Abstract:
The purpose is to provide a ship such that the pressure in a common rail of a fuel injection device for a stopped engine is prevented in advance from increasing due to a rotating force generated by a stream of water. Provided is a ship with multiple engines controlled by means of a ship navigation control device, said ship being configured such that a single or multiple propellers for propulsion are connected to the multiple engines, and such that the ship navigation control device determines, when the sea speed of the ship is equal to or greater than a predetermined speed when engine(s) among the multiple engines are stopped, that there is a possibility of the output shafts of the stopped engines being rotated by a motive force applied to the propellers for propulsion by a stream of water.

Description:
TECHNICAL FIELD 
       [0001]    The present invention relates to a ship. In detail, the present invention relates to a ship having pressure suppression function of a fuel injection device. 
       BACKGROUND ART 
       [0002]    Conventionally, a ship is known in which power is transmitted from a motor (engine) arranged inside or outside a hull to a plurality of propulsion devices arranged outside the hull. The propulsion devices rotate propellers so as to propel the hull. 
         [0003]    In the ship having the plurality of the propulsion devices, when rotation of a part of the propellers is stopped by stop of the engine, water flow acts on the propellers so as to generate rotation power. When the rotation power reaches a fixed value, a drive shaft (output shaft) of the engine is rotated by the rotation power. As a result, a fuel injection pump connected interlockingly to the output shaft of the engine is driven and involuntary supply of fuel to a fuel injection device is caused. For preventing the situation, there is a ship in which interlock of the propeller and the output shaft of the engine is canceled when rotation of the output shaft of the engine by the rotation power from the water flow is detected. For example, a ship described in the Patent Literature 1 is so. 
         [0004]    However, in the ship described in the Patent Literature 1, when the rotation of the output shaft of the engine by the rotation power from the water flow is detected, the interlock of the propeller and the output shaft of the engine is canceled. Namely, there is a problem that until canceling the interlock of the propeller and the output shaft of the engine, the fuel is supplied and fuel pressure in the fuel injection device is increased. 
       PRIOR ART REFERENCE 
     Patent Literature 
       [0000]    
       
         Patent Literature 1: the Japanese Patent Laid Open Gazette 2010-255848 
       
     
       DISCLOSURE OF INVENTION 
     Problems to be Solved by the Invention 
       [0006]    The present invention is provided for solving the above problem, and the purpose of the present invention is to provide a ship in which increase of pressure in a fuel injection device of a stopped engine by rotation power from water flow can be prevented beforehand. 
       Means for Solving the Problems 
       [0007]    The problems to be solved by the present invention have been described above, and subsequently, the means of solving the problems will be described below. 
         [0008]    According to the present invention, in a ship in which a plurality of engines are controlled by a ship navigation control device, one or more propellers are connected interlockingly to the plurality of the engines, and in the state in which one or more of the plurality of the engines are stopped, when a speed of water flow with respect to the ship is not less than a predetermined speed, the ship navigation control device judges that there is a possibility of an output shaft of the stopped engine being rotated by power applied from the water flow to the propeller. 
         [0009]    According to the present invention, when the possibility of the output shaft of the stopped engine being rotated by the power applied from the water flow to the propeller is judged to exist, the ship navigation control device turns on a control device of the stopped engine. 
         [0010]    According to the present invention, a fuel regulating valve is provided in a suction port of a fuel supply pump in the engine, the output shaft and the propeller are connected interlockingly via a clutch transmitting rotation power from the engine to the propeller, and when the possibility of the output shaft of the stopped engine being rotated by the power applied from the water flow to the propeller is judged to exist, the ship navigation control device closes the fuel regulating valve of the stopped engine and shifts the clutch to a neutral position. 
         [0011]    According to the present invention, a pressure relief valve is provided in a fuel injection device in the engine, and when the possibility of the output shaft of the stopped engine being rotated by the power applied from the water flow to the propeller is judged to exist, the pressure relief valve of the stopped engine is opened. 
         [0012]    According to the present invention, a closing valve is provided in a fuel pipe, and in the state in which one or more of the plurality of the engines are stopped, when the speed of the water flow with respect to the ship is not less than the predetermined speed, the ship navigation control device judges that there is a possibility of the output shaft of the stopped engine being rotated by power applied from the water flow to the propeller and closes the closing valve. 
       Effect of the Invention 
       [0013]    The present invention brings the following effects. 
