JPH10131801A - Internal combustion engine of multicylinder type - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine with an electronic controller whose error allowance is extremely large so that the fear of operation stop caused by failure in the controller is made the minimum. SOLUTION: A marine propulsion engine is equipped with several central engine controllers 4 distributed on cylinders 2, and a controller having several cylinder interface units 5 and giving control signals to a cylinder components actuator. Two mutually independent sensors 3 detect the angle position of a crank shaft and the movement thereof. Two independent communication lines 6 communicate the engine controllers 4 with the interface units 5, and if necessary with the sensors 3. At the time of normal operation of the controller, the interface 5 of the cylinder receives signals from both first and second central engine controllers 4 and confirms the effectiveness of signal received from the engine controller in relation with a switch function part.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a first engine central control unit and at least an actuator provided on a cylinder for injecting fuel into the cylinder depending on a signal received from an engine control unit. A number of cylinder interfaces for providing control signals to
A multi-cylinder internal combustion engine with an electronic control unit, in particular a two-stroke cross for propulsion of a ship, wherein the control unit provides control signals to the actuators of the exhaust valves of the cylinders and also to the actuators of the other cylinder components. It relates to a head type engine.

[0002]

2. Description of the Related Art Electronic control systems for internal combustion engines have long been known. For example, U.S. Pat. No. 4,009,695 describes a four-stroke gasoline engine that includes an exhaust valve, an intake valve, and an electronic control unit that electronically controls fuel supply and ignition. This patent refers to such a control device as an "electronic camshaft" and fully describes its advantages, including the fact that it is not necessary to set the number of opening and closing of the valve depending on the current operating mode of the engine. I have. Electronic control of all actuators, directly from a single central engine controller, based on signals received regarding fuel quality, air density, crankshaft movement, desired engine power, and current engine performance Done. The described control device is
It is very susceptible to ambient conditions, and failure of the processor results in interruption of control of the entire engine.

[0003] US Patent No. 4,933,862 describes a four-stroke engine in which the engine fuel supply, air supply and exhaust gas recirculation are electronically controlled. The control is divided and the calculation of the signal for this purpose is largely performed by auxiliary equipment distributed with the processor for each cylinder or for each pair of cylinders. It is described that if part of this calculation is allocated to more processors, the operational reliability of the engine is improved, and even if one processor fails, the engine does not necessarily stop.

In an attempt to improve the operational reliability of the first type of two-stroke diesel engine described above, EP 0509509 discloses that a single central engine control unit has a single central engine control for each cylinder. And an electronic controller that outputs at least two control signals to control the fuel injectors and exhaust valves of the cylinder.
The central engine control unit outputs signals to the cylinder control unit regarding fuel quality, fuel timing, exhaust valve timing, and crankshaft movement. When the engine control unit fails, all the cylinder control units are affected by the stoppage of the signal supply, and the engine stops. Furthermore, if the control device fails, it is naturally necessary to deactivate the cylinder, especially when the control device has a built-in cylinder lubrication function, it is usually necessary to temporarily stop the engine. There is a disadvantage. If one cylinder is not lubricated, the piston will not be able to operate in the unlubricated cylinder liner, and it will be necessary to remove the piston from the crankshaft before re-starting the engine. If the cylinder is correctly removed, the control described above has the advantage that the engine can be restarted so that it can be operated by other cylinders, but if that engine is a ship propulsion engine, Stopping, even temporarily, is highly undesirable or unacceptable.

By using two processors and placing one of them in a so-called energized standby state, ie by constantly supplying the same input signal as the operating processor, an electronic device comprising a central processor is provided. The operational reliability of the type control device can be improved. The active processor is monitored by a switching device which, if a fault is identified, switches its control device to a standby processor in a standby state and immediately activates the standby processor. Can be. Since such switching devices can also fail, the control device lacks the essential operational reliability required when controlling a ship's propulsion engine.

It is further known to provide an electronically controlled marine engine with a fully mechanically operated stand-by device, such as, for example, WO 94/29577, but in this case undesired high costs and costs. Become.

[0007]

SUMMARY OF THE INVENTION It is an object of the present invention to provide an internal combustion engine with an electronic control unit, which has a very high tolerance for errors and thus minimizes the risk of shutting down due to a control unit failure. To provide.

