RU2175120C2 - Method of and expert's system for checking in service state of internal combustion engines - Google Patents

Abstract

FIELD: mechanical engineering; measurement technology. SUBSTANCE: proposed invention relates to checking state of piston engines by measuring parameters accounting for cylinder pressure in service. Method is based on continuous measurements at repeated accelerations under no-load, measurements of dynamic power, amplitude spectrum of dynamic power, calculating relationships between these spectra and rotational speed comparing obtained results with standard ones and dependences of changes of these values from changes of engine state and classification of engine states according to degree of their proximity; comparing amplitudes of harmonics of dynamic power spectrum multiple of overshoots of governor at starting speed of governor with standard ones characteristic of governor in good repair and values of these amplitudes at changes of governor state and classification of its states according to degree of their proximity. Fuel feed advance angle is judged by changes of form of spectra dependence from rotational speed and different faults of engine and speed governor are judged changes of amplitudes of harmonics of these spectra. Proposed expert's system includes system for recording and processing of indicator diagrams. It contains additionally dynamic power meter, inertial constant unit, spectrum analyzer algebraic adder-averager, speed characteristics recorder, turbocompressor rotor angle mark pickup rotor pulse shaper and rotational speed selector. EFFECT: simplified process of checking, reduced labor input, improved accuracy of classification at expert's estimation of state of engine is service. 9 cl, 6 dwg

Description

 The invention relates to measuring equipment, in particular to determining the technical condition by measuring parameters that reflect the pressure in the cylinders of reciprocating internal combustion engines (ICE) in operating conditions.

 A known method for determining the technical condition of the internal combustion engine [1] by determining the indicator diagram, which consists in measuring the change in the kinetic energy of the crankshaft depending on the change in the instantaneous values of the rotational speed during the compression stroke and comparing it with the reference dependence for a working normal engine. The well-known coupling equation determines the pressure in the cylinder.

 The disadvantages of this method are the complexity caused by the need to install in the power circuit breakers energy meters, the low accuracy of the classification of the technical condition due to the impossibility of the rapid use of knowledge about the change in the measured process in the zones of normal, permissible and limit state of the engine.

 A known method for determining the technical condition of the internal combustion engine [2], selected by the prototype of the proposed method, which consists in the fact that the engine is scrolled at a speed below the minimum idle speed, the angular acceleration of the crankshaft is continuously measured, the moments of the transition of this acceleration through zero from minus to plus are determined, find angular marks closest to the indicated transition moments, which are taken as the conditional top dead center points of the cylinders, then at the rotational speed at which the indicator x cylinder diagrams, scroll the engine and measure the amplitude of the unbalanced inertial component of the angular acceleration of the crankshaft, fully load the engine at this frequency and continuously measure the angular acceleration of the crankshaft, identify one of the cylinders by the moment of fuel injection, generate the first function with reference to the angle of rotation of the crankshaft unbalanced inertial component of angular acceleration with an amplitude equal to the measured, as well as the second function, connecting forces acting in the crank mechanism, with the engine torque and in the angular interval equal to or less than the engine cycle before and after the conditional top dead center of the controlled cylinder, its value at the conditional dead point is continuously subtracted from the measured acceleration in the phase of acceleration, the first function is subtracted similarly, find the ratio of the obtained difference and the second function, the obtained dependence on the rotation angle or on time, is taken as an indirect indicator diagram of the engine cylinder, this diagram and its numerical displays are compared ate with the standard, pre-measured and correlated with the corresponding values for the pressure in the cylinder normal serviceable engine, as well as preformed dependency of these quantities changes when changing from the normal state of the engine and to an acceptable limit and the degree of their proximity classified condition of the engine.

 The disadvantages of this method is the complexity caused by the need to generate functions, perform a number of changes and computational operations for various modes of operation of the internal combustion engine and the associated low accuracy of the classification of the technical condition due to the accumulation of errors in obtaining an indirect indicator diagram.

 A known system for recording and processing indicator charts [3], comprising pressure sensors in cylinders with amplifiers and analog-to-digital converters, an angle mark sensor with a turn indicator, a control unit, a threshold trigger, a manual control unit, a clock generator, a clock distributor, a clock processing algorithms, processing command generator, switch, computing unit, correction pulse generation circuit, receiver, electronic computer, digital indicator and output unit, when it marks the angular sensor outputs respectively connected to first and second inputs of the control unit, the third input of which is connected via a trigger threshold with the output of one of the amplifiers, the fourth control unit input is connected to the manual control unit, fifth input is connected to the receiver via electronic computer.

 The first output of the control unit is connected to the first input of the digital indicator and the first input of the output unit, the output of which is connected to the electronic computer, and the second output of the control unit is connected to the control inputs of the analog-to-digital converters, the third output of the control unit is connected to the first input of the computing unit, the fourth output is connected to the correction inputs of the amplifiers through the correction pulse generation circuit and to the first input of the processing instruction shaper, the second input of which is connected through Sensor processing algorithms of the receiver output and the third input - to the first output of the computing unit.

 The second output of the control unit is connected to the first input of the clock distributor, the second input of which is connected to the clock generator, and the output of the clock distributor is connected to the fourth input of the processing command generator and the control input of the switch, the remaining inputs of which are connected to the outputs of the analog-to-digital converters, the output of the switch is connected with the second inputs of the output unit and the computing unit, the third input of which is connected to the output of the shaper processing commands, and the fourth input to the first output control lock, the second output of the computing unit is connected to the second input of the digital indicator and the third input of the output unit.

 The disadvantage of this system is the difficulty of its application in operating conditions, due to the need to use pressure sensors in the engine cylinders. This can be done only by installing instead of the standard special cylinder head with channels for installing pressure sensors. In addition, the known system is characterized by low accuracy and high complexity in identifying the measured data and assigning the engine to a certain class of conditions, since these operations are carried out manually.

 A well-known expert system for determining the technical condition of internal combustion engines [2], which is a prototype containing pressure sensors in cylinders with amplifiers and analog-to-digital converters, an angle mark sensor with a turn indicator, a control unit, a threshold trigger, a manual control unit, a receiver, electronically -computer, digital indicator, output unit, clock generator, clock distributor, processor of the processing algorithms, shaper of processing commands, switch, calculate the first block, the output circuit of the correction pulses, the outputs of the angle mark sensor being connected respectively to the first and second inputs of the control unit, the third input of which is connected through a threshold trigger to the output of one of the amplifiers.

 The fourth input of the control unit is connected to the manual control unit, the fifth input is connected through a receiver to the electronic computer, the first output of the control unit is connected to the first input of the digital indicator and the first input of the output unit, the output of which is connected to the electronic computer, and the second output of the unit control is connected to the control inputs of analog-to-digital converters.

 The third output of the control unit is connected to the first input of the computing unit, the fourth output is connected to the correction inputs of the amplifiers through the correction pulse generation circuit and to the first input of the processing instruction shaper, the second input of which is connected through the master of processing algorithms to the output of the receiver, and the third input is connected to the first input computing unit, the second output of the control unit is connected to the first input of the clock distributor, the second input of which is connected to the output of the clock generator, and the output of the distribution the clock divider is connected to the fourth input of the processing instruction shaper and the control input of the switch, the remaining inputs of which are connected to the outputs of the analog-to-digital converters, the switch output being connected to the second inputs of the output unit and the computing unit, the third input of which is connected to the output of the processing instruction shaper, and the fourth input - to the first output of the control unit, the second output of the computing unit is connected to the second input of the digital indicator unit and the third input of the output unit.

