KR100287198B1 - Multi-cylinder internal combustion engine with electronic control system - Google Patents

Abstract

The marine propulsion engine comprises a plurality of cylinder interface units 5 mounted on the cylinders 2 and a plurality of central engine control units 4, which provide control signals to the actuators 16 for the cylinder elements. do. The engine control unit 4 is configured to perform a parallel function. Two mutually independent sensor devices 3 detect the motion and angular position of the crankshaft. Two separate communication lines 6 connect the engine control units, the cylinder interface units and, if necessary, the sensor devices. In normal operation of the control system, the cylinder interface units 5 receive signals from the first and second central engine units 4 and are connected with a switching function for checking the validity of the signals received from the engine control units. .

Description

Multi-cylinder internal combustion engine with electronic control system

The present invention comprises a first central engine control unit and a plurality of cylinder interface units distributed to the cylinders for providing control signals to fuel injection actuators to the cylinders in accordance with signals received from the engine control unit, The control system relates to a multicylinder internal combustion engine, in particular a two-stroke crosshead engine for ship propulsion, having an electronic control system for providing control signals to actuators for exhaust valves of cylinders and to actuators for other cylinder elements. will be.

Such electronic control systems for internal combustion engines have long been known. For example, US Patent Publication No. 4 009 695 discloses a four-stroke gasoline engine with an exhaust and intake valve and electronic controls for fuel supply and ignition. The patent calls such a control device an "electronic camshaft" and fully describes its advantages, including the free setting of the opening and closing times of the valves according to the current operating mode of the engine. Electronic control of all actuators is made directly by a single central engine control unit based on signals such as fuel quality, air density, crankshaft motion, required engine power and current engine performance. The control is very vulnerable and failure of the processor will lead to failure of overall engine control.

U.S. Patent No. 4 933 862 electronically performs engine fueling, air supply and exhaust gas recirculation, and is provided with a processor for each pair of cylinders or each cylinder for most of the signal operations for fuel supply control. Disclosed is a four-stroke engine having parts for dividing fuel supply control to be performed in a sub unit. This partitioning of some of the operations on the processors is said to improve the reliability of the engine operation and prevent the engine from shutting down due to a failure of one processor. However, if the central control unit is damaged, the control is also stopped.

In an effort to improve the operational reliability of the first type two-stroke diesel engine described above, EP-Bl 0 509 189 discloses that a single central control unit is connected with a single cylinder control unit for each cylinder. The cylinder control unit proposes an electronic control system that outputs at least two control signals for the control of the fuel injector and the exhaust valve of the cylinder. The central engine control unit outputs signals for fuel amount and fuel timing, exhaust valve timing and crankshaft motion to the cylinder control unit. If a failure occurs in the engine control unit, all cylinder control units are affected by the lack of signal supply and the engine is stopped. Moreover, failure of the control unit is necessary to temporarily stop the operation of the cylinder, especially if the cylinder lubrication is adjusted in the same control unit. If the cylinder is not lubricated, the piston will not slide on the dry cylinder liner and it will be necessary to remove the piston from the frankshaft before the engine is restarted. If the cylinder is correctly separated, the above control system has the advantage that the engine can be restarted with other cylinders. However, if the engine is a propulsion engine of a ship, stopping the engine, even if temporary, is not very desirable and cannot be tolerated.

It is known that the reliability of the operation of an electronic control system with a central processor can be improved by using two processors, one of which remains in the so-called emergency standby state where the same input signals as the other processor in operation are continuously maintained. Is provided. The operating processor is monitored by the switch unit and when a fault is identified, the control system switches over to the standby processor and allows for immediate operation. Such control systems do not have the necessary operational reliability for the control of ship propulsion engines as the switch unit can also fail.

It is also known to provide an electronically controlled marine engine with a purely mechanically actuated support system as described, for example, in W094 / 29577, but there is a problem of undesirably excessive costs.

