JPS6143533B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a diesel engine that drives two types of loads at independent arbitrary rotational speeds.

For example, there are cases where the main engine of a ship or boat wants to drive a propulsion propeller at a variable speed and simultaneously drive an alternating current generator at a constant rotation speed (constant frequency) with high precision. Or like a portable compressor,
While the diesel engine drives the compressor at a variable speed depending on the load, there are cases where it is desired to drive the alternator at a constant frequency. In these cases, the propeller and compressor are both driven at variable speeds to any rotational speed depending on the usage situation, while the alternator is driven independently regardless of the current rotational speed of the propeller or compressor. They must be driven at a constant or nearly constant rotational speed from the diesel engine that directly drives them.

In the above example, the capacity of the propeller and compressor, which is the first load, is large enough that the main purpose is to drive it by a diesel engine, whereas the second load, which is an AC The capacity of generators is usually relatively small. Therefore, in the drive system, the main engine (diesel engine) is
planned with an emphasis on driving loads of
In many cases, these first loads are directly connected to the main engine (diesel engine) and are determined in advance to be coupled and driven via an accelerating/reducing gear system having a specific speed ratio. In order to drive the alternator, which is the second load, it is common to install it additionally to the arrangement for driving the first load, and the means for implementing this are as follows: The main engine (diesel engine), a variable speed drive source, drives the generator at a constant rotation speed via a continuously variable transmission.
A so-called constant frequency power generation drive device will be used.

By the way, the core of the constant frequency power generation drive device is a continuously variable transmission. These include mechanical systems using V-belts, link chains, friction wheels, and slip clutches, hydraulic systems using hydrostatic pump motors,
There are variable oil filling type fluid coupling types, induction generators/static converters, and electric types using eddy current couplings, but all of them generally have a slow response to changes in speed ratio or are slow to settle and are unstable. Because it tends to be accurate, it cannot accurately follow changes in the rotational speed of the variable speed drive source, and therefore no matter how sophisticated the control device is used to control changes in the speed ratio of the continuously variable transmission, it It has been difficult to maintain the rotational speed of the alternator, which is the second load, with high accuracy and generate a constant frequency wave.

Therefore, the alternator is used as the second load in the first
Although it is industrially advantageous to drive the first load from the same diesel engine that drives the first load at an arbitrary rotational speed that is separate from the first load, it requires only a single power source. First, because it is difficult to accurately perform driving that generates a constant frequency, its implementation has usually been postponed.

As in the above example, the present invention is such that the first load is the main object driven by the diesel engine, is directly connected or driven at a variable speed by the diesel engine while maintaining a specific speed ratio, and the second load is the main object driven by the diesel engine. is a device that is intended to be driven from the same variable speed diesel engine through a continuously variable transmission at an arbitrary rotational speed independent of the variable rotational speed of the diesel engine or the first load. It does not matter whether the second load is capacitively smaller than the first load, and even if the speed ratio change performance of the continuously variable transmission installed to drive the second load is slow or sharp. Regardless of whether the speed is bad or inaccurate, the above problem is solved by at least keeping the rotational speed of the second load at an arbitrary value. be.

To explain a conventional example with reference to FIG. 1, a diesel engine 3 drives a first load 1 at a specific speed ratio by direct connection or by an increasing/reducing gear device not shown in the figure. Further, the same diesel engine 3 drives the second load 2 via a continuously variable transmission 4. The diesel engine 3 is provided with a governor 5, the speed setting of which is adjusted by an engine speed adjustment lever 6. , the injection amount of the fuel injection pump 8 is adjusted via the lever 7. On the other hand, a governor 9 is provided to detect the rotation speed of the second load 2, and its speed setting is adjusted by a second load rotation speed adjustment lever 10. The rotational position of the speed ratio adjustment lever 11 is adjusted so that the rotation speed corresponds to the position of the load rotation speed adjustment lever 10. As a result, the diesel engine 3 and the first load 1 are driven by the governor 5 at variable speeds at a rotation speed corresponding to the position of the engine rotation speed adjustment lever 6. On the other hand, the speed ratio of the continuously variable transmission 4 is adjusted by the governor 9 so that the second load 2 has a rotation speed corresponding to the position of the second load rotation speed adjustment lever 10, and the speed ratio of the continuously variable transmission 4 is adjusted by the governor 9. It is operated by an action similar to a drive device. However, in this conventional device, as mentioned above, the performance of changing the speed ratio of the continuously variable transmission 4 is inherently slow or has poor sharpness and is inaccurate. Even if the second load 2
It was not possible to accurately maintain the rotation speed at a value corresponding to the desired position of the second load rotation speed adjustment lever 10.

