JP2004353618A - Monitoring and diagnosing system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To detect existence of abnormality by each detection means such as a thermometer, a pressure gage, a flow meter and a vibration meter installed on each part of an internal combustion engine and diagnose failure part and details of the failure by making synthetic judgment based on a type of abnormality when abnormality is found. <P>SOLUTION: This system is provided with each sensor group 1-4 detecting temperature, pressure and the like attached to each detection part of the internal combustion engine 10, and an abnormality detection part 6 detecting abnormality when performance data provided by the each sensor 1a-4a deviate from a normal value range by comparing performance data provided by the each sensor 1a-4a and a normal value range of performance data established based on initial operation data at normal operation after the internal combustion engine 10 is installed. A failure diagnosis part 7 diagnoses the failure part and details of the failure of the internal combustion engine with using a diagnosis map corresponding each detection item by the abnormality detection part 6 and a failure name of each part of the internal combustion engine 10 based on detection result by the abnormality detection part 6. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【００４３】
そして、この数式（１）〜（４）と、内燃機関１０が設置された後の正常運転時の運転初期データとを用いて正常値を計算により求め、適正な許容値を考慮して、正常範囲幅を設定する。これにより、内燃機関１０の設置場所に応じて係数を決めることができるため、正常範囲値（正常範囲幅）をより適正に設定することができる。
【００４４】
なお、この正常範囲値による異常検知の手法については、上記で説明した内燃機関１０の排気温度に限らず、給気圧力、冷却水の温度及び圧力、海水の圧力、潤滑油の温度及び圧力、燃料油の圧力及び流量など検出する大部分のデータに適用する。
【００４５】
−異常検知部６の説明−
図３は、内燃機関１０の正常運転時に得られる運転初期データの一例であり、排気温度（℃）と内燃機関１０の出力（ｋＷ）との関係を示している。従来は、最大出力に対する排気温度を基に上限温度を設定し、この上限温度を超えたときに異常と判断していたが、本実施形態では、この運転初期データを、上記数式（１）〜（４）に当てはめて正常範囲値（正常範囲幅）を計算している。
【００４６】
図４は、計算により求めた正常範囲値（図中、斜線を付して示す幅）を図３に示す運転初期データに重ね合わせて示したグラフである。すなわち、本実施形態の異常検知部６では、内燃機関１０の出力（以下、「機関出力」ともいう。）に対して、排気温度がその機関出力に対する正常範囲値（斜線部分）内にある場合には正常と判断し、この正常範囲値を超えた場合に異常を検知する。
【００４７】
＜重み付き移動平均の説明＞
ここで、機関出力が安定せず、出力の時間変化が大きい場合には、時間遅れのある性能データの正常範囲値を、変化の早い出力から単純に上記数式（１）〜（４）を用いて求めたのでは誤差が大きく、異常検知の精度が落ちることになる。そこで、本実施形態では、次のようにして異常検知の精度向上を図っている。
【００４８】
すなわち、温度センサ１ａより得られる性能データと、それの正常値計算に用いる出力に重み付き移動平均処理して得られたデータを用いている。この場合、重み付き移動平均処理は、温度センサ１ａより得られる性能データと出力の時間変化を一致させるように設定する。出力に対して時間遅れの大きい（変化の遅い）性能データには少ない移動平均数で移動平均処理を行う一方、正常値計算に用いる出力は多い移動平均数で移動平均処理を行うように構成する。このように性能と出力の時間変化を一致させることで、正常範囲の誤差を少なくし、異常検知の精度の向上を図っている。
【００４９】
図５は、機関出力（ｋＷ）と排気温度のタイミングチャートを示している。負荷変動の大きい機関出力に対して性能データである排気温度は時間遅れのあるデータとなっている。時間遅れは、特にエンジンの起動時と停止時に（すなわち、過渡状態において）顕著に現れる。そのため、エンジンの起動時や停止時も含めて、出力変化の大きい過渡状態では、この時間遅れを考慮しなければ、正しい異常検知が行えない。
【００５０】
図６は、図５に示すグラフで負荷変動の大きい時の機関出力と排気温度との関係（図５中、破線で囲んだ部分）を時間軸を拡大して示したものであり、移動平均処理を行う前の状態である。因みに、図中の移動平均（出力：１，排温：１）とは、出力も排気温度も移動平均処理を行っていない（すなわち、出力及び排気温度共に移動平均数＝１）ことを示している。ここで、上記数式（１）〜（４）を用いて計算した機関出力に対する排気温度の正常範囲値（正常範囲幅）は、図６に細い実線の波形幅で示すように、機関出力の変動に応じて不規則に変動している。そして、このグラフに、排気温度を検出する温度センサにより検知された排気温度データ（図中、符号８１により示す）を重ね合わせると、排気温度に異常が無くても、図中の丸囲み部分及び黒丸部分で排気温度データが正常範囲値からはみ出す結果、この部分で異常を検知（誤検知）してしまうことになる。
【００５１】
これに対し、図７は、機関出力及び排気温度の両方を、同数（出力及び排気温度共に同じ移動平均数）で移動平均処理を行った結果を示している。移動平均処理を行った結果、排気温度の実測データ８１と出力の変化が平均化され、図６に示した場合に比べて誤検知の回数が減っている。しかしながら、このような性能と出力の同数の移動平均処理では、両者の時間変化は一致せず、図中の黒丸部分で排気温度データ８１が正常範囲値からはみ出す結果、この部分で異常を検知（誤検知）することになる。
【００５２】
これに対し、図８は、機関出力及び排気温度の両方を、異なる数（出力の移動平均数＝６０、排気温度の移動平均数＝１）で移動平均処理を行った結果を示している。このような重み付き移動平均処理を行った結果、排気温度の実測データと正常範囲値の変化の時間遅れがほぼ一致したものとなっており、図７に示した場合に比べて異常検知の精度が大きく改善され、誤検知の回数が０回となっており、出力変動が大きいときの異常検知の精度が向上している。なお、図８には移動平均処理をしていない機関出力（符号９８により示す）も参考に示している。
【００５３】
因みに、図９は別の事例を示しており、エンジン起動時の機関出力と排気温度との関係を示したものである。
【００５４】
図１０は図９の起動時（破線で囲んだ部分）を時間軸を拡大して示しており、機関出力及び排気温度の両方を、同数（出力及び排気温度共に移動平均数＝１０）で移動平均処理を行った結果を示している。この場合、図中の白丸部分８３で排気温度データ８２が正常範囲値からはみ出す結果、この部分で異常を検知（誤検知）してしまうことになる。
【００５５】
これに対し、図１１は、機関出力及び排気温度を、重み付き移動平均処理（出力の移動平均数＝２０、排気温度の移動平均数＝１）で移動平均処理を行った結果を示している。このように重み付き移動平均処理を行った結果、正常範囲値の変化が排気温度の実測データ８２の時間遅れを考慮したものとなっている。つまり、図１０に示した場合に比べて異常検知の精度が大きく改善されて誤検知の回数が０回となっており、異常検知の精度が向上している。
【００５６】
＜性能データの検出に関する本実施形態の説明＞
（１）燃料供給系の燃料油圧の検出
燃料供給系に設けられる圧力センサ２ａでは、配管内燃料の燃料（ＦＯ）ポンプの噴射に伴う圧力変動を考慮せずに燃料圧力を検出した場合には、誤検知が頻繁に発生することになる。
【００５７】
図１２は、図２に示すエンジン部１１の燃料供給系の概略図である。
【００５８】
燃料供給系は、図示しない燃料タンクと燃料ポンプ（ＦＯポンプ）３１に設けられたフィードポンプ３２の入力側とが第１配管３４によって接続され、フィードポンプ３２の出力側とＦＯフィルタ３３の入力側とが第２配管３５によって接続され、ＦＯフィルタ３３の出力側とＦＯポンプ３１の入力側とが第３配管３６によって接続されている。そして、ＦＯポンプ３１の出力側が第４配管３７を介して図示しない燃料タンクに接続された構成となっている。
【００５９】
このような構成の燃料供給系においては、任意の配管（例えば、第３配管３６）に燃料油圧を測定するための圧力センサ２ａが取り付けられている。しかしながら、ＦＯフィルタ３３後の燃料油圧には、スピルにより大きな圧力変動がある。そのため、この圧力変動が原因で、圧力測定の精度が低下し、圧力センサ２ａの寿命も低下することになる。
【００６０】
そこで、本実施形態では、ＦＯフィルタ３３直後の第３配管３６部分を分岐して、絞りφ０．３の圧力取出管３８を接続し、この圧力取出管３８に圧力センサ２ａを接続している。すなわち、圧力取出管３８に絞りφ０．３の細孔部３８ａを設けることにより、配管内燃料の燃料ポンプ３１の噴射に伴う圧力変動を減衰させて平均的な燃料圧力を測定する構成としている。
【００６１】