It is an object of the present invention to provide an internal combustion engine with electronic control means that is highly tolerant of errors such that the risk of engine shutdown due to a failure of the control system is minimized.

1 to 3 show three different forms of overall communication lines between the units of the engine's control system,

4 to 6 show three different embodiments of the cylinder interface unit,

7 shows an example of a communication and control processor,

8 and 9 are two schematic illustrations of cylinder lubrication control.

<Explanation of symbols for main parts of drawing>

2: cylinder 3: sensor device

4 central engine control unit 5 cylinder interface unit

For this purpose, the engine of the present invention is characterized in that the control system comprises at least one other central engine control unit performing parallel functions with the first central engine control unit, and at least two between the cylinder interface units and the central engine control units. Two independent communication lines and at least first and second independent sensor devices for detecting movement and angular position of the crankshaft, the first sensor device being connected to a different communication line than the second sensor device In normal operation of the control system, the cylinder interface unit receives signals from both the first and second central engine control units, and the cylinder interface units are associated with an optional function to verify the validity of the signals received from the engine control units. It is characterized by that.

The use of at least two central engine control systems to transmit signals to the cylinder interface units via at least two independent signal lines in normal operation provides a very high margin of control system error, which is one engine control unit. Or, if there is an error in one of the communication lines, the signal will not be received incorrectly in the cylinder interface units. Thus, all cylinders can be operated under full electronic control even if one communication line fails or one engine control unit is damaged. If one engine control unit is damaged, the signals from the other engine control units can be used directly on the cylinder interface units, because in normal operation a plurality of engine control units output signals via communication lines. to be. This is because a faulty control signal is avoided at the moment of failure of an engine control unit. This is usually important for cylinder control, including time-based signals.

It is important to the present invention that the optional functions are associated with the cylinder interface units and not with the central engine control units, which validates the signals emitted from the engine control units and distributed to the engine cylinders to ensure that the cylinder inter This is because face units distribute to cylinders. In the event of a failure of a unit performing the above selection function, the selection function may only affect the engine cylinder controlled by the wrong signal passing through the failed unit. Thus, a failure of the interface unit can only affect the engine cylinder, which is wholly or partly controlled by the failed interface unit.

The configuration of a control system with at least two mutually independent sensor devices for detecting the motion and angular position of the crankshaft ensures that the engine continues to operate even if one of the sensor devices fails.

The maintenance of lubrication in the cylinder liner does not result in continuous reciprocation of the piston for a long time even after many of the cylinder functions are interrupted due to a failed cylinder, for example a local part of the control system caused by an error in the cylinder interface unit. It is very important to. Even within the scope of the technical idea of the present invention, it is possible to temporarily stop the engine in order to disassemble the piston in a conventional manner, and then the engine may continue to operate even after the problem cylinder is removed. In a preferred embodiment, the engine continues to operate even in the event of a failure of the interface unit, and the engine's lubrication is controlled by at least two different cylinder interface units, preferably cylinder interface units associated with adjacent cylinder pairs. The need to stop them temporarily is eliminated. If one of the interface units fails, lubrication at the lubrication points controlled by the failed interface unit is not achieved, but lubrication of the lubrication points controlled by the other interface units is maintained so that the piston The lubricant film is retained on the inner side of the cylinder lining so that it does not slide dry. The relatively small number of interfaces, such as short communication lines and one unit per cylinder, allows the interface units of adjacent pairs of cylinders to control lubrication at the lubrication points of both the cylinder unit and the adjacent cylinder of the interface unit itself. Allows you to provide units. It is possible to control cylinder lubrication of one cylinder by at least two different cylinder interface units associated with the same cylinder.

Moreover, cylinder lubrication of one cylinder is controlled by at least two independent control processors for each cylinder, whether the processors are physically located in single or multiple interface units in single or more cylinders. It can be done. When lubrication is controlled by two different interface units as described above, the control is performed by two control processors.