In response to this, an embodiment of the present invention will be explained with reference to FIG. 2. The diesel engine 3 drives the first load 1 at a specific speed ratio by direct connection or by an increasing/reducing gear device not shown in the figure. The same diesel engine 3 also drives a second load 2 via a continuously variable transmission 4. The first load 1 is a vehicle propulsion wheel (in this case, the first The rotational speed of the load 1 refers to the rotational speed of the transmission input shaft), or a combination thereof. The second load 2 is typically a generator, especially an alternator that needs to keep the generated frequency constant, but it is not limited to this and is independent of the first load 1. The target is anything that should be driven at an arbitrary constant or variable rotation speed. The continuously variable transmission 4 may be a mechanical type using a V-belt, a link chain, a friction wheel, a slip clutch, etc., a hydraulic type using a hydrostatic pump motor, a variable filling amount type fluid coupling type, an induction generator, a static converter, or a hydraulic type using a hydrostatic pump motor. This includes an electric type using an eddy current joint, and the figure shows that if you rotate the speed ratio adjustment lever 11 all at once, the speed at which the diesel engine 3 drives the second load 2 will be adjusted accordingly. The ratio is shown as changing. Furthermore, the path through which the diesel engine 3 drives the second load 2 via the continuously variable transmission 4 is not as shown in the diagram, but is branched off from the middle between the diesel engine 3 and the first load 1 by a gear device or the like. It's okay.

Continuing the explanation with respect to FIG. 2, a governor 9 is provided to detect the rotational speed or generated frequency of the second load 2, and its speed setting is adjusted by a second load rotational speed adjustment lever 10. 9 adjusts the fuel injection amount of the fuel injection pump 8 of the diesel engine 3 via the lever 7 so that the second load 2 has a rotation speed corresponding to the position of the second load rotation speed adjustment lever 10. There is. Governor 9 is
The figure shows the simplest mechanical type in which the flyball and its thrust balance the tension of the speeder spring, but there are also types with a built-in hydraulic servo motor,
Of course, an electric type that is sensitive to rotational pulses or generated frequencies may also be used. The means for transmitting movement from the illustrated governor 9 to the fuel injection pump 8 via the lever 7 may also be any other mechanical, hydraulic, or electrical method. The second load rotational speed adjustment lever 10 and the means for adjusting the speed setting of the governor 9 from it can likewise be used in various ways. From engine speed adjustment lever 6, speed ratio adjustment lever 1
1 is connected so that it can be directly moved using mechanical, hydraulic, electrical, or other transmission means. The engine rotation speed adjustment lever 6 is operated manually as shown in the figure, and various semi-automatic and automatic control devices for adjusting the rotation speed of the first load 1 are connected as necessary.

Now, when diesel engine 3 is operated and rotates,
The first load 1 is always driven at the same rotational speed as the diesel engine 3 or at a specific speed ratio. On the other hand, the second load 2 is driven by the continuously variable transmission 4 from the diesel engine 3 at a rotational speed according to the speed ratio according to the position of the speed ratio adjustment lever 11. Governor 9
constantly adjusts the fuel injection amount of the fuel injection pump 8 via the lever 7 so that the rotation speed of the second load 2 becomes a value equivalent to the speed setting given by the second load rotation speed adjustment lever 10. are doing. In this case, the fuel injection amount of the diesel engine 3 is the power load when the diesel engine 3 drives the first load 1 directly or at a specific speed ratio, and the power load when the diesel engine 3 drives the second load 2 at a continuously variable speed. The rotation speed of the second load 2 is a value corresponding to the speed setting given to the governor 9, while carrying the sum of the power load when driving the machine 4 at a rotation speed corresponding to the speed ratio at that time. The amount is adjusted to the amount necessary to maintain the It should be noted that the governor 9 only adjusts the fuel injection amount so as to keep the rotation speed of the second load 2 at a predetermined value, and does not adjust the rotation speed of the diesel engine 3 itself. This is completely unrelated to the value. What determines the rotation speed of the diesel engine 3 is the speed ratio of the continuously variable transmission 4 at that point in time.

