JP2024068189A - Hil emulation system for main engine of automation engine room - Google Patents

Abstract

To provide an HIL emulation system for a main engine of an automation engine room.SOLUTION: A system includes: a server arranged in a centralized control room; a main engine auxiliary system provided inside an engine room; a main engine physical model; and a local control box. The server is utilized for execution of combustion chamber pressure monitoring software and HIL system software. The HIL system software includes: a system maintenance management module; an evaluation function module; a communication function module; a main engine digital model; a fuel injection model; a main engine load model; a main engine heat exchange model; and an interactive type interface. The main engine auxiliary system, the main engine physical model, and the local control box all carry out communication connection with the server. This invention carries out detailed design, technology improvement, and optimizing of the main engine, the main engine auxiliary system, and other additional systems and builds an HIL simulation system for the main engine of an automated engine room organically integrating the simulation system and the automated engine room having merits of both.SELECTED DRAWING: Figure 1

Description

The present invention relates to the technical field of marine engines, and in particular to a HIL simulation system for a main engine in an automated engine room.

The main diesel engine (abbreviated as main engine) is the main power unit of a ship that rotates the propeller attached to it via a shafting device, and transmits the power to the hull to move the ship. It is the largest and most expensive single piece of equipment on a ship. To ensure the safe navigation of the ship, navigation engineers must receive training and evaluation on the operation of the main engine before officially working on the ship.

Currently, relevant universities and the Maritime Safety Bureau mainly use automated engine rooms or imitation systems to conduct relevant operation training. The automated engine room uses the actual main engine and its auxiliary systems, which provides a good on-site operation experience and has a good training effect. However, the actual main engine brings many problems, such as high construction costs, many hidden dangers, heavy pollution emissions, and a large amount of maintenance work.

The advantages and disadvantages of imitation systems are the opposite of automated engine rooms. Common imitation systems include turbine simulators, main engine semi-realistic imitation systems, HIL imitation systems, etc. Although these imitation products have different names, they are essentially similar, and mainly use mathematical models or three-dimensional models to imitate and replace the real main engine. The main engine auxiliary system performs imitation numerically in the turbine simulator, but in the main engine semi-realistic imitation system and HIL imitation system, this is usually omitted and fixed values are input into the mathematical model of the main engine as a limit. In addition, these imitation products form semi-realistic imitation systems by arranging some control panels and peripheral control systems, but due to the difference between the imitation control panel and the real control system, there is little experience in operating the equipment and system on site, and it is difficult to grasp the structure and operating principle of the equipment and system, resulting in incomplete training plans. As a result, the training effect of the imitation system is not as good as that of the automated engine room.

If the two can be properly integrated, it is possible to fully utilize the advantages of the imitation system and the automated engine room and overcome their shortcomings. However, in an automated engine room, all the equipment and systems are real, which necessarily involves the use of real flowing media such as fuel, lubricating oil, compressed air, high-temperature cooling water, and low-temperature cooling water. However, the prior art lacks a technical solution that can fully, rationally, and effectively realize the signal interaction between the real auxiliary equipment and the imitation system of the main engine. In addition, after the main engine imitation model replaces the real main engine, how the fuel consumption, heat exchange of lubricating oil/cooling water, compressed air consumption, etc. will correspond and respond with the related real system is also a major technical obstacle that needs to be overcome.

The present invention provides a HIL simulation system for a main engine in an automated engine room. It solves the technical problem that in the prior art, after the main engine simulation model is replaced with the real main engine, the interaction between the real auxiliary equipment and the main engine simulation system is not effective, and fuel consumption, heat exchange between lubricating oil/cooling water, compressed air consumption, etc. are not consistent. The present invention carries out detailed design, technical improvement and optimization of the main engine, main engine auxiliary system and other auxiliary systems, and organically integrates the simulation system and the automated engine room to build a HIL simulation system for a main engine in an automated engine room that combines the advantages of both.

The HIL simulation system for a main engine in an automated engine room according to one aspect of the present invention includes:
The system includes a server located in a centralized control room, a main engine auxiliary system located in an engine room, a main engine physical model, and an on-site control box;
The server is used to execute combustion chamber pressure monitoring software and HIL system software, the HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface, the combustion chamber pressure monitoring software is used to display the combustion chamber pressure and crankshaft rotation angle data of the diesel engine calculated by the main engine digital model, to confirm the combustion chamber working condition parameters of the diesel engine, and to analyze the operating state of the diesel engine online;
The main engine auxiliary system, the main engine physical model and the on-site control box are all communicatively connected to the server.

Furthermore, the HIL simulation system of the main engine comprises:
The vehicle further includes a main engine remote control system and a monitoring and alarm system, the main engine remote control system and the monitoring and alarm system being both communicatively connected to the server.

On the one hand, the main engine remote control system receives the user's operation command for the imitation main engine, and after making a logical judgment according to the start preparation state, outputs a control signal to the main engine air pressure control system to control the operation of the related solenoid valves, and achieves the logic of the air circuit for remote control starting, stopping and switching of the main engine; on the other hand, it receives the user's operation command for the imitation main engine, and transfers the operation instruction to the engine control system through the HIL system, and finally transmits the control signals for the fuel injection and exhaust valves to the main engine digital model installed in the server via the logical operation of the engine control system.

Furthermore, the main engine physical model includes the relevant fuel, lubricating oil, cooling fresh water and compressed air systems on the main engine, is designed according to the real medium flow, and includes a fuel consumption simulation device and a compressed air consumption simulation device, the fuel consumption simulation device is used to simulate the fuel consumption during the operation process of the real main engine, the compressed air consumption simulation device is used to simulate the compressed air consumption during the operation process of the real main engine, and exhausts the compressed air entering the combustion chamber to the atmosphere.