 In addition, the computing unit contains an extremum selection circuit, a period meter, a digital differentiator, a mean indicator pressure calculation unit and a parameter register block, the third input of the computing unit being the first control input of the register unit and the first input of an extremum selection circuit, a digital differentiator, a period meter and unit for calculating the average indicator pressure, the outputs of which, as well as the first and second inputs of the computing unit are connected to the information inputs of the register unit ditch, the second input of the computing unit is the second input of the extremum selection circuit, the digital differentiator and the average indicator pressure calculation unit, the third input of which is the output of the register blocks, the fourth input of the average indicator pressure calculation unit is the first input of the computing unit, and the output of the digital differentiator is connected with the fourth input of the extremum selection circuit, the second output of which is the first output of the computing unit, the second output and the fourth input of which is are respectively output and the second control input of the register block.

 In addition, the system contains a tooth angle mark sensor, a tooth pulse generator, an OR cycle element, a fuel injection sensor, an injection amplifier, a second threshold trigger, a double digital differentiator, a digital sign discriminator, an acceleration extremum meter, an acceleration memory, an arithmetic device, a function generator , an identification unit, a process model adjuster, a state classification unit, a parameter change function adjuster, the output of the first threshold trigger being connected to the first input OR lementa cycle, the output of which is connected to the third input of the control unit.

 The injection sensor through a series-connected injection amplifier and a second threshold trigger is connected to the second input of the OR element of the cycle, and the sensor of the angle marks of the teeth through the tooth pulse shaper is connected to the sixth input of the control unit, the fifth output of which is connected to the input of the double digital differentiator, the output of which is connected to the first inputs of the digital sign discriminator, the acceleration extremum meter and the acceleration memory, the output of the digital sign discriminator is connected to the seventh input of the block control, and the outputs of the acceleration extremum meter and the acceleration memory are connected respectively to the first and second inputs of the arithmetic device, the second inputs of the digital sign discriminator, the acceleration extremum meter, the acceleration memory, the third input of the arithmetic device, the first inputs of the function generator, identification and state classification blocks connected to the first output of the control unit, and the third inputs of the acceleration extremum meter, acceleration memory the fourth input of the arithmetic device, the second inputs of the function generator, identification and classification blocks of states, as well as the first inputs of the process model setter and parameter change function setter are connected to the output of the processing instruction generator, the fifth input of the arithmetic device being connected to the output of the function generator, and the output - with the second inputs of the computing unit and output unit.

 The third input of the identification unit, as well as the second inputs of the process model setter and the parameter change function setter, are connected to the output of the computing unit, the fourth input is connected to the output of the process model setter, and the output is connected to the third input of the state classification unit, the fourth input of which is connected to the output of the function setter parameter changes, and the output with the fourth input of the output unit, and the sixth output of the control unit is connected to the second control input of the switch.

 The control unit contains the signal conditioners of the corner marks, revolution, the beginning of the cycle and control commands, the current angle counter, the electoral block, the period divider and the first element And, and the first output of the first element And is connected to the first output of the control command generator, the third and fourth inputs of which respectively, the fourth and fifth inputs of the control unit, the first input of which is the input of the signal generator of the angle marks, and the second input is the input of the driver of the turnover signals, while the second the start of the signal generator of the start of the cycle is the third input of the control unit, and the output is connected through the counter of the current angle to the input of the election unit and the first input of the driver of control commands, the output of the counter of the current angle is the third output of the control unit, the output of the period divider is connected to the third input of the signal generator of the beginning cycle, the second input of the counter of the current angle, the second input of the control command generator and the second input of the first AND element, the first input of which is connected to the first output control command generator, and the output of the first AND element is the second output of the control unit, the first and fourth outputs of which are the second output of the control command generator and the output of the election unit, respectively.

 In addition, the control unit has two OR elements and a second AND element, and the output of the angle mark signal generator is connected to the first input of the first OR element, the output of which is connected to the input of the period divider and the first input of the second AND element, the second input of which is connected to the third output control command shaper, the output of the turn signal shaper connected to the first input of the second OR element, the output of which is connected to the first input of the signal shaper of the beginning of the cycle, the output of the second AND element and the third The output of the processing instruction shaper is the fifth and sixth outputs of the control unit, respectively, and the second inputs of the first and second OR elements are the sixth and seventh inputs of the control unit, respectively.

 A disadvantage of the known system is the complexity and the associated low accuracy in the examination of the engine in operating conditions, due to the need to include a generator of functions with parameters that must be promptly changed in accordance with a change in the current value of the crankshaft speed, and also have a measuring input device information from sensors in a computer, control, computing and storage devices that would ensure the prompt receipt of information about the state of igatelya during a series of measurements carried out at different operation modes.

 The purpose of the proposed technical solution is to simplify, reduce the complexity and improve the accuracy of classification when determining the technical condition of internal combustion engines in operating conditions.

 The proposed technical solution in comparison with the prototype allows to simplify and significantly reduce the complexity of the examination of the technical condition of the engine by indirectly determining the parameters of the indicator diagrams of the cylinders and other indicators of the technical condition of the internal combustion engine by eliminating the need to generate functions, perform a number of measurements and computational operations under various operating conditions ICE.

 In addition, the proposed technical solution allows to increase the depth of examination (to expand the search for fault locations) due to a more complete use of indirect signs of a technical condition. Compared with the basic object - cylinder indexing by indirect indicator diagrams, the complexity of determining the technical condition of the engine is reduced by 3-5 times.

 The goal in the method is achieved due to the fact that repeatedly accelerate the engine without load from the minimum idle speed to maximum, continuously measure the average values in the engine cycle of angular speed, angular acceleration and dynamic power, when the engine reaches a predetermined rotation speed, the amplitude dynamic power spectrum, find the average value of this power spectrum over many accelerations, similarly measure the amplitude spectra of dynamic power when the engine reaches the maximum rotational speed, rated speed, the start of the speed controller, maximum idle speed and intermediate, the dependence of these spectra on the speed is obtained, similarly the dependence of the amplitude spectra of dynamic power is obtained for multiple engine coasts without fuel from the maximum speed to the minimum .

 The obtained dependences of the dynamic power spectra in acceleration and coasting and their numerical indicators are compared with reference measured previously and correlated with the pressure in the cylinders of a working normal engine, as well as with the previously obtained dependences of changes in these values when the state of the engine changes from normal to permissible and limit and the degree of their proximity classifies the state of the engine, compares the amplitudes of the harmonics of the amplitude spectrum of the dynamic power, multiples of the crossover frequencies controller oscillations (0.2 - 0.3 - harmonics of the rotational speed), measured at the frequency of the controller start-up, with the previously obtained reference value and the values of these amplitudes when the state of the speed controller changes from normal to permissible and limiting, and classify the state according to their proximity the speed controller, in the stationary mode of full load at a predetermined crankshaft speed, the angular speed, acceleration and amplitude spectra of instantaneous angular values are continuously measured new acceleration of the crankshaft, average the spectra over the set of engine operation cycles, measure these spectra under load at maximum rotational speeds, rated, the start of the speed controller and the intermediate ones, obtain the dependence of the spectra on the rotational speed, scroll the engine.