[0008]

SUMMARY OF THE INVENTION In view of this, the engine according to the invention comprises at least another central engine control, the control of which functions in parallel with the first central engine control, and a crankshaft control. At least first and second mutually independent sensor devices for detecting the angular position and its movement, and at least two separate communication lines between the central engine control and the cylinder interface; The first sensor device is connected to another communication line other than the second sensor device, and during normal operation of the control device, the interface of the cylinder has a signal from both the first and second central engine control devices. And the interface of the cylinder is associated with a selection function part for confirming the validity of the signal received from the engine control device. That.

[0009] Together, the use of at least two central engine controls which, during normal operation, signal the interconnects of the cylinders via at least two separate communication lines allows for tolerances to errors in the control. The degree can be extremely large. The reason is that even if an error occurs in one engine control device or one communication line, the operation of receiving a signal in the interface of the cylinder does not stop. Therefore, even if one engine control device fails or one communication line fails, the operation of the engine can be continued in a state in which all cylinders are completely controlled electronically. During normal operation, several engine controllers output signals via their communication lines. Therefore, even if one engine controller fails, the signal from the other engine controller remains in the cylinder. Available directly to the interface.
In this manner, when one engine control device fails, the flow of control signals at a specific point in time when the failure occurs is prevented from being stopped. This is usually important for the control of cylinders which contain signals which are time critical.

For the present invention, it is essential that the selection function be associated with the interface of the cylinder, not the central engine control, because the function of confirming the validity of the signal output from the engine control is a function of the cylinder. Is distributed on the engine cylinder in the same manner as when the interface is distributed on the cylinder. If one device performing this selection function fails, the failure only affects the engine cylinders that are controlled depending on the signals transmitted by that device (the device in which the selection function failed). Similarly, if the interface fails, the failure affects only the engine cylinder that is wholly or partially controlled by the controller in which the failure occurred.

[0011] Further, the structure of the control device having at least two mutually independent sensor devices for detecting the angular position and the movement of the crankshaft is provided so that when one of the sensor devices fails, the engine continues to operate. To be able to

After a number of normal cylinder failures due to a local failure of the control unit cylinder (eg, a failure caused by a malfunction in the cylinder interface), the piston may reciprocate for an extended period of time. It is indispensable to keep the inside of the cylinder lubricated to continue the operation. It is also possible within the scope of the invention to temporarily stop the engine in order to remove the piston in the usual way and then to operate the engine with the cylinder removed. In one preferred embodiment, the engine ensures that operation is continued when the interface fails, and that the cylinder is provided by an interface of at least two different cylinders, preferably a cylinder interface associated with an adjacent pair of cylinders. Since the cylinder lubrication state is controlled, there is no need to temporarily stop the operation. When one of the interfaces fails, lubrication at the lubrication point controlled by that interface stops, but lubrication at the lubrication point controlled by the other interface is maintained, thereby maintaining an oil film on the inner surface of the cylinder lining. This prevents the piston from operating inside the cylinder in a non-lubricated state. By controlling the lubrication of the lubrication points in both the cylinders of the device itself and the adjacent cylinders by the interface of the adjacent pair of cylinders, the communication lines are shortened and the number of interfaces is relatively small, e.g. cylinders Only one device is required. Also, the interface of at least two different cylinders associated with the same cylinder
It is also possible to control the cylinder lubrication state of one cylinder.

Also, the cylinder lubrication state of one cylinder, whether physically located within a single or several interfaces of the same or more cylinders, is determined by at least two cylinders per cylinder. It is further possible to control by a separate control processor. If lubrication is controlled by two different interfaces in the manner described above, the control is performed by two control processors.

Controlling a portion of lubrication for a cylinder when a failure of another processor or cylinder interface that controls another portion of cylinder lubrication is detected.
An interface between two processors or cylinders can supply the surplus lubricant. If combustion residue is generated, a considerable amount of lubricating oil in the cylinder will be consumed,
Continuing operation in this manner is particularly advantageous if the fault condition does not interrupt combustion in the cylinder. If cylinder combustion is interrupted, the amount of excess lubrication at the remaining effective lubrication points may be less.

[0015] Each of the cylinder interfaces may optionally include at least one communication and control processor, which based on signals received from the first and / or second central engine controls.
The signal processing for determining the control signal of the actuator is performed. Performing the calculations in this interface in a distributed manner improves the reliability of the control unit. This is because the calculation is performed as close as possible to the point of use, and at the same time, depending on the nature of the calculation, the amount of signal transmission in the communication line can advantageously be reduced. . The signals received from the engine control preferably include basic parameters such as the current operating mode and the position of the crankshaft included in the calculation of the actuator control signals.