Furthermore, the fuel injection model must be modeled based on the fuel injection system of the higher-level machine, and must mimic the operation process of the main engine's high-pressure fuel oil pump and the fuel injection process. It must also calculate the injection start angle, injection end angle and fuel consumption. The pressure, temperature and flow rate of the main engine's fuel supply must be collected from on-site sensors by the AMS, and then transmitted to the HIL system via Ethernet.

Furthermore, the main engine heat exchange model is modeled according to the characteristic parameters of the prototype equipment of the main engine and auxiliary system in the engine room, and mainly includes a combustion chamber liner cooling water heat exchange model, a low-temperature fresh water heat exchange model, and a lubricant oil heat exchange model, which imitates the heat exchange between the main engine and the combustion chamber liner cooling water, the low-temperature cooling water, and the lubricant oil, and is used to calculate the parameters of the auxiliary system, such as the outlet temperature of the cooling water and the lubricant oil.

In addition, resistance devices are added to the fuel system, lubricating oil system and combustion chamber liner cooling water system of the main engine physical model to ensure that the pressure gauge indication and the collected signal of the pressure sensor of the main engine model are consistent with those of the real main engine;
Sensors, primitive instruments and secondary instruments are arranged in the main engine physical model based on the requirements of the prototype engine and the HIL simulation system, the secondary instruments are connected to the real system pipelines and installed in the position of the replaced primitive instruments, and the data displayed is the simulation data provided by the HIL system.

Further, the on-site control box includes a main engine side control box, an auxiliary blower control box, and a hydraulic pump control box,
The rotation speed setting value current signal output from the main engine side control box is collected by the I/O board together with the main engine side forced control signal, and then transmitted to the HIL system server via Ethernet;
The appearance and layout of the auxiliary blower control box and the hydraulic pump control box, as well as the gauges, indicator lamps and buttons on them, are consistent with the main engine prototype, and the gauges for output control of the imitation signals required for the auxiliary blower control box and the hydraulic pump control box are made by using the secondary gauges;
An IO board is installed in each control box to realize the emulated operation and interaction of the control box via Ethernet.

Further, the main engine auxiliary system includes a main engine fuel supply system, a main engine combustion chamber liner cooling water system, a main engine low temperature cooling water system, a main engine lubricating oil system, and a main engine compressed air system;
Each auxiliary system is designed and constructed according to the real medium flow and the normal working system reality, the power for the equipment is provided by the ship's power plant, the parameters that need to be emulated and displayed are calculated and output to the display by the HIL system software, and the corresponding instruments utilize the secondary instruments.

Furthermore, the main engine HIL simulation system further comprises an I/O communication board, which is arranged in the equipment of the auxiliary engine room and is used to collect on-site data of the engine room equipment, execute data calculated by the HIL system software on the equipment, and output it to the instrument for display, and the I/O communication board has Ethernet, serial interface and CAN communication interface functions.

The present invention has the following beneficial effects compared to the prior art:

1. The present invention organically integrates the main engine simulation system with the real engine room, and designs the entire system (including all the equipment in the engine room, system piping, control box, instruments, sensors, etc.) according to the layout of the real engine room, ensuring a highly consistent appearance, sound, and operation experience, allowing workers to imagine that they are operating a real ship's main engine, achieving the effect of being very similar to operating a real ship's main engine. Moreover, the present invention solves various problems, such as the high construction costs, many hidden dangers, heavy pollution emissions, and large amounts of maintenance work, of the real engine room compared to the real main engine system.

2. In the present invention, the main engine auxiliary system (including the main engine fuel supply system, the main engine combustion chamber liner cooling water system, the main engine low temperature cooling water system, the main engine lubricating oil system, and the main engine compressed air system) is designed and constructed according to the real medium flow and the actual system in normal operation to ensure consistency with the actual ship system. In addition, a solution is designed for the interaction between the actual auxiliary system and the HIL simulation system to ensure the organic integration of the whole system.

3. The appearance, materials and various pipe connections (fuel, lubricating oil, combustion chamber oil, cooling water, starting air, control air) of the main engine physical model in this invention are consistent with the main engine prototype. Inside the main engine model, resistance devices are added to the fuel system, lubricating oil system and combustion chamber liner cooling water system to ensure that the pressure gauge indication and pressure sensor collection signal of the main engine model are consistent with the real main engine.

4. In the present invention, a fuel consumption simulation device is added to the fuel system piping of the main engine, and a compressed air consumption simulation device is added to the compressed air system, so that the fuel and compressed air consumption are consistent with that of a real diesel engine system.

5. In the present invention, the main engine lubricating oil system, main engine combustion chamber liner cooling water system and main engine low-temperature cooling water system are designed according to the actual system to ensure the authenticity of the working environment. In order to accurately reflect the heat exchange between the main engine and the lubricating oil, combustion chamber liner cooling water and low-temperature cooling water during operation, a lubricating oil heat exchange model, a combustion chamber liner cooling water heat exchange model and a low-temperature fresh water heat exchange model are established, and the temperature display method of the main engine body and the main engine auxiliary system is designed to combine virtual and reality, so that all temperature parameters in the system are consistent with the actual main engine system.

6. The present invention arranges a MOP control station and engine control system for an electronically fuel injected main engine to simultaneously meet the training and evaluation requirements for both conventional and electronically fuel injected main engines.

7. In the present invention, we design and develop a multi-type dedicated communication board that can be flexibly configured according to the number and type of signals, and meet the requirements for collecting and transmitting multiple different types of signals.