         [0014]    According to the present invention, possibility of the output shaft of the stopped engine being rotated is judged in consideration with the water flow. Accordingly, increase of the pressure of the fuel injection device of the stopped engine by rotation power of the water flow can be prevented beforehand. 
         [0015]    According to the present invention, attached apparatuses of the stopped engine can be controlled. Accordingly, increase of the pressure of the fuel injection device of the stopped engine by the rotation power of the water flow can be prevented beforehand. 
         [0016]    According to the present invention, fuel supply by the fuel supply pump is suppressed. Power transmission from the propeller is suppressed. Accordingly, increase of the pressure of the fuel injection device of the stopped engine by the rotation power of the water flow can be prevented beforehand. 
         [0017]    According to the present invention, increase of the pressure of the fuel injection device is suppressed. Accordingly, increase of the pressure of the fuel injection device of the stopped engine by the rotation power of the water flow can be prevented beforehand. 
         [0018]    According to the present invention, fuel is not supplied to the fuel supply pump. Accordingly, increase of the pressure of the fuel injection device of the stopped engine by rotation power of the water flow can be prevented beforehand. 
     
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         [0019]      FIG. 1  is a drawing of an entire outline of a ship according to the present invention. 
           [0020]      FIG. 2  is a schematic drawing of an engine and an outdrive device of the ship according to the present invention. 
           [0021]      FIG. 3  is a drawing of a common rail type fuel injection device of the ship according to the present invention. 
           [0022]      FIG. 4  is a diagram of control flow of selection of pressure suppress control of a first embodiment of the ship according to the present invention. 
           [0023]      FIG. 5  is a diagram of flow of pressure suppress control A of the first embodiment of the ship according to the present invention. 
           [0024]      FIG. 6  is a diagram of flow of pressure suppress control A of a second embodiment of the ship according to the present invention. 
           [0025]      FIG. 7(   a ) is a schematic drawing of a state in which pitch of propeller of a third embodiment of the ship according to the present invention is a normal angle.  FIG. 7(   b ) is a schematic drawing of a state in which pitch of propeller of the third embodiment of the ship according to the present invention is at feathering state. 
           [0026]      FIG. 8  is a diagram of flow of pressure suppress control A of the third embodiment of the ship according to the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0027]    Firstly, an entire outline and a configuration of a ship  100  which is a first embodiment according to the present invention are explained referring to  FIGS. 1 to 3 . The ship  100  in  FIG. 1  is a so-called biaxial propulsion ship. However, number of propulsion axes is not limited thereto and a plurality of axes may be provided. 
         [0028]    As shown in  FIG. 1 , in the ship  100 , a drive state of engines  10  is controlled corresponding to operation of an acceleration lever  2 , and the ship  100  is propelled by propellers  25  of outdrive devices  20 . A route of the ship  100  is changed by changing a direction of the outdrive device  20  by a steering wheel  3  and a joystick lever  4 . In the ship  100 , a hull  1  has the two engines  10 , the two outdrive devices  20 , and a ship navigation control device  30 . Though the ship  100  has the two engines  10  in this embodiment, the present invention is not limited thereto. 
         [0029]    The hull  1  of the ship  100  has the steering wheel  3  and the joystick lever  4  for controlling the outdrive devices  20 , and an electromagnetic log  5  detecting a log speed of the ship  100 . In the electromagnetic log  5 , a coil generating a magnetic field is arranged in a bottom of the ship, and a voltage E of electromotive power induced by fluid passing through the coil can be detected. The detected voltage E of the electromotive power is used in the ship navigation control device  30  discussed below for calculating velocity V of water flow with respect to the ship  100  (hereinafter, simply referred to as “log speed V”). Furthermore, in the hull  1 , near the steering wheel  3  and the like, a monitor  6  displaying operation state of these members, the log speed and the like is arranged. Though the log speed V is calculated by the electromagnetic log  5  in this embodiment, the present invention is not limited thereto. 
         [0030]    As shown in  FIGS. 2 and 3 , the two engines  10  mix fuel supplied from a fuel injection valve  14   a  with air in a plurality of cylinders (not shown) and burn it so as to drive rotatively output shafts  10   a . The output shafts  10   a  of the engines  10  are connected interlockingly to input shafts of the outdrive devices  20  discussed below. Each of the engines  10  has a fuel injection device  11  of a common rail  13 -type (hereinafter, simply referred to as “fuel injection device  11 ”) shown in  FIG. 3  and an ECU  19  which is an engine control device. The fuel injection device  11  is configured by a fuel supply pump  12 , the common rail  13  and a plurality of fuel injection nozzles  14 . 
