CN112594078B - Preemptive redundant electric control system and method for marine engine - Google Patents
Preemptive redundant electric control system and method for marine engine Download PDFInfo
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- CN112594078B CN112594078B CN202011479665.7A CN202011479665A CN112594078B CN 112594078 B CN112594078 B CN 112594078B CN 202011479665 A CN202011479665 A CN 202011479665A CN 112594078 B CN112594078 B CN 112594078B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention relates to a preemptive redundant electric control system and a preemptive redundant electric control method for a marine engine, belonging to the technical field of electric control engines. The electric control system is simple and easy to operate and is convenient for users to maintain, and if one set of fuel electric control ECU component fails and cannot work normally, the other set of fuel electric control ECU component can automatically take over and control the fuel system of the engine, so that the engine can be ensured to continue to operate normally.
Description
Technical Field
The invention belongs to the technical field of electric control engines, and relates to a preemptive redundant electric control system and method for a marine engine.
Background
The fuel injection of the electric control marine engine is controlled by the fuel control ECU, once the fuel control ECU fails and the fuel cannot be injected normally, people cannot directly operate the fuel injection structure, so the engine stops working. When a ship runs in a severe environment, if the ship loses power, disastrous results can be caused, so that the ship regulations all over the world require that an electric control system of the main propulsion electric control engine for the ship with single engine and single propeller only has a redundant design.
At present, the existing redundancy scheme utilizes a master-slave ECU mode, wherein 1 block is a main control ECU, and the other 1 block is a standby ECU, and when the main control ECU is broken, the standby ECU automatically takes over the control of an engine. The main ECU and the standby ECU need to be distinguished by the design on the circuit. The control mode is mainly realized by a software control strategy, and control right transmission and confirmation are carried out through communication or mutual signal transmission. This approach has a relatively high requirement on software design.
Disclosure of Invention
In view of the above, the present invention provides a redundant electrical control system that is simple, easy to implement, and convenient for users to maintain. In the running process of the engine, if one set of the fuel electric control ECU components fails and cannot work normally, the other set of the fuel electric control ECU components can automatically take over and control a fuel system of the engine, so that the engine can continue to run normally.
In order to achieve the purpose, the invention provides the following technical scheme:
a preemptive redundant electric control system of a marine engine comprises a fuel electric control ECU group, an arbiter and the engine, wherein the fuel electric control ECU group comprises a first fuel control ECU, a first crankshaft sensor, a first camshaft sensor, a second fuel control ECU, a second crankshaft sensor and a second camshaft sensor;
the first fuel control ECU and the second fuel control ECU are mutually connected and are connected with the arbiter, the arbiter is connected with an engine, and the engine is provided with a first crankshaft sensor, a first camshaft sensor, a second crankshaft sensor and a second camshaft sensor; the first fuel control ECU is connected with a first crankshaft sensor and a first camshaft sensor, and the second fuel control ECU is connected with a second crankshaft sensor and a second camshaft sensor;
the first fuel control ECU and the second fuel control ECU are used for self-checking and sending self-checking states to the other fuel control ECU; the rotating speed signal detection device is used for detecting rotating speed signals of a crankshaft sensor and a camshaft sensor; for calculating fuel injection data; for sending a fuel control authority signal to the arbiter; for receiving a user instruction signal;
the arbitrator is used for selecting one part of the first fuel control ECU and the second fuel control ECU, where the fuel control right signal comes first, to form a loop with the fuel injection circuit;
the engine is used to control fuel injection.
Further, the arbiter comprises coil ka, coil ka1, coil ka2, single pole double throw switch k, switch k1, switch k 2; two fuel control right signal lines are respectively connected with the switch k1 and the switch k2, two fuel injection signal lines are respectively connected with two fixed ends of a single-pole double-throw switch k, and the movable end of the single-pole double-throw switch k is connected with the fuel injection signal line after arbitration;
the switch k1 is connected with the coils ka and ka2, and the switch k2 is connected with the coil ka 1; the coil ka controls the single-pole double-throw switch k to switch, the coil ka1 is switched off by an electric control switch k1, and the coil ka2 is switched off by an electric control switch k 2.
On the other hand, the invention provides a preemptive redundant electric control method for a marine engine, which comprises the following steps:
s1: after the first fuel control ECU and the second fuel control ECU are electrified, internal data initialization is carried out;
s2: if the self-checking state is normal, sending a normal state signal to the opposite side fuel control ECU, and if the state is abnormal, sending an abnormal state signal to the opposite side fuel control ECU;
s3: monitoring the running state signal sent by the fuel control ECU of the other party in real time, and sending an alarm to prompt a user if the running state signal sent is found to be a fault;
s4: detecting rotating speed signals transmitted by a crankshaft sensor and a camshaft sensor on the engine, if no signal exists, returning to the step S2;
s5: after the rotating speed signal is obtained, the fuel injection correlation calculation is carried out;
s6: sending a fuel control authority signal to the arbiter;
s7: the arbiter selects to switch the line to the signal first arrival side to form a loop with the fuel injection circuit, and the side which does not obtain the control right forms an open circuit;
s7: the first fuel control ECU and the second fuel control ECU both send fuel injection signals to the arbiter, one of the loop-forming parties controls the engine to inject, and after injection is completed, the fuel control authority signal is turned off, returning to S2.