Assume that the speed ratio adjustment lever 11 is now moved by the engine speed adjustment lever 6. for example,
When the diesel engine 3 is driving the second load 2 at a certain rotation speed via the continuously variable transmission 4, the speed ratio is set such that the second load 2 further accelerates with respect to the rotation of the diesel engine 3. Suppose we change . If the speed ratio is changed in this way, the moment of inertia of the rotating part of the second load 2 will change between the diesel engine 3 and the first load.
The rotational speed of the second load 2 increases in accordance with the ratio of the sum of the load 1 and the moment of inertia of the rotating part.

When the rotational speed of the second load 2 increases, the governor 9 operates the fuel injection pump 8 to reduce the fuel injection amount in an attempt to reduce the rotational speed to the original value. It works to reduce the rotational speed of the diesel engine 3 and the first load 1 along with the second load 2, but the reduction continues until the rotation of the second load 2 returns to its original value. Stop at a place. Comparing the stopped state with the original state, the rotation speed of the second load 2 was once about to increase, but due to the action of the governor 9, it immediately returned to the original value, whereas the speed of the diesel engine 3 and the first load The rotational speed of the load 1 is reduced by an amount corresponding to the change in the speed ratio of the continuously variable transmission 4 by operating the engine rotational speed adjustment lever 6 first.

On the other hand, assume that the speed ratio of the continuously variable transmission 4 is changed using the engine speed adjustment lever 6 so that the second load 2 is further decelerated with respect to the rotation of the diesel engine 3. Then, at that moment, the rotation speed of the second load 2 is
This appears as a deceleration of the second load 2 in accordance with the ratio of the sum of the moments of inertia of the rotating parts of the diesel engine 3 and the first load 1 to the moment of inertia of the rotating parts of the second load 2. Then, since the rotational speed of the second load 2 has decreased, the governor 9 operates the fuel injection pump 8 to increase the fuel injection amount in order to increase and restore it to the original value. It's that second load 2
The rotational speed of the diesel engine 3 and the first load 1 are increased together with the rotational speed of the diesel engine 3 and the first load 1. The increase continues until the rotational speed of the second load 2 returns to its original value, at which point it stops. Comparing the stopped state with the original state, the rotation speed of the second load 2 remains the same as before, whereas the rotation speed of the diesel engine 3 and the first load 1 are initially the same as the engine rotation speed. The increase corresponds to the change in the speed ratio of the continuously variable transmission 4 by operating the adjustment lever 6.

In this way, in the device shown in FIG. 2, the rotational speed of the second load 2 is kept constant by the governor 9, and the rotational speed of the diesel engine 3 and the first load 1 are kept constant by the continuously variable transmission 4.
is maintained at a value determined by the actual speed ratio at that time to the rotational speed of the second load 2. Therefore, the rotation speed of the second load 2 can be adjusted by changing the speed setting of the governor 9 using the second load rotation speed adjustment lever 10. On the other hand, the rotation speeds of the diesel engine 3 and the first load 1 are adjusted by independently rotating the speed ratio adjustment lever 11 of the continuously variable transmission 4 using the engine rotation speed adjustment lever 6 to change the speed ratio. You will be able to do so.

Although the rotational speeds of the diesel engine 3 and the first load 1 are determined by the speed ratio of the continuously variable transmission 4 as described above, the power to be transmitted by the continuously variable transmission 4 is determined by the speed ratio of the continuously variable transmission 4. Of course, it is the same as in the case of FIG. 1 that it is only necessary to drive the load 2.

It is important to note again here that, as described above, the present invention controls the rotation speed of the second load 2 by the governor 9.
The amount of fuel injected by the direct fuel injection pump 8 is increased or decreased to keep it constant, and the rotational speed of the diesel engine 3 and the first load 1 is continuously variable for the second load 2 that is maintained in this way. This is about the unique effect of having an action determined by the speed ratio of the aircraft 4 at that time. The fact that the rotation speed of the second load 2 is maintained by constantly increasing or decreasing the fuel injection amount of the diesel engine 3 directly by the governor 9 means that the speed of a general diesel engine controlled in the same way is controlled. In view of the fact that it is generally well understood that the speed of rotation of the second load 2 is extremely high even when the load suddenly changes, this shows that the accuracy of maintaining the rotational speed of the second load 2 is also extremely high. What is even more important to note is that the speed ratio of the continuously variable transmission 4 has the disadvantage that even if the speed ratio change changes, the response to the operation of the speed ratio adjustment lever 11 is slow, and the settling time is slow and inaccurate. Even if it is, it is the second
The point is that the speed control itself, which accurately maintains the rotational speed of the load 2, is not impaired in the slightest. The sluggishness, sharpness, and inaccuracy of the speed ratio changes in the four continuously variable transmissions always appear as inaccuracies in the rotational speeds of the diesel engine 3 and the first load 1. This is an important property of the invention.

