 1 or the main engine 74; to acquire the current actual speed Va of the ship 1 or the main engine 74; and, based on the difference between the acquired target speed Vt and the actual speed Va, to determine the amount of fuel F supplied to the main engine 74 such that, when a predetermined condition is met, the required period T for the actual speed Va to reach the target speed Vt is longer compared to when the predetermined condition is not met.

[0127] These functions of the control program 100 may be installed in the storage (e.g., memory unit 47) of the main unit control device 10 as an application program in which multiple modules corresponding to the functional blocks of the main unit control device 10 are implemented. The control program 100 may also be read into the main memory of the processor (e.g., CPU) of a computer built into the main unit control device 10 and executed thereon.

[0128] According to this embodiment, the same functions and effects as those of the first embodiment are achieved.

[0129] The embodiments of the present invention have been described in detail above. The embodiments described above are merely examples of how to implement the present invention. The contents of the embodiments do not limit the technical scope of the present invention, and many design changes, such as changes, additions, and deletions of components, are possible as long as they do not depart from the spirit of the invention as defined in the claims. In the embodiments described above, the contents in which such design changes are possible are described with notations such as "of the embodiments" or "in the embodiments," but this does not mean that design changes are not permitted in contents without such notations.

[0130] [Differentiation] The following describes modified examples. In the drawings and descriptions of the modified examples, the same reference numerals are used for components and members that are identical or equivalent to those in the embodiments. Descriptions that overlap with those in the embodiments will be omitted as appropriate, and the descriptions will focus on the configurations that differ from those in the embodiments.

[0131] In the description of the embodiment, an example was shown in which the main engine control device 10 controls the actual speed Va of the ship 1 according to the difference ΔV between the actual speed Va of the ship 1 and the target speed Vt, but the invention is not limited to this. The main engine control device 10 can control the actual speed of the main engine 74 according to the difference between the actual speed of the main engine 74 and the target speed of the main engine 74.

[0132] In the description of the embodiment, an example was shown in which the main engine 74 rotates the propeller 75 to obtain thrust, but it is not limited to this. The mechanism for obtaining thrust can be any mechanism capable of propelling a ship, for example, a configuration in which gas or the like is discharged based on the rotational output of the main engine 74, and thrust is obtained from the reaction force of that gas or the like.

[0133] In the description of the embodiment, an example was shown in which the main engine 74 is a diesel engine, but it is not limited to this. The prime mover may be, for example, an internal combustion engine or an external combustion engine other than a diesel engine.

[0134] The above-described modifications produce the same functions and effects as each embodiment.

[0135] Any combination of the embodiments and modifications described above is also useful as an embodiment of the present invention. The new embodiments resulting from these combinations possess the combined effects of the respective embodiments and modifications. [Explanation of Symbols]

[0136] 1 ship, 10 main engine control device, 20 target speed acquisition unit, 26 actual speed acquisition unit, 30 determination unit, 34 judgment unit, 40 adjustment value determination unit, 42 modification unit, 44 function processing unit, 46 fuel consumption processing unit, 47 memory unit, 48 input device, 50 remote control, 51 operating handle, 54 navigation information collection equipment, 74 main engine, 75 propeller, 100 control program.

Claims

1. A target speed acquisition unit that acquires the target speed of a ship or the main engine that propels the ship, A speed acquisition unit that acquires the current actual speed of the ship or the main engine, A determination unit that determines the amount of fuel to be supplied to the main engine based on the difference between the acquired target speed and the actual speed, Equipped with, The determination unit, when certain conditions are met, including the actual speed being lower than the target speed, determines the amount of fuel to be supplied to the main engine such that the time required for the actual speed to reach the target speed is longer compared to when the predetermined conditions are not met. Main engine control device.

2. The aforementioned determination unit, If the predetermined conditions are met, the amount of fuel to be injected is determined based on the result of subtracting a predetermined subtraction value from the difference. The main engine control device according to claim 1, wherein if predetermined conditions are not met, the amount of fuel to be injected is determined based on the difference or the result of adding a predetermined value to the difference.

3. The aforementioned determination unit, If the predetermined conditions are met, the amount of fuel to be added is determined based on the difference or the result of subtracting a predetermined subtraction value from the difference. The main engine control device according to claim 1, wherein if a predetermined condition is not met, the amount of fuel to be injected is determined based on the result of adding a predetermined sum to the difference.

4. The main control device according to claim 2 or 3, wherein at least one of the added value and the subtracted value increases as the absolute value of the difference increases.