One processor or cylinder interface unit controlling the lubrication portion of the cylinder may dispense excess lubricant if a failure of another processor or cylinder interface unit controlling the other lubrication portion of the cylinder is found. This is particularly advantageous when combustion in the cylinder is not hindered by the above fault condition, since the combustion residue in the cylinder consumes a significant portion of the lubricant in the cylinder. If the combustion of the cylinder is not disturbed, the need for extra lubrication at the remaining running lubrication points is small.

Each cylinder interface unit includes at least one communication and control processor that performs signal processing to determine actuator control signals based on signals received from the first and second central engine control units. The distributed performance of operations on interface units improves the safety of the system, which allows the operation to be performed as close as possible to the area of use, while at the same time reducing the signal traffic in communication lines depending on the nature of the operation. There is this. The signals received from the engine control unit preferably include basic variables such as the crankshaft position and the current operating mode involved in the calculation of the actuator control signals.

The engine control unit is suitable as a collection point for external control signals, such as control commands and propeller pitch given by each engine and control signals received from the bridge of the ship. The signals are input to the cylinder interface units together with a signal for selection of an operating mode from among a plurality of possible preset modes.

In a preferred embodiment, the engine control units calculate the fuel distribution according to the load, while the signal processing in the control processor calculates the required process of injection and the control signals associated therewith. This type of operation is rather heavy on the processor, and the division of the operation first provides a control system that operates reasonably fast, with the processor load preferably distributed. Secondly, the fuel injector with the difference in the physical injection system of each cylinder in the determination of the fuel distribution amount in each cylinder, that is, the fuel flow resistance in the connecting pipe between the pump and the injectors, the difference in the leakage of the fuel pump The statistical inaccuracies caused by the difference in nozzle area and the opening and closing pressure of the nozzle should be taken into account. In addition, since fuel distribution should be based on average RPM, consideration should be given to changes in engine RPM within a single engine revolution. The calculation of fuel distribution corrects statistical inaccuracies by correcting for inaccuracies that occur over a long period of time, such as a plurality of engine speeds, and by including integral components (calculations of sums or integrals) used for calculations for all cylinders. can do. By performing the calculation of the distribution amounts in the engine control units, the integral component from the preceding operation is directly available for the current operation. The calculation of the injection process at the interface unit determines the distribution rate over time which results in the amount of fuel required during one engine cycle. One example is to divide the dispense amount into a preliminary injection and a main injection or a plurality of intermittent injections. In a simpler embodiment where fuel injection is carried out substantially constant, the interface unit does not perform the calculation of the injection process.

In another embodiment, the basic variables received from the engine control unit include data on the current and required engine loads, wherein the control processor calculates at least fuel distribution according to the load and associated actuator control signals to the cylinders. Outputs a signal to the engine control units or to at least one other cylinder interface unit which is used to correct for the statistical inaccuracy of the fuel distribution. The output signal can typically be an integral component that is part of the computation of the distribution signals. This signal can be specifically assigned to one or more units by a token or can be cycled to all units.

The cylinder interface unit preferably includes a timing processor for synchronizing the position of the crankshaft with the control signal. Specifications with independent timing processors allow the control processor to be exempted and facilitate signal processing to be performed at the cylinder interface unit. This is particularly advantageous when the cylinder interface unit receives signals directly from multiple sensor devices.

It is also possible to provide a signal processor for the cylinder interface unit including an independent subprocessor for controlling fuel injection. The operation of determining the fuel injection control signal is the most demanding in the interface unit, and splitting the operation to be performed in a separate subprocessor is the fastest way to control all the control signals required by the cylinder actuators during a single engine cycle. Enable computation

In a preferred embodiment, at least two independent sensors transmit a signal directly to both the cylinder interface units and the central engine control units. This allows the signals of the crankshaft movement and the calculation of the current angular position to be available for all units, making it possible to determine the timing signals in all units independently of the other units and to improve the operational reliability of the control system. .