         [0031]    The fuel supply pump  12  supplies fuel to the common rail  13 . An input shaft  12   a  of the fuel supply pump  12  is connected interlockingly to the output shaft  10   a  of the engine  10 . Namely, the fuel supply pump  12  can be operated by rotational power from the output shaft  10   a  of the engine  10 . In a suction port of the fuel supply pump  12 , a fuel regulating valve  15  is provided. The fuel supply pump  12  is connected via the fuel regulating valve  15  to a fuel pipe  8  from a fuel tank  7  arranged in the hull  1 . A discharge port of the fuel supply pump  12  is connected via a fuel supply pipe  16  having high pressure resistance to the common rail  13 . Accordingly, the fuel supply pump  12  can suck fuel in the fuel tank  7  via the fuel pipe  8  and supply the fuel via the fuel supply pipe  16  to the common rail  13  (see colored arrows in  FIG. 3 ). 
         [0032]    The fuel regulating valve  15  of the fuel supply pump  12  is configured by an electromagnetic flow control valve. An opening degree of the fuel regulating valve  15  can be changed based on a signal from the ECU  19  discussed below. Accordingly, the fuel regulating valve  15  can interrupt a flow of fuel sucked by the fuel supply pump  12  from the fuel tank  7 . Namely, the fuel supply pump  12  can stop supply of fuel to the common rail  13  by the fuel regulating valve  15 . Though the fuel regulating valve  15  is configured by the electromagnetic flow control valve in this embodiment, any member which can change a flow rate of fuel may be used. 
         [0033]    The common rail  13  stores fuel at high pressure. The common rail  13  is connected via the fuel supply pipe  16  to the discharge port of the fuel supply pump  12 . Furthermore, the common rail  13  is connected to the plurality of the fuel injection nozzles  14 . Accordingly, the common rail  13  can store fuel supplied from the fuel supply pump  12  and supply the fuel to the plurality of the fuel injection nozzles  14 . 
         [0034]    In the common rail  13 , a pressure sensor  17  and a pressure relief valve  18  are provided. The pressure sensor  17  detects a pressure P of fuel in the common rail  13 . The pressure relief valve  18  releases pressure in the common rail  13 . The pressure relief valve  18  is configured by an electromagnetic valve. The common rail  13  is connected via the pressure relief valve  18  to a recovery pipe  9  which is communicated with the fuel tank  7 . The pressure relief valve  18  can be opened and closed based on a signal from the ECU  19  discussed below. Accordingly, the pressure relief valve  18  can discharge fuel in the common rail  13  to the fuel tank  7 . Though the pressure relief valve  18  is configured by the electromagnetic valve in this embodiment, any member which can which can release the fuel in the common rail  13  to the outside may be used. 
         [0035]    The fuel injection nozzle  14  injects fuel to the cylinders (not shown) of the engine  10 . The fuel injection nozzle  14  has the fuel injection valve  14   a  configured by an electromagnetic valve. The fuel injection nozzle  14  is connected the fuel injection valve  14   a  to the common rail  13 . By opening and closing the fuel injection valve  14   a  based on a signal from the ECU  19  discussed below, the fuel injection nozzle  14  can opens and closes a fuel passage in the fuel injection nozzle  14 . Accordingly, fuel at high pressure in the common rail  13  is injected into the cylinders when the fuel injection valve  14   a  is opened. 
         [0036]    The ECU  19  which is the engine control device controls the engine  10 . Various programs are stored in the ECU  19  so as to control the engine  10 . The ECU  19  is provided for each of the engines  10 . The ECU  19  may be configured by connecting a CPU, a ROM, a RAM, a HDD and the like with a bus, or may alternatively be a one-chip LSI or the like. 
         [0037]    The ECU  19  is connected to the fuel regulating valve  15  of the fuel supply pump  12  and can control the opening degree of the fuel regulating valve  15 . 
         [0038]    The ECU  19  is connected to the pressure relief valve  18  of the common rail  13  and can control opening and closing of the pressure relief valve  18 . 
         [0039]    The ECU  19  is connected to the fuel injection valve  14   a  and can control opening and closing of the fuel injection valve  14   a.    