図１３は、圧力センサ２ａによって配管内の燃料油圧を測定した結果の一例を示している。圧力取出管３８に細孔部３８ａを設けない場合には、図中符号９１で示すように、０．２〜０．４ＭＰａの範囲で圧力変動が生じているが、絞りφ０．３の細孔部３８ａを設けた場合、図中符号９２で示すように、圧力変動が改善されており、平均的な燃料圧力の測定が可能となっている。この例では、絞りφ０．３の細孔部３８ａを圧力取出管３８に設けることで、圧力変動を０．０２ＭＰａ以下に低減できている。このように、配管内燃料の燃料ポンプ３１の噴射に伴う圧力変動を減衰させることにより、燃料圧力の検出精度と圧力センサ２ａの耐久性を向上させることができる。
【００６２】
（２）クランク室内圧によるブローバイ検出
エンジン１１のクランク室の圧力を測定する圧力センサ２ａでは、クランク室内のピストンやクランクの運動に伴う圧力変動を考慮せずにクランク室圧力を検出した場合には、誤検知が頻繁に発生することになる。
【００６３】
図１４は、クランク室の圧力を測定する系の概略図であり、本発明の一例として、エンジン１１の図示しないクランク室への給油口４１部分を分岐して、絞りφ０．２の圧力取出管４２を接続し、この圧力取出管４２に圧力センサ２ａを接続している。すなわち、圧力取出管４２に絞りφ０．２の細孔部４２ａを設けることにより、クランク室内のピストンやクランクの運動に伴う圧力変動を減衰させて平均的なクランク室圧力を測定する構成としている。
【００６４】
図１５は、圧力センサ２ａによってクランク室の圧力を測定した結果を示している。圧力取出管４２に細孔部４２ａを設けない場合には、図中符号９５で示すように、０．０〜０．９ｋＰａの範囲で圧力変動が生じているが、絞りφ０．２の細孔部４２ａを設けた場合には、図中符号９６で示すように、圧力変動が改善されており、平均的なクランク室圧力の測定が可能となっている。このように圧力変動を減衰させることにより、クランク室圧力の検出精度と圧力センサ２ａの耐久性を向上させることができる。
【００６５】
これにより、異常検知部６は、図１６に示すように、平均的なクランク室圧力と機器外部の大気圧との圧力差に対して、予め求めておいたブローバイガス量と当該圧力差との関係から、ブローバイガス量を精度良く推定することが可能となり、後述する故障診断部７での故障診断も精度良く行うことができる。
【００６６】
（３）ラジエータファンの空気流量の検出
内燃機関１０のラジエータファン１５（図２参照）の空気流量の検出の場合、図２に示すパッケージ形発電機では、パッケージ外部の空気温度とラジエータファン１５の前もしくは後に設置された温度センサ１ａにより検出された空気温度との温度差から、ラジエータファン１５の空気流量を推定して、冷却系の異常を検知する。これは、パッケージ形発電機では、内燃機関１０自体やラジエータからの放熱量が空気流量と前記温度差との積に比例する（空気温度差×空気流量∝（機関＋発電機）放熱量）ことから、この関係を利用して、ラジエータファン損傷、ラジエータ目詰まりなどの故障によって空気流量が低下した場合、空気温度差が増大することを利用するものである。
【００６７】
図１７は、空気温度差から冷却系の異常を検知する様子を示したグラフであり、この例では、空気流量が低下して空気温度差が８℃を超えると（図中、丸で囲んだ部分）、冷却系の異常と判断している。すなわち、ラジエータファン１５の損傷やラジエータ目詰まりなどの故障が発生していると考えられる。
【００６８】
異常検知部６での処理を以上のように構成することにより、より精度の高い異常検知が可能であり、次段の故障診断部７に正確な異常検知データを提供することができ、故障診断部７での診断精度を向上させることができる。
【００６９】
なお、上記で説明した以外の異常検知処理については、内燃機関１０に関して従来から行われている異常検知処理を本発明においても利用することができるので、ここでは上記以外の他のセンサ（温度センサ、圧力センサ、振動センサ、流量センサ）の性能データによる異常検知処理については説明を省略する。
【００７０】
−故障診断部７の説明−
故障診断部７は、異常検知部６による各検知項目と内燃機関１０の各部位の故障名とを対応させた診断マップ格納部９ａに格納されている診断マップを用いて故障診断を行うとともに、内燃機関の各部位の故障名とこの故障名に対応する対策情報とを対応させたガイダンスマップ格納部９ｂに格納されているガイダンスマップを用いて診断結果を出力する。
【００７１】
図１８は、診断マップのデータ構成例を示している。
【００７２】
この診断マップは、縦の項目に故障名を列挙し、横の項目に異常検知名を列挙して、異常検知名から推定される故障名の箇所に丸印を付したデータ構成となっている。
【００７３】
ここで、異常検知名の各項目に記載されている内容の意味については、図１９に一覧形式でまとめている。
【００７４】
故障診断部７は、異常検知部６での検知結果に基づき、診断マップ格納部９ａに格納されている診断マップから、異常と判断された検知項目を含む故障名を検索し、これを診断結果として出力する。
【００７５】
具体的には、図１８に示す診断マップを参照すると、例えば異常検知項目が「排気偏温大」、「燃料油圧低」、「燃料流量大」の３項目である場合には、故障名として「燃料供給管漏油・破損」を特定し、異常検知項目が「排気偏温大」、「燃料油圧低」の２項目である場合には、故障名として「燃料供給管漏油・破損」、「燃料フィードポンプ異常・破損」、「燃料こし器目詰まり」の３つが選択される。
【００７６】
このように、本実施形態の故障診断部７は、予め用意されている診断マップから、異常検知部６の検知結果に合致する故障名を検索することで、検知結果を総合的に勘案した故障診断を行っている。
【００７７】
また、故障診断部７では、異常検知部６での検知結果に加え、異常と判断された検知項目の性能データの時間変化率の大小を加味することにより、該当する故障名をさらに絞り込む構成としている。
【００７８】
例えば、燃料油圧の低下を検知した場合でも、その変化率が小さい場合（ゆっくりと変化する場合）には、例えば燃料こし器の目詰まりが考えられ、その変化率が大きい場合（急に変化する場合）には、燃料供給管の漏油や破損、燃料フィードポンプの異常や破損等が考えられる。なお、図１８では、変化率が大きい故障名を○、小さい故障名を●で示している。
【００７９】
このように、性能データの時間変化率の大小を加味することで、今まで区別できなかった燃料こし器の目詰なのか、燃料フィードポンプの漏油や破損等なのかを区別することが可能となり、故障診断の精度がさらに向上することになる。
【００８０】
図２０（ａ）〜（ｃ）は、ガイダンスマップのデータ構成例を示している。
【００８１】
このガイダンスマップは、個々の故障名ごとにその対策情報を格納したものであり、不良要因、点検、修理・整備の各項目からなっている。
【００８２】
故障診断部７は、診断マップから検索した故障名に基づき、ガイダンスマップから対策情報を抽出し、診断結果として出力する。
【００８３】
具体的には、図２０に示すガイダンスマップを参照すると、診断マップから検索された故障名が例えば「燃料供給管漏油・破損」の場合（同図（ａ）参照）、その不良要因としては、「継手部シール不良」、「振動大による折損」、「スピル圧大による破損」とが対応付けられており、そのときの点検方法として、「管継手ボルトの緩み」、「管継手部パッキンの破損」、「燃料配管の振動大、亀裂」、「スピル圧の過大」、「燃料配管の振動大、亀裂」がそれぞれに対応付けられており、その修理・整備方法として、「増し締め」、「パッキン交換」、「振れ止め増強、配管交換」、「圧力低減装置設置：減衰弁など」、「燃料配管の補強・振止め、交換」がそれぞれに対応付けられている。診断結果として出力するのは、このような一覧表そのものを図示しない表示部に表示し、またはプリンタ等の出力手段から印字出力するようにしてもよいし、不良要因からさらに絞り込んだ内容のみを表示または印字出力するようにしてもよい。この場合、各表の上部に記載されている「異常内容、異常検知、最終状態」といった内容も合わせて表示または印字出力してもよい。ただし、出力形態としては、このような一覧表形式に限るものではなく、必要に応じて種々の形態に加工することが可能である。
【００８４】
なお、上記実施形態では、診断マップとガイダンスマップを別ファイルとして構成し、別々の格納部９ａ，９ｂに格納しているが、診断／ガイダンスマップとして１つのファイルで構成し、１つの格納部に格納することが可能である。
【００８５】
−本発明の監視診断システムの他の実施形態−
図２１は、本発明の監視診断システムの他の実施形態を示している。
【００８６】
この監視診断システムは、図１に示す異常検知部６と故障診断部７とが無線及び／または有線による通信回線（例えば、パケット通信網等）Ｎを介して接続されており、異常検知部６の検知結果が通信回線Ｎを通じて故障診断部７に送信される構成となっている。具体的には、データ収集部５、異常検知部６、正常範囲値データ格納部８が内燃機関１０とともに例えば船舶等１０１に搭載されており、故障診断部７、診断マップ格納部９ａ、ガイダンスマップ格納部９ｂが遠隔地の例えばサービスセンターＳＳに設置されたパソコン等の情報処理装置１０２に搭載されている。これにより、内燃機関１０の異常情報が遠隔地に設置された情報処理装置１０２で収集可能となり、内燃機関１０の診断が遠隔地のサービスセンターＳＳで可能となる。サービスセンターＳＳでは、情報処理装置１０２により内燃機関１０の診断、チェックを行って内燃機関１０を常に監視し、その診断結果に基づいてメンテナンスや修理等の各種のサービスを提供する。
【００８７】
【発明の効果】
本発明の故障診断システムによれば、正常範囲データ格納手段に格納される正常範囲値のデータは、内燃機関が設置された後の正常運転時の運転初期データに基づいて設定されている。これにより、各内燃機関の設置状況に応じた適正な正常範囲値が設定されることになり、このように設定された正常範囲値と、圧力センサや温度センサ等の各検出手段より得られた圧力及び温度に関する性能データとを比較することで、その内燃機関の異常検知精度が向上し、故障箇所や故障内容をより精度よく診断することができる。
【００８８】
この場合、正常範囲値は、設置される内燃機関の外部環境条件（大気温度、気圧、湿度、冷却水温度等）及び機関出力の大きさから内燃機関の各検出部位の正常値の範囲幅を数式化し、この数式と内燃機関が設置された後の正常運転時の運転初期データとを用いて計算により求めるように構成したので、内燃機関の設置場所に応じて係数を決めることができるため、正常範囲値をより適正に設定することができる。
【００８９】
また、異常検知部において、各検出手段より得られる性能データを重み付き移動平均処理して得られたデータを用いるように構成するとともに、検出手段より得られる性能データのうち、出力変化より時間遅れの大きい（変化の遅い）性能データには少ない移動平均数で移動平均処理を行う一方、その性能の正常範囲を求める出力には多い移動平均数で移動平均処理を行う構成としている。これにより、出力変動の大きい場合の異常検知の精度を向上させることができる。