Similarly, the dependence of the spectra of instantaneous acceleration values on the rotation frequency is obtained, the obtained dependences of the amplitude spectra are compared with the standard ones measured previously and correlated with the pressures in the cylinders of a working normal engine, as well as with the previously obtained dependences of changes in these values when the engine state changes from normal to permissible and maximum and the degree of their proximity classifies the state of the engine, moreover, by changing the shape of the dependence of the spectra on the frequency rotations are judged by a change in the lead angle of the fuel supply, by a change in the amplitudes of the harmonics of these spectra, various malfunctions are judged: by the harmonic amplitude multiple of the first harmonic of the rotational speed, by imbalance, by the harmonic amplitude multiple by the second harmonic of the rotational speed, by second-order unbalanced forces according to the amplitudes of harmonics that are multiples of the third and fourth harmonics of the rotational speed, under load, about the average indicator diagram for cylinders, while scrolling, about the degree of tightness of the cylinders; by the difference in the harmonics amplitudes multiple of the frequencies f _k = f _c φ φ _c / φ _hv (where k are the numbers of harmonic components, f _c is the frequency of the engine cycle, φ _c is the angle of rotation of the crankshaft for the engine cycle, φ _hv is the rotation angle outbreaks between adjacent groups of two or more cylinders, the number of such groups in the cycle even), measured at full load and scrolling, on the unevenness of the cylinders, according to the amplitudes of harmonics that are multiples of the fifth to eighth harmonics of the rotational speed, on mechanical losses in the piston-cylinder groups, amp the harmonics of spectra that are multiples of the frequency of the controller’s oscillations, measured on the regulatory branch — about the state of the controller and the automatic speed control system as a whole.

 In the stationary full load mode of a gas-turbocharged engine, at a predetermined rotational speed of the crankshaft, the angular velocity, acceleration and amplitude spectra of the instantaneous values of the angular acceleration of the turbocharger rotor are continuously measured, the spectra are averaged over many engine cycles, these spectra are measured under load at maximum rotational speeds torque, nominal and intermediate, get the dependence of the spectra on the rotational speed of the crankshaft, compare obtained nd relationship to the reference, pre-measured and correlated with the pressures in the cylinders of the engine normal serviceable, as well as preformed dependency of these quantities changes when changing from the normal state of the engine and to an acceptable limit and the degree of their proximity classified condition of the engine.

Moreover, by changing the shape of the dependence of the spectrum on the frequency of rotation, one judges a change in the angle of advance of the fuel supply, by changing the amplitudes of the harmonics of these spectra, various malfunctions are judged: by the amplitudes of harmonics that are multiples of the third and fourth harmonics of the crankshaft speed, - by the indicator diagram, by the amplitudes of harmonics multiples of the frequencies f _k = f _c • φ _c / φ _hv ,, - on the uneven operation of the cylinders.

 Similarly, the dependences of the average values of the dynamic power amplitude spectra on the rotational speed over the set of accelerations and out-loads without load on the working cycle of each cylinder are obtained separately, the obtained dependences are compared with the reference and with the previously obtained dependences of the change in these values when the state of the engine cylinders changes from normal to permissible limit and by the degree of their proximity classify the state of individual cylinders, similarly receive the dependence of the average values of amp the solid spectra of the instantaneous values of the angular acceleration of the crankshaft versus the rotational speed in the stationary full load mode and when scrolling through the set of engine cycles on the working cycle of each cylinder separately, the obtained dependences are compared with the reference ones, measured previously, and with the previously obtained dependences of the changes in these values by changes in the state of the engine cylinders from normal to permissible and limit and classify the state of individual cylinders by the degree of their proximity in.

 Moreover, by changing the amplitudes of the harmonics of these spectra, various malfunctions are judged: according to the amplitudes of harmonics that are multiples of the third and fourth harmonics of the rotational speed, under load - about the indicator diagram, and when scrolling - about the degree of tightness of each cylinder separately, according to the amplitudes of harmonics that are multiples of the fifth eighth harmonics of speed, - about mechanical losses in the cylinder-piston group of each cylinder separately.

 The dependence of the average value of the amplitude spectra of the instantaneous angular acceleration of the turbocharger rotor on the rotational speed in the stationary full load mode for the set of gas-turbo-boosted engine operation cycles on the working cycle of each cylinder separately is obtained, the obtained dependencies are compared with the reference ones measured previously, and with the previously obtained dependences of the change in these values when the state of the engine cylinders changes from normal to permissible and the limit and the degree of their proximity classify the state of individual cylinders.

 The goal in the expert system is achieved by the fact that a dynamic power meter, an inertial constant unit, a spectrum analyzer, an algebraic adder-averager, a speed characteristics recorder, a turbocharger rotor angle mark sensor, a rotor pulse shaper, a rotary speed selector, and outputs are added to the known system angle mark sensors with a turn indicator are connected respectively to the first and second inputs of the control unit, the fourth input of which is connected to the control unit Foot control, a fifth input connected to the receiver through the electronic computer, the first control unit output is connected to the first input of a digital indicator and a first input of the output unit, the output of which is connected with the computing machine.

 The second output of the control unit is connected to the control inputs of the analog-to-digital converters, and the outputs of the pressure sensors in the cylinders through the amplifiers are connected to the corresponding information inputs of the analog-to-digital converters, the third output of the control unit is connected to the first input of the computing unit, the fourth output is connected to the correction inputs of the amplifiers through a circuit for generating correction pulses and to the first input of the processing instruction shaper, the second input of which is connected through the algorithm setter processing with the output of the receiver, and the third input with the first output of the computing unit, while the second output of the control unit is connected to the first input of the clock distributor, the second input of which is connected to the output of the clock generator, and the output of the clock distributor is connected to the fourth input of the processing instruction generator and the control input of the switch, the remaining inputs of which are connected to the outputs of the analog-to-digital converters, and the output of the switch is connected to the second inputs of the output unit and the computing unit The third input of which is connected to the output driver command processing, and the fourth input - to the first output of the control unit. In this case, the second output of the computing unit is connected to the second input of the digital indicator unit and the third input of the output unit.

 The input of the first threshold trigger is connected to the output of one of the amplifiers, and the output is connected to the first input of the OR element of the cycle, the output of which is connected to the third input of the control unit. The injection sensor through a series-connected injection amplifier and a second threshold trigger is connected to the second input of the OR element of the cycle, and the sensor of the angle marks of the teeth through the tooth pulse shaper is connected to the sixth input of the control unit, the fifth output of which is connected to the input of the double digital differentiator, the output of which is connected to the first inputs of the digital sign discriminator, dynamic power meter and spectrum analyzer, the output of the digital sign discriminator is connected to the seventh input of the control unit, in The other inputs of the dynamic power meter of a digital sign discriminator, a spectrum analyzer, an algebraic adder-averager, a speed characteristics recorder, the first inputs of the state identification and classification blocks, as well as the input of the inertial constant block are connected to the first output of the control unit, and the second inputs of the state identification and classification blocks , the first inputs of the setter of process models and the setter of functions for changing parameters, as well as the third inputs of the spectrum analyzer, algebraic adder - averager, recorder of speed characteristics are connected to the output of the shaper of processing commands.