         [0040]    The ECU  19  is connected to the pressure sensor  17  and can obtain the pressure P of fuel in the common rail  13  detected by the pressure sensor  17 . 
         [0041]    As shown in  FIG. 2 , the outdrive device  20  generates propulsion power by rotating the propeller  25 . The outdrive device  20  is configured mainly by an input shaft  21 , a switching clutch  22 , a drive shaft  23 , an output shaft  24  and the propeller  25 . The one outdrive device  20  is connected interlockingly to the one engine  10 . The number of the outdrive device  20  with respect to the engine  10  is not limited to that of this embodiment. A drive device is not limited to the outdrive device  20  of this embodiment and may alternatively be a device in which a propeller is driven directly or indirectly by the engine or a device of POD type. 
         [0042]    The input shaft  21  transmits rotational power of the engine  10  to the switching clutch  22 . One of ends of the input shaft  21  is connected to a universal joint attached to the output shaft  10   a  of the engine  10 , and the other end thereof is connected to the switching clutch  22  arranged inside an upper housing  20 U. 
         [0043]    The switching clutch  22  can switch the rotational power of the engine  10 , which is transmitted via the input shaft  21  and the like, to forward or reverse direction. The switching clutch  22  has a forward bevel gear and a reverse bevel gear connected to an inner drum having disc plates. The switching clutch  22  transmits the power by pushing a pressure plate of an outer drum connected to the input shaft  21  to one of the disc plates. The switching clutch  22  does not transmit the rotational power of the engine  10  to the propeller  25  by shifting the pressure plate to a neutral position at which the pressure plate is not pushed to neither of the disc plates. 
         [0044]    The drive shaft  23  transmits the rotational power of the engine  10 , which is transmitted via the switching clutch  22  and the like, to the output shaft  24 . A bevel gear provided at one of ends of the drive shaft  23  is meshed with the forward bevel gear and the reverse bevel gear provided in the switching clutch  22 , and a bevel gear provided at the other end thereof is meshed with a bevel gear of the output shaft  24  arranged inside a lower housing  20 R. 
         [0045]    The output shaft  24  transmits the rotational power of the engine  10 , which is transmitted via the drive shaft  23  and the like, to the propeller  25 . The bevel gear provided at one of ends of the output shaft  24  is meshed with the bevel gear of the drive shaft  23  as the above, and the other end thereof is attached thereto with the propeller  25 . 
         [0046]    The propeller  25  generates propulsion power by rotation. The propeller  25  is driven by the rotational power of the engine  10  transmitted via the output shaft  24  and the like, and a plurality of blades  25   b  arranged around a rotation shaft  25   a  paddle water so as to generate propulsion power. 
         [0047]    The outdrive device  20  is supported by a gimbal housing  1   a  attached to a stern board (transom board) of the hull  1 . Concretely, the outdrive device  20  is supported by the gimbal housing  1   a  so that a gimbal ring  26  which is a rotation fulcrum of the outdrive device  20  is substantially perpendicular to a waterline w 1 . 
         [0048]    A steering arm  29  extended into the hull  1  is attached to an upper end of the gimbal ring  26 . The steering arm  29  rotates the outdrive device  20  around the gimbal ring  26 . The steering arm  29  is driven by a hydraulic actuator  27  interlocked with operation of the steering wheel  3  and the joystick lever  4 . The hydraulic actuator  27  is driven by an electromagnetic proportional control valve  28  (see  FIG. 1 ) which switches a flow direction of pressure oil corresponding to the operation of the steering wheel  3  and the joystick lever  4 . 
         [0049]    As shown in  FIG. 1 , the ship navigation control device  30  controls the engine  10  and the outdrive device  20  based on detection signals from the acceleration lever  2 , the steering wheel  3 , the joystick lever  4  and the like. The ship navigation control device  30  may be configured to be able to perform so-called automatic navigation that a route is calculated from a position of the ship and a set destination based on information from a global positioning system (GPS) and steering is performed automatically. 
         [0050]    In the ship navigation control device  30 , various programs and data for controlling the engine  10  and the outdrive device  20  are stored. The ship navigation control device  30  may be configured by connecting a CPU, a ROM, a RAM, a HDD and the like with a bus, or may alternatively be a one-chip LSI or the like. 