【００９０】
この場合、異常検知手段による各検知項目と内燃機関の各部位の故障名とを対応させた診断マップを予め格納している診断マップ格納手段をさらに備えており、故障診断手段は、異常検知手段での検知結果に基づき、診断マップから異常と判断された検知項目を含む故障名を検索する構成としている。このように、予め用意されている診断マップから検知結果に合致する故障名を検索することで、検知結果を総合的に勘案した精度の高い故障診断を行うことができる。
【００９１】
また、内燃機関の各部位の故障名とこの故障名に対応する対策情報とを対応させたガイダンスマップを予め格納しているガイダンスマップ格納手段をさらに備えており、故障診断手段は、診断マップから検索した故障名に基づき、ガイダンスマップから対策情報を抽出し、診断結果としてさらに出力する構成としている。このように、予め用意されているガイダンスマップから故障名に対応する対策情報を抽出することで、最終的に修理を完了するまでの作業手順等を現場作業者等に提示することが可能となる。そのため、現場作業者は、特に高度な専門的知識や豊富な経験がなくても、内燃機関を操作できる程度の技量があれば、その故障に対して即座に的確な修理を行うことが可能となる。
【００９２】
さらに、故障診断手段は、異常検知手段での検知結果に加え、異常と判断された検知項目の性能データの時間変化率の大小を加味して故障診断を行う構成としている。これにより、該当する故障名をさらに絞り込むことができ、故障診断の精度をより向上させることができる。
【００９３】
また、検知手段の一つが燃料配管系の圧力を検出する圧力センサである場合、燃料配管系と圧力センサとの間に細孔部を設けることにより、配管内燃料の燃料ポンプの噴射に伴う圧力変動を減衰させて平均的な燃料圧力を検出することで、燃料圧力の検出精度とセンサの耐久性を向上させることができる。
【００９４】
また、検出手段の一つが内燃機関のクランク室に設けられた圧力センサである場合、クランク室と圧力センサとの間に細孔部を設けることにより、クランク室内のピストンやクランクの運動に伴う圧力変動を減衰させて平均的なクランク室圧力を検出することで、クランク室圧力の検出精度とセンサの耐久性を向上させることができる。
【００９５】
また、検出手段の一つが内燃機関のラジエータファンの近傍に設置された温度センサである場合、異常検知手段は、温度センサによる検出温度と機器外部の空気温度との温度差に基づいてラジエータファンの空気流量を推定して異常を検知する構成としている。これにより、例えば発電機とエンジンとが一体に組み込まれたパッケージ形発電機では、パッケージ外部の空気温度とラジエータの前もしくは後の空気温度との温度差から、ラジエータファンの空気流量を推定して、冷却系の異常を検知することができる。
【００９６】
また、本発明の監視診断システムは、異常検知手段と故障診断手段とが無線及び／または有線による通信回線を介して接続されており、異常検知手段の検知結果が通信回線を通じて故障診断手段に送信される構成としてもよい。これにより、内燃機関の異常情報が遠隔地に設置された情報処理装置に搭載された故障診断手段によって診断可能となる。
【図面の簡単な説明】
【図１】本発明の監視診断システムのシステム構成を示す機能ブロック図である。
【図２】本実施形態における内燃機関の一例を示す概略構成図である。
【図３】内燃機関の正常運転時に得られる運転初期データの一例を示すグラフである。
【図４】計算により求めた正常範囲値を図３に示す運転初期データに重ね合わせて示したグラフである。
【図５】機関出力（ｋＷ）と排気温度との関係を示すタイミングチャートである。
【図６】図５に示すグラフの負荷変動の大きい時の機関出力と排気温度との関係を時間軸を拡大して移動平均処理していない状態で異常検知した場合のグラフである。
【図７】機関出力及び排気温度の両方を、同数の移動平均処理を行った結果を示すグラフである。
【図８】機関出力及び排気温度を異なる移動平均数として重み付き移動平均処理を行った結果を示すグラフである。
【図９】図５に示すグラフとは異なる事例の機関起動時の機関出力と排気温度との関係を示したグラフである。
【図１０】機関出力及び排気温度の両方を、同数で移動平均処理を行った結果を示すグラフである。
【図１１】機関出力及び排気温度の両方を、重み付き移動平均処理を行った結果を示すグラフである。
【図１２】エンジン部の燃料供給系の概略図である。
【図１３】圧力センサによって配管内の燃料油圧を測定した結果を示すグラフである。
【図１４】クランク室の圧力を測定する系の概略図である。
【図１５】圧力センサによってクランク室の圧力を測定した結果を示すグラフである。
【図１６】クランク室圧力とブローバイガス量との関係を示すグラフである。
【図１７】空気温度差から冷却系の異常を検出する様子を示したグラフである。
【図１８】診断マップのデータ構成例を示す説明図である。
【図１９】異常検知名の各項目に記載されている内容の意味を一覧形式でまとめた説明図である。
【図２０】ガイダンスマップのデータ構成例を示す説明図である。
【図２１】本発明の監視診断システムの他の実施形態を示すブロック図である。
【符号の説明】
１ 温度センサ群
１ａ 温度センサ
２ 圧力センサ群
２ａ 圧力センサ
３ 流量センサ群
３ａ 流量センサ
４ 振動センサ群
４ａ 振動センサ
５ データ収集部
６ 異常検知部
７ 故障診断部
８ 正常範囲値データ格納部
９ａ 診断マップ格納部
９ｂ ガイダンスマップ格納部
１０ 内燃機関
１１ エンジン部
１２ 発電機
１３ エアクリーナ
１４ ターボチャージャ（Ｔ／Ｃ）
１５ ラジエータファン
２０ 筐体
２１ 吸入口
２２ 導出口
３１ 燃料ポンプ（ＦＯポンプ）
３２ フィードポンプ
３３ ＦＯフィルタ
３４ 第１配管
３５ 第２配管
３６ 第３配管
３７ 第４配管
３８ 圧力取出管
３８ａ 細孔部（絞りφ０．３）
４１ 給油口
４２ 圧力取出管
４２ａ 細孔部（絞りφ０．２）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention detects an abnormality in each part of an internal combustion engine and diagnoses a failure based on performance data detected by each detection means such as a thermometer, a pressure gauge, a flow meter, and a vibration meter installed in each part of the internal combustion engine. It relates to a monitoring and diagnostic system.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a device for predicting a failure of an internal combustion engine has been proposed (for example, see Patent Document 1).
[0003]
This failure prediction device includes a plurality of sensors for detecting vibration, temperature, generated sound, and the like of each part of the engine, and standard changes in which the detection values of these sensors are set in advance according to various abnormalities. A determination unit that determines, when comparing with the change tendency, a trend that matches a specific combination of the change trends, to determine that there is an abnormality at a location corresponding to the change trend, and outputs a determination result by the determination unit as a prediction signal; Output means.
[0004]
According to the failure prediction device having such a configuration, for example, one vibration sensor is provided for the main bearing metal, two for the cylinder block, one for the gear case, and one for the exhaust manifold. For example, by installing the necessary sensors at necessary locations, such as providing one at the back side and one at the exhaust pipe of each cylinder and one at the lubricating oil system and arranging the sound sensor near the engine, for example, the main bearing The wear state of the main bearing metal can be determined by the vibration sensor and the temperature sensor mounted on the metal, and the presence or absence of a crack in the crankshaft can be determined by the vibration sensor mounted on the cylinder block and the temperature sensor mounted on the main bearing metal. The vibration sensor attached to the gear case and the sound sensor placed near the engine can determine whether the torsion damper is abnormal. It has become to so that.