[0016] The engine control device includes a steering signal received from a bridge of the ship, a signal related to a propeller pitch,
Suitably, the point is to collect an external adjustment signal, such as a command given by the engine operator. Such a signal is sent to the cylinder interface along with a signal for selecting one of several possible predetermined modes of operation.

In one preferred embodiment, the engine controller calculates a load dependent fuel supply, while a signal processor in the control processor generates a desired injection process and associated control signals. calculate. The computation of both types is a significant burden on the processor, so splitting this computation firstly has the effect of allocating the processor load to a suitably quick acting type of controller. Is obtained. Second, when setting the fuel supply to individual cylinders, statistical errors arising from differences in the physical injectors of each cylinder must be taken into account. This includes differences in nozzle area of the fuel injectors, differences in their opening and closing pressures, differences in the amount of fuel pump leakage, and differences in the flow resistance of the pipe connections between the pump and the injectors. . Also, the amount of fuel supply must take into account the engine speed (RPM) that changes during a single engine revolution. For this reason, the supply must be made on the basis of the average RPM. The calculation of the supply includes the integration factors (addition or calculation of the integral term) used in the calculation of all cylinders, and corrects for errors that occur over a long period of time, such as several engine revolutions. Can be compensated for statistical errors. By calculating this supply in the control unit of the engine, the integration factor obtained in the previous calculation can be used directly in the current calculation. By calculating the injection process in the interface, a time-dependent supply can be determined and the desired amount of fuel can be injected during one engine cycle.
One example is to divide the supply into a pre-injection and a main injection or into some intermittent injections. In the simpler embodiment, where the injection is performed in a substantially constant amount, the interface does not calculate any of the injection process.

In another embodiment, the basic parameters received from the engine controller include data regarding the current and desired engine load, and the control processor determines the load dependent fuel supply and associated actuator actuators. The control processor calculates at least one of the control signals and outputs a signal to the other cylinder interface and / or at least one of the engine controls that is used to correct for a statistical error in the fuel supply to the cylinder. . This output signal is typically the integration factor described above, which is part of the calculation of the supply signal. This signal can be circulated to all devices or specifically called out to one or more devices by means of a sign.

The cylinder interface preferably includes a timing processor for synchronizing control signals with crankshaft position. This design with a separate timing processor reduces the burden on the control processor and facilitates the processing of signals taking place within the cylinder interface. This is particularly advantageous if the cylinder interface receives signals directly from multiple sensor devices.

It is also possible to facilitate the processing of signals within the cylinder interface by providing the cylinder interface with a separate auxiliary processor that controls the injection of fuel. Calculations for control signals for fuel injection are the most burdensome on the interface, and decoupling such calculations so that they can be performed in a separate auxiliary processor means that the cylinder actuator must It allows the fastest calculation of all required control signals.

In one preferred embodiment, at least two of the mutually independent sensors supply signals to both the central controller and directly to the cylinder interface. This has the advantage that the signal intended for calculating the current angular position of the crankshaft and its movement is made available for all devices. This makes it possible to determine the timing signal in all devices independently of the other devices, and this increases the reliability of the operation of the control device.

[0022] In an alternative embodiment, which allows to simplify the wiring between the sensors and the associated devices, at least two mutually independent sensors are exclusively connected directly to the engine control. Supply the signal. Based on the signals from these sensors, the engine controller calculates the current angular position of the crankshaft and its movement, and is required to actuate the actuator at the correct timing relative to the cylinder interface. Provide a signal. Each of the sensors preferably provides a signal to both engine controls.

In a further development of this alternative embodiment, both the engine controller and the cylinder interface have mutually synchronized clocks, and the cylinder interface receives from the engine controller. The signals are associated with data about when to generate control signals for the individual actuators. The cylinder interface can then perform the necessary signal processing to provide the actuator control signal before generating the signal, after which its own local clock generates the predetermined signal to generate the signal. When the time point is reached, a control signal is generated.