In order to more clearly explain the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the accompanying drawings necessary for the description of the embodiments or the prior art. It goes without saying that the following accompanying drawings are some of the embodiments of the present invention, and a person skilled in the art can further obtain other accompanying drawings from these accompanying drawings without creative efforts.

FIG. 1 is a schematic diagram of a HIL simulation system for a main engine of an automated engine room according to the present invention.

In order to clarify the purpose, technical means and advantages of the embodiments of the present invention, the technical means of the embodiments of the present invention will be described clearly and completely below with reference to the drawings of the embodiments of the present invention. However, it goes without saying that the described embodiments are not all the embodiments, but only some of the embodiments of the present invention. All other embodiments that a person skilled in the art can obtain based on the embodiments of the present invention without exerting any creative effort are considered to be within the scope of protection of the present invention.

As shown in FIG. 1, the present invention provides a HIL simulation system for a main engine in an automated engine room. The HIL simulation system for a main engine includes a server arranged in a centralized control room, a main engine auxiliary system installed inside the engine room, a main engine physical model, and an on-site control box. The server is used to execute combustion chamber pressure monitoring software and HIL system software. The HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface. The combustion chamber pressure monitoring software is used to display the combustion chamber pressure and crankshaft rotation angle data of the diesel engine calculated by the main engine digital model, check the combustion chamber pressure parameters of the diesel engine, and analyze the operating state of the diesel engine online. The main engine auxiliary system, the main engine physical model, and the on-site control box are all connected to the server for communication.

The present invention uses a ship's main engine as an imitation object to build an imitation model, and interconnects the main engine physical model, engine control system (abbreviated as ECS), main engine remote control system (abbreviated as RCS), monitoring and alarm system (abbreviated as AMS) and main engine auxiliary system to build a hardware-in-loop system (abbreviated as HIL) of the main engine. The HIL system collects on-site data through sensors and data collection devices, receives operation signals from the main engine remote control system and on-site control box, etc., inputs them into a mathematical model for calculation, obtains the real-time operating status and data of the main engine, and then outputs them to instruments and equipment for operation and display. The overall goal of the HIL system is that when an operator operates the imitation main engine, the HIL system operates in place of the real main engine, and imitates the operating status of the real main engine in real time and exactly like the real thing, so that the operator can imagine that he is operating the real ship's main engine, and achieves the effect of operating the real ship's main engine very closely.

The HIL system can perform all the operating conditions of a real ship's main engine, such as start preparation, starting, acceleration, program load, rotation speed control, emergency operation, deceleration, stopping, shifting, reverse starting, etc., instead of the real main engine. The rotation speed signal generated by the simulation of the HIL system drives the flywheel of the main engine through a frequency conversion motor to simulate the operation of the main engine, and each secondary instrument on the main engine is also controlled by the output signal of the HIL system. The display of thermo-mechanical parameters and acoustic effects of the main engine physical model (including the related fuel, lubricating oil, cooling fresh water and compressed air systems on the main engine) must be consistent with the real thing.

The main engine auxiliary systems (including fuel system, lubricating oil system, combustion chamber liner cooling water system, low temperature fresh water system, compressed air system, etc.) are designed and constructed according to the actual medium flow rate and normal operation of the system, and the power for the equipment is provided by the ship's power plant. The influence of the main engine on the auxiliary systems is displayed through secondary instruments, and the steady-state values and dynamic processes are required to be consistent with the actual main engine.

Specifically, the HIL system mainly includes a set of servers (each including a set of HIL system software and a set of combustion chamber pressure monitoring software), a set of main engine physical models, a set of on-site control boxes, a set of engine control systems (ECS), a set of main engine auxiliary systems, a main engine remote control system, a monitoring and alarm system, a set of MOP control stations (including a set of MOP emulation software), a network switch, a set of amplified audio equipment, and a set of I/O communication boards.

The entire system (including all equipment in the engine room, system piping, control box, instruments, etc.) is designed according to the layout in the real engine room, ensuring a highly consistent appearance and operation experience. Users can control the main engine remote control system and send various control commands to the simulated main engine through the HIL system, but must ensure that the auxiliary systems are working normally. The HIL system collects status data of the auxiliary systems in real time, judges the operating status of the auxiliary systems, and controls the operation of the main engine imitation model accordingly. When the auxiliary system is abnormal, the imitation main engine will act or respond according to the real main engine, ensuring consistency with the ship's real system.

Each module of the system is explained below.

1. Server The server is located on the central control table in the central control room in the engine room. It is composed of one high-performance PC desktop and one computer display unit, and is the core of the entire HIL system. The recommended settings for the PC desktop are as follows: 8-core CPU + 512G, 16G RAM, 250TB SSD P1000 4G discrete graphics.

The server collects local signals, AMS communication data and RCS commands to the main engine in real time, and through calculations in the mathematical imitation model in the HIL system software, outputs the performance parameters of the imitation main engine and auxiliary systems in real time to the secondary instruments in the engine room, the RCS, the AMS and the frequency converters of the drive motors.

The server runs the HIL system software and the cylinder pressure monitoring software. Both software are developed in C# language on the .NET platform, and the interactive interface is developed using the WPF interface framework. The combustion chamber pressure monitoring software is used to tabulate the combustion chamber pressure and crankshaft rotation angle data of the diesel engine calculated by the main engine digital model and display them in the form of a bar graph and a curve graph, thereby checking the combustion chamber pressure parameters of the diesel engine and analyzing the operating state of the diesel engine online. The HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface.

The system maintenance module is equipped with a self-diagnostic program to monitor the operating status of the system, network, and I/O boards in real time, and when a fault occurs, it provides an acousto-optical indication while simultaneously recording and storing operation history and historical data.