 The third inputs of the identification block and the digital indicator, the fifth input of the output block, as well as the second inputs of the process model setter and the parameter change function setter, are connected to the output of the speed characteristics recorder, the fourth input to the output of the process model setter, and the output to the third input of the state classification unit the fourth input of which is connected to the output of the setter of parameter changing functions, and the output is connected to the fourth input of the output unit, and the sixth output of the control unit is connected to the second control input switch house, the third input of the dynamic power meter is connected to the output of the inertial constant block, the fourth input is connected to the output of the processing instruction shaper, and the output is connected to the fourth input of the spectrum analyzer, the output of which, in turn, is connected to the first input of the algebraic adder-averager, output which is connected to the first input of the speed characteristics recorder, the fourth input of which is connected to the third output of the computing unit, the eighth input of the control unit being connected via a pulse shaper sensor turbocharger rotor speed, and the fifth input spectrum analyzer - a third output calculation unit.

 In the expert system, the third and fourth OR elements, the third AND element, are added to the control unit, the first input of the control unit being the input of the angle mark signal generator, the output of which is connected to the first input of the first OR element, the second input of which is the sixth input of the control unit, and the output is connected to the input of the period divider, the second input of the control unit is the input of the turn signal shaper, the output of which is connected to the first input of the second OR element, the second input of which is the second input of the control unit, and the output is connected to the first input of the signal generator of the beginning of the cycle, the second input of which is the third input of the control unit, and the output of the signal generator of the beginning of the cycle is connected through the counter of the current angle to the input of the election block and the first input of the driver of control commands, and the output of the counter the current angle is the third output of the control unit.

 The output of the period divider is connected to the third input of the signal generator of the start of the cycle, the second input of the current angle counter and the second input of the control command generator, the third and fourth inputs of which are the fourth and fifth inputs of the control unit, and the first output of the control command generator is connected to the first input of the first element And, the second input of which is connected to the output of the period divider.

 The output of the first element And is the second output of the control unit, the first and fourth outputs of which are the second output of the control command generator and the output of the election unit, respectively. The first input of the second AND element is connected to the output of the first OR element, the output of the second AND element is connected to the first input of the third OR element, the output of which is the fifth output of the control unit, and the second input is connected to the output of the third AND element, the first input of which is connected to the first input of the fourth OR element with the fourth output of the control command generator, and the second input is the eighth input of the control unit, and the second inputs of the second AND element and the fourth OR element are connected to the third output of the control unit and control, the output of the fourth element OR is the sixth output of the control unit.

 The computing unit contains an extremum selection circuit, a period meter, a digital differentiator, an average indicator pressure calculating unit, a parameter register block and a rotational speed selector, the third input of the computing unit being the first control input of the register unit and the first input of an extremum selection circuit, a digital differentiator, meter period and the unit for calculating the average indicator pressure, the outputs of which, as well as the first and second inputs of the computing unit are connected to the information the moves of the register block, the second input of the computing unit being the second input of the extremum selection circuit, the digital differentiator and the average indicator pressure calculating unit, the third input of which is the output of the register unit, the fourth input of the average indicator pressure calculating unit being the first input of the computing unit, and the output the digital differentiator is connected to the fourth input of the extremum selection circuit, the second output of which is the first output of the computing unit, the second output and h the fourth input of which is respectively the output and the second control input of the register block, the output of the period meter being connected to the first input of the speed selector, the second input of which is connected to the second input of the register block, and the output is the third output of the computing unit.

 In FIG. Figure 1 shows the diagrams of the logarithmic amplitude spectra of the average dynamic effective power values per cycle, corresponding to various tractor engines when they reach nominal rotation speeds during acceleration without load. In FIG. Figure 2 shows the informative harmonics of the amplitude spectra of the instantaneous values of the angular acceleration of the A-41 engine crankshaft in stationary mode at the same load (a) and during scrolling (b) for different speeds. In FIG. Figure 3 shows similar spectra for different engine power of the A-41 at the rated speed. In FIG. Figure 4 shows similar spectra for the SMD-62 engine with an uneven alternation of injections during its operation at the nominal speed and various non-uniformity of the cylinders. In FIG. 5, 6 are functional diagrams of an expert system for implementing the method, as well as its control unit and computing unit, respectively.

индикаторного

эффективного

внутренних потерь

и линейной зависимости этих моментов от частоты вращения (среднего значения угловой скорости за один оборот вала).The claimed method is carried out in the following sequence. First, an express examination of the engine is carried out. In this case, the general technical condition of the internal combustion engine is evaluated. For this, the test mode of free acceleration can be applied (i.e., the driving mode with full fuel supply and no load). From the theory of engines it is known that in this case, due to the non-linearity of the characteristics, the dynamics of the engine can be described by a linearized equation in the vicinity of each value of the angular velocity ω (rotation speed) with average values in the engine cycle of moments: inertia

indicator

effective

domestic losses

and the linear dependence of these moments on the frequency of rotation (the average value of the angular velocity per revolution of the shaft).

перемещение органа топливоподачи в сторону ее увеличения; ψ₀- соответствует поступлению на вход ступенчатой функции

Амплитудно-частотная характеристика ДВС (соответственно спектр сигнала N_c(t)) описывается зависимостью:
A_N(θ) = k₁•(1+貕T $\genfrac{}{}{0ex}{}{\text{2}}{\text{1}}$ )^-1/2, (4)
где θ = 2πf , рад/с, f - частота, Гц.The solution to this equation, as well as the dependences for angular acceleration and dynamic power (in the vicinity of ω = ω ^* ), have the form (except for the singular point):

movement of the fuel supply body in the direction of its increase; ψ ₀ - corresponds to the input of a step function

The amplitude-frequency characteristic of the internal combustion engine (respectively, the signal spectrum N _c (t)) is described by the dependence:
A _N (θ) = k ₁ • (1 + θ ² • T $\genfrac{}{}{0ex}{}{\text{2}}{\text{1}}$ ) ^-1/2 , (4)
where θ = 2πf, rad / s, f is the frequency, Hz.

Логарифмический спектр L_N можно представить приближенно в виде трех прямых: при θ≤θ₁- параллельной оси абсцисс; при θ₁< θ < θ₂- идущей с наклоном - 20 дБ/декаду; при θ ≥ θ₂- идущей с наклоном - 40 дБ/декаду; здесь θ₁ = 1/T₁, θ₂= 2/T₁ .
Как видно спектр L_N полностью характеризуется средними значениями параметров двигателя и отражает его техническое состояние (при отклонении параметров двигателя от номинальных значений). Так, например, при θ ≈ 0 максимальное значение амплитудного спектра соответствует среднему значению мощности двигателя при установившемся режиме ω = ω^*./
С ростом T₁ спектр сужается, что при

= const характеризует скорость изменения эффективного момента по угловой скорости, а при известной скорости изменения внутренних потерь - о скорости изменения индикаторного момента или его индикаторной диаграммы. Сравнивая динамические спектры A_N (или L_N) при определенных значениях ω^* с аналогичными эталонными, полученными для двигателя, находящегося в нормальном состоянии, можно оценить в целом фактическое техническое состояние двигателя.Logarithmic spectrum of N _c (t) in dB:
L _N = 20lga ₁ - 20lg [1 + (θ • T ₁ ) ² ] ^1/2 - 20lg [1+ (0.5 θ • T ₁ ) ² ] ^1/2 ,
Where

The logarithmic spectrum of L _N can be represented approximately in the form of three straight lines: when θ≤θ ₁ - parallel to the abscissa axis; when θ ₁ <θ <θ ₂ - going with a slope - 20 dB / decade; when θ ≥ θ ₂ - going with a slope - 40 dB / decade; here θ ₁ = 1 / T ₁ , θ ₂ = 2 / T ₁ .
As you can see the spectrum of L _{N is} fully characterized by the average values of the engine parameters and reflects its technical condition (when the engine parameters deviate from the nominal values). So, for example, at θ ≈ 0, the maximum value of the amplitude spectrum corresponds to the average value of the engine power at the steady state ω = ω ^* ./
As T ₁ increases, the spectrum narrows, which for

= const characterizes the rate of change of the effective moment in terms of angular velocity, and for a known rate of change of internal losses - the rate of change of the indicator moment or its indicator diagram. By comparing the dynamic spectra A _N (or L _N ) at certain values of ω ^* with the corresponding reference ones obtained for an engine in a normal state, we can estimate the actual technical condition of the engine as a whole.