In yet another embodiment, the engine controller completes the calculation of the signal for the purpose of controlling at least one of the actuators of the cylinder interface and a predetermined time before the actuator is actuated.
Upon generating the signal, the cylinder interface exclusively validates the signal and sends the signal to the actuator. As a result, the structure of the cylinder interface becomes very simple, and the calculation of the signal is performed by the engine control device. The predetermined time must be a period corresponding to the time required to send the signal to the interface and the time required to confirm validity. In this case, the interface does not need to control the generation of a signal to the actuator with respect to the local clock, but only needs to send that signal immediately.
However, the predetermined time is preferably considerably longer, and the actuation of the actuator is synchronized with the engine cycle using a locally synchronized clock as described above, so that the controller is more accurate Becomes
In addition, the control device is less susceptible to a change in the amount of signal transmission that occurs when a failure occurs in many components.

Each of the cylinder interfaces distributed to the cylinders can operate on several cylinders, for example, two or three cylinders.
This reduces the total number of interfaces to a particular engine and reduces the cost of the controller, but at the same time reduces the reliability of operation and if one interface fails, some engine cylinders have Affects. For this reason, in order to realize an engine with extremely high operational reliability, it is preferable that at least one cylinder interface exists for each cylinder.

It is possible to design the engine according to the invention such that at least one of the actuators associated with the cylinder interface can act on at least two cylinders. In one example, an actuator-driven lubricator with several supply pistons operated simultaneously supplies lubricating oil to lubrication points in one or more cylinders, so that in a simple manner at least two different lubrication points are provided. The interface allows one cylinder to lubricate the cylinder. If one interface acts on one or more cylinders, the fuel injection actuator preferably acts on two cylinders, and the exhaust valve actuator can act on two cylinders. In this case, the number of cylinder interfaces can be equal to the number of actuators of the same type.

[0027]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to extremely simplified drawings. For simplicity, the following description of different embodiments uses the same reference numerals for components having the same function.

FIG. 1 shows a crosshead type large low-speed 2
A stroke diesel engine is indicated generally by the reference numeral 1. The engine can be a ship propulsion engine or a stationary generator driven engine that generates power to the power network. The engine generally has a large number of cylinders, 4 to 14 cylinders, in the example shown, six cylinders 2, each of which has an exhaust valve, a fuel system having a fuel injection arrangement, and a cylinder. It has a lubrication point, a start or control air valve, and sensors to monitor cylinder operation, such as cylinder pressure, exhaust temperature and pressure, and temperature of selected cylinder components. The controlled components of the cylinder are driven, typically hydraulically, by actuators not shown. The individual components with the associated actuators are of the prior art and need not be described in detail. Today, engine power per cylinder is typically in the range of 400-5900 kW. The low speed engine in the present application has a nominal speed between 30 and 20.
An engine in the range of 0 RPM is assumed. However, the present invention provides a rotational speed of 100 to 1000 RPM.
And the output per cylinder is 100-1000k
It is also applicable to W, a medium-speed four-stroke engine for ship propulsion. In this case, each of the cylinders also has a suction valve.

The electronic control of the engine comprises several sensor devices 3 for detecting the current angular position of the crankshaft and its movement, several central engine controls 4,
Several cylinder interfaces 5 and the devices 4, 5
And some communication lines 6 between them.

These sensor devices 3 are well known in the art and may be of the electromagnetic-electronic type, for example an optical incremental encoder, or of the opto-electronic type.
This optical incremental encoder detects, for example, that one or more sensors have passed a measurement point arranged on a member that follows the rotation of the crankshaft. For example, axis 1
Per revolution, 2048 measurement points can be provided and a zero pulse generator can be provided. These measurement points can also be coded depending on their position on the axis. In that case, a zero pulse generator is not required. Based on the collected clock signal, the current angular position, angular velocity and acceleration of the axis can be determined in a known manner. The at least two sensors are mechanically independent of each other and can be located, for example, at respective ends of the engine.

The engine control unit 4 is a central processor which receives global monitoring and adjustment signals from several sensors mounted on the engine unit and from external units, this processor being connected to the cylinder interface 5. And signals to common engine equipment such as combustion, water and hydraulic supply pumps, auxiliary blowers, control air compressors and the like.