In other words, the effect of the present invention is that the diesel engine 3 is connected directly or when the first load 1 is connected at a specific speed ratio.
and a second load 2 driven at a variable speed ratio via a continuously variable transmission 4, regardless of the relative size of their load capacities (actually, the second load 2 of the latter is driven at a variable speed ratio). 2 has a smaller load capacity in many cases), firstly, the rotation speed of the second load 2 is prioritized and maintained accurately, and it is used to drive the second load 2. The sluggish response to changes in the speed ratio of the four continuously variable transmissions, the lack of sharpness and inaccuracy until settling is due to some inaccuracy in the rotational speed of the diesel engine 3 and the first load 1. The major feature is that it is made to wrinkle and be accepted.

The effect of this feature is that the second load 2 is, for example, an alternator that requires accurate constant frequency generation even though the load capacity is small, and the first load 1 is, for example, a propeller or a pump, as mentioned above. , compressors, fans, blowers, drills, wheels with intervening transmissions are highly desirable. If the latter first load 1 is as described above, the accuracy of the driving rotation speed required by these is such that the operation is as slow as the continuously variable transmission 4 normally has with respect to changes in speed ratio, This is because there is no problem with poor sharpness or inaccuracy.

In this way, the present invention maintains the rotational speed of one load driven from a diesel engine via a continuously variable transmission at an arbitrary value with particularly high precision, and connects the load directly to the same diesel engine or at a specific speed ratio. The other load is arbitrarily driven at variable speed to a value independent of this, and it is simple, inexpensive, and reliably exhibits high performance without the need for any sophisticated control devices or components.

In the explanation regarding FIG. 2 above, the engine speed adjustment lever 6 directly rotates the speed ratio adjustment lever 11 using various transmission means, adjusts the speed ratio of the continuously variable transmission 4, and adjusts the speed of the second load. The rotation speed of the diesel engine 3 relative to the speed of the diesel engine 2 was made variable. However, depending on the structure of the continuously variable transmission 4, if the transmitted torque or rotational speed changes, the speed ratio of the continuously variable transmission 4 may not remain the same even if the rotational position of the speed ratio adjustment lever 11 is the same. There is. In this case, there is a drawback that the rotation speed of the diesel engine 3 relative to the position of the engine rotation speed adjustment lever 6 becomes unstable. For this purpose, a second governor 12 for detecting the rotation speed of the diesel engine 3 is provided as shown in FIG. The speed setting of the second governor 12 is adjusted from the engine speed adjustment lever 6 by mechanical, hydraulic, or electrical means. The second governor 12 controls the speed ratio adjustment lever 1 so that the number of revolutions of the diesel engine 3 corresponds to the speed setting given to the second governor 12.
Rotate 1.

By doing this, even if the continuously variable transmission 4 is of a type in which the speed ratio is not constant at the rotational position of the speed ratio adjustment lever 11 depending on the operating conditions, the speed ratio with respect to the engine speed adjustment lever 6, in other words, For example, the relationship between the engine speed adjustment lever 6 and the speed of the diesel engine 3 can be made constant or close to constant.