[0005]
[Patent Document 1]
Japanese Patent No. 3053304
[0006]
[Problems to be solved by the invention]
However, in the above-described conventional failure prediction device, although it is possible to predict a failure of each part by various sensors attached to each part, for example, detection of an abnormality by a sensor of one part is affected by another part. In this case, there is no configuration that can predict even the failure of another part. In other words, the sensors of each part are mainly used only for predicting the failure of each part, and the failure points and details of the internal combustion engine are comprehensively considered in consideration of the detection outputs of these sensors. There was a problem that the decision was not made.
[0007]
In addition, when the state of each part is directly detected by a sensor, there is a problem that the number of sensors increases, which necessarily leads to an increase in cost.
[0008]
Furthermore, the detection data of each sensor also has individual problems depending on the detection site and the type of sensor (type of pressure sensor, temperature sensor, vibration sensor, etc.). Pressure fluctuation due to fuel injection by the fuel pump (in a diesel engine, the fuel oil pressure after the fuel filter (FO filter) has a large pressure fluctuation due to spill (backflow from the fuel pump at the end of injection)) In the case where the fuel pressure is detected at a time, erroneous detection frequently occurs. Further, in a temperature sensor that detects the exhaust gas temperature of the engine, there is a time delay in the change in the exhaust gas temperature due to the change in the engine output. Therefore, the temperature detected by the temperature sensor (exhaust gas temperature) can be calculated without considering this time delay. When an abnormality is detected, a change in the engine output and a change in the exhaust gas temperature do not correspond, and erroneous detection frequently occurs. Therefore, if a failure is determined while leaving such erroneous detections as they are, not only is it not possible to perform highly accurate abnormality detection, but also there is a problem that erroneous failure determination is performed.
[0009]
The present invention has been made in order to solve such a problem, and has as its object the performance data detected by each detecting means such as a thermometer, a pressure gauge, a flow meter, and a vibration meter installed in each part of the internal combustion engine. The presence or absence of an abnormality is detected by a predetermined method while taking into account the characteristics of each detection means, etc., and if an abnormality is found, it is comprehensively judged from the type of the abnormality and the failure location and failure content It is an object of the present invention to provide a monitoring and diagnostic system which can diagnose a failure of an internal combustion engine quickly and more accurately by diagnosing the above.
[0010]
[Means for Solving the Problems]
In order to solve the above-mentioned problem, a monitoring and diagnosing system for an internal combustion engine according to the present invention includes a detecting unit for detecting a temperature, a pressure, and the like attached to each detection site of the internal combustion engine, and A normal range value data storage unit that stores in advance a normal range value of performance data set based on operation initial data during normal operation, and a value of each detection part by the respective detection unit, directly or indirectly. By comparing the performance data obtained by the detection with the normal range value stored in the normal range value data storage unit, the performance data obtained from each of the detection units deviates from the normal range value. Abnormality detection means for detecting an abnormality when there is, and failure diagnosis means for diagnosing a failure location and a failure content of the internal combustion engine based on a detection result by the abnormality detection means. Characterized by comprising a.
[0011]
According to the present invention having such features, the data of the normal range value stored in the normal range value data storage means is used as the initial operation data during normal operation after the internal combustion engine is installed in the workplace where it actually operates. It is set based on. As a result, an appropriate normal range value according to the installation condition of each internal combustion engine is set, and the normal range value set in this way and obtained by each detection means such as a pressure sensor and a temperature sensor. By comparing the performance data with respect to the pressure and the temperature, the accuracy of the abnormality detection of the internal combustion engine can be improved.
[0012]
In this case, the normal range value is obtained by calculating a normal value of each detection portion of the internal combustion engine from the external environmental conditions (atmospheric temperature, pressure, humidity, cooling water temperature, etc.) of the installed internal combustion engine and the magnitude of the engine output. It is configured to be obtained by calculation using this mathematical expression and the normal operation initial data after the internal combustion engine is installed. Thus, the coefficient can be determined according to the installation location of the internal combustion engine, so that the normal range value can be set more appropriately.
[0013]
The normal value is configured using data obtained by performing a weighted moving average process. In this case, the weighted moving average processing is performed so that the time change of the engine output and the time change of the performance data obtained by the detection unit are made to match. A configuration in which moving average processing is performed with a small number of moving averages for performance data with a larger time delay (slower change) than the engine output, while a large number of moving averages is performed for the output used for normal value calculation I do.
[0014]
That is, when the output of the engine is not stable and the output changes with time, the error is large if the normal range of the performance data with a time delay is simply obtained from the output with a fast change using the above formula. However, the accuracy of the abnormality detection is reduced. Therefore, in the present invention, moving average processing is performed with a small moving average number for performance data having a large time delay (slow change) as compared with an output change, and a large moving average number is used for an output used for calculating a normal value of the performance. By performing the moving average processing, the performance and the time change of the output are matched to improve the accuracy of abnormality detection when the output change is large.
[0015]
In this case, the apparatus further includes a diagnosis map storage unit that stores in advance a diagnosis map in which each detection item of the abnormality detection unit is associated with a failure name of each part of the internal combustion engine. On the basis of the result of detection by the abnormality detecting means, a fault name including a detected item determined to be abnormal is searched from a diagnostic map stored in the diagnostic map storage means, and is output as a diagnostic result.
[0016]
According to the present invention having such features, by searching for a fault name that matches a detection result from a diagnosis map prepared in advance, a fault diagnosis can be performed in which the detection result is comprehensively considered.
[0017]
Further, the apparatus further includes a guidance map storage unit that stores a guidance map in which a failure name of each part of the internal combustion engine and countermeasure information corresponding to the failure name are stored in advance, and the failure diagnosis unit includes: On the basis of the failure name retrieved from the diagnosis map, countermeasure information is extracted from the guidance map and further output as a diagnosis result.
[0018]
According to the present invention having such features, by extracting the countermeasure information corresponding to the failure name from the guidance map prepared in advance, the work procedure and the like until the repair is finally completed can be performed by a field worker or the like. Can be presented. Therefore, it is possible for on-site workers to carry out immediate and accurate repairs for breakdowns, even if they do not have high specialized knowledge and abundant experience, if they have enough skills to operate the internal combustion engine. Become.
[0019]
Further, the failure diagnosis means is configured to further narrow down the corresponding failure name by taking into account the magnitude of the time change rate of the performance data of the detection item determined to be abnormal in addition to the detection result by the abnormality detection means. Is also good.
[0020]
For example, even when a decrease in fuel oil pressure is detected, if the rate of change is small (changes slowly), for example, clogging of the fuel strainer may be considered, and if the rate of change is large (changes rapidly). In this case, the fuel supply pipe may be leaked or damaged, or the fuel feed pump may be abnormal or damaged. Therefore, in the present invention, by taking into account the magnitude of the time rate of change of the performance data, it is possible to distinguish whether the fuel strainer has been clogged or the fuel supply pipe has leaked oil or has been damaged. This makes it possible to further improve the accuracy of the failure diagnosis.
[0021]
By the way, the data detected by each detecting means has an individual problem depending on the detection site and the type of sensor (type of pressure sensor, temperature sensor, vibration sensor, etc.). For example, if the pressure sensor provided in the fuel supply system detects the fuel pressure without considering the pressure fluctuation caused by the injection of fuel in the pipe by the fuel pump, erroneous detection may frequently occur.
[0022]
Therefore, in the present invention, when one of the detection means is a pressure sensor that detects the pressure of a fuel piping system, by providing a pore portion between the fuel piping system and the pressure sensor, the fuel in the piping is provided. It is characterized in that an average fuel pressure is detected by attenuating pressure fluctuations caused by the fuel pump injection.
[0023]
According to the present invention having such features, in the case of detecting the fuel oil pressure of the fuel supply system, that is, a fuel system failure such as fuel shortage, fuel feed pump breakage, fuel strainer clogging, fuel leak due to fuel pipe breakage, etc. In the case of the detection, by attenuating the pressure fluctuation caused by the injection of the fuel in the pipe by the fuel pump, the detection accuracy of the fuel pressure and the durability of the sensor can be improved.
[0024]
Further, according to the present invention, when one of the detection means is a pressure sensor provided in a crank chamber of the internal combustion engine, a pore portion is provided between the crank chamber and the pressure sensor, whereby the crank chamber is provided. The average pressure in the crankcase is detected by attenuating the pressure fluctuation caused by the movement of the piston or the crank.