The evaluation function module is developed based on weight distribution, parameter threshold identification and fuzzy identification, and can realize intelligent evaluation and scoring of main engine operation. For specific evaluation items, information such as score weights, evaluation period, evaluation element keywords, evaluation function classification, thresholds, etc. can be flexibly arranged in the XML file according to requirements.

The communication function module is developed according to the TCP/IP communication protocol and is used to realize communication with the I/O communication board, ECS system, MOP, AMS and RCS.

The main engine digital model is modeled by the zero-dimensional modeling method of the engine based on the operating principle and characteristic parameters of the upper engine. First, modeling and calibration are performed in MABLAB/SIMULINK. Then, based on the adjusted SIMULINK diesel engine model, the engine mathematical model is developed in C# language. Compared with the implementation of the SIMULINK package file, the main engine digital model developed directly in C# in the system software operates more efficiently and is more flexible in debugging and configuration. The main engine digital model imitates the operation process of the main engine, and calculates and outputs thermomechanical parameters such as the main engine power, scavenging pressure, scavenging temperature, exhaust pipe pressure, exhaust pipe temperature, exhaust temperature of each combustion chamber, turbine rotation speed, and turbine rear temperature in real time. A failure mechanism model is incorporated into the main engine digital model to imitate typical failures of the main engine. The simulated operating parameters of the main engine digital model are basically consistent with the data of the diesel engine, and the start-up, stop-down, shifting, speed regulation and dynamic processes of the main engine digital model are consistent with the real ship, and it has the functions of start-up preparation operation, berthing and departure, constant speed sailing, emergency operation, equipment and system fault analysis. In addition, the control logic method and mathematical model of the main engine auxiliary blower and hydraulic oil system are used to control the auxiliary blower and hydraulic oil pump, and simulate the state and parameter display.

The fuel injection model was developed based on the fuel injection system of the higher-level machine, and determines the fuel supply and flow state by detecting the actual operating state of the main engine, and then imitates the operating process of the main engine's high-pressure fuel oil pump and the fuel injection process, and calculates the injection start angle, injection end angle and fuel consumption. The pressure, temperature and flow rate of the main engine's fuel supply must be collected by the AMS from on-site sensors and then transmitted in real time to the HIL system via Ethernet. The HIL system determines the fuel supply and flow rate through these signals. In other words, the pressure, temperature and flow rate entering the main engine use real signals, and the injection start angle, injection end angle and fuel consumption are calculated through imitation.

The main engine load model is developed by combining the characteristics of the ship and thruster, taking into account various influencing factors such as harsh sea conditions, bottom fouling, draft, and navigation area. It includes a mathematical model of the ship's direct motion and a four-quadrant dynamics model of the propeller, and can mimic the ship's propeller load, realize harmonious operation of the main engine and propeller under various working conditions, and mimic the ship's propulsion conditions under various influences such as harsh sea conditions, bottom fouling, draft, and navigation area.

The main engine heat exchange model is modeled according to the characteristic parameters of the prototype equipment of the main engine and auxiliary systems in the engine room, and mainly includes a combustion chamber liner cooling water heat exchange model, a low-temperature fresh water heat exchange model and a lubricating oil heat exchange model, which imitates the heat exchange between the main engine and the combustion chamber liner cooling water, low-temperature cooling water and lubricating oil, and is used to calculate the parameters of the auxiliary systems, such as the outlet temperatures of the cooling water and lubricating oil.

The combustion chamber liner coolant heat exchange model is established based on the main engine high-temperature cooling water system in the engine room and the main engine characteristic parameters, imitates the cooling performance of the cooling water system for the main engine, calculates the temperature change of the cooling water under various operating conditions of the main engine, and the change discipline of the thermodynamic parameters of the high-temperature fresh water is basically consistent with the data of the prototype or sea test. The AMS needs to collect the pressure and inlet temperature signals of the main engine combustion chamber liner fresh water cooling system from the on-site sensor and then send them to the HIL system server in real time. The combustion chamber liner coolant heat exchange model calculates the cooling water temperature of each combustion chamber outlet and the total pipe of the main engine according to the working conditions of the main engine, and sends it to the on-site secondary instrument via the I/O board for display. The temperature sensor imitation signal for AMS alarm and display is sent from the HIL system server to the AMS via Ethernet.

The main engine equipment that needs to be cooled with low-temperature fresh water includes the main engine air cooler, lubricating oil cooler and combustion chamber liner water cooler. Here, the lubricating oil cooler is cooled with low-temperature fresh water, and then the combustion chamber liner water cooler is cooled, but the main engine air cooler is cooled separately with low-temperature water. The low-temperature fresh water heat exchange model is established based on the main engine low-temperature fresh water system in the engine room and the main engine characteristic parameters, imitating the cooling effect of the low-temperature fresh water system on the main engine air cooler, lubricating oil cooler and combustion chamber liner water cooler, and calculating the temperature change of the cooling water under each working condition of the main engine, and the condition is that the change discipline of the thermodynamic parameters of the low-temperature fresh water is basically consistent with the data of the prototype or sea test. The AMS needs to collect the signals of the pressure of the main engine low-temperature fresh water cooling system and the inlet temperature of the lubricating oil cooler from the on-site sensors and then transmit them to the HIL system server in real time. The low-temperature fresh water heat exchange model calculates the cooling water outlet temperatures of the main engine air cooler, lubricating oil cooler, and combustion chamber liner water cooler according to the main engine working conditions, and sends them to the on-site secondary instruments via the I/O board for display. Temperature sensor imitation signals for AMS alarms and displays are sent from the HIL system server to the AMS via Ethernet.