In a variant that makes it possible to simplify the wiring between the sensors and their associated units, at least two mutually independent sensors only transmit signals directly to the engine control units. Based on the signals from the sensors, the engine control units calculate the motion and current angular position of the crankshaft and provide the cylinder interface units with the signals necessary for the correct operation of the actuators. Each sensor preferably provides a signal to all of the engine control units.

In a more advanced variant, the engine control unit and the cylinder interface unit comprise a clock synchronized with each other and the signals received by the cylinder interface unit from the engine control unit are associated with the data at the moment the control signal for each actuator is output. do. The cylinder interface unit performs the necessary signal processing to provide the actuator control signal before the actuator control signal is output, and then outputs the control signal when its own local clock reaches a preset signal output moment.

In another embodiment, the engine control units complete the operation of the signals for the control of at least one of the actuators of the cylinder interface unit and output the signal at a predetermined period before the actuator is operated, the cylinder interface unit checking the validity of the signal. It performs exclusively and passes the signal to the actuator. This greatly simplifies the cylinder interface unit configuration, and the signal calculation is performed by the engine control unit. The preset period has a period corresponding to the time required to deliver the signal to the interface unit and check its validity. In this case, the interface unit passes the signal directly without the need to control the signal output to the actuator with respect to the local clock. However, it is desirable to make the preset period practically long, and the operation of the actuator is synchronized with the engine cycle using the synchronized local clock as described above, and the control system is a signal that can fail in many of its components. It is less sensitive to changes in traffic and becomes more accurate.

The cylinder interface units provided in the cylinder each act on a plurality of, for example two or three cylinders each. This reduces the total number of interface units for a particular engine, while at the same time reducing the manufacturing cost of the control system while simultaneously improving operating reliability and reducing the failure rate of cylinder interface units affecting multiple engine cylinders. . Therefore, at least one cylinder interface unit for each cylinder is preferred.

The engine may be designed according to the invention such that at least one actuator associated with the cylinder interface unit covers at least two cylinders. For example, a lubricator driven by an actuator having a plurality of dosing pistons actuated in combination lubricates one cylinder with lubrication points and lubricates one cylinder by at least two different interface units. The means is easily provided. In the case where the interface unit serves one or more cylinders, it is preferable that the fuel injection actuator serves two cylinders and the exhaust valve actuator also serves two cylinders. In that case the number of cylinder interface units is equal to the number of actuators.

The present invention will be described in detail with reference to the accompanying drawings showing embodiments.

FIG. 1 shows a large, low speed two-stroke diesel engine of the cross head type indicated generally by the numeral 1. The engine may be an engine for generators or a ship propulsion engine that produces power for the grid. These engines include a number of, typically 4-14 cylinders, each cylinder having an exhaust valve, a fuel system with a fuel injector, cylinder lubrication points, an air valve for starting or controlling and the exhaust gas of selected cylinder elements. Sensors to monitor cylinder operating conditions such as pressure and temperature and cylinder pressure and temperature. The controlled cylinder elements are started by an actuator not shown and are usually hydraulically driven. Each element with associated actuators itself is well known and does not require detailed description. The output of the engine per cylinder is usually in the range of 400-5900 KW. Low speed engine in the present invention means an engine having a normal speed in the range of 30-200 RPM. However, the present invention is also applicable to a medium speed four-stroke engine for ship propulsion, having a cylinder output in the range of 1-1000 KW and RPM in the range of 100-1000 RPM. In this case each cylinder also has an intake valve.

The electronic control system of the engine includes a plurality of sensor devices (3), a plurality of central engine control units (4), a plurality of cylinder interface units (5) and the unit (4) for detecting the movement of the crankshaft and the current angular position. A plurality of communication lines 6 between.