The engine control device 4 is provided with, for example, a monitoring signal 7 from a turbine supercharger system, a scavenging system, a system for supplying liquid fluid to a cylinder actuator, a fuel supply system, a shaft and a propeller system, and an interface of a cylinder. Receive. Some typical signal types are listed below. In the case of a turbocharger system, the signal can be related to intake and exhaust parameters such as speed (RPM), turbocharger vibration parameters, temperature and pressure. The signal from this scavenging system is
Typically, pressure and temperature measurements in a scavenge receiver. The hydraulic signal is typically a measure of the supply pressure. The signals from the fuel supply system can be related to the temperature and pressure of the fuel supplied to the cylinder, as well as parameters of the quality of the fuel. The signals from the shaft and propeller system can be related to the shaft speed (RPM), in the case of a CP propeller, the current pitch of the propeller. In addition, the engine control can receive signals from any shaft generator and ship safety.

The engine controller can receive an external control signal 8 from, for example, a commanding bridge of a ship, a control room of an engine, or an emergency operation desk. Examples of the type of such a signal may be a command to start or stop the engine, a command to change the load, a special mode of operation, or a command to manually operate optimization parameters to operate the engine.

It is preferable that the control device of the engine confirms the validity of the received sensor signal. If the signal from one or more of the sensors disappears, the engine controller may provide an approximation of the missing signal based on signals from the other sensors and / or based on previous signals of the type that failed. Perform calculations. The calculation of the approximation utilizes a predetermined and programmed description of the state of the engine component system to which the missing signal belongs.

This engine control device outputs a control signal 9 for a general engine device. Such signals may include, for example, control of hydraulic pressure in a hydraulic system having a preliminary structure, control of air pressure in a control air system having a preliminary structure, and control of a fuel system having a preliminary structure. For controlling the fuel pressure of the fuel cell and for controlling the auxiliary blower, the turbine supercharger, and the like.

The control device of the engine further outputs a signal to the interface 5 of the cylinder. When calculations are made to the extent possible in the interface, examples of signals used in that embodiment include signals for selecting the current desired operating mode and signals for changing the engine load. can do. This interface may include, for example, a pre-programmed calculation procedure for the mode of operation. Start of the engine, stopping the engine, the low speed operation, operation operation of low fuel consumption, generation of the NO _X during combustion is minimal, operating the engine load increases, operating the engine load decreases, the load is constant Operation in the safety mode. In another embodiment, the calculation is, to the extent possible,
It can be performed in the engine control device. This means that the calculation procedure for the different modes of operation is stored in the control unit of the engine, which then sends a signal to the cylinder interface, the fuel, to open and close the exhaust valve at a specific point in time. Actuator actuation signals, in particular start and stop signals for a specific time of fuel injection (this can be intermittent, continuous injection or consist of a preliminary injection and a main injection) ) Means to output a signal at a specific time for operating the cylinder and a signal at a specific time for supplying control air. The former embodiment is more preferable. The reason is that as a result of distributing the calculations in the interface, a controller with higher reliability and less communication line transmission is provided. Of course, this control device
It can also be designed as an intermediate choice between the two extremes.

During normal operation, the cylinder interface 5 receives signals from both or all engine controls 4 and checks the validity of the received signals, so that one for each signal type Only signals from the engine control must be selected. Whether working correctly or not, the control error of the engine control is very small. If the control unit of the engine outputs an erroneous signal, this is always due to an error in the input signal to the unit (for example, an error due to a faulty sensor monitoring the engine). Thus, verifying the validity of the signal within the interface can include comparing the magnitude of the signal from the controller of the different engine. If the signals are the same or different from each other within predetermined limits, the signal from one of the engine controls has the earliest priority and this signal is selected and To be used. If the comparison of the signals shows a difference that is greater than a predetermined limit, several choices can be made. The simplest option is to receive a signal that has the least degree of difference from a signal of the same type as the previously validated signal, if no signal has been received to change the mode of operation. If the operating mode has changed, one can first select the signal that best fits the pre-programmed standard signal values associated with the new operating mode. Also, a method of comparing the current operation mode with the related standard value may be a method to be selected when the operation mode does not change. If all of the received signals of the same type fall outside the predetermined range associated with the current mode of operation, the interface rejects the received signal,
The predetermined signal values can be used to pre-program to allow for safe but not optimal cylinder operating conditions. For example, with respect to the supply of fuel, the signal will result in a relatively small amount of fuel being injected and the operation of the exhaust valve will be such that the valve is opened and closed in a known manner to limit the maximum pressure of the cylinder during combustion. Can be selected. Further, when lubricating the cylinder, a predetermined large amount of lubricating oil can be supplied.

If only one signal is received, the absence of a signal from the other engine control unit means that the communication line to this unit has failed or broken, and as a result, the signal is not supplied. Based on the assumption that it will not be done, the validation phase can receive this signal.