The lubricant heat exchange model is established based on the main engine lubricant system in the engine room and the main engine characteristic parameters, mimicking the lubricating and cooling effects of the lubricant system and outputting parameters such as the lubricant outlet temperature. The lubricant heat exchange model receives the main lubricant pump on/off signal, the lubricant inlet pressure and the lubricant outlet pressure, and then calculates parameters such as the outlet temperature of each connection point of the main engine lubricant system, sends them to the AMS and displays them on the secondary instruments of the main engine lubricant system.

2. Main Engine Physical Model The appearance, materials and various pipe connections (fuel, lubricating oil, combustion chamber oil, cooling water, starting air, control air) of the main engine physical model are consistent with the main engine prototype.

The main engine physical model has a complete shape and structure. Inside the main engine model, resistance devices are added to the fuel system, lubricating oil system and combustion chamber liner cooling water system to ensure that the pressure gauge display and pressure sensor collected signal of the main engine model are consistent with the real diesel engine system. Outside the main engine model, a fuel consumption simulation device is added to the fuel system pipe, and a compressed air consumption simulation device is added to the compressed air system. The main engine model is arranged with sensors and display instruments based on the prototype and HIL system requirements. In order to control the simulation signal, it is necessary to replace the prototype's primitive instruments with secondary instruments, which are connected to the real system pipes, and the displayed data is the simulation data provided by the HIL system.

The main engine physical model directly drives the output end stub shaft and flywheel to rotate through a frequency conversion motor to imitate the rotation of the main engine, and the frequency conversion motor is placed on the model base. The frequency conversion motor is directly supplied with power from the power grid through the distribution box, and its power consumption is determined according to the main engine and rotation speed.

The main engine side control console of the main engine physical model is designed according to the prototype engine, and can realize main engine side operations including starting, stopping, shifting, and converting the machine-side/remote control positions.

The main engine lathe device and lathe control box are designed according to the prototype machine, and can operate the lathe machine disengagement/engagement and main engine lathe, etc., and can be linked with the gas circuit of the pneumatic control system.

3. On-site control box The on-site control box includes a main engine control box, an auxiliary blower control box, and a hydraulic pump control box.

The rotation speed setting knob on the main engine control box outputs a 4-20mA current signal, which is collected on the I/O board along with the main engine forced control signal, and then sent to the HIL system server via Ethernet.

The appearance and layout of the auxiliary blower control box and hydraulic pump control box, as well as the instruments, indicator lights and buttons on them, are consistent with the main engine prototype, and the original instruments of the HIL imitation signal output control need to be replaced with secondary instruments, the operating time is designed according to the prototype, and controlled by 24V DC. The I/O board installed in the control box can realize the imitation operation and interaction of the control box via Ethernet.

4. Engine control system For electronic fuel injection main engines, an engine control system (ECS) including hardware and software function imitation is arranged. The hardware part retains the prototype ECS control box, and the external shape is similar to the real main engine control system. The internal prototype control device is removed and a special ECS imitation board is installed to realize data collection and output control through communication. The software functions are specifically developed according to the prototype ECS system functions, including main engine rotation speed control, fuel supply control, fuel injection control, start timing, exhaust timing, combustion chamber fuel injection, etc.

5. Main engine auxiliary system The main engine auxiliary system includes the main engine fuel supply system, the main engine combustion chamber liner cooling water system, the main engine low temperature cooling water system, the main engine lubricating oil system, and the main engine compressed air system. All auxiliary systems are designed and constructed according to the real medium flow rate and the normal working system realities, the power for the equipment is provided by the ship's power plant, and the parameters that need to be emulated and displayed are calculated and output to the display by the HIL system software. The corresponding instruments use secondary instruments, and other pressure gauges and temperature gauges use primitive instruments to display the real pressure and temperature values of the system. The corresponding sensor signals are collected by the AMS and sent to the HIL system server via Ethernet.

To mimic the main engine fuel consumption, a valve with a continuously adjustable opening is added to the main engine fuel supply line (after the main engine inlet flow meter and before the main engine outlet flow meter). The HIL system software controls the opening and duration of this valve depending on the main engine working conditions, diverting the fuel flow and thus mimicking fuel consumption.

The cooling water temperature gauges at each combustion chamber outlet and the general line in the main engine combustion chamber liner cooling water system use secondary instruments, and are calculated and displayed by the HIL system software. The other instruments use primitive instruments to collect and display real signals.

The three temperature gauges at the cooling water outlets of the lubricant oil cooler and combustion chamber liner water cooler of the main engine low-temperature cooling water system, and the cooling water outlet of the main engine air cooler, use secondary instruments and are calculated by the HIL system software before being output to the display. The other instruments use primitive instruments to collect and display real signals.

The lubricating oil temperature after the lubricating oil cooler of the main engine lubricating oil system, the outlet temperature of the turbocharger lubricating oil, and the outlet temperature of the piston cooling oil of each combustion chamber of the main engine use secondary instruments and are calculated by the HIL system software before being output to the display. The other instruments use primitive instruments to collect and display real signals.

The main engine compressed air system and air pressure control system are designed according to the real thing and retain the sensors, pressure switches and gauges of the prototype system. In order to simulate the compressed air consumption during the main engine starting process, the compressed air entering the combustion chamber is discharged into the atmosphere. A damping device is installed in the compressed air discharge pipe to avoid noise pollution. In order to avoid possible dangers when discharging high-pressure starting air, a pressure reducing device is installed before the starting air enters the starting control system to reduce the compressed air from 30 bar to 10 bar.