The invention has the beneficial effects that: the electric control system is simple and easy to operate and is convenient for users to maintain, and if one set of fuel electric control ECU component fails and cannot work normally, the other set of fuel electric control ECU component can automatically take over and control the fuel system of the engine, so that the engine can be ensured to continue to operate normally.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention may be realized and attained by the means of the instrumentalities and combinations particularly pointed out hereinafter.
Drawings
For the purposes of promoting a better understanding of the objects, aspects and advantages of the invention, reference will now be made to the following detailed description taken in conjunction with the accompanying drawings in which:
FIG. 1 is a diagram of a preemptive redundant electrical control system for a marine engine;
FIG. 2 is a flowchart of a fuel control ECU routine;
FIG. 3 is a diagram illustrating an internal structure of the arbiter.
Reference numerals: 1a, 1 b-fuel control ECU, 2a, 2 b-user command signal, 3a, 3 b-running status signal, 4-arbiter, 5a, 5 b-fuel control authority signal, 6a, 6 b-fuel injection signal, 7-arbitrated fuel injection signal, 8a, 8 b-crankshaft sensor, 9a, 9 b-camshaft sensor, 10 engine.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention in a schematic way, and the features in the following embodiments and examples may be combined with each other without conflict.
Wherein the showings are for the purpose of illustration only and not for the purpose of limiting the invention, shown in the drawings are schematic representations and not in the form of actual drawings; to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there is an orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "front", "rear", etc., based on the orientation or positional relationship shown in the drawings, it is only for convenience of description and simplification of description, but it is not an indication or suggestion that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes, and are not to be construed as limiting the present invention, and the specific meaning of the terms may be understood by those skilled in the art according to specific situations.
As shown in FIG. 1, the fuel control system of the electronic control engine is composed of two sets of fuel electronic control ECU components with completely identical functional interfaces. Each set of fuel electronic control ECU components respectively comprises 1 crankshaft sensor, 1 camshaft sensor and 1 fuel control ECU.
The fuel control ECU has 1 channel of signal output for seizing the fuel control right, 1 channel of signal input for the running state (high in normal time and low in fault) of another fuel control ECU and signal input for receiving various commands of users. Hardware and software of the fuel control ECU are designed according to the principle of failure safety, once an abnormal condition occurs, the self running state signal is forcibly pulled down to tell the other party that the fault occurs; and the other is to automatically give up the fuel robbing control right. If the other side is abnormal, an alarm is sent to prompt the user to replace or maintain in time.
The 2 fuel control ECUs can simultaneously send a fuel control right signal and automatically receive the fuel injection signal in the fuel injection circuit by the arbitrator, and can simultaneously send the fuel injection signal after the injection time, and the fuel injection is controlled because the fuel control ECU which obtains the control right forms a loop with the fuel injection circuit, so that the fuel injection is controlled, and the fuel injection circuit is not influenced by the loop.
The fuel control ECU (1a, 1b) hardware is designed according to fail-safe principles. After power-on, internal data initialization is respectively carried out, and meanwhile, the running state condition of the user is output through the (3a, 3 b). During the running of the engine, the fuel control ECU sends out a signal for robbing the fuel control right to the arbitrator, the arbitrator automatically switches the circuit to the signal first arrival side to form a loop with the fuel injection circuit, and the side which does not obtain the control right forms an open circuit. One of the two circuits is opened after the injection signal is generated, and the other is also generated, but the other is opened to the fuel injection circuit, so that the fuel injection device is not influenced.
As shown in fig. 2, the fuel control ECU has the same working flow (taking ECU1a as an example) as follows:
s1: carrying out internal data initialization after power-on;
s2: if the self-checking state is normal, sending a normal state signal to the opposite side, and if the state is abnormal, sending an abnormal state signal to the opposite side;
s3: starting to monitor the running state signal 3b sent by the fuel control ECU1b in real time, and if the running state signal 3b is found to be a fault, sending an alarm to prompt a user;
s4: starting to detect the rotation speed signals transmitted from the crankshaft sensor 8a and the camshaft sensor 9a of the engine 10, if no signal is detected, returning to the step S2;
s5: after the rotating speed signal is obtained, calculating related to fuel injection;
s6: sending a fuel control authority signal 5a to the arbiter 4;
s7: by sending the fuel injection signal 6a to the arbiter 4, the fuel control authority signal 5a is turned off after the injection is completed, and the process returns to S2.
In order to facilitate the user to control the two fuel control ECUs synchronously during the operation of the engine, the two fuel control ECUs receive user command signals (2a and 2b) simultaneously.