         [0051]    The ship navigation control device  30  is connected to the acceleration lever  2 , the steering wheel  3 , the joystick lever  4  and the like and can obtain control signals from the acceleration lever  2 , the steering wheel  3 , the joystick lever  4  and the like. 
         [0052]    The ship navigation control device  30  is connected to the electromagnetic proportional control valve  28  of each of the outdrive devices  20  and can control the electromagnetic proportional control valve  28  based on the control signals from the acceleration lever  2 , the steering wheel  3 , the joystick lever  4  and the like. 
         [0053]    The ship navigation control device  30  is connected to the electromagnetic log  5  and can obtain the voltage E of the electromotive power detected by the electromagnetic log  5 . 
         [0054]    The ship navigation control device  30  can calculate the log speed of the ship  100  based on the obtained voltage E of the electromotive power. 
         [0055]    The ship navigation control device  30  is connected to the ECU  19  of each of the engines  10  and can obtain drive state of the engines  10  and the pressure P of the common rail  13  and various signals obtained by the ECU  19 . 
         [0056]    The ship navigation control device  30  can transmit a signal for turning on and off the engines  10  (the ECU  19 ) and signals for controlling the fuel regulating valve  15  of the fuel supply pump  12 , the pressure relief valve  18  of the common rail  13  and various kinds of equipment of the engines  10  to the ECU  19 . 
         [0057]    The ship navigation control device  30  is connected to the monitor  6  and can display operation state of the steering wheel  3 , the joystick lever  4  and the like, state of the engines  10  based on various signals from the ECU  19 , the calculated log speed of the ship  100 , and the like on the monitor  6 . 
         [0058]    A control mode of pressure suppression of the fuel injection device  11  of the stopped engine  10  in the ship  100  which is the first embodiment of the ship according to the present invention is explained. 
         [0059]    In the case in which some of the engines  10  are stopped, when the log speed V excesses a predetermined speed Vt, the ship navigation control device  30  closes the fuel regulating valves  15  of the stopped engines  10 . When the pressure P of the common rail  13  excesses a predetermined pressure Pv, the pressure relief valves  18  of the stopped engines  10  are opened. 
         [0060]    Next, the control mode of the ship navigation control device  30  is explained concretely referring to  FIGS. 4 and 5 . 
         [0061]    As shown in  FIG. 4 , at a step S 100 , the ship navigation control device  30  obtains signals concerning starting state of the engines  10 , the voltage E of the electromotive power detected by the electromagnetic log  5 , and the pressure P of the common rail  13  detected by the pressure sensor  17  and shifts the control process to a step S 200 . 
         [0062]    At the step S 200 , the ship navigation control device  30  calculates the log speed V of the ship  100  from the voltage E of the electromotive power detected by the electromagnetic log  5 , and shifts the control process to a step S 300 . 
         [0063]    At the step S 300 , the ship navigation control device  30  judges whether some of the engines  10  are stopped or not based on the obtained signals concerning the starting state of the engines  10 . 
         [0064]    As a result, when some of the engines  10  are judged to be stopped, the ship navigation control device  30  shifts the control process to a step S 400 . 
         [0065]    On the other hand, when some of the engines  10  are judged not to be stopped, the ship navigation control device  30  shifts the control process to the step S 100 . 
         [0066]    At the step S 400 , the ship navigation control device  30  judges whether the calculated log speed V is less than the predetermined speed Vt or not. 
         [0067]    As a result, when the calculated log speed V is judged to be less than the predetermined speed Vt, the ship navigation control device  30  shifts the control process to a step S 500 . 
         [0068]    On the other hand, when the calculated log speed V is judged not to be less than the predetermined speed Vt, the ship navigation control device  30  shifts the control process to a step S 800 . 
         [0069]    At the step S 500 , the ship navigation control device  30  judges whether the stopped engine  10  (ECU  19 ) is turned on or not based on the obtained signals concerning the starting state of the engines  10 . 
         [0070]    As a result, when the stopped engine  10  (ECU  19 ) is judged to be turned on, the ship navigation control device  30  shifts the control process to a step S 600 . 
         [0071]    On the other hand, when the stopped engine  10  (ECU  19 ) is judged not to be turned on, the ship navigation control device  30  shifts the control process to the step S 100 . 
         [0072]    At the step S 600 , the ship navigation control device  30  sets the fuel regulating valve  15  of the stopped engine  10  to a starting opening degree, closes the pressure relief valve  18  and shifts the control process to a step S 700 . 