6. Main Machine Remote Control System The main machine remote control system (RCS) utilizes a real RCS system including a safety protection system function. The RCS collects the engaged/disengaged signal of the actual lathe, the service/blocked signal of the main starting valve, the service/blocked signal of the starting air distributor, the control air pressure signal, the starting control air pressure signal, and each starting block signal to determine the starting preparation state, and directly controls the solenoid valves for starting, stopping, forward rotation, and reverse rotation of the pneumatic control system with the electrical signal output by performing logical operations according to the control instructions of the operator, thereby realizing the function of remotely controlling starting, stopping, and direction change. The RCS performs rotation speed limiting according to the command from the operation mobile platform, and then transmits the rotation speed setting value to the HIL system server as a 4-20mA current signal. In addition, the RCS needs to have a failure stopping function and a failure deceleration function, and transmits the related signal to the HIL system server in the form of an opening and closing amount.

7. Monitoring and Alarm System The monitoring and alarm system (AMS) utilizes the real AMS system. The AMS data source includes two parts, one of which is the signal collected from the real system through the sensor. If the signals such as scavenging pressure and temperature, exhaust pressure and temperature cannot be collected from the real system, they are calculated by the digital model of the HIL system and sent to the AMS via TCP communication. The real system parameter signals required by the HIL system are sent from the AMS system to the HIL system server via TCP communication. The AMS can monitor and alarm at least 1,000 points, and realize functions such as displaying, setting, printing, panel operation, extended alarm and grouping, alarm point locking, and measuring point display of system figures and parameters.

8. MOP Control Station For electronic fuel injection main engines, a set of MOP control stations will be deployed that will be used to run the MOP software and will include two independent MOPA and MOPB devices located on a centralized control platform. MOPA and MOPB can run and execute simultaneously, act as redundant backups, and communicate with the HIL system server via Ethernet.

The MOP control station is composed of two 15-inch industrial touch-sensitive integrated computers, with the recommended configuration: Intel high-performance and low-power consumption quad-core CPU, dominant frequency 2.0GHz, 8GB memory, Windows 10 operating system, full-flat 5-wire resistive screen, 15 inches, screen aspect ratio 4:3. Interface types: serial interface, USB, Gigabit Ethernet port, HDMI.

The MOP control station is equipped with MOP interactive emulation software for monitoring the operation of the electronically fuel injected main engine. The MOP software is developed in C# language on the .NET platform, and its interactive interface is developed using the WPF interface framework.

9. Network Switch Two 16-port network switches are installed in the central control room and are used to collect signals from the I/O communication boards.

10. Amplified Sound System One set of amplified sound systems is located in the central control room and the auxiliary machinery room and is used to simulate the sound of the main engines operating.

11. I/O communication board A set of I/O communication boards designed and developed according to the requirements of the HIL system are placed near the related equipment of the auxiliary engine room, and are used to collect field data of the engine room equipment, execute the data calculated by the HIL system software to the equipment, and output it to the instrument for display. The I/O communication board has Ethernet, serial interface and CAN communication interface functions.

The I/O communication board includes three types: a general-purpose distributed signal processing unit (DPU), a distributed parameter emulation processing unit (DPA), and an electronic fuel injection control system emulation board (ECU). The specific settings are as follows:

The DPU includes 32 switching variable outputs (24V DC), 32 switching variable inputs, 8 mimicking variable outputs (4-20mA), and 6 mimicking variable inputs (4-20mA).

The DPA includes 32 emulated variable outputs (4-20mA) and 8 AI variable inputs (4-20mA).

The ECU is an imitation board of an engine's electronic fuel injection control system, and the number and type of paths match those of the actual board.

The emulation system realizes data interaction with on-site equipment, has a data update rate of less than one second, and is capable of continuous dynamic change processes. It can transmit system signals of the main engine and its fuel, lubricating oil, cooling water, etc. to the HIL system, and receive and display system parameters of the diesel engine emulated by the HIL system and its fuel, lubricating oil, cooling water, etc.

Finally, the following should be explained: The above embodiments are merely for the purpose of explaining the technical means of the present invention, and are not intended to limit it. The present invention has been described in detail with reference to the above embodiments, but it is possible to modify the technical means described in the above embodiments or to implement equivalent replacements for part or all of the technical features, and it is obvious to those skilled in the art that such modifications and replacements do not cause the essence of the corresponding technical means to deviate from the scope of the technical means of each embodiment of the present invention.

(Additional Note)
(Appendix 1)
The system includes a server located in a centralized control room, a main engine auxiliary system located in an engine room, a main engine physical model, and an on-site control box;
The server is used to execute combustion chamber pressure monitoring software and HIL system software, the HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface, the combustion chamber pressure monitoring software is used to display the combustion chamber pressure and crankshaft rotation angle data of the diesel engine calculated by the main engine digital model, to confirm the combustion chamber working condition parameters of the diesel engine, and to analyze the operating state of the diesel engine online;
A HIL simulating system for a main engine in an automated engine room, wherein the main engine auxiliary system, the main engine physical model and the on-site control box are all communicatively connected to the server.

(Appendix 2)
The system further includes a main engine remote control system and a monitoring and alarm system, the main engine remote control system and the monitoring and alarm system are all connected to the server in communication with each other,
The HIL imitation system of the main engine in the automated engine room described in Appendix 1 is characterized in that, on the one hand, the main engine remote control system receives the operation command for the imitation main engine from the user, and makes logical judgment according to the start-up preparation state, and then outputs a control signal to the main engine pneumatic control system to control the operation of related solenoid valves, thereby achieving the logic of the pneumatic circuit of the main engine remote control start, stop and conversion; on the other hand, the main engine remote control system receives the operation command for the imitation main engine from the user, and transfers the operation instruction to the engine control system through the HIL system, and finally transmits the control signals of the fuel injection and exhaust valves to the main engine digital model mounted on the server through the logical operation of the engine control system.