[0025]
According to the present invention having such features, in the case of blow-by detection by crankcase internal pressure, that is, in the case of detecting a failure such as seizure of a piston or a crank, a ring abnormality, or a large ring or liner wear by pressure in a crank chamber, By attenuating the pressure fluctuation caused by the movement of the piston and the crank in the crank chamber, the detection accuracy of the crank chamber pressure and the durability of the sensor can be improved. Thereby, the abnormality detecting means can accurately determine the blow-by gas amount from the relationship between the blow-by gas amount and the pressure difference determined in advance with respect to the average difference between the crankcase pressure and the atmospheric pressure outside the device. It is possible to make a good estimation, and it is also possible to accurately diagnose the above-described failure.
[0026]
Further, according to the present invention, when one of the detection means is a temperature sensor installed near a radiator fan of the internal combustion engine, the abnormality detection means determines a temperature of the temperature detected by the temperature sensor and an air temperature outside the device. An abnormality is detected by estimating an air flow rate of the radiator fan based on the temperature difference.
[0027]
According to the present invention having such features, in the case of detecting the air flow rate of the radiator fan, for example, in the case of a packaged generator in which the generator and the engine are integrated, the air temperature outside the package and the air temperature before the radiator or The air flow rate of the radiator fan is estimated from the temperature difference from the subsequent air temperature, and the abnormality of the cooling system is detected. This is because, in a packaged generator, the amount of heat released from the engine or the radiator is proportional to the product of the air flow rate and the temperature difference, so this relationship is used to cause damage to the radiator fan, clogging the radiator, etc. This utilizes the fact that the air temperature difference increases when the air flow rate decreases.
[0028]
Further, in the monitoring / diagnosing system having the above configuration, the abnormality detecting unit and the failure diagnosing unit are connected via a wireless and / or wired communication line, and a detection result of the abnormality detecting unit is transmitted through the communication line. It may be configured to be transmitted to the failure diagnosis means. In this case, the detection means, the normal range value data storage means and the abnormality detection means are provided on the internal combustion engine side, and the failure diagnosis means is mounted on an information processing device installed at a remote place. As a result, the abnormality information of the internal combustion engine can be collected and diagnosed by the information processing device installed at a remote place. However, for example, by providing the failure diagnosis means on the internal combustion engine side or providing the abnormality detection means on the information processing apparatus side, the abnormality detection means and the failure diagnosis means can be integrated into the same device.
[0029]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0030]
FIG. 1 is a functional block diagram showing the system configuration of the monitoring and diagnostic system of the present invention.
[0031]
This monitoring and diagnosis system is roughly divided into various groups of sensors 1 to 4 provided at a detection site of a driven machine (hereinafter, referred to as an “internal combustion engine”) 10 such as an internal combustion engine and a generator, a data collection unit 5, It comprises an abnormality detection unit 6, a failure diagnosis unit 7, a normal range value data storage unit 8, a diagnosis map storage unit 9a, and a guidance map storage unit 9b.
[0032]
The required number of temperature sensors 1a of the temperature sensor group 1 are attached to required locations such as the back side of the main bearing metal, the exhaust pipe of each cylinder, the lubricating oil system, the cooling water system, and the like. Are installed in necessary places such as a lubricating oil system, a cooling water system, an intake air system, a fuel supply system, and a crank chamber of a cylinder block. Each flow sensor 3a of the flow sensor group 3 includes a lubricating oil system, The required number of vibration sensors 4a of the vibration sensor group 4 are mounted in required places such as a main bearing metal, a cylinder block, a gear case, and an exhaust manifold.
[0033]
As shown in the related art, such mounting of each of the sensor groups 1 to 4 has been conventionally performed in the field of the internal combustion engine and is not particularly novel. In addition, collecting data from each of the sensors 1a to 4a itself has been conventionally performed. However, in the present invention, a method for detecting performance data by detecting an arbitrary sensor is devised as described later.
[0034]
The performance data detected by each of the sensor groups 1 to 4 is collected by the data collection unit 5 and then sent to the abnormality detection unit 6.
[0035]
The abnormality detection unit 6 performs weighted moving average processing on the performance data and the outputs from the sensors 1 a to 4 a obtained via the data collection unit 5 and performs normal range value storage in the normal range value data storage unit 8. (This will be described later), an abnormality is detected when the performance data obtained from each of the sensors 1a to 4a is out of the normal range value.
[0036]
The failure diagnosis unit 7 refers to a diagnosis map (which will be described later) stored in the diagnosis map storage unit 9a based on the detection result of the abnormality detection unit 6 and determines the location of the failure of the internal combustion engine 10 and the failure. Diagnose the contents and output the diagnosis result. Further, the failure diagnosis unit 7 extracts countermeasure information from a guidance map (which will also be described later) stored in the guidance map storage unit 9b based on the failure name retrieved from the diagnosis map, and outputs it as a diagnosis result.
[0037]
FIG. 2 shows an example of the structure of the internal combustion engine 10 in the present embodiment.
[0038]
The internal combustion engine 10 of the present embodiment is a so-called packaged generator in which an engine unit 11 and a generator 12 are integrated into a housing 20. A suction port 21 for taking in external air into the housing 20 is provided at an upper right portion of the housing (package) 20, and a part of the air taken in from the suction port 21 passes through the air cleaner 13. After the fuel is burned by the engine unit 11, the fuel is guided to a turbocharger (T / C) 14. The engine unit 11 houses a FO pump (not shown), an FO filter, an LO (lubricating oil) filter, a feed pump (not shown), a radiator, and the like, and is driven via a crankshaft of the engine unit 11. A radiator fan 15 is attached, and a housing (package) 20 downstream of the radiator fan 15 is provided with an outlet 22 for discharging internal air to the outside.
[0039]
-Explanation of normal range value stored in normal range value data storage unit 8-
The normal range value data stored in the normal range value data storage unit 8 is set based on operation initial data during normal operation after the internal combustion engine 10 is installed. That is, the operation data obtained during normal operation of the internal combustion engine 10 differs depending on the installation location, the installation environment, and the like. For example, the operation data obtained during normal operation naturally differs between a case where the vehicle is used in Hokkaido where winter is severe and a case where it is used in Okinawa where summer is hot. Therefore, in the present invention, the data of the normal range value stored in the normal range value data storage unit 8 is set based on the initial operation data obtained during the normal operation after the internal combustion engine 10 is installed. As a result, an appropriate normal range value according to the installation state of the internal combustion engine 10 is set.
[0040]
The method of setting the normal range value will be specifically described focusing on the relationship between the exhaust gas temperature of the internal combustion engine 10 and the engine output.
[0041]
The normal range value data is calculated based on the external environmental conditions (atmospheric temperature, atmospheric pressure, humidity, cooling water temperature, etc.) of the installed internal combustion engine 10 and the magnitude of the output of the internal combustion engine 10 by the following formula. Formulations are made as in (1) to (4).
[0042]
(Equation 1)

[0043]
Then, a normal value is obtained by calculation using the formulas (1) to (4) and operation initial data during normal operation after the internal combustion engine 10 is installed, and a normal value is determined in consideration of an appropriate allowable value. Set the range width. Thus, the coefficient can be determined according to the installation location of the internal combustion engine 10, so that the normal range value (normal range width) can be set more appropriately.
[0044]
It should be noted that the method of detecting an abnormality based on the normal range value is not limited to the exhaust temperature of the internal combustion engine 10 described above, but may be an air supply pressure, a cooling water temperature and a pressure, a seawater pressure, a lubricating oil temperature and a pressure, Applies to most data to be detected, such as fuel oil pressure and flow rate.
[0045]
-Description of abnormality detection unit 6-
FIG. 3 is an example of initial operation data obtained during a normal operation of the internal combustion engine 10 and shows a relationship between the exhaust gas temperature (° C.) and the output (kW) of the internal combustion engine 10. Conventionally, the upper limit temperature is set based on the exhaust gas temperature with respect to the maximum output, and when the upper limit temperature is exceeded, it is determined that there is an abnormality. However, in the present embodiment, the initial operation data is expressed by the above formulas (1) to (1). The normal range value (normal range width) is calculated by applying to (4).
[0046]
FIG. 4 is a graph showing the normal range value (the width indicated by hatching in the figure) obtained by the calculation superimposed on the initial operation data shown in FIG. That is, in the abnormality detection unit 6 of the present embodiment, when the exhaust gas temperature is within the normal range (shaded area) for the output of the internal combustion engine 10 (hereinafter, also referred to as “engine output”), the output of the engine Is determined to be normal, and an abnormality is detected when the value exceeds the normal range value.
[0047]
<Description of weighted moving average>
Here, when the engine output is not stable and the output has a large time change, the normal range value of the performance data with a time delay is simply calculated from the output with a fast change by using the above formulas (1) to (4). If the value is obtained in such a manner, the error is large, and the accuracy of abnormality detection is reduced. Therefore, in the present embodiment, the accuracy of abnormality detection is improved as follows.
[0048]
That is, the performance data obtained from the temperature sensor 1a and the data obtained by performing weighted moving average processing on the output used for calculating the normal value thereof are used. In this case, the weighted moving average processing is set so that the performance data obtained from the temperature sensor 1a and the time change of the output coincide. The moving average processing is performed with a small moving average number for performance data having a large time delay (slow change) with respect to the output, and the moving average processing is performed with a large moving average number for the output used for normal value calculation. . By making the performance and the output change with time in this manner, errors in the normal range are reduced, and the accuracy of abnormality detection is improved.