         [0073]    At the step S 700 , the ship navigation control device  30  turns off the stopped engine  10  (ECU  19 ) and shifts the control process to the step S 100 . 
         [0074]    At the step S 800 , the ship navigation control device  30  starts pressure suppression control A and shifts the control process to a step S 801  (see  FIG. 5 ). When the pressure suppression control A is terminated, the ship navigation control device  30  shifts the control process to the step S 100 . 
         [0075]    As shown in  FIG. 5 , at the step S 801  of the pressure suppression control A, the ship navigation control device  30  turns on the stopped engine  10  (ECU  19 ) and shifts the control process to a step S 802 . 
         [0076]    At the step S 802 , the ship navigation control device  30  closes the fuel regulating valve  15  of the stopped engine  10 , shifts the switching clutch  22  to the neutral position, and shifts the control process to a step S 803 . 
         [0077]    At the step S 803 , the ship navigation control device  30  judges whether the pressure P of the common rail  13  obtained by the pressure sensor  17  of the stopped engine  10  is not less than the predetermined pressure Pv or not. 
         [0078]    As a result, when the pressure P of the common rail  13  of the stopped engine  10  is judged to be not less than the predetermined pressure Pv, the ship navigation control device  30  shifts the control process to a step S 804 . 
         [0079]    On the other hand, when the pressure P of the common rail  13  is judged to be less than the predetermined pressure Pv, the ship navigation control device  30  shifts the control process to a step S 805 . 
         [0080]    At the step S 804 , the ship navigation control device  30  opens the pressure relief valve  18  of the stopped engine  10  and shifts the control process to the step S 805 . 
         [0081]    At the step S 805 , the ship navigation control device  30  displays state of the fuel regulating valve  15  and the pressure relief valve  18  of the stopped engine  10  on the monitor  6 , and shifts the control process to a step S 806 . 
         [0082]    At the step S 806 , the ship navigation control device  30  judges whether a start signal of the stopped engine  10  is received or nor. 
         [0083]    As a result, when the start signal of the stopped engine  10  is judged to be received, the ship navigation control device  30  shifts the control process to a step S 807 . 
         [0084]    On the other hand, when the start signal of the stopped engine  10  is judged not to be received, the ship navigation control device  30  terminates the pressure suppression control A. 
         [0085]    At the step S 807 , the ship navigation control device  30  sets the fuel regulating valve  15  of the stopped engine  10  to the starting opening degree, closes the pressure relief valve  18  and terminates the pressure suppression control A. 
         [0086]    Though the pressure relief valve  18  is opened when the pressure P of the common rail  13  is not less than the predetermined pressure Pv in the pressure suppression control A, control in which the fuel regulating valve  15  is closed and the pressure relief valve  18  is opened regardless of the pressure P may alternatively be used. 
         [0087]    As the above, in the ship  100  having pressure suppression function according to the present invention, the plurality of the engines  10  are controlled by the ship navigation control device  30 , the one or more propellers  25  are connected interlockingly to each of the plurality of the engines  10 , and in the state in which one or more of the plurality of the engines  10  are stopped, when the log speed V which is speed of water flow with respect to the ship  100  is not less than the predetermined speed Vt, the ship navigation control device  30  judges that there is a possibility of the output shaft  10   a  of the stopped engine  10  being rotated by power applied from the water flow to the propeller  25 . 
         [0088]    According to the configuration, possibility of the output shaft  10   a  of the stopped engine  10  being rotated is judged in consideration with the water flow. Accordingly, increase of the pressure P of the common rail  13  of the fuel injection device  11  of the stopped engine  10  by rotation power of the water flow can be prevented beforehand. 
         [0089]    When the possibility of the output shaft  10   a  of the stopped engine  10  being rotated by the power applied from the water flow to the propeller  25  is judged to exist, the ship navigation control device  30  turns on the ECU  19  which is the control device of the stopped engine. 
         [0090]    According to the configuration, attached apparatuses of the stopped engine  10  can be controlled. Accordingly, increase of the pressure P of the common rail  13  of the fuel injection device  11  of the stopped engine  10  by the rotation power of the water flow can be prevented beforehand. 