As shown in fig. 3, the arbiter comprises coil ka, coil ka1, coil ka2, single pole double throw switch k, switch k1, switch k 2; two fuel control right signal lines are respectively connected with the switch k1 and the switch k2, two fuel injection signal lines are respectively connected with two fixed ends of a single-pole double-throw switch k, and the movable end of the single-pole double-throw switch k is connected with the fuel injection signal line after arbitration;
the switch k1 is connected with the coils ka and ka2, and the switch k2 is connected with the coil ka 1; the coil ka controls the single-pole double-throw switch k to switch, the coil ka1 is switched off by an electric control switch k1, and the coil ka2 is switched off by an electric control switch k 2.
When the fuel control signal 5a is input first, the signal reaches the coil ka1 after passing through the switch k2, and the switch k1 is switched to the off state. 5b, because k1 is in an open state, ka and ka2 can not obtain signals, at the moment, the single-pole double-throw switch k and the switch k2 are kept unchanged, the 6a line obtains output, and k2 is in a closed state;
when the fuel control right signal 5b is input first, the signal reaches the coils ka and ka2 after passing through the switch k1, the k2 switch is switched to be in an open state, the single-pole double-throw switch k is switched to be closed downwards, the 6b line obtains output, and the k1 is not in a closed state because k2 is in an open state and ka1 cannot obtain the signal in 5 a.
Finally, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that various changes and modifications may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (3)
1. A preemptive redundant electric control system for a marine engine is characterized in that: the fuel electronic control ECU group comprises a first fuel control ECU, a first crankshaft sensor, a first camshaft sensor, a second fuel control ECU, a second crankshaft sensor and a second camshaft sensor;
the first fuel control ECU and the second fuel control ECU are mutually connected and are connected with the arbiter, the arbiter is connected with an engine, and the engine is provided with a first crankshaft sensor, a first camshaft sensor, a second crankshaft sensor and a second camshaft sensor; the first fuel control ECU is connected with a first crankshaft sensor and a first camshaft sensor, and the second fuel control ECU is connected with a second crankshaft sensor and a second camshaft sensor;
the first fuel control ECU and the second fuel control ECU are used for self-checking and sending self-checking states to the other fuel control ECU; the rotating speed signal detection device is used for detecting rotating speed signals of a crankshaft sensor and a camshaft sensor; for calculating fuel injection data; for sending a fuel control authority signal to the arbiter; for receiving a user instruction signal;
the arbitrator is used for selecting one part of the first fuel control ECU and the second fuel control ECU, where the fuel control right signal comes first, to form a loop with the fuel injection circuit;
the engine is used to control fuel injection.
2. The marine engine preemptive redundant electrical control system according to claim 1, wherein: the arbiter comprises a coil ka, a coil ka1, a coil ka2, a single-pole double-throw switch k, a switch k1, and a switch k 2; two fuel control right signal lines are respectively connected with the switch k1 and the switch k2, two fuel injection signal lines are respectively connected with two fixed ends of a single-pole double-throw switch k, and the movable end of the single-pole double-throw switch k is connected with the fuel injection signal line after arbitration;
the switch k1 is connected with the coils ka and ka2, and the switch k2 is connected with the coil ka 1; the coil ka controls the single-pole double-throw switch k to switch, the coil ka1 is switched off by an electric control switch k1, and the coil ka2 is switched off by an electric control switch k 2.
3. A preemptive redundant electrical control method for a marine engine based on the system of any of claims 1-2, characterized by: the method comprises the following steps:
s1: after the first fuel control ECU and the second fuel control ECU are electrified, internal data initialization is carried out;
s2: if the self-checking state is normal, sending a normal state signal to the opposite side fuel control ECU, and if the state is abnormal, sending an abnormal state signal to the opposite side fuel control ECU;
s3: monitoring the running state signal sent by the fuel control ECU of the other party in real time, and sending an alarm to prompt a user if the running state signal sent is found to be a fault;
s4: detecting rotating speed signals transmitted by a crankshaft sensor and a camshaft sensor on the engine, if no signal exists, returning to the step S2;
s5: after the rotating speed signal is obtained, the fuel injection correlation calculation is carried out;
s6: sending a fuel control authority signal to the arbiter;
s7: the arbiter selects to switch the line to the signal first arrival side to form a loop with the fuel injection circuit, and the side which does not obtain the control right forms an open circuit;
s7: the first fuel control ECU and the second fuel control ECU both send fuel injection signals to the arbiter, one of the loop-forming parties controls the engine to inject, and after injection is completed, the fuel control authority signal is turned off, returning to S2.
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| CN202011479665.7A CN112594078B (en) | 2020-12-07 | 2020-12-07 | Preemptive redundant electric control system and method for marine engine |
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| CN202011479665.7A CN112594078B (en) | 2020-12-07 | 2020-12-07 | Preemptive redundant electric control system and method for marine engine |
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