[0049]
FIG. 5 shows a timing chart of the engine output (kW) and the exhaust gas temperature. The exhaust temperature, which is performance data, is data with a time delay with respect to the engine output having a large load fluctuation. The time delay is particularly noticeable when starting and stopping the engine (that is, in a transient state). Therefore, in a transient state in which the output changes greatly, including when the engine is started and stopped, correct abnormality detection cannot be performed unless this time delay is taken into account.
[0050]
FIG. 6 is a graph showing the relationship between the engine output and the exhaust gas temperature when the load fluctuation is large in the graph shown in FIG. 5 (portion surrounded by a broken line in FIG. 5) by enlarging the time axis. This is the state before the processing is performed. Incidentally, the moving average (output: 1, exhaust temperature: 1) in the figure indicates that neither the output nor the exhaust temperature is subjected to the moving average processing (that is, the moving average number of both the output and the exhaust temperature is 1). I have. Here, the normal range value (normal range width) of the exhaust gas temperature with respect to the engine output calculated by using the above equations (1) to (4) is the fluctuation of the engine output as shown by the thin solid line waveform width in FIG. Fluctuate irregularly according to Then, when the exhaust gas temperature data (indicated by reference numeral 81 in the drawing) detected by the temperature sensor for detecting the exhaust gas temperature is superimposed on this graph, even if there is no abnormality in the exhaust gas temperature, the circled portion in the drawing and As a result of the exhaust temperature data protruding from the normal range value in the black circle portion, an abnormality is detected (erroneously detected) in this portion.
[0051]
On the other hand, FIG. 7 shows the result of performing a moving average process on both the engine output and the exhaust temperature with the same number (the same moving average number for both the output and the exhaust temperature). As a result of performing the moving average processing, the change in the measured data 81 and the output of the exhaust gas temperature are averaged, and the number of erroneous detections is reduced as compared with the case shown in FIG. However, in such moving average processing of the same number of performances and outputs, the time changes of the two do not match, and as a result of the exhaust temperature data 81 protruding from the normal range value in the black circle portion in the figure, abnormality is detected in this portion ( Erroneous detection).
[0052]
On the other hand, FIG. 8 shows the result of performing a moving average process on both the engine output and the exhaust temperature with different numbers (moving average number of outputs = 60, moving average number of exhaust temperatures = 1). As a result of performing such weighted moving average processing, the measured data of the exhaust gas temperature and the time lag of the change of the normal range value almost coincide with each other, and the accuracy of the abnormality detection is higher than that shown in FIG. Is greatly improved, the number of erroneous detections is 0, and the accuracy of abnormality detection when the output fluctuation is large is improved. FIG. 8 also shows, for reference, an engine output (represented by reference numeral 98) that has not been subjected to the moving average process.
[0053]
FIG. 9 shows another case, showing the relationship between the engine output and the exhaust gas temperature when the engine is started.
[0054]
FIG. 10 is an enlarged view of the time axis at the time of startup (portion surrounded by a broken line) in FIG. 9, and both the engine output and the exhaust temperature are moved by the same number (both the output and the exhaust temperature are moving average numbers = 10). The result of performing the averaging process is shown. In this case, as a result of the exhaust temperature data 82 being out of the normal range value in a white circle portion 83 in the figure, an abnormality is detected (erroneously detected) in this portion.
[0055]
On the other hand, FIG. 11 shows the result of performing a moving average process on the engine output and the exhaust gas temperature by a weighted moving average process (moving average number of outputs = 20, moving average number of exhaust temperatures = 1). . As a result of performing the weighted moving average processing, the change in the normal range value takes into account the time delay of the actual measurement data 82 of the exhaust gas temperature. That is, the accuracy of abnormality detection is greatly improved compared to the case shown in FIG.
[0056]
<Description of the present embodiment relating to detection of performance data>
(1) Detection of fuel pressure in fuel supply system
If the pressure sensor 2a provided in the fuel supply system detects the fuel pressure without considering the pressure fluctuation due to the injection of the fuel (FO) pump of the fuel in the pipe, erroneous detection frequently occurs. .
[0057]
FIG. 12 is a schematic diagram of a fuel supply system of the engine unit 11 shown in FIG.
[0058]
In the fuel supply system, a fuel tank (not shown) and an input side of a feed pump 32 provided in a fuel pump (FO pump) 31 are connected by a first pipe 34, and an output side of the feed pump 32 and an input side of the FO filter 33. Are connected by a second pipe 35, and the output side of the FO filter 33 and the input side of the FO pump 31 are connected by a third pipe 36. The output side of the FO pump 31 is connected to a fuel tank (not shown) via a fourth pipe 37.
[0059]
In the fuel supply system having such a configuration, a pressure sensor 2a for measuring fuel oil pressure is attached to an arbitrary pipe (for example, the third pipe 36). However, the fuel oil pressure after the FO filter 33 has a large pressure fluctuation due to spill. Therefore, due to the pressure fluctuation, the accuracy of the pressure measurement decreases, and the life of the pressure sensor 2a also decreases.
[0060]
Therefore, in the present embodiment, the portion of the third pipe 36 immediately after the FO filter 33 is branched, a pressure extracting pipe 38 having a diameter of φ0.3 is connected, and the pressure sensor 2a is connected to the pressure extracting pipe 38. That is, by providing the pressure extraction pipe 38 with the fine pore portion 38a having a diameter of φ0.3, the pressure fluctuation accompanying the injection of the fuel in the pipe by the fuel pump 31 is attenuated to measure the average fuel pressure.
[0061]
FIG. 13 shows an example of the result of measuring the fuel oil pressure in the pipe by the pressure sensor 2a. In the case where the pore 38a is not provided in the pressure extraction pipe 38, the pressure fluctuates in the range of 0.2 to 0.4 MPa as shown by reference numeral 91 in the drawing, When the portion 38a is provided, as shown by reference numeral 92 in the drawing, the pressure fluctuation is improved, and the average fuel pressure can be measured. In this example, the pressure fluctuation can be reduced to 0.02 MPa or less by providing the pore portion 38 a having the aperture φ of 0.3 in the pressure extraction pipe 38. As described above, by attenuating the pressure fluctuation caused by the injection of the fuel in the pipe by the fuel pump 31, the accuracy of detecting the fuel pressure and the durability of the pressure sensor 2a can be improved.
[0062]
(2) Blow-by detection by crank chamber pressure
In the pressure sensor 2a that measures the pressure in the crankcase of the engine 11, when the crankcase pressure is detected without considering the pressure fluctuation due to the movement of the piston or the crank in the crankcase, erroneous detection frequently occurs. become.
[0063]
FIG. 14 is a schematic diagram of a system for measuring the pressure in the crankcase. As an example of the present invention, a portion of an oil supply port 41 to a crankcase (not shown) of the engine 11 is branched to form a pressure extraction pipe having a throttle of φ0.2. 42, and the pressure sensor 2a is connected to the pressure extraction pipe 42. That is, by providing the pressure outlet pipe 42 with the fine hole portion 42a having a diameter of φ0.2, the pressure fluctuation accompanying the movement of the piston or the crank in the crank chamber is attenuated, and the average crank chamber pressure is measured.
[0064]
FIG. 15 shows the result of measuring the pressure in the crankcase by the pressure sensor 2a. In the case where the pore 42a is not provided in the pressure extraction pipe 42, the pressure fluctuates in the range of 0.0 to 0.9 kPa as shown by reference numeral 95 in the drawing, When the portion 42a is provided, as shown by reference numeral 96 in the drawing, the pressure fluctuation is improved, and the average crank chamber pressure can be measured. By attenuating the pressure fluctuation in this manner, the detection accuracy of the crankcase pressure and the durability of the pressure sensor 2a can be improved.
[0065]
As a result, as shown in FIG. 16, the abnormality detecting unit 6 compares the pressure difference between the average crankcase pressure and the atmospheric pressure outside the device with the previously determined blow-by gas amount and the pressure difference. From this relationship, it is possible to accurately estimate the blow-by gas amount, and it is also possible to accurately perform a failure diagnosis in the failure diagnosis unit 7 described later.
[0066]
(3) Detection of air flow rate of radiator fan
In the case of detecting the air flow rate of the radiator fan 15 (see FIG. 2) of the internal combustion engine 10, in the package type generator shown in FIG. 2, the air temperature outside the package and the temperature sensor 1a installed before or after the radiator fan 15 are used. From the temperature difference with the detected air temperature, the air flow rate of the radiator fan 15 is estimated, and the abnormality of the cooling system is detected. This is because, in a packaged generator, the amount of heat radiation from the internal combustion engine 10 and the radiator is proportional to the product of the air flow rate and the temperature difference (air temperature difference × air flow rate∝ (engine + generator) heat release amount). Therefore, by utilizing this relationship, when the air flow rate is decreased due to a failure such as radiator fan damage or radiator clogging, the difference in air temperature is increased.