The sensor device 3 is well known in the art and, for example, an optical incremental encoder which detects the passage of measuring points formed in a member following the rotational movement of the crankshaft with one or more sensors. It may be photoelectric or electromagnetic. Like the zero pulse generator, there may be for example 2048 measurement points per shaft revolution. The measuring points are encoded according to their position on the shaft. In that case, a zero pulse generator is unnecessary. Based on the clock signal selected, the current angular position, angular velocity and shaft acceleration are calculated in a well known manner. The at least two sensors are mechanically independent of one another and can be mounted to respective ends of the engine, for example.

The engine control unit 4 receives fuel and water and hydraulic oil supply pumps as well as receiving signals from the engine and sensors mounted on the engine unit and the overall monitoring and adjustment signals from the external units. Signal output to conventional engine units such as air conditioning compressors and auxiliary blowers.

The engine control unit 4 monitors signals from, for example, the supercharger, the scavenging device of the engine, the device for supplying hydraulic oil to the cylinder actuators, the fuel supply, the shaft and the propulsion device, and the cylinder interface units ( 7) receive. Examples of typical signal types are as follows. The signals from the supercharger are related to the operating conditions such as the RPM for the supercharger and the vibration parameters, variables such as temperature and pressure of the intake and exhaust gases. The signals from the scavenging device are usually related to the measured temperature and pressures in the scavenging receiver. Hydraulic pressure signals are usually related to hydraulic feed pressure measurements. The signals from the fuel supply are related to the temperature and pressure of the fuel supplied to the cylinders and possibly to the fuel quality. From the shaft and propulsion unit, signals are received for the CP propulsion system regarding the current pitch of the propulsion unit and the RPM of the shaft. In addition, the engine control unit receives signals from the ship's safety and from the shaft generators.

The engine control unit can receive external control signals 8 from the command bridge of the ship, for example from an emergency operating panel or from the engine control room. Signals such as the above example may be commands for starting or stopping the engine and may be instructions for changing loads, optimizing parameters for engine operation, or for manual operation of a particular mode of operation.

The engine control unit preferably confirms the validity of the received sensor signals. If a signal from one or more sensors is found to be wrong, the engine control unit performs an estimation operation of the wrong signal based on previous signals of the same type as the wrong signal or based on signals from other sensors. The estimation operation uses a preset and preprogrammed description of the condition of the engine part to which the wrong signal belongs.

The engine control unit outputs the control signals 9 to the common engine units. The output signals are, for example, control signals for the hydraulic pressure in the hydraulic system, the air pressure of the air conditioner, the fuel pressure in the fuel system, and the auxiliary blowers and the supercharger.

Furthermore, the engine control unit outputs a signal to the cylinder interface units 5. Examples of signals used in this embodiment that perform calculations to the extent possible at the interface units are signals for changing the engine load and signals for selection of the required operating mode. The interface unit is, for example, engine stop, engine start, low load operation, operation under the condition of minimizing the formation of nitrogen oxides during combustion, fuel consumption reduction operation, operation at fixed load and operation at increased engine load, engine load It has pre-programmed arithmetic routines for the modes of operation, such as operation during deceleration and operation in safe mode. In other embodiments, the above calculations can be made in the engine control unit to the extent possible, which includes calculation routines for the various operating modes stored in the engine control unit, providing timed signals for the air conditioner operation and time stamps for cylinder lubrication. Signals for the operation of fuel actuators, such as starting and stopping at specific times, for example, fuel injections consisting of preliminary injections and main injections, continuous injections or intermittent injections, for opening and closing the exhaust valves at specific times. Output signals to cylinder interface units. The previous embodiment is preferred because the operation is distributed in the interface units, which leads to improved reliability in the control system and less disturbance in the communication lines. Of course, it is also possible to design the control system between the two examples above.