5. The main control device according to any one of claims 2 to 4, having a modification unit that modifies at least one of the added value and the subtracted value.

6. The aforementioned determination unit, If the predetermined conditions are met, the amount of fuel to be injected is determined based on the result of multiplying the difference by the first gain. The main engine control device according to claim 1, wherein, if a predetermined condition is not met, the amount of fuel to be injected is determined based on the result of multiplying the difference by a second gain that is greater than the first gain.

7. It further includes a switching unit for switching between the first mode and the second mode. In the first mode, the determination unit determines the amount of fuel to be supplied to the main engine such that, when the predetermined conditions are met, the time required for the actual speed to reach the target speed is longer compared to when the predetermined conditions are not met. In the second mode, the determination unit determines the amount of fuel to be supplied to the main engine based on the difference, regardless of whether predetermined conditions are met, as described in any one of claims 1 to 6.

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

9. A target speed acquisition unit that acquires the target speed of a ship, A speed acquisition unit that acquires the current actual speed of the aforementioned vessel, A determination unit that determines the amount of fuel to be supplied to the main engine that propels the vessel based on the difference between the acquired target speed and the actual speed, Equipped with, The aforementioned determination unit, When certain conditions are met, including the assumption that the vessel is being subjected to a current in a direction that increases its speed, the amount of fuel supplied to the main engine is determined to allow the actual speed to be higher than the target speed. A main engine control device that, if predetermined conditions are not met, determines the amount of fuel to be supplied to the main engine so as to allow the actual speed to be lower than the target speed.

10. The main engine control device according to claim 9, further comprising an estimation unit that estimates whether or not the vessel is riding a current based on the ground speed and the water speed.

11. The aforementioned determination unit, If the predetermined conditions are met, the amount of fuel to be injected is determined based on the result of adding an additional value corresponding to the tidal current to the difference. The main engine control device according to claim 9 or 10, wherein if predetermined conditions are not met, the amount of fuel to be injected is determined based on the result of subtracting a subtraction value corresponding to the tidal current from the difference.

12. The main engine control device according to claim 11, wherein at least one of the added value and the subtracted value increases as the speed of the current increases.

13. The main control device according to any one of claims 11 or 12, further comprising a modification unit that modifies at least one of the added value and the subtracted value.

14. A target speed acquisition unit that acquires the target speed of a ship, A speed acquisition unit that acquires the actual speed of the aforementioned vessel, A determination unit that determines the amount of fuel to be supplied to the main engine that propels the vessel based on the difference between the acquired target speed and the actual speed, Equipped with, The aforementioned determination unit, If certain conditions are met, including the current actual fuel input being less than the reference fuel input corresponding to the current actual ship speed, the fuel input to the main engine is determined to allow the actual speed of the ship to be higher than the target speed of the ship. A main engine control device that, if predetermined conditions are not met, determines the amount of fuel to be supplied to the main engine so as to allow the actual speed to be lower than the target speed.

15. The aforementioned determination unit, If the predetermined conditions are met, the amount of fuel to be added is determined based on the result of adding an additional value corresponding to the fuel difference between the standard fuel consumption and the actual fuel consumption to the difference. The main engine control device according to claim 14, wherein if predetermined conditions are not met, the amount of fuel to be injected is determined based on the result of subtracting a subtraction value corresponding to the fuel difference from the difference.

16. The main control device according to claim 15, having a modification unit that modifies at least one of the added value and the subtracted value.

17. Regarding a main engine control device that controls the amount of fuel supplied to the main engine that propels a ship, The steps include obtaining the target speed of the aforementioned vessel or the aforementioned main engine, The steps include obtaining the current actual speed of the ship or the main engine, Based on the difference between the acquired target speed and the actual speed, the step of determining the amount of fuel to be supplied to the main engine such that, when a predetermined condition is met, the time required for the actual speed to reach the target speed is longer compared to when the predetermined condition is not met. A control method for a main engine control device, comprising the following:

18. Regarding a main engine control device that controls the amount of fuel supplied to the main engine that propels a ship, The steps include obtaining the target speed of the aforementioned vessel or the aforementioned main engine, The steps include obtaining the current actual speed of the ship or the main engine, Based on the difference between the acquired target speed and the actual speed, the step of determining the amount of fuel to be supplied to the main engine such that, when a predetermined condition is met, the time required for the actual speed to reach the target speed is longer compared to when the predetermined condition is not met. A control program for the main unit control device that causes the computer to execute a command.

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