         [0091]    In the engine  10 , the fuel regulating valve  15  is provided in the suction port of the fuel supply pump  12 , and the output shaft  10   a  and the propeller  25  are connected interlockingly via the switching clutch  22  transmitting the rotation power from the engine  10  to the propeller  25 . When the possibility that the output shaft  10   a  of the stopped engine  10  is rotated by the power applied from the water flow to the propeller  25  is judged to exist, the ship navigation control device  30  closes the fuel regulating valve  15  of the stopped engine  10  and shifts the switching clutch  22  to the neutral position. 
         [0092]    According to the configuration, fuel supply by the fuel supply pump  12  is suppressed. Power transmission from the propeller  25  is suppressed. Accordingly, increase of the pressure P of the common rail  13  of the fuel injection device  11  of the stopped engine  10  by the rotation power of the water flow can be prevented beforehand. 
         [0093]    In the engine  10 , the pressure relief valve  18  is provided in the fuel injection device  11 . When the possibility of the output shaft  10   a  of the stopped engine  10  being rotated by the power applied from the water flow to the propeller  25  is judged to exist, the pressure relief valve  18  of the stopped engine  10  is opened. 
         [0094]    According to the configuration, increase of the pressure P of the common rail  13  of the fuel injection device  11  is suppressed. Accordingly, increase of the pressure P of the common rail  13  of the fuel injection device  11  of the stopped engine  10  by the rotation power of the water flow can be prevented beforehand. 
         [0095]    Next, the ship  100  which is a second embodiment of the ship according to the present invention is explained referring to  FIGS. 3 ,  4  and  6 . In below embodiment, concrete explanations of points similar to the embodiment explained above are omitted and points different from the above embodiment are explained mainly. 
         [0096]    As shown in  FIG. 3 , in a middle part of the fuel pipe  8  connecting the fuel tank  7  arranged in the hull  1  to the fuel supply pump  12  of the engine  10 , a closing valve  31  configured by an electromagnetic valve is provided. The closing valve  31  can intercept flow of fuel sucked by the fuel supply pump  12  from the fuel tank  7 . Namely, the closing valve  31  can stop supply of fuel by the fuel supply pump  12  to the common rail  13 . Though the closing valve  31  is configured by the electromagnetic valve in this embodiment, any member which can intercept flow of fuel may be used. 
         [0097]    The ship navigation control device  30  is connected to the closing valve  31  of the fuel pipe  8  and can control opening and closing of the closing valve  31 . 
         [0098]    A control mode of pressure suppression of the fuel injection device  11  of the stopped engine  10  in the ship  100  which is the second embodiment of the ship according to the present invention is explained. 
         [0099]    In the case in which some of the engines  10  are stopped, when the log speed V reaches the predetermined speed Vt, the ship navigation control device  30  closes the closing valves  31  of the stopped engines  10 . 
         [0100]    Next, the control mode of the ship navigation control device  30  is explained concretely referring to  FIGS. 4 and 6 . 
         [0101]    As shown in  FIG. 4 , at the steps S 100  to S 700 , the ship navigation control device  30  performs the control similar to the above control mode. 
         [0102]    At a step S 800 , the ship navigation control device  30  starts the pressure suppression control A and shifts the control process to a step S 811  (see  FIG. 6 ). When the pressure suppression control A is terminated, the ship navigation control device  30  shifts the control process to the step S 100 . 
         [0103]    As shown in  FIG. 6 , at the step S 811  of the pressure suppression control A, the ship navigation control device  30  closes the closing valve  31  of the stopped engine  10  and shifts the control process to a step S 812 . 
         [0104]    At a step S 812 , the ship navigation control device  30  judges whether a start signal of the stopped engine  10  is received or nor. 
         [0105]    As a result, when the start signal of the stopped engine  10  is judged to be received, the ship navigation control device  30  shifts the control process to a step S 813 . 
         [0106]    On the other hand, when the start signal of the stopped engine  10  is judged not to be received, the ship navigation control device  30  terminates the pressure suppression control A. 
         [0107]    At a step S 813 , the ship navigation control device  30  opens the closing valve  31  of the stopped engine  10  and terminates the pressure suppression control A. 
         [0108]    As the above, in the ship  100  having automatic calibration function according to the present invention, the plurality of the engines  10  are controlled by the ship navigation control device  30 , the one or more propellers  25  are connected interlockingly to each of the plurality of the engines  10 , the closing valve  31  is provided in the fuel pipe  8 , and in the state in which one or more of the plurality of the engines  10  are stopped, when the log speed V which is speed of water flow with respect to the ship  100  is not less than the predetermined speed Vt, the ship navigation control device  30  judges that there is a possibility of the output shaft  10   a  of the stopped engine  10  being rotated by power applied from the water flow to the propeller  25  and closes the closing valve  31 . 