In normal operation, the cylinder interface unit 5 can receive signals from two or all engine control units 4 and can perform a validity check on the received signals so that the engine control units for each signal type Only one of them is selected. Operational errors in the engine control unit occur and the risk of otherwise correcting is extremely low. Therefore, if the engine control unit outputs an erroneous signal, it is actually due to an error in the signals input to the engine control unit, for example the input signal from the sensor that failed in engine monitoring. Therefore, checking the validity of the interface unit involves comparing the magnitudes of the signals from the various engine control units. If the signals are the same or have a deviation less than the preset limit, the signal from one of the engine control units has the highest priority to be selected and used by the interface. If the signal comparison indicates a difference that is greater than the preset limit value, various actions can be selected. The simplest choice is to accept the signal with the smallest deviation from the previous valid signals of the same type if no signal of the operation mode change has been received. If the operation mode has been changed, it is possible to select the most suitable signal for the pre-programmed reference signal values associated with the new operation mode. Such comparison of reference values with respect to the current mode of operation may also be used as a selection method if the mode of operation has not changed. If the received signals of the same type are outside the preset ranges associated with the current operating mode, the interface unit can be pre-programmed to reject the received signals and, instead, allow for safe cylinder operation. Use the preset signal value. With regard to fuel supply, for example, the operation of the exhaust valve can be selected to open and close the valve in a known manner which can inject a relatively small amount of fuel by means of a signal and limit the maximum pressure in the cylinder during combustion. In the case of lubrication, it is possible to dispense a predetermined amount of lubricating oil.

When one signal is received, its validity check is presumed that the lost signal from the other engine control unit does not provide a continuous signal due to breakage or damage of the communication line to the engine control unit. Is performed.

The communication lines 6 are formed in at least double connection so that each of the units 4 and 5 can be connected by at least two communication lines and communicate with each other through each of the communication lines. The communication lines are shown in the figure as multi-drop lines, ie open arrays in which units are connected in parallel.

In the embodiment shown in FIG. 1, the sensor device 3 is connected to both the unit 4 and the unit 5 via independent dual signal lines 10. In the embodiment shown in FIG. 2, the sensor device 3 is connected with the respective engine control units 4 via a signal line 10a. Connecting the one sensor device 3 with the engine control unit of the other sensor device via the signal line lOb so that the engine control units receive signals via signal inputs independent of the sensor devices, preferably electrokinically independent. It is optionally possible, which improves the operating reliability of the system. In this case, the engine control units can be arranged to carry out a validity check of the signals received from the sensor device 3 to two or more signal input sides. In the embodiment shown in FIG. 3, between the dual communication lines 6 and the sensor device 3 to convert the pulse signals received from the sensors 3 into signals representing the motion and current position of the crankshaft. A processor unit 3a is provided, which allows to perform the movement and position calculation of the crankshaft in the center before dispensing to the units 4, 5.

The cylinder interface units 5 can be designed in various ways. One way is to perform all the operations for confirming and validating the actuator control signals to a single communication and control processor connected to several actuators associated with a single cylinder 2 and two independent communication lines 6. To collect. Another possibility is that the communication and control processor 12 and the timing processor 13 with which the cylinder interface unit 5 communicates with each other via, for example, its internal bus 14, as shown in FIG. 4. To include it. The timing processor 13 is provided with pulse signals 15 from the sensor device 3. This is done via the signal lines 10 shown in FIG.

The processor 12 of FIG. 4 transmits a control signal to the actuator 16 of the fuel device for fueling. The actuator is actuated by the signals to perform fuel injection through the plurality of injectors 17 at the timing required in relation to the engine cycle. The fuel system comprises a fuel pump which is connected to the fuel supply at a relatively low pressure, is electronically controlled by an actuator and is hydraulically driven. In operation, the fuel pump delivers fuel to one or more injectors at high pressure. In a design variant, the fuel device may be connected to a high-pressure fuel source and may include control valves opened and closed by actuators for the start and end of the splitter, such as in a so-called common rail type fuel device.

The processor 12 also outputs a control signal to the cylinder lubricator 18 so that the cylinder lubricator 18 distributes the lubricating oil volume suitable for the current operating conditions, preferably to distribute the lubricating oil at a particular time of the engine cycle.