In practice, it is sufficient to take spectra at rotational speeds n, at which static velocity characteristics are taken (i.e., at n ≈ n _nom , n _Mmax , n _Xmin and every 100 rpm, where n _Mmax is the rotational speed corresponding to the maximum torque, n _Xmin - minimum idle frequency). Similar spectra can be obtained for an engine located in other classes of state (permissible, limit, pre-emergency, emergency), i.e. specimen spectra.

где

Появление выбросов в спектре A_ВП и L_ВП на отдельных частотах (особенно в области низких частот вращения) свидетельствует о наличии нелинейностей, т. е. наличие у ДВС сухого трения или больших люфтов (износов). Расширение спектра также свидетельствует об увеличении общей мощности потерь.If the measured spectra differ from the reference spectra, the A _N or L _N spectrum can also be used to localize malfunctions. So, for example, a decrease in the maximum power value (at θ ≈ 0) may indicate, first of all, increased internal losses. In this case, the dynamic spectra A _VP or L _VP in the free-running mode of the engine from n _nom to n = 0 are similarly recorded. Spectra A _VP or L _VP can also be obtained for all classes of state:

Where

The appearance of emissions in the spectrum of A _VP and L _VP at individual frequencies (especially in the region of low rotational speeds) indicates the presence of non-linearities, i.e., the presence of dry friction or large backlash (wear) in the internal combustion engine. The expansion of the spectrum also indicates an increase in the total power loss.

In the free acceleration of the engine when it reaches the regulator response frequency n _p (close to the nominal value), the oscillatory process of the angular velocity (and accordingly the angular acceleration) begins around this speed. Moreover, in accordance with the theory, the first half-wave (overshoot) fully characterizes the quality of the controller. Consequently, the amplitude of the acceleration harmonic of the first half-wave (overshoot) reflects the technical state of the regulator, since it is determined by its design parameters. For example, for centrifugal pendulum regulators of tractor diesel engines, these are the harmonics of angular acceleration that are multiples of 0.2 - 0.3 harmonics of the speed. By measuring, when the engine reaches the frequency n _p , the amplitudes of these acceleration harmonics and comparing them with the values inherent in a serviceable controller, it is possible to classify the state of the controller.

 To improve accuracy, due to the non-stationary nature of the fuel supply and combustion processes, it is necessary to do multiple accelerations and find the average value of the harmonics amplitudes. If, during express diagnostics, deviations of the spectrum from acceptable values are detected, then they proceed to in-depth examination (localization of malfunctions). To do this, load the engine. In a stationary (steady-state) mode under load, the working processes in the engine, described by the equation of engine dynamics at moments, are characterized by certain harmonics of the angular acceleration spectrum. The harmonics of the angular acceleration of the crankshaft, which are multiples of the first and second harmonics of the rotational speed, reflect the inertial performance of the engine: the first harmonic is an imbalance: the second is unbalanced second-order forces depending on the layout of the engine, as well as residual technological unbalanced forces. Angular acceleration components that are multiples of the third and fourth harmonics of the rotational speed reflect the most active part of the thermodynamic processes occurring in the engine. Therefore, the amplitudes of these harmonics indirectly characterize the indicator diagram and engine power.

 From the theory of engines it is known that the shape of the speed characteristics for torque varies depending on the value of the lead angle of fuel injection. For example, the appearance of a maximum of this characteristic in the region of the nominal speed of tractor diesel engines indicates an early angle, and the appearance of a maximum in the region of the minimum idle speed indicates a late angle. Since the third and fourth harmonics of angular acceleration reflect the active part of thermodynamic processes and torque, then, having built a velocity characteristic for these harmonics, we can determine the actual value of the angle of advance of fuel injection by changing the shape of the velocity characteristic of these harmonics. The regulatory branch of this characteristic reflects the quality indicators of the controller and the automatic speed control system: the frequency of the controller's onset, overshoot, etc.

In the stationary load mode, the spectra of the accelerated crankshaft can be used to determine the unevenness of the cylinder. If all the cylinders work the same way, then all the pulses of the gas component of the angular acceleration within the cycle (for four-stroke internal combustion engines - this is 720 ^o crankshaft rotation - PCV) have the same area. In this case, there are no acceleration components that coincide with the cycle frequency f _c (for four-stroke engines this is 0.5 harmonic of the rotational speed) and with frequencies f _k = f _c • φ _c / φ _vh , Hz; (where k is the number of harmonic components; f _c is the frequency of the engine cycle, Hz; φ _c is the angle of the PCV per engine cycle; φ _h is the angle of alternation of flashes between adjacent groups of two or more cylinders, while the number of such groups in the cycle even). For four-stroke engines f _to = f ₀ • φ _c / 2φ _hw , where F ₀ is the crankshaft speed.

 If there is an increased unevenness of the cylinders, then these pulses have a different area. Depending on how the working processes in the cylinders differ from each other and from their number, the amplitude of the corresponding acceleration harmonic increases. For example, for a 4-p layout engine, these are acceleration harmonics that are multiples of 0.5 and 1st harmonic of the rotational speed; for a 6-r engine, these are acceleration harmonics that are multiples of the 0.5 and 1.5th harmonics of the rotational speed, etc. To increase accuracy, initially in the engine idle mode, at the required speed, i.e. in which the unevenness is estimated, the amplitudes of the inertial harmonics are determined, which are then subtracted from the measured values of the acceleration harmonics in the load mode.

 Theoretical and experimental studies have shown that the resource structural parameters of the cylinder-piston group (CPG) - wear, backlash, etc. - are most actively manifested at maximum load in the range of rated speeds in the piston shift zone: (-5 ... 10 - + 5 ... 10) degrees relative to the TDC of each cylinder. The deterioration of the technical condition of the CPG relative to normal leads to an increase in the shock pulse in this zone and, accordingly, to an increase in the rotation unevenness in the vicinity of this zone (an increase in the instantaneous values of angular velocities and acceleration). Since the change in the angular acceleration in this zone corresponds to 4-8 harmonics of the rotational speed, then, by measuring the amplitudes of the harmonics of the angular acceleration that are multiples of 5 - 8 harmonics of the rotational speed, and comparing them with the values inherent in a working engine (reference class) or other classes, you can classify the state of CPG.

k = 0,2; 0,5; 1; 1,5; 2; 3; 4; 5; 6; 7; 8. (8)
Для удобства анализа этот спектр целесообразно пронормировать:

(9)
где S_(ε4)ном- = амплитуда гармоники углового ускорения, которая кратна четвертой гармонике частоты вращения и измерения при n_ном. При этом предварительно необходимо измерить амплитуду S_(ε4)ном и, сравнив ее с амплитудой, присущей эталонному двигателю или другому классу состояния, отнести испытуемый двигатель по этой гармонике к ближайшему классу состояния. При прокрутке двигателя без нагрузки преимущественно гармоника углового ускорения, кратная четвертой гармонике частоты вращения, характеризует компрессорную составляющую силовой функции и отклонение ее амплитуды от эталонного значения свидетельствует о повышенных насосных потерях. Предварительно могут быть получены значения амплитуд указанной гармоники для других классов состояния двигателя. Для большей достоверности могут быть измерены амплитуды этой гармоники в области нижних и верхних частот вращения.As an integral (general) indicator of the state of the internal combustion engine and speed controller, the total angular acceleration spectrum for all these harmonics S _ε (their amplitudes) can be used:

k = 0.2; 0.5; 1; 1.5; 2; 3; 4; 5; 6; 7; 8. (8)
For the convenience of analysis, it is advisable to normalize this spectrum:

(9)
where S _{(ε4) nom} - = amplitude of the harmonic of angular acceleration, which is a multiple of the fourth harmonic of the speed and measurement at n _nom. In this case, it is first necessary to measure the amplitude S _{(ε4) nom} and, comparing it with the amplitude inherent in the reference engine or another class of state, assign the tested motor according to this harmonic to the nearest class of state. When scrolling the engine without load, mainly the harmonic of angular acceleration, a multiple of the fourth harmonic of the rotational speed, characterizes the compressor component of the power function and the deviation of its amplitude from the reference value indicates increased pumping loss. Preliminarily, the amplitudes of the indicated harmonic can be obtained for other classes of the state of the engine. For greater reliability, the amplitudes of this harmonic can be measured in the region of lower and upper rotation frequencies.

 For internal combustion engines forced by gas turbocharging, the operation of the fuel combustion forces in individual cylinders leads to fluctuations in the pressure and temperature of the exhaust gas flow, which causes fluctuations in the angular velocity and acceleration of the turbocharger rotor. Thus, the angular acceleration of the rotor of the turbocompressor fully reflects the thermodynamic processes in the engine cylinders and the components of this acceleration that are multiples of the third or fourth harmonics of the crankshaft speed can indirectly evaluate the cylinder pressures and the indicator power of the engine. Having built a similarly high-speed characteristic for these harmonics, it is possible to estimate the advance angle of the fuel supply by changing its shape. And from the amplitudes of harmonics, similar to harmonics of acceleration of the crankshaft, it is possible to determine the unevenness of the cylinders. The advantage of using the angular acceleration spectra of the turbocompressor rotor is the absence of the inertial component of the crankshaft and the friction component in the associated ICEs. This increases the reliability of the examination of processes in the cylinders and facilitates the selection of faults.

Previously, for a normal serviceable engine, an indicator diagram of cylinder pressures is determined using a sensor installed in the combustion chamber, as well as numerical indicators of this diagram (maximum pressure P _z , compression pressure P _c , average indicator pressure P _i , maximum pressure rise rate (dP / dφ) _max and the corresponding angular positions of these indicators (φ _z , φ _c , φ _dmax )). For the same state, amplitude spectra are measured, and the speed characteristics of the spectra in acceleration, coast and stationary mode are obtained, which are taken as reference ones. Preliminarily, the dependence of the change in the indicator diagram of pressures and amplitude spectra, as well as speed characteristics when changing the state of the engine from normal to permissible and maximum, is also determined. These dependencies can be obtained, for example, by conducting accelerated wear tests or a multivariate active experiment taking into account changes in the most significant factors. In the latter case, these dependences can be described by a quadratic polynomial.

где

- вектор i-го измерения испытуемого двигателя;

- вектор средних значений признаков модели (эталона или образца);
r - число признаков, характеризующих состояние двигателя.In FIG. Figure 1 shows diagrams of the logarithmic amplitude spectra of the average dynamic power efficiency values of various tractor engines per cycle, obtained during acceleration of engines without load when the fuel is fully supplied from the minimum speed and when they reach the nominal speed: curve 1 - SMD-62, curve 2 - SMD -19, curve 3 - D-240, curve 4 - A-41. With the deterioration of the state of the engine, the spectrum parameters change: an expansion of the spectrum relative to the reference can indicate an increase in power loss, and a decrease in amplitudes indicates a deterioration in the thermodynamic processes in the cylinders. Spectra are measured in the same way at different rotational speeds: maximum torque, the start of the speed controller and intermediate responses, the speed characteristics of the spectra on the corrector section are built up over many accelerations, the spectrum is determined when the engine reaches the controller response frequency (on the regulatory section), and the speed characteristics are also obtained engine without load. Then, the measured spectra and speed characteristics are compared with the reference ones, as well as with the dependence describing the change in these values when the state of the engine changes from normal to permissible and ultimate, and the state of the engine is classified by their proximity. As a measure of proximity, for example, the usual Euclidean distance can be taken:

Where

- vector of the i-th dimension of the test engine;

- a vector of average values of the characteristics of the model (standard or sample);
r is the number of signs characterizing the state of the engine.

The distance d is determined both for the entire speed characteristic of the spectra, integrated spectra (8), (9), and for their numerical indicators and individual informative harmonics. In the first case, the number r is determined by the resolution and the required measurement accuracy and is equal to the number of values (samples) of the spectrum that provide accurate measurement in the entire range of informative harmonics, in the entire range of engine speeds. The distance d can be determined for each numerical indicator of the speed characteristics of the spectrum: the width of the spectrum of the spectrum area, the amplitudes of the individual harmonics. Due to the spread of working processes in the cylinder from cycle to cycle, it is necessary to determine the average value of the distance d obtained from the set of cycles (at least 30), or to find the distance d for the average values of A _Ni .

 The condition of the engine can conditionally be divided into classes: normal - with a deviation of the pressure diagram and its numerical indicators by approximately ± 1% of the nominal values; permissible - if they deviate for the worse by 1 - 5%; the limiting - when they deviate in the same direction by 5 - 15% and the preliminary - when they deviate in the same direction by more than 15%. By the value of the distances from the measured speed characteristic of the spectra to the reference model and to the models corresponding to the indicated classes, a decision is made on the state of the engine. For example, by the minimum value of the indicated average distance, one can judge whether the engine belongs to this class of state.

 If deviations in the spectra from the normal state are detected, then they proceed to troubleshooting in the stationary mode under load and when the engine is scrolled at various speed modes. In this case, the amplitude spectra of the instantaneous values of the angular acceleration of the crankshaft are measured each time, informative harmonic harmonics are isolated. In FIG. Figure 2 shows the change in the amplitudes of the informative harmonics of a 4-cylinder 4CH 13/14 (A-41) engine when the speed changes: ••• - n = 1200 rpm; xxx - n = 1400 rpm; ΔΔΔ- n = 1740 rpm

).In FIG. Figure 3 shows similar spectra when the engine power changes: ΔΔΔ- nominal; xxx - half; ••• - one tenth of the nominal when the uneven operation of the cylinders is normal (a) and extreme (b). Here is the spectrum of an engine with a single cylinder idle (indicated:

)

In FIG. 2, 3 spectra are normalized, i.e. assigned to the maximum harmonic value. In FIG. Figure 4 shows the change in the spectra of the 6-cylinder engine SMD-62 with uneven alternation of injections during its operation at the nominal load mode and with various unevenness of the cylinders (a - to accelerate the crankshaft, b - to accelerate the rotor of the turbocharger); ••• - the engine is normal; xxx - the third cylinder does not work; ΔΔΔ- the third and sixth cylinders do not work. In spectrum (b), the frequency f _{mouth is} taken as the frequency f = 0 _. corresponding to the rotor speed of the turbocharger.