(Appendix 3)
The HIL imitation system of the main engine in the automated engine room according to appendix 1, characterized in that the main engine physical model includes related fuel, lubricating oil, cooling fresh water and compressed air systems on the main engine, is designed according to real medium flow, and comprises a fuel consumption imitation device and a compressed air consumption imitation device, the fuel consumption imitation device is used to imitate the fuel consumption during the working process of the real main engine, the compressed air consumption imitation device is used to imitate the compressed air consumption during the working process of the real main engine, and exhausts the compressed air entering the combustion chamber to the atmosphere.

(Appendix 4)
The HIL imitation system of the main engine in the automated engine room described in Appendix 1, characterized in that the fuel injection model is modeled based on the fuel injection system of a host machine, imitates the operating process and fuel injection process of the main engine high-pressure fuel oil pump, calculates the injection start angle, injection end angle and fuel consumption, and the pressure, temperature and flow rate of the main engine fuel supply collected by the AMS from the on-site sensor need to be transmitted to the HIL system via Ethernet, so that the HIL system can judge the fuel supply and flow situation and calculate the injection start angle, injection end angle and fuel consumption.

(Appendix 5)
The main engine heat exchange model is modeled according to the characteristic parameters of the prototype equipment of the main engine and auxiliary system in the engine room, and includes a combustion chamber liner cooling water heat exchange model, a low-temperature fresh water heat exchange model and a lubricant oil heat exchange model, which is used to simulate the heat exchange between the main engine and the combustion chamber liner cooling water, the low-temperature cooling water and the lubricant oil, and calculate the parameters of the auxiliary system, such as the outlet temperature of the cooling water and the lubricant oil;
The AMS must transmit the pressure and inlet temperature signals of the main engine combustion chamber liner fresh water cooling system collected from the on-site sensor to the HIL system server in real time, and the combustion chamber liner coolant heat exchange model calculates the coolant temperature of each combustion chamber outlet and the total pipe of the main engine according to the working conditions of the main engine, and sends it to the on-site secondary instrument via the I/O board for display;
The pressure of the low-temperature fresh water heat exchange model collected by the AMS from the on-site sensor must be sent to the HIL system server in real time, and the low-temperature fresh water heat exchange model calculates the temperature of the air cooler of the main engine according to the working conditions of the main engine, and sends it to the on-site secondary instrument via the I/O board for display;
The HIL imitation system of the main engine in the automated engine room described in Appendix 1, characterized in that the lubricant heat exchange model receives the on/off signal, lubricant inlet pressure and lubricant outlet pressure of the main lubricant pump, calculates parameters such as the outlet temperature of each connection point of the main engine lubricant system, transmits them to the AMS and displays them on the secondary instruments of the main engine lubricant system.

(Appendix 6)
Add resistance devices to the fuel system, lubricating oil system and combustion chamber liner cooling water system of the main engine physical model to ensure that the pressure gauge indication and the collected signal of the pressure sensor of the main engine model are consistent with those of the real main engine;
A HIL simulation system for a main engine in an automated engine room as described in Appendix 1, characterized in that sensors, primitive instruments and secondary instruments are arranged in the main engine physical model based on the requirements of the prototype aircraft and the HIL simulation system, the secondary instruments are connected to real system pipelines and installed in the position of the replaced primitive instruments, and the displayed data is the simulation data provided by the HIL system.

(Appendix 7)
The on-site control box includes a main engine side control box, an auxiliary blower control box, and a hydraulic pump control box,
The rotation speed setting value current signal output from the main engine side control box is collected by an I/O board together with the main engine side forced control signal, and is transmitted to a HIL system server via Ethernet;
The appearance and layout of the auxiliary blower control box and the hydraulic pump control box, as well as the gauges, indicator lamps and buttons on them, are consistent with the main engine prototype, and the gauges for output control of the imitation signals required for the auxiliary blower control box and the hydraulic pump control box are made by using the secondary gauges;
The HIL simulation system for the main engine of an automated engine room described in Appendix 1, characterized in that an I/O board is installed in each control box to realize the simulated operation and interaction of the control box via Ethernet.

(Appendix 8)
the main engine auxiliary system includes a main engine fuel supply system, a main engine combustion chamber liner cooling water system, a main engine low temperature cooling water system, a main engine lubricating oil system, and a main engine compressed air system;
The HIL imitation system of the main engine of the automated engine room described in Appendix 1, characterized in that each auxiliary system is designed and constructed according to the real medium flow and the normal operation of the system itself, the power for the equipment is provided by the ship's power plant, the parameters that need to be imitated and displayed are calculated by the HIL system software and output to the display, and the corresponding instruments utilize the secondary instruments.

(Appendix 9)
The HIL imitation system for the main engine of an automated engine room described in Appendix 1, further comprising an I/O communication board, the I/O communication board being arranged in an equipment of the auxiliary engine room and used to collect on-site data of the engine room equipment, execute data calculated by the HIL system software to the equipment, and output it to the instrument for display, the I/O communication board having Ethernet, serial interface and CAN communication interface functions.