If the timing processor 13 is connected to one or more sensors 3 via independent signal lines 10, then the validity of the received pulse signals is checked. Validation of the sensor signals is performed simply because the limits on how fast the engine can change its running speed are well known and relatively limited. In its simplest form, validation checks that one signal has a first priority, which continues to be used as long as it remains within a preset interval, and the other signal when the signal of the first priority is out of range or misappears. It includes using.

The timing processor, for example, translates the received pulse signal into a signal representing the current angular position and motion of the crankshaft. For example, during the engine cycle, the various control signals calculate the time to be supplied to the actuators of the cylinder. Therefore, a signal necessary for the processor 12 can be output. The timing processor may also supply control signals directly to the actuator 19 for the exhaust valve 20, which in turn directly reverses the control signals to the actuator 21 for the air control valve.

5 includes a separate coprocessor 22 for performing calculations on the fuel injection process. In this case, the timing processor 13 may transmit data on the cylinder timing to both the processor 12 and the coprocessor 22. The processor 12 determines the control signals to the actuators 18, 19, 21 for the cylinder lubricator, the exhaust valve 20 and the air regulators, respectively.

FIG. 6 shows an embodiment in which two independent interface units of the type as shown in FIG. 4 are combined in a conventional housing. The interface 5 comprises two independent communication and control processors 12 for each timing processor 13. One processor 12 controls the fuel supply via the actuator 16 and cylinder lubrication. The device actuator 18 is controlled. The other processor 12 controls the second actuator 18 for the independent cylinder lubricator, the air conditioner and the exhaust valve 20 for the same cylinder.

The communication and control processor 12 is represented as shown in FIG. The connection with the two communication lines 6 is made via, for example, two independent line drivers / receivers 22 of the RS485 type. The power source 23, which can be a 24 V battery, for example provides a voltage of 5 V to the respective communication circuits and two DC / DC converters 25 and circuit 24 having electrokinetic independent inputs and outputs. Are connected in parallel. Each circuit 22 connects with an associated communication controller 26 via a number of, for example, three signal paths 27, including electrically separated members 28, such as optical connectors or capacitors. It is. The controllers 26 are connected to the processor 30 via an internal bus 29 and the processor 30 is programmed to perform the required operation and to perform signal validation. Through the DC / DC converter 31, the processor 30 is connected to the power source 23. This structure allows the two communication lines 6 associated with the units in the communication and control processor to be electrically isolated completely and completely independent of the circuitry 22 of the processor 30. Thus, a circuit directly connected to the processor 30 or another line 6, even if an overvoltage is applied to one line 6, such as incorrectly connected to a 220 V power source, resulting in damage to the circuit 22 directly connected to the line No damage is caused to (22).

As mentioned above, the cylinder lubrication of each cylinder 2 is completely controlled by two independent processors or two cylinder interface units 5. FIG. 8 shows an embodiment in which each cylinder is connected with two interface units which respectively manipulate the lubrication of the lubrication points 32 of the cylinder liner. Each lubrication point has a designated dosing device or a dosing device for lubricating a plurality of lubrication points. In the first case the rings 33 represent the signal line to the dosing devices and in the second case the rings represent the branch pipes that distribute the lubricant from the dosing units to the lubrication points.

In FIG. 9 each cylinder has an interface unit 5, the lubrication control of the cylinders arranged in pairs such that an interface unit associated with one of the pair of cylinders controls lubrication at some of the lubrication points of the cylinder. Lubrication control of other cylinders is shown to be performed by the interface of the cylinder.