The communication line 6 is formed as at least a double connection, and each of the devices 4, 5 is connected to at least two communication lines and can communicate with each other via each of the lines. The communication lines are shown in the drawing as multiple drop lines, i.e. in open strings where the devices are connected in parallel. Alternatively, the communication line is
It may be embodied as a ring net, that is, as a closed string connecting the devices in parallel.

In the embodiment shown in FIG. 1, the sensor device 3 is connected to both the device 4 and the device 5 via a separate double signal line 10. In the embodiment shown in FIG. 2, the sensor devices 3 are connected to the respective engine control devices 4 via signal lines 10a.
Optionally, the sensor device 3 is connected via signal line 10b to the engine controls of the other sensor devices, both of which have separate, preferably electrically isolated signal inputs. Signals may be received from both sensor devices via the control unit. This improves the operational reliability of the device. In this case, the control device of the engine can check the validity of the signals received as two or more signal inputs from the sensor device 3. In the embodiment shown in FIG. 3, a processor device 3a is inserted between the sensor device 3 and the duplex communication line 6, which transmits the pulse signal received from the sensor 3 to the crankshaft. It converts the current position and its movement into a signal representing it, so that such calculations can be performed centrally before distribution to the devices 4,5.

The cylinder interface 5 can be designed in different ways. One possibility is that
All the computations for validation and determination of the control signals of the actuators are collected in a single communication line and a control processor, which connects with two separate communication lines 6 and It is connected to various actuators related to a single cylinder 2. Another possibility is illustrated in FIG. 4, where the interface 5 of the cylinder comprises a communication line and control processor 12 and a timing processor 13 which are, for example, in the device 5 Are communicated with each other via an internal bus 14. The pulse signal 15 from the sensor device 3 is provided to the timing processor 13. This can be done via a signal line 10, as shown in FIG.

The processor 12 of FIG. 4 sends control signals to an actuator 16 in the fuel system that supplies the fuel. The actuator is actuated by these signals to inject fuel through a number of injectors 17 at desired times related to the engine cycle. The fuel system can include a fuel pump hydraulically driven by an actuator and electronically controlled, and the fuel pump is connected to a relatively low pressure fuel supply. In operation, the fuel pump supplies fuel at high pressure to one or more injectors. In an alternative embodiment, the fuel device can be connected to a high pressure fuel supply. The high-pressure fuel supply source can be opened and closed by an actuator to start and stop the injection process, that is, a so-called general rail type fuel device.

The processor 12 also supplies a control signal to a cylinder lubrication system 18 to provide a lubrication amount suitable for the current operating condition, preferably to supply lubricating oil at a particular point in the engine cycle. Is done.

If the timing processor 13 is connected to one or more sensors 3 via a separate signal line 10, it checks the validity of the received pulse signal. Validation of this sensor signal can be easily performed because of the well-defined and relatively narrow limits on how fast the engine changes its speed. In its simplest form, the validation can include: That is, if one signal has the first priority and uses that signal as long as it keeps the predetermined interval, and furthermore, if the first signal disappears outside the range or is outside the range, It can be ensured that the other signal is used.

The timing processor can, for example, convert the received pulse signal into a signal indicating the current angular position of the crankshaft and its movement. The processor can also calculate, for example, during the engine cycle when different control signals should be applied to the cylinder actuators and output the essential signals of the processor 12 accordingly. Further, the timing processor directly sends the signal to the actuator 19 of the exhaust valve 20.
The control signal can be supplied, and the control signal can be supplied directly to the actuator 21 of the control air valve at the time of starting and reversing.

FIG. 5 shows an embodiment in which the interface 5 comprises a separate auxiliary processor 22 for calculating the fuel injection process. In this case, the timing processor 13 can supply data to both the processor 12 and the auxiliary processor 22 at cylinder timing. The processor 12 sets control signals to each of the actuators 18, 19, 21 for lubricating the cylinder, the exhaust valve 20 and the control air supply device.

FIG. 6 illustrates one embodiment in which two independent interfaces of substantially the same type as shown in FIG. 4 are connected in a common outer housing. The interface 5 comprises two separate communication and control processors 12 with respective timing processors 13. One processor 12 controls the supply of fuel via the actuator 16 and
The actuator 18 for lubricating the cylinder is controlled. The other processor 12 controls an exhaust valve 20, a control air supply, and a second actuator 18 that separately lubricates the cylinders in the same cylinder.