Claims (9)

The system includes a server located in a centralized control room, a main engine auxiliary system located in an engine room, a main engine physical model, and an on-site control box;
The server is used to execute combustion chamber pressure monitoring software and HIL system software, the HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface, the combustion chamber pressure monitoring software is used to display the combustion chamber pressure and crankshaft rotation angle data of the diesel engine calculated by the main engine digital model, to confirm the combustion chamber working condition parameters of the diesel engine, and to analyze the operating state of the diesel engine online;
A HIL simulating system for a main engine in an automated engine room, wherein the main engine auxiliary system, the main engine physical model and the on-site control box are all communicatively connected to the server. The system further includes a main engine remote control system and a monitoring and alarm system, the main engine remote control system and the monitoring and alarm system are all connected to the server in communication with each other,
The HIL imitation system of main engine in automated engine room according to claim 1, characterized in that, on the one hand, the main engine remote control system receives the operation command for the imitation main engine from the user, and performs logical judgment according to the start preparation state, and then outputs a control signal to the main engine pneumatic control system to control the operation of related solenoid valves, thereby achieving the logic of the pneumatic circuit of the main engine remote control start, stop and conversion; on the other hand, the main engine remote control system receives the operation command for the imitation main engine from the user, and transfers the operation instruction to the engine control system through the HIL system, and finally transmits the control signals of the fuel injection and exhaust valves to the main engine digital model mounted on the server through the logical operation of the engine control system. The HIL imitation system for a main engine in an automated engine room as described in claim 1, characterized in that the main engine physical model includes related fuel, lubricating oil, cooling fresh water and compressed air systems on the main engine, is designed according to real medium flow, and includes a fuel consumption imitation device and a compressed air consumption imitation device, the fuel consumption imitation device is used to imitate the fuel consumption during the operation process of the real main engine, the compressed air consumption imitation device is used to imitate the compressed air consumption during the operation process of the real main engine, and exhausts the compressed air entering the combustion chamber to the atmosphere. The HIL imitation system for the main engine in the automated engine room described in claim 1, characterized in that the fuel injection model is modeled based on the fuel injection system of a higher-level machine, imitates the operating process and fuel injection process of the main engine's high-pressure fuel oil pump, calculates the injection start angle, injection end angle and fuel consumption, and the pressure, temperature and flow rate of the main engine's fuel supply collected by the AMS from the on-site sensor must be transmitted to the HIL system via Ethernet, and the HIL system then determines the fuel supply and flow conditions and calculates the injection start angle, injection end angle and fuel consumption. The main engine heat exchange model is modeled according to the characteristic parameters of the prototype equipment of the main engine and auxiliary system in the engine room, and includes a combustion chamber liner cooling water heat exchange model, a low-temperature fresh water heat exchange model and a lubricant oil heat exchange model, which is used to simulate the heat exchange between the main engine and the combustion chamber liner cooling water, the low-temperature cooling water and the lubricant oil, and calculate the parameters of the auxiliary system, such as the outlet temperature of the cooling water and the lubricant oil;
The AMS must transmit the pressure and inlet temperature signals of the main engine combustion chamber liner fresh water cooling system collected from the on-site sensor to the HIL system server in real time, and the combustion chamber liner coolant heat exchange model calculates the coolant temperature of each combustion chamber outlet and the total pipe of the main engine according to the working conditions of the main engine, and sends it to the on-site secondary instrument via the I/O board for display;
The pressure of the low-temperature fresh water heat exchange model collected by the AMS from the on-site sensor must be transmitted to the HIL system server in real time, and the low-temperature fresh water heat exchange model calculates the temperature of the air cooler of the main engine according to the working conditions of the main engine, and transmits it to the on-site secondary instrument via the I/O board for display;
The HIL imitation system of the main engine in the automated engine room as described in claim 1, characterized in that the lubricant heat exchange model receives the on/off signal, the lubricant inlet pressure and the lubricant outlet pressure of the main lubricant pump, calculates parameters such as the outlet temperature of each connection point of the main engine lubricant system, transmits them to the AMS, and displays them on the secondary instruments of the main engine lubricant system. Add resistance devices to the fuel system, lubricating oil system and combustion chamber liner cooling water system of the main engine physical model to ensure that the pressure gauge indication and the collected signal of the pressure sensor of the main engine model are consistent with those of the real main engine;
The HIL simulation system of the main engine of the automated engine room as claimed in claim 1, characterized in that sensors, primitive instruments and secondary instruments are arranged in the main engine physical model based on the requirements of the prototype engine and the HIL simulation system, the secondary instruments are connected to real system pipes and installed in the position of the replaced primitive instruments, and the displayed data is the simulation data provided by the HIL system. The on-site control box includes a main engine side control box, an auxiliary blower control box, and a hydraulic pump control box,
The rotation speed setting value current signal output from the main engine side control box is collected by an I/O board together with the main engine side forced control signal, and is transmitted to a HIL system server via Ethernet;
The appearance and layout of the auxiliary blower control box and the hydraulic pump control box, as well as the gauges, indicator lamps and buttons on them, are consistent with the main engine prototype, and the gauges for output control of the imitation signals required for the auxiliary blower control box and the hydraulic pump control box are made by using the secondary gauges;
The HIL simulation system for the main engine of an automated engine room as claimed in claim 1, characterized in that an I/O board is installed in each control box to realize the simulation operation and interaction of the control box via Ethernet. the main engine auxiliary system includes a main engine fuel supply system, a main engine combustion chamber liner cooling water system, a main engine low temperature cooling water system, a main engine lubricating oil system, and a main engine compressed air system;
The HIL simulating system of the main engine of the automated engine room as described in claim 1, characterized in that each auxiliary system is designed and constructed according to the real medium flow and the normal operation of the system itself, the power for the equipment is provided by the ship's power plant, the parameters that need to be simulated and displayed are calculated and output to the display by the HIL system software, and the corresponding instruments utilize the auxiliary instruments. The HIL simulating system for the main engine of an automated engine room according to claim 1 further comprises an I/O communication board, which is arranged in the equipment of the auxiliary engine room and is used to collect on-site data of the engine room equipment, execute data calculated by the HIL system software on the equipment, and output it to the instrument for display, and the I/O communication board has Ethernet, serial interface and CAN communication interface functions.