The detailed structure of the above-described various embodiments of the present invention can be combined by providing structures of other embodiments without departing from the scope of the present invention. One or both of the independent processors 12, 13 shown in FIG. 6 may be formed as in FIG. 5, and the actuators 16, 18, 19, 21 may have different processors than those shown in the figures. Can be controlled by

Claims (15)

A plurality of cylinders distributed to the cylinders 2 providing control signals to the fuel injection actuators 16 to the cylinders in accordance with the first central engine control unit 4 and the signals received from the engine control unit; An interface unit (5), said control system having a multi-electronic control system for providing control signals to the actuators (19) for the exhaust valves (20) of the cylinders and to actuators for other cylinder elements. In a cylinder internal combustion tube, the control system comprises at least one other central engine control unit 4 which performs a parallel function with the first central engine control unit 4, between the cylinder interface units and the central engine control units. At least two independent communication lines 6 and at least first and second independent sensor devices 3 detecting the movement and angular position of the crankshaft. The first sensor device is connected to a different communication line than the second sensor device, and in normal operation of the control system the cylinder interface unit 5 receives signals from both the first and second central engine control units 4. And the cylinder interface units are associated with an optional function for verifying the validity of signals received from the engine control units. The multicylinder internal combustion engine according to claim 1, characterized in that the lubrication of the cylinder is controlled by at least two different cylinder interface units (5), preferably cylinder interface units associated with adjacent cylinder pairs. The at least one communication according to claim 1, wherein the cylinder interface unit (5) performs signal processing to determine actuator control signals based on signals received from the first and second central engine control units (4) and Multi-cylinder internal combustion engine comprising control processors (12), wherein the signals received from the engine control unit include basic variables such as the crankshaft position and the current operating mode involved in the calculation of the actuator control signals. 4. The engine control unit (4) according to claim 3, wherein the engine control units (4) calculate the fuel distribution according to the load, while the signal processing in the control processor (12) calculates the required process of injection and the control signals associated therewith. Multi-cylinder internal combustion engine. The basic parameters received from the engine control unit 4 include data on current and required engine loads, and the control processor 12 controls at least the fuel distribution according to the load and the associated actuator control. A multi-characteristic characterized by outputting the signals used to calculate the signals and correct the statistical inaccuracy of fuel distribution to the cylinders to the engine control units 4 or to at least one other cylinder interface unit 5 Cylinder internal combustion engine. 4. The multicylinder internal combustion engine according to claim 3, wherein the cylinder interface unit (5) comprises a timing processor (13) for synchronizing the position of the crankshaft with the control signal. 4. The multicylinder internal combustion engine according to claim 3, wherein the cylinder interface unit (5) comprises an independent subprocessor (22) for controlling fuel injection. The multicylinder internal combustion engine according to claim 1, characterized in that at least two independent sensors (3) transmit a signal directly to both the cylinder interface units (5) and the augmentation engine control unit (4). The multicylinder internal combustion engine according to claim 1, wherein at least two independent sensors each transmit a signal exclusively directly to the engine control units so as to transmit signals to the engine control units. 10. The engine control unit of claim 9, wherein the engine control unit and the cylinder interface unit include a clock synchronized with each other, wherein signals received by the cylinder interface unit from the engine control unit are associated with data at the moment the control signal for each actuator is output. Multi-cylinder internal combustion engine. The cylinder interface unit according to claim 9 or 10, wherein the engine control units complete the operation of the signals for controlling at least one of the actuators of the cylinder interface unit and output the signal at a predetermined cycle before the actuator is operated. The multicylinder internal combustion engine, characterized in that it performs exclusively the validity check of the signal and transmits the signal to the actuator. The multicylinder internal combustion engine according to claim 1, wherein the cylinder lubricator of the cylinder (2) is controlled by at least two different control processors (12) associated with the same cylinder. 13. The system of claim 2 or 12, wherein one processor or cylinder interface unit controlling the cylinder's lubrication unit is supplied with excess lubricant if failure of another processor or cylinder interface unit controlling the other portion of the cylinder's lubrication unit is identified. Multi-cylinder internal combustion engine, characterized in that the distribution. The multicylinder internal combustion engine according to claim 1, characterized in that there is at least one cylinder interface unit (5) for each cylinder (2). 11. The multicylinder internal combustion engine according to claim 10, characterized in that at least one actuator associated with the cylinder interface unit (5) is adapted to serve at least two cylinders.

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