[0067]
FIG. 17 is a graph showing how the abnormality of the cooling system is detected from the air temperature difference. In this example, when the air flow rate decreases and the air temperature difference exceeds 8 ° C. (circled in the figure) Part), it is determined that the cooling system is abnormal. That is, it is considered that a failure such as damage to the radiator fan 15 or clogging of the radiator has occurred.
[0068]
By configuring the processing in the abnormality detection unit 6 as described above, it is possible to detect abnormality with higher accuracy, and to provide accurate abnormality detection data to the failure diagnosis unit 7 in the next stage. The diagnostic accuracy in the unit 7 can be improved.
[0069]
It should be noted that, as for the abnormality detection processing other than the above, the abnormality detection processing conventionally performed with respect to the internal combustion engine 10 can also be used in the present invention. , A pressure sensor, a vibration sensor, and a flow rate sensor) will not be described.
[0070]
-Description of the failure diagnosis unit 7-
The failure diagnosis unit 7 performs a failure diagnosis using a diagnosis map stored in a diagnosis map storage unit 9a in which each detection item of the abnormality detection unit 6 is associated with a failure name of each part of the internal combustion engine 10, and The diagnosis result is output using the guidance map stored in the guidance map storage unit 9b in which the failure name of each part of the internal combustion engine and the countermeasure information corresponding to the failure name are associated.
[0071]
FIG. 18 shows a data configuration example of the diagnosis map.
[0072]
This diagnostic map has a data configuration in which the vertical items list the failure names, the horizontal items list the abnormality detection names, and the failure names estimated from the abnormality detection names are marked with circles. .
[0073]
Here, the meaning of the content described in each item of the abnormality detection name is summarized in a list format in FIG.
[0074]
The failure diagnosis unit 7 searches the diagnosis map stored in the diagnosis map storage unit 9a for a failure name including the detected item determined to be abnormal, based on the detection result of the abnormality detection unit 6, and compares the failure name with the diagnosis result. Is output as
[0075]
Specifically, referring to the diagnosis map shown in FIG. 18, for example, when the abnormality detection items are three items of “exhaust deviation temperature is large”, “fuel pressure is low”, and “fuel flow is large”, the failure name is If "oil leakage / breakage in fuel supply pipe" is specified and the abnormality detection items are "high exhaust temperature unevenness" and "low fuel oil pressure", the failure name is "oil leakage / breakage in fuel supply pipe". , "Fuel feed pump abnormality / breakage", and "clogging of fuel strainer".
[0076]
As described above, the failure diagnosis unit 7 of the present embodiment searches for a failure name that matches the detection result of the abnormality detection unit 6 from a diagnosis map prepared in advance, so that the failure diagnosis that comprehensively considers the detection result is performed. Diagnose.
[0077]
Further, the failure diagnosis unit 7 further narrows down the corresponding failure name by taking into account the magnitude of the time change rate of the performance data of the detection item determined to be abnormal in addition to the detection result of the abnormality detection unit 6. I have.
[0078]
For example, even when a decrease in fuel oil pressure is detected, if the rate of change is small (changes slowly), for example, clogging of the fuel strainer may be considered, and if the rate of change is large (changes rapidly). In this case, the fuel supply pipe may be leaked or damaged, or the fuel feed pump may be abnormal or damaged. In FIG. 18, a fault name having a large change rate is indicated by 、, and a fault name having a small change rate is indicated by ●.
[0079]
In this way, by taking into account the magnitude of the time change rate of the performance data, it is possible to distinguish between clogging of the fuel strainer, which could not be distinguished until now, and leakage or breakage of the fuel feed pump. Thus, the accuracy of the failure diagnosis is further improved.
[0080]
FIGS. 20A to 20C show examples of the data configuration of the guidance map.
[0081]
This guidance map stores countermeasure information for each failure name, and includes items of a failure factor, inspection, repair, and maintenance.
[0082]
The failure diagnosis unit 7 extracts countermeasure information from the guidance map based on the failure name retrieved from the diagnosis map, and outputs the result as a diagnosis result.
[0083]
Specifically, referring to the guidance map shown in FIG. 20, if the failure name retrieved from the diagnosis map is, for example, “oil leakage / breakage in fuel supply pipe” (see FIG. 20A), the cause of the failure is , "Insufficient joint seal", "Breakage due to large vibration", and "Damage due to large spill pressure" are associated with each other. Damage, fuel pipe vibration and cracks, excessive spill pressure, and fuel pipe vibration and cracks. , “Packing replacement”, “strength reduction, pipe replacement”, “pressure reduction device installation: damping valve, etc.”, and “reinforcement / vibration, replacement of fuel pipe” are associated with each other. As a result of the diagnosis, such a list itself may be displayed on a display unit (not shown), or may be printed out from an output unit such as a printer, or only the contents further narrowed down due to a defect factor may be displayed. Alternatively, it may be printed out. In this case, the contents such as “abnormal contents, abnormality detection, final state” described at the top of each table may be displayed or printed out together. However, the output form is not limited to such a list form, and can be processed into various forms as needed.
[0084]
In the above embodiment, the diagnosis map and the guidance map are configured as separate files and stored in the separate storage units 9a and 9b. However, the diagnosis map and the guidance map are configured as one file as the diagnosis / guidance map and stored in one storage unit. It can be stored.
[0085]
-Another embodiment of the monitoring and diagnostic system of the present invention-
FIG. 21 shows another embodiment of the monitoring and diagnostic system of the present invention.
[0086]
In this monitoring and diagnosis system, the abnormality detection unit 6 and the failure diagnosis unit 7 shown in FIG. 1 are connected via a wireless and / or wired communication line (for example, a packet communication network) N. Is transmitted to the failure diagnosis unit 7 through the communication line N. Specifically, a data collection unit 5, an abnormality detection unit 6, and a normal range value data storage unit 8 are mounted together with the internal combustion engine 10 on a ship 101, for example, and a failure diagnosis unit 7, a diagnosis map storage unit 9a, a guidance map The storage unit 9b is mounted on an information processing apparatus 102 such as a personal computer installed at a remote location, for example, at a service center SS. As a result, the abnormality information of the internal combustion engine 10 can be collected by the information processing device 102 installed in a remote place, and the diagnosis of the internal combustion engine 10 can be performed by the service center SS in the remote place. In the service center SS, the information processing device 102 diagnoses and checks the internal combustion engine 10 to constantly monitor the internal combustion engine 10, and provides various services such as maintenance and repair based on the diagnosis result.
[0087]
【The invention's effect】
According to the failure diagnosis system of the present invention, the data of the normal range value stored in the normal range data storage means is set based on the initial operation data during normal operation after the internal combustion engine is installed. As a result, an appropriate normal range value according to the installation condition of each internal combustion engine is set, and the normal range value set in this way and obtained by each detection means such as a pressure sensor and a temperature sensor. By comparing the performance data with pressure and temperature, the abnormality detection accuracy of the internal combustion engine is improved, and the failure location and the failure content can be diagnosed more accurately.
[0088]
In this case, the normal range value is determined based on the external environmental conditions (atmospheric temperature, atmospheric pressure, humidity, cooling water temperature, etc.) of the installed internal combustion engine and the magnitude of the engine output and the range width of the normal value of each detection portion of the internal combustion engine. Since it is configured to be calculated and calculated by using this formula and the initial operation data during normal operation after the internal combustion engine is installed, the coefficient can be determined according to the installation location of the internal combustion engine, The normal range value can be set more appropriately.
[0089]
Also, the abnormality detection unit is configured to use data obtained by performing weighted moving average processing on the performance data obtained from each detection unit, and, among the performance data obtained from the detection unit, a time delay from the output change. The moving average processing is performed with a small moving average number for performance data having a large (slow change), while the moving average processing is performed with a large moving average number for an output for obtaining a normal range of the performance. Thereby, the accuracy of abnormality detection when the output fluctuation is large can be improved.
[0090]
In this case, the apparatus further includes a diagnosis map storage unit that stores in advance a diagnosis map in which each detection item by the abnormality detection unit is associated with a failure name of each part of the internal combustion engine. Based on the detection result in the above, a fault name including a detection item determined to be abnormal is searched from the diagnosis map. As described above, by searching for a fault name that matches the detection result from the prepared diagnosis map, a highly accurate fault diagnosis can be performed in which the detection result is comprehensively considered.
[0091]
Further, the apparatus further includes a guidance map storage unit that previously stores a guidance map in which a failure name of each part of the internal combustion engine and countermeasure information corresponding to the failure name are stored in advance. Based on the retrieved failure name, countermeasure information is extracted from the guidance map and further output as a diagnosis result. As described above, by extracting the countermeasure information corresponding to the failure name from the guidance map prepared in advance, it is possible to present the work procedure and the like until the repair is finally completed to the field worker or the like. . Therefore, it is possible for on-site workers to carry out immediate and accurate repairs for breakdowns, even if they do not have high specialized knowledge and abundant experience, if they have enough skills to operate the internal combustion engine. Become.