 The classification of engine states in this mode can also be carried out taking into account the proximity measure (10) of both the engine as a whole by the speed characteristics of the spectra, including integral (8) and (9), and by individual informative harmonics (for each malfunction).

An expert system for determining the technical condition of an internal combustion engine (Fig. 5) contains sensors 1 ₁ - 1 _n pressure in the cylinders, amplifiers 2 ₁ - 2 _n with zero line correction, analog-to-digital converters 3 ₁ -3 _n , sensors 4 corner marks with a collection indicator, control unit 5, first threshold trigger 6, manual control unit 7, receiver 8, computer 9, digital indicator 10, output unit 11, clock generator 12, clock distributor 13, processor 14 algorithm for processing, generator 15 processing commands switch 16 calculated block 17, correction pulse generation circuit 18, OR element 19, fuel injection sensor 20, injection amplifier 21, second threshold trigger 22, tooth angle mark sensor, tooth pulse generator 24, double digital differentiator 25, digital sign discriminator 26, meter 27 dynamic power, block 28 of inertial constants, spectrum analyzer 29, algebraic adder-averager 30, identification block 31, state classification block 32, master 33 process models, master 34 of parameter change functions, speed recorder characteristics 35, the sensor of the angular marks of the rotor of the turbocharger 36, the shaper 37 of the pulses of the rotor.

Each of the pressure sensors 1 ₁ - 1 _n in the cylinders through an amplifier 2 ₁ - 2 _n with zero line correction is connected to its analog-to-digital converter 3 ₁ - 3 _n , and the first and second outputs of the 4 angle mark sensor with a turn indicator are connected to the first and second inputs of control unit 5, respectively. The output of one of the amplifiers 2 ₁ - 2 _{n is} connected to the input of the first threshold trigger 6, the fourth input of the control unit 5 is connected to the manual control unit 7, and the fifth input is connected through a receiver 8 to the electronic computer 9. The first output of the control unit 5 is connected to the first inputs of the digital indicator 10 and the output unit 11, as well as with the fourth input of the computing unit 17, the output of the output unit 11 is connected to a computer 9; the second output of the control unit 5 is connected to the control inputs of the ADC 3 ₁ -3 _n . The clock generator 12 is connected to the second input of the clock distribution 13, the first input of which is connected to the second output of the control unit 5. The input of the setter 14 of the processing algorithms is connected to the output of the receiver 8, and the output is to the second input of the shaper 15 of the processing commands, the first input of which is connected to the fourth output of the control unit 5, the fourth input is with the output of the distributor 13 clocks and the first control input of the switch 16, the third input - with the first output of the computing unit 17, and the output with the third input of the computing unit 17.

The input of the correction pulse generator circuit 18 is connected to the fourth output of the control unit 5, and the output is connected to the correction inputs of amplifiers 2 ₁ - 2 _n . The output of the OR element of cycle 19, the first input of which is connected to the output of the first threshold trigger 6, is connected to the third input of the control unit 5. The fuel injection sensor 20 is connected through a series-connected injection amplifier 21 and the second threshold trigger 22 is connected to the second input of the OR element of cycle 19. Sensor 23 the angle of the tooth marks through the shaper 24 of the pulses of the teeth is connected to the sixth input of the control unit 5. The fifth output of the control unit 5 through a double digital differentiator 25 is connected to the first inputs of a digital discriminator of sign 26, a dynamic power meter 27, a spectrum analyzer 29, the second inputs of which are connected to the first output of the control unit 5. The output of the digital sign discriminator 26 is connected to the seventh input of the control unit 5. The first inputs of the identification blocks 31 and classification 32 are connected to the first input of the control unit 5, the second inputs of these blocks, as well as the first inputs of the setter 33 of the process models and setter 34 of the parameter change functions are connected to the output of the shaper 15 of the processing commands. The fourth input of the identification unit 31 is connected to the output of the master 33 of the process models, and the output is connected to the third input of the classification block 32, the fourth input of which is connected to the output of the master 34 of the parameter changing functions, and the output is connected to the fourth input of the output block 11.

The first input of the algebraic adder-averager 30 is connected to the output of the spectrum analyzer 29, the second input is connected to the first output of the control unit 5, and the output is connected to the first registration input 35 of the speed characteristics, the second input of which is connected to the first output of the control unit 5, and the fourth input output 3 of the computing unit 17, and the output with the third inputs of the digital indicator 10 and the identification unit 31, with the second inputs of the setter 33 of the models and setter 34 of the parameter changing functions, as well as with the fifth input of the output unit 11. The second input of the digital the indicator 10 and the third input of the output unit 11 are connected to the second output of the computing unit 17, the input of the inertial constant unit 28 is connected to the first output of the control unit 5, and the output is connected to the third input of the dynamic power meter 27, the output of which, in turn, is connected to the fourth spectrum analyzer input
29. The fourth input of the dynamic power meter 27, the third inputs of the spectrum analyzer 29, the algebraic adder-averager 30, and the speed characteristics recorder 35 are connected to the output of the shaper 15 of the processing instructions. The fifth input of the spectrum analyzer 29 is connected to the third output of the computing unit 17, and the second input of the output unit 11 is connected to the output of the switch 16 and the second input of the computing unit 17. The output of the sensor 36 of the angular marks of the rotor of the turbocompressor is connected through the shaper 37 of the rotor pulses with the eighth input of the control unit 5 the output 3 of which is connected to the first input of the computing unit 17, and the output 6 is connected to the second control input of the switch 16.

 The control unit 5 (Fig. 6a) contains a shaper 38 of angle mark signals, a shaper of 39 signals of revolution, a shaper of 40 signals of the beginning of the cycle, a shaper of 41 control commands, a counter 42 of the current angle, the selective block 43, the divider of the period 44, the first, second and third elements And 45, 46, 47, the first to fourth OR elements 48, 49, 50, 51. The first input of the control unit 5 is the input of the angle mark signal generator 38, the second input of the control unit 5 is the input of the turn signal generator 39, the second input of the generator 40 signals of la cycle is the third input of the control unit 5. The output of the generator of the beginning of the cycle 40 is connected through the counter 42 of the current angle to the input of the electoral unit 43 and to the first input of the driver 41 of the control commands, and the output of the counter 42 of the current angle is the third output of the control unit. The output of the period divider 44 is connected to the third input of the start signal generator 40 of the cycle, the second input of the counter 42 of the current angle and the second input of the driver 41 of the control commands, the third and fourth inputs of which are the fourth and fifth inputs of the control unit 5, respectively.

 The first output of the control command generator 41 is connected to the first input of the first And 45 element, the second input of which is connected to the output of the period divider 44. The output of the first And 45 element is the second output of the control unit 5, the first and fourth outputs of which are the second output of the control command 41 and the output of the electoral unit 43. The second input of the second element And 46 is connected to the third output of the driver 41 control commands. The output of the angle mark signal generator 38 is connected to the first input of the first OR element 48, the output of which is connected to the input of the period divider 44 and the first input of the second AND element 46. The output of the turn signal generator 39 is connected to the first input of the second OR element 49, the output of which is connected to the first the input of the shaper 40 signals the beginning of the cycle. The second inputs of the elements OR 48, 49 are respectively the sixth and seventh inputs of the control unit 5.