The communication and control processor 12 can be designed as shown in FIG. Two communication lines 6
Connection to two separate line drivers / receivers 22
(For example, it can be an RS485 type). Power supply 23 which can be a 24V battery
Are connected in parallel with two DC / DC converters 25 via a circuit 24. These two DC / DC converters 2
5 has separate inputs and outputs that are electrically separated and supplies a voltage of, for example, 5 V to each communication circuit. Each of the circuits 22 is connected to an associated communication controller 26 via a number of three such signal paths 27 (which carry separate electrically separate members 28 such as optical couplers or capacitors). The control device 26 includes:
It is connected via an internal bus 29 to a processor 30, which is programmed to verify the validity of the signal and to perform the desired calculations.
The processor 30 is connected to a power supply 23 via a DC / DC converter 31. This structure is such that the two communication lines 6 of the relevant device person in the communication and control processor are completely electrically isolated and the processor 30
Ensure that it is electrically isolated from Thus, the connection to the processor 30 or directly to the processor due to a voltage overload on one line 6, such as a poor connection with the 220V power supply and consequent degradation of the circuit 22 directly connected to the line. The other line 6 with the circuit 22 is not damaged at all.

As mentioned above, the cylinder lubrication of each cylinder 2 is preferably controlled by two independent processors or two cylinder interfaces 5. FIG. 8 illustrates one embodiment in which each of the cylinders is connected to two interfaces, each of which lubricates a portion of the lubrication points 32 of the cylinder liner. Each of the lubrication points may have a specific supply device or may comprise one supply device for supplying lubricating oil to several lubrication points. In the first case, the ring 33 represents the signal line to the supply line, and in the second case, the ring represents the pipe that distributes the lubricating oil from the supply device to the lubrication point.

FIG. 9 shows one embodiment in which each of the cylinders has an interface 5, in which case the lubrication control devices for the cylinders are arranged in pairs. Thus, the interface associated with one cylinder of the pair of controllers controls lubrication to some of the lubrication points on its own cylinder, and one of the lubrication points of the other cylinder in the pair. Controls lubrication to parts.

The structural details of the above different embodiments of the present invention can be combined to provide further embodiments within the scope of the present invention. One or both of the separate processors 12, 13 illustrated in FIG. 6 may be formed, for example, as illustrated in FIG.
It is also possible to control 8, 19, 21.

[Brief description of the drawings]

FIG. 1 shows one of the overall communication lines between the control devices of the engine.
FIG.

FIG. 2 is a diagram illustrating a communication line in a form different from that of FIG. 1;

FIG. 3 is a diagram showing a communication line in a form different from that of FIG.

FIG. 4 illustrates one embodiment of a cylinder interface.

FIG. 5 shows another embodiment of the interface of the cylinder.

FIG. 6 shows a further different embodiment of the interface of the cylinder.

FIG. 7 is a diagram illustrating an example of a communication and control processor.

FIG. 8 is a schematic diagram showing an example of a state in which lubrication of a cylinder is controlled.

FIG. 9 is a schematic diagram showing another example of a state in which lubrication of a cylinder is controlled.

[Explanation of symbols]

2 Cylinder 3 Sensor device 3a Processor device 4 Central engine control device 5 Cylinder interface 6 Communication line 7 Monitoring signal 8 Control signal 9 Control signal 10 Signal line 12 Control processor 13 Timing processor 14 Internal bus 15 Pulse signal 16, 18 Actuator 17 Injection device 19, 21 Actuator 20 Exhaust valve 22 Auxiliary processor 23 Power supply 24 Circuit 25 DC / DC
Converter 26 Communication control device 27 Signal path 28 Member 29 Internal bus 30 Processor 31 DC / DC
Transducer 32 Lubrication point of cylinder liner 33 Ring

──────────────────────────────────────────────────の Continued on front page (51) Int.Cl. ⁶ Identification code FI F02D 41/04 380 F02D 41/04 380Z 41/22 380 41/22 380M 41/28 41/28 (71) , 161 Stahlholmen, DK-2650 HVIDOVRE, Denmark (72) Inventor Jörn Skoger Andersen, Denmark 2860 Servo, Engkrogen, Denmark, Denmark 11

Claims (15)