         [0109]    According to the configuration, fuel is not supplied to the fuel supply pump  12 . Accordingly, increase of the pressure P of the common rail  13  of the fuel injection device  11  of the stopped engine  10  by rotation power of the water flow can be prevented beforehand. 
         [0110]    Next, the ship  100  which is a third embodiment of the ship according to the present invention is explained referring to  FIGS. 4 ,  7  and  8 . In below embodiment, concrete explanations of points similar to the embodiment explained above are omitted and points different from the above embodiment are explained mainly. 
         [0111]    As shown in  FIG. 7 , a propeller  32  of the outdrive device  20  generates propulsion power by rotation. The propeller  32  is driven by the rotational power of the engine  10  transmitted via the output shaft  24  and the like, and a plurality of blades  32   b  arranged around a rotation shaft  32   a  paddle water so as to generate propulsion power. The propeller  32  is configured by a variable pitch propeller whose propeller pitch θ (attack angle). Then, by setting the propeller pitch θ to the maximum angle Amax (feathering), the propeller  32  minimize effect from water flow (see a black arrow in  FIG. 7(   b )). 
         [0112]    The ship navigation control device  30  is connected to the outdrive device  20  and can control the propeller pitch θ of the propeller  32 . 
         [0113]    A control mode of pressure suppression of the fuel injection device  11  of the stopped engine  10  in the ship  100  which is the third embodiment of the ship according to the present invention is explained. 
         [0114]    In the case in which some of the engines  10  are stopped, when the log speed V reaches the predetermined speed Vt, the ship navigation control device  30  shifts the propeller pitch θ of the propeller  32  of the stopped engine  10  to feathering state. When a start signal of the stopped engine  10  is received, the ship navigation control device  30  shifts the propeller pitch θ of the propeller  32  of the stopped engine  10  to normal state. 
         [0115]    Next, the control mode of the ship navigation control device  30  is explained concretely referring to  FIGS. 4 and 8 . 
         [0116]    As shown in  FIG. 4 , at the steps S 100  to S 700 , the ship navigation control device  30  performs the control similar to the above control mode. 
         [0117]    At the step S 800 , the ship navigation control device  30  starts the pressure suppression control A and shifts the control process to a step S 821  (see  FIG. 8 ). When the pressure suppression control A is terminated, the ship navigation control device  30  shifts the control process to the step S 100 . 
         [0118]    As shown in  FIG. 8 , at the step S 821  of the pressure suppression control A, the ship navigation control device  30  shifts the propeller pitch θ of the propeller  32  of the stopped engine  10  to the feathering state and shifts the control process to a step S 822 . 
         [0119]    At the step S 822 , the ship navigation control device  30  judges whether a start signal of the stopped engine  10  is received or nor. 
         [0120]    As a result, when the start signal of the stopped engine  10  is judged to be received, the ship navigation control device  30  shifts the control process to a step S 823 . 
         [0121]    On the other hand, when the start signal of the stopped engine  10  is judged not to be received, the ship navigation control device  30  terminates the pressure suppression control A. 
         [0122]    At the step S 823 , the ship navigation control device  30  shifts the propeller pitch θ of the propeller  32  of the stopped engine  10  to the normal state and terminates the pressure suppression control A. 
         [0123]    According to the configuration, the ship navigation control device  30  shifts the propeller pitch θ of the propeller  32  to the feathering state so as to minimize resistance from the water flow, whereby generation of rotation power in the propeller  32  by the water flow is suppressed. Accordingly, increase of the pressure P of the common rail  13  of the fuel injection device  11  of the stopped engine  10  by rotation power of the water flow can be prevented beforehand. 
       INDUSTRIAL APPLICABILITY 
       [0124]    The present invention can be used for a ship having pressure suppression function of a fuel injection device. 
       DESCRIPTION OF NOTATIONS 
       [0000]    
       
         
           
               10  engine 
               10   a  output shaft 
               25  propeller 
               30  ship navigation control device 
               100  ship 
             V velocity of water flow with respect to ship (log speed) 
             Vt predetermined speed