Returning to Figure 2 again, diesel engine 3
The motor always has a governor for controlling its own rotational speed. If this governor is provided, it must avoid operational interference with the governor 9 of FIG. 2 according to the invention. An example of its implementation is shown in FIG. In Figure 4, this diesel engine 3
A governor for controlling the rotational speed of the engine is shown as a third governor 13. The third governor 13 is a spring cylinder 1
4 and lever 7 to adjust the injection amount of the fuel injection pump 8, and the direction of the "-" arrow in the figure is the direction in which the fuel injection amount decreases. A protrusion 15 is provided between the spring cylinder 14 and the lever 7. Since the spring in the spring tube 14 is installed with sufficient force for the third governor 13 to adjust the fuel injection amount, the spring tube 14 normally moves as an integral link, thereby causing the third governor 13 to adjust the fuel injection amount. The governor 13 controls the rotation speed as a governor attached to the ordinary diesel engine 3, but when the governor 9 according to the present invention pushes through the projection 15 in the direction of the "-" arrow, which decreases the fuel injection amount, The spring in the spring tube 14 is compressed and the link is stretched to allow more movement in the direction of the "-" arrow than would be caused by the movement of the third governor 13. Conversely, the third governor 1 is higher than the governor 9.
3 moves more in the direction of the "-" arrow, the movement of the governor 9 moves away from the protrusion 15 and becomes independent of it, and the fuel injection amount becomes as controlled by the third governor 13. That is, without being particular about the diagram, the fuel injection amount of the diesel engine 3 is determined by either the governor 9 that detects the rotation speed of the second load 2 or the third governor 13 that detects the rotation speed of the diesel engine 3 itself. The structure is such that interference is avoided by controlling according to the direction that instructs the smaller fuel injection amount.

By doing so, when the second load 2 or its governor 9 is inactive, the third governor 13 can freely control the rotation speed of the diesel engine 3. or,
Due to the action of the present invention, the governor 9 is connected to the fuel injection pump 8.
When adjusting the injection amount, if the speed setting of the third governor 13 is set to correspond to the allowable upper limit rotation speed of the diesel engine 3, it will be possible to prevent the rotation speed of the diesel engine 3 from exceeding the allowable upper limit due to some malfunction. When this happens, the third governor 13 moves the fuel injection pump 8 in the direction of the "-" arrow in place of the governor 9 to reduce the fuel injection amount, thereby providing the effect of automatically preventing an overspeed accident.

Furthermore, in FIG. 2, as mentioned above, the rotation speed of the second load 2 is controlled by the second load rotation speed adjustment lever 10.
The rotation speed of the diesel engine 3 is controlled by adjusting the speed setting of the governor 9.
This has been achieved by changing the speed ratio of the continuously variable transmission 4 to the rotation speed of the second load 2 using the engine speed adjustment lever 6. In this case, in order to change the rotation speed of the diesel engine 3, it is sufficient to simply operate the engine rotation speed adjustment lever 6, but in order to change the rotation speed of the second load 2, the second load rotation speed adjustment lever 10 is operated. If you move the second load 2
As well as the rotation speed of the diesel engine 3, the rotation speed of the diesel engine 3 also changes under the influence of the rotation speed of the diesel engine 3. For this purpose, a mechanism shown in the example of FIG. 5 is provided.

In Fig. 5, the second load rotation speed adjustment lever 1
0 movement is also transmitted to the right end of the floating lever 17 via the lever 16. On the other hand, the movement of the engine speed adjustment lever 6 is transmitted to the left end of the same floating lever 17. The floating lever 17 synthesizes the movements of both and transmits it to the speed ratio adjustment lever 11. In this way, the speed ratio of the continuously variable transmission 4 is adjusted by a combined operation of the speed setting adjustment operation of the governor 9 of the second load 2 and the original speed ratio adjustment operation from the engine speed adjustment lever 6. Make it. As this means, other than the lever 16 and floating lever 17 as explained above, other means having the same effect may be used.

In this way, in order to adjust the rotation speed of the diesel engine 3, by operating the engine rotation speed adjustment lever 6, the movement is immediately transmitted to the speed ratio adjustment lever 11 via the floating lever 17, thereby achieving the desired purpose. can be achieved in the same way as in Figure 2. However, when the second load rotational speed adjustment lever 10 is operated, the speed setting of the governor 9 is adjusted and the rotational speed of the second load 2 changes as in the case of FIG. 2, but at the same time the lever 16 and the floating The lever 17 also rotates the speed ratio adjustment lever 11 to some extent, and the continuously variable transmission Since the speed ratio of the second load 2 is adjusted, the defect that the rotation speed of the diesel engine 3 changes due to its influence will be eliminated by adjusting the rotation speed of the second load 2, and the second load rotation speed adjustment lever 10 and the engine speed adjustment lever 6 have the effect of allowing them to be operated independently depending on the purpose.