[Claims] A first engine central control device (4);
An interface of at least some cylinders provided on the cylinders (2) for injecting fuel into the cylinders depending on signals received from the control of the engine and providing control signals to at least the actuators (16); 5) wherein the control device comprises an electronic control device for providing control signals to the actuator (19) of the cylinder exhaust valve (20) and also to the actuators of the other cylinder components. An internal combustion engine (1), in particular a two-stroke crosshead engine for the propulsion of a ship, wherein at least another central engine control unit (1) whose control functions in parallel with the first central engine control unit (4); 4) and at least first and second mutually independent sensor devices (3) for detecting the angular position and movement of the crankshaft. At least two separate communication lines (6) between the central engine controller and the interface of the cylinder, the first sensor device being connected to another communication line other than the second sensor device; During normal operation of the controller, the cylinder interface (5) receives signals from both the first and second central engine controls (4) and the cylinder interface receives signals from the engine controller. A multi-cylinder internal combustion engine, characterized in that it is associated with a selection function part for checking the validity. 2. The internal combustion engine according to claim 1, wherein the cylinder lubrication of the cylinders is controlled by an interface of at least two different cylinders, preferably an interface of a cylinder associated with an adjacent pair of cylinders. An internal combustion engine, characterized in that: 3. The internal combustion engine according to claim 1, wherein the interface (5) of the cylinder comprises at least one communication and control processor (12), the processor comprising a first and / or a second processor. Processing the signal for determining the control signal of the actuator based on the signal received from the second central engine control device (4); the signal received from the control device of the engine is included in the calculation of the control signal of the actuator; An internal combustion engine characterized in that it appropriately includes basic parameters such as the current operating mode and the position of the crankshaft. 4. The internal combustion engine according to claim 3, wherein the engine control unit (4) calculates a load dependent fuel supply while signal processing in the control processor (12) is desired. An internal combustion engine characterized by calculating an injection process and related control signals. 5. The internal combustion engine according to claim 3, wherein the basic parameters received from the engine control device (4) include data relating to current and desired engine loads, and the control processor (12). Calculating at least one of the load dependent fuel supply and the associated actuator control signal, wherein the control processor computes the signal used to correct for a statistical error in the fuel supply to the cylinder. An internal combustion engine characterized by outputting to at least one of a cylinder interface (5) and / or an engine control device (4). 6. The internal combustion engine according to claim 3, wherein the interface (5) of the cylinder synchronizes a control signal with the position of the crankshaft.
An internal combustion engine characterized by comprising one timing processor (13). 7. The internal combustion engine according to claim 3, wherein the interface (5) of the cylinder comprises a separate auxiliary processor (22) for controlling the injection of fuel. An internal combustion engine. 8. The internal combustion engine according to claim 1, wherein at least two of the mutually independent sensors (3) are both in the central engine control (4) and in the cylinder. An internal combustion engine characterized by supplying a signal directly to the interface (5). 9. The internal combustion engine according to claim 1, wherein the at least two mutually independent sensors supply signals exclusively directly to the engine control device. Internal combustion engine, characterized in that each of said sensors supplies a signal to both engine controls. 10. The internal combustion engine of claim 9, wherein both the engine control device and the cylinder interface have mutually synchronized clocks, and wherein the engine control device is within the cylinder interface. Internal combustion engine, characterized in that said signals received from are associated with data on when to generate control signals for the individual actuators. 11. The internal combustion engine according to claim 9, wherein the engine control device completes signal calculation for the purpose of controlling at least one actuator of the cylinder interface, and the actuator is activated. An internal combustion engine, wherein the signal is output for a predetermined time before being performed, and the interface of the cylinder exclusively checks the validity of the signal and sends the signal to the actuator. 12. The internal combustion engine according to claim 1, wherein the cylinder lubrication state of one cylinder (2) is controlled by at least two different control processors associated with the same cylinder. An internal combustion engine, characterized in that: 13. The internal combustion engine according to claim 2, wherein the failure of the other processor or the cylinder interface that controls another part of the cylinder lubrication is confirmed. An internal combustion engine characterized in that said one processor or cylinder interface, which controls a portion, supplies excess lubricating oil. 14. The internal combustion engine according to claim 1, wherein there is at least one cylinder interface (5) for each cylinder (2). Internal combustion engine. 15. The internal combustion engine according to claim 10, wherein at least one of the actuators associated with the cylinder interface (5) is at least two.
An internal combustion engine characterized by acting on one cylinder.