[0092]
Further, the failure diagnosis unit is configured to perform the failure diagnosis in consideration of the magnitude of the time change rate of the performance data of the detection item determined to be abnormal in addition to the detection result of the abnormality detection unit. As a result, the corresponding fault name can be further narrowed down, and the accuracy of the fault diagnosis can be further improved.
[0093]
When one of the detecting means is a pressure sensor for detecting the pressure of the fuel piping system, by providing a pore portion between the fuel piping system and the pressure sensor, the pressure accompanying the fuel pump injection of the fuel in the piping is increased. By detecting the average fuel pressure by attenuating the fluctuation, it is possible to improve the detection accuracy of the fuel pressure and the durability of the sensor.
[0094]
Further, when one of the detecting means is a pressure sensor provided in a crank chamber of the internal combustion engine, by providing a pore portion between the crank chamber and the pressure sensor, the pressure caused by the movement of the piston or the crank in the crank chamber is obtained. The detection accuracy of the crankcase pressure and the durability of the sensor can be improved by attenuating the fluctuation and detecting the average crankcase pressure.
[0095]
Further, when one of the detecting means is a temperature sensor installed near the radiator fan of the internal combustion engine, the abnormality detecting means detects the temperature of the radiator fan based on a temperature difference between the temperature detected by the temperature sensor and the air temperature outside the device. It is configured to detect an abnormality by estimating the air flow rate. Thereby, for example, in a package type generator in which the generator and the engine are integrally incorporated, the air flow rate of the radiator fan is estimated from the temperature difference between the air temperature outside the package and the air temperature before or after the radiator. Thus, an abnormality in the cooling system can be detected.
[0096]
Further, in the monitoring and diagnostic system of the present invention, the abnormality detecting means and the failure diagnosing means are connected via a wireless and / or wired communication line, and the detection result of the abnormality detecting means is transmitted to the failure diagnosing means through the communication line. May be adopted. As a result, the abnormality information of the internal combustion engine can be diagnosed by the failure diagnosis means mounted on the information processing device installed at a remote place.
[Brief description of the drawings]
FIG. 1 is a functional block diagram showing a system configuration of a monitoring and diagnostic system according to the present invention.
FIG. 2 is a schematic configuration diagram illustrating an example of an internal combustion engine according to the present embodiment.
FIG. 3 is a graph showing an example of initial operation data obtained during a normal operation of the internal combustion engine.
FIG. 4 is a graph showing a normal range value obtained by calculation superimposed on the initial operation data shown in FIG. 3;
FIG. 5 is a timing chart showing a relationship between an engine output (kW) and an exhaust gas temperature.
FIG. 6 is a graph showing a relationship between the engine output and the exhaust gas temperature when the load variation is large in the graph shown in FIG.
FIG. 7 is a graph showing the result of performing the same number of moving average processes on both the engine output and the exhaust gas temperature.
FIG. 8 is a graph showing a result of performing weighted moving average processing with engine output and exhaust gas temperature as different moving average numbers.
FIG. 9 is a graph showing a relationship between the engine output and the exhaust gas temperature at the time of starting the engine in a case different from the graph shown in FIG. 5;
FIG. 10 is a graph showing a result obtained by performing a moving average process on both the engine output and the exhaust gas temperature by the same number.
FIG. 11 is a graph showing the result of performing weighted moving average processing on both the engine output and the exhaust gas temperature.
FIG. 12 is a schematic diagram of a fuel supply system of an engine unit.
FIG. 13 is a graph showing a result of measuring a fuel oil pressure in a pipe by a pressure sensor.
FIG. 14 is a schematic diagram of a system for measuring a pressure in a crankcase.
FIG. 15 is a graph showing a result of measuring a pressure in a crankcase by a pressure sensor.
FIG. 16 is a graph showing a relationship between a crank chamber pressure and a blow-by gas amount.
FIG. 17 is a graph showing a state of detecting an abnormality of a cooling system from an air temperature difference.
FIG. 18 is an explanatory diagram illustrating a data configuration example of a diagnosis map.
FIG. 19 is an explanatory diagram summarizing the meaning of contents described in each item of the abnormality detection name in a list format.
FIG. 20 is an explanatory diagram showing a data configuration example of a guidance map.
FIG. 21 is a block diagram showing another embodiment of the monitoring and diagnostic system of the present invention.
[Explanation of symbols]
1 temperature sensor group
1a Temperature sensor
2 Pressure sensor group
2a Pressure sensor
3 Flow sensor group
3a Flow sensor
4 Vibration sensor group
4a Vibration sensor
5 Data collection unit
6 Abnormality detector
7 Failure diagnosis unit
8 Normal range value data storage
9a Diagnostic map storage
9b Guidance map storage
10 Internal combustion engine
11 Engine section
12 generator
13 Air cleaner
14 Turbocharger (T / C)
15 Radiator fan
20 case
21 Suction port
22 Outlet
31 Fuel pump (FO pump)
32 feed pump
33 FO filter
34 1st piping
35 2nd piping
36 3rd piping
37 4th piping
38 Pressure outlet pipe
38a Pore (aperture φ0.3)
41 Refill
42 Pressure outlet pipe
42a Fine hole (diaphragm φ0.2)

Claims (12)

In a monitoring and diagnostic system for an internal combustion engine,
Detecting means for detecting a temperature, a pressure, and the like attached to each of the detection portions of the internal combustion engine,
A normal range value data storage unit that stores in advance a normal range value of performance data set based on operation initial data during normal operation after the internal combustion engine is installed,
By comparing the performance data obtained by detecting the value of each detection site by the detection means by a direct or indirect method and the normal range value stored in the normal range value data storage means, Abnormality detection means for detecting an abnormality when the performance data obtained from each of the detection means is out of a normal range value,
A monitoring diagnosis system comprising: a failure diagnosis unit that diagnoses a failure location and a failure content of the internal combustion engine based on a detection result of the abnormality detection unit. The normal range value is obtained by formulating a normal value of each detection portion of the internal combustion engine as a function of the external environmental condition of the installed internal combustion engine and the magnitude of the engine output. The monitoring and diagnostic system according to claim 1, wherein the system is determined from initial operation data during a later normal operation and is determined in consideration of an allowable range. 3. The monitoring and diagnostic system according to claim 2, wherein a weighted moving average process is performed when an abnormality of the performance data obtained by each of the detection units is detected. The weighted moving average process performs the moving average process with a small number of moving averages on performance data having a large time delay in order to match the time change of the engine output with the time change of the performance data obtained by the detection means. 4. The monitoring and diagnostic system according to claim 3, wherein a moving average process is performed with a large moving average number for an output used for calculating the normal value. A diagnostic map storage unit that stores in advance a diagnostic map in which each detection item by the abnormality detection unit is associated with a failure name of each part of the internal combustion engine,
The failure diagnosis unit searches for a failure name including a detection item determined to be abnormal from a diagnosis map stored in the diagnosis map storage unit based on a detection result of the abnormality detection unit and outputs the result as a diagnosis result. The monitoring and diagnostic system according to any one of claims 1 to 4, wherein: Further provided is a guidance map storage unit that stores in advance a guidance map in which a failure name of each part of the internal combustion engine and countermeasure information corresponding to the failure name are associated,
6. The monitoring and diagnosis system according to claim 5, wherein the failure diagnosis unit extracts countermeasure information from the guidance map based on the failure name retrieved from the diagnosis map and further outputs the result as a diagnosis result. The failure diagnosis means, in addition to the detection result of the abnormality detection means, by considering the magnitude of the time change rate of the performance data of the detection item determined to be abnormal, further narrows the corresponding failure name, characterized in that The monitoring and diagnostic system according to claim 5 or 6, wherein One of the detection means is a pressure sensor for detecting the pressure of the fuel piping system, and by providing a pore portion between the fuel piping system and the pressure sensor, the pressure accompanying the fuel pump injection of the fuel in the piping is provided. 2. The monitoring and diagnostic system according to claim 1, wherein the average fuel pressure is detected by attenuating the fluctuation. One of the detection means is a pressure sensor provided in a crank chamber of the internal combustion engine, and by providing a pore portion between the crank chamber and the pressure sensor, a movement of a piston or a crank in the crank chamber is reduced. The monitoring and diagnostic system according to claim 1, wherein an average crankcase pressure is detected by attenuating the accompanying pressure fluctuation. The abnormality detecting means calculates a blow-by gas amount based on a relationship between a previously determined blow-by gas amount and the pressure difference with respect to a pressure difference between a crankcase pressure detected by the pressure sensor and an atmospheric pressure outside the engine. The monitoring and diagnostic system according to claim 9, wherein an abnormality is detected by estimating the abnormality. One of the detection means is a temperature sensor installed near a radiator fan of the internal combustion engine,
2. The abnormality detection unit according to claim 1, wherein the abnormality detection unit estimates an air flow rate of the radiator fan based on a temperature difference between a temperature detected by the temperature sensor and an air temperature outside the device, and detects the abnormality. Monitoring and diagnostic system. The abnormality detection unit and the failure diagnosis unit are connected via a wireless and / or wired communication line, and a detection result of the abnormality detection unit is transmitted to the failure diagnosis unit through the communication line. And monitoring and diagnostic system.

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