Looking at FIG. 5 again, the type of continuously variable transmission 4 is as follows.
If the rotating position of the speed ratio adjustment lever 11 and the speed ratio do not correspond to a fixed relationship due to changes in the rotation speed or transmission torque, etc., the relationship between the position of the engine speed adjustment lever 6 and the rotation speed of the diesel engine 3 There will no longer be a certain relationship. In such a case, as shown in FIG. 6, a second governor 12 is provided that is driven by the diesel engine 3 and moves the speed ratio adjustment lever 11, and the combined movement of the floating lever 17 is transferred to the second governor 12. This will be communicated to the speed setting. In this way, as in FIG. 5, the second load rotation speed adjustment lever 10 and the engine rotation speed adjustment lever 6 can be operated independently depending on the purpose.

[Brief explanation of the drawing]

FIG. 1 is a conventional example, FIG. 2 is an embodiment of the present invention, and FIGS. 3, 4, 5, and 6 are examples of a conventional example.
FIG. 1...First load, 2...Second load, 3...
Diesel engine, 4... Continuously variable transmission, 5... Governor, 6... Engine speed adjustment lever, 7... Lever, 8... Fuel injection pump, 9... Governor, 10
... Second load rotation speed adjustment lever, 11 ... Speed ratio adjustment lever, 12 ... Second governor, 13 ...
Third governor, 14... spring tube, 15... protrusion,
16...Lever, 17...Floating lever.

Claims (1)

[Claims] 1. A diesel engine, a first load that is directly connected to the diesel engine or driven at a specific speed ratio, and a continuously variable transmission that is interposed in the drive system from the diesel engine to provide variable speed. A device having a second load driven at a target speed ratio is provided with a governor that detects the rotational speed of the second load and adjusts the fuel injection amount of the diesel engine, and this governor is configured to control the speed of the second load. The fuel injection amount of the diesel engine is adjusted so that the rotation speed of the diesel engine becomes a value corresponding to the speed setting given to the diesel engine, and the rotation speed of the diesel engine is set to a value corresponding to the change in the speed ratio of the continuously variable transmission. A control device for a diesel engine that drives two types of loads at independent arbitrary rotation speeds. 2. A second governor that detects the number of revolutions of the diesel engine and adjusts the speed ratio of the continuously variable transmission to control the number of revolutions of the diesel engine to a value corresponding to the speed setting given to the second governor. established,
A control device for a diesel engine that drives two types of loads as set forth in claim 1 at independent arbitrary rotation speeds. 3 having a third governor capable of detecting the rotational speed of the diesel engine and setting the speed to correspond to the allowable upper limit rotational speed of the diesel engine;
Claims: The fuel injection amount of the diesel engine is controlled according to whichever of a governor that detects the rotational speed of the second load and the third governor instructs a smaller value. A control device for a diesel engine that drives the two types of loads described in item 1 at independent arbitrary rotation speeds. 4. A mechanism is provided for adjusting the speed ratio of the continuously variable transmission by a combined operation of the speed setting adjustment operation of the second load governor and the original speed ratio adjustment operation of the continuously variable transmission. When adjusting the speed ratio of the continuously variable transmission, the operation is directly transmitted to the continuously variable transmission to change the rotation speed of the diesel engine, and on the other hand, the adjustment operation of the speed setting of the governor of the second load is performed. When performing this operation, a compensation action is performed to correct the speed ratio of the continuously variable transmission so as to minimize the change in the speed of the diesel engine that occurs due to the change in the speed of the second load due to the operation. A control device for a diesel engine, which drives two types of loads at independent arbitrary rotation speeds, as set forth in claim 1. 5. A mechanism is provided for adjusting the speed setting of the second governor by a combined operation of the speed setting adjustment operation of the second load governor and the original speed setting adjustment operation of the second governor, and When performing the adjustment operation of the speed setting of the second governor, the operation is directly connected to the adjustment operation of the speed setting of the second governor to change the rotation speed of the diesel engine, and on the other hand, the speed setting of the governor of the second load is changed. When performing the adjustment operation, the speed setting of the second governor is corrected so as to minimize the change in the number of revolutions of the diesel engine that occurs due to the change in the number of revolutions of the second load due to the adjustment operation. A control device for a diesel engine, which drives two types of loads at independent arbitrary rotation speeds, as set forth in claim 2, and has a compensation function that provides a compensation function.