 The fourth output of the control command generator 41 is connected to the first input of the third AND element 47, the second input of which is the eighth input of the control unit 5, and the output is connected to the second input of the third OR element 50, the first input of which is connected to the output of the second AND element 46, and the output is the fifth output of the control unit 5. The first and second inputs of the fourth element OR 51 are connected respectively with the fourth and third outputs of the shaper 41 of the control commands.

 Computing unit 17 (Fig. 6b) contains an extremum selection circuit 52, a period meter 53, a digital differentiator 54, an average indicator pressure calculating unit 55, a parameter register unit 56 and a rotation speed selector 57, the third input of the computing unit 17 being the first control input block 56 registers and the first inputs of the circuit 52 for selecting an extremum, a digital differentiator 54, a period meter 53 and a block 55 for calculating the average indicator pressure, the outputs of which, as well as the first and second inputs of the computing unit 17, connected to the information inputs of the register block 56, the second input of the computing unit 17 being the second input of the extremum selection circuit 52, the digital differentiator 54 and the average indicator pressure calculating unit 55, the third input of which is the output of the register block 56, the fourth input of the average indicator calculating unit pressure 55 is the first input of the computing unit 17, and the output of the digital differentiator 54 is connected to the fourth input of the extremum selection circuit 52, the second output of which is the first the output of the computing unit 17, the second output and the fourth input of which are respectively the output and the second control input of the register unit 56, the first input of the speed selector 57 being connected to the output of the period meter 53, the second input to the second input of the register unit 56, and the output is the third the output of the computing unit 17.

 As a fuel injection sensor 20, a strain gauge or vibration transducer mounted with a clip on a high pressure pipe (usually the first cylinder) can be used.

 The second threshold trigger 22 is made similar to the first 6 (according to the Schmitt trigger scheme). As the sensor 23 of the angle marks of the teeth, an induction sensor mounted opposite the gear ring of the engine flywheel can be used. The double digital differentiator 25 can be made in the form of two series-connected digital differentiators with averaging, assembled according to a typical scheme. The sliding averaging time of such a differentiator will be determined by the desired number of angle marks used.

 The digital discriminator of the sign 26 can be performed according to the standard scheme of the comparator of codes of current numbers with zero. The dynamic power meter 27, the algebraic adder-averager 30, the identification blocks 31 and classifications 32 can be built on processors with hard-switched logic. Block 28 of inertial constants, the master 33 of the process models and the master 34 of the parameter change functions contain sets of registers that store the corresponding numerical values of the moments of inertia of the engine, models and functions, respectively. Spectrum analyzer 29 (parallel) may contain a set of digital filters tuned to specific harmonics. The registrar 35 of the speed characteristics of the spectra can be built on the basis of a liquid crystal matrix of registers, on each column of which the signal codes are output from the output of the algebraic adder-averager. The column number is determined by the engine speed. As the sensor 36 of the angular marks of the rotor can be used an optical sensor mounted opposite the turbine impeller, or an induction sensor when a ferromagnetic gear disk is mounted on the turbocompressor shaft.

 The expert system works as follows. The system provides five modes of operation: measuring and registering an indicator diagram of pressure in cylinders, training, measuring and recording speed characteristics in transient modes, in stationary modes, and for binding.

When the engine is operating in the mode of measuring and recording the indicator diagram of pressure in the cylinders, the instantaneous gas pressure in the cylinders is converted by pressure sensors 1 ₁ - 1 _n pressure into the corresponding electrical voltage, amplified by amplifiers 2 ₁ - 2 _n and fed to the signal inputs of the ADC 3 ₁ -3 _n . At the same time, angle mark signals corresponding to equal changes in the PCB angle in a certain amount per revolution are received from the angle sensor sensor 4 at the first input of the control unit 5, and the revolution signal from the sensor 4 is fed to the second input of the control unit 5. In addition, the third input of the control unit 5 through the OR circuit of cycle 19 receives a signal of separation of the clock cycles of the cylinders, identifying the cylinder number. This signal is generated from the pressure signal coming from the output of the selected amplifier 2 to the threshold trigger 6, the response threshold of which is set in such a way as to exclude the influence of interference. The signals of the angle marks are normalized by the duration and amplitude in the shaper 38 and fed through the first OR circuit 48 to the input of the period divider 44, the output signal of which corresponds to equal changes in the PCV angle in an amount that increased in accordance with the division coefficient.

 The turnover signal is normalized by the duration and amplitude in the shaper 39 and enters through the second OR circuit 49 to the first input of the shaper 40 of the beginning of the cycle signals, the second input of which receives the signal for separating the clock cycles of the cylinders, and the third input receives the signals of angle marks from the output of the period divider 44 The output signal of the driver 40 of the beginning of the cycle serves as a pulse of the beginning of the cycle of the engine. This signal is fed to the input of the initial installation of the counter 42 of the current angle, the counting input of which receives the signals of angle marks from the period divider 44. The code of the current angle of the PCB from the output of the counter 42 is fed to the first input of the shaper 41 of the control commands and to the input of the election block 43. In this block, by deciphering the code of the current PCV angle, signals are generated that correspond to individual cylinder strokes and TDC moments, which are fed to the fourth output of the control unit 5 and provide selective operation of the expert system by cylinders. Shaper 41 control commands for inputs 4 and 5 of control unit 5 receives commands from the manual control unit 7 and from the computer 9 through the receiver 8 to the input 2 also receives signals of angle marks from the divider 44.

 Based on the input signals, control command signals are generated in a digital code, which are transmitted through a common channel from the output 1 of the control unit 5 to a digital indicator 10, an output unit 11, a computing unit 17, a digital sign discriminator 26, a dynamic power meter 27, an inertial constant block 28, spectrum analyzer 29, algebraic adder-averager 30, identification units 31 and classification 32, speed characteristics recorder 35. Each block has its own address, so it executes the commands intended for it. In addition, the driver 41 control commands generates a signal to enable the measurement process, which allows the passage of corner mark signals from the period divider 44 through the first element AND 45 to the output 2 of the control unit 5. All these signals allow you to organize the calculation process to control the digital display process, as well as registration indicator charts and an array of calculated parameters, i.e. allow the primary processing of indicator charts in real time, data visualization and processing of indicator charts also with the help of a computer.

The correction pulse generation circuit 18 generates correction pulses from the dead center signals at a specific point in the cycle time for each cylinder (for example, at the bottom dead center of the compression stroke of a given cylinder). These pulses are fed to the correction inputs of amplifiers 2 ₁ -2 _n and allow periodic automatic adjustment of the zero line of pressure signals, which improves the accuracy of measurement and calculation of parameters expressed in absolute pressure values (maximum pressure P _z , pressure at the end of the compression cycle P _c and etc.).

The signal from the output 2 of the control unit 5 starts the ADC 3 ₁ - 3 _n , which convert the analog pressure signals in all cylinders into the corresponding digital codes supplied to the signal inputs of the switch 16. In addition, this signal triggers the 13-clock distributor, which generates its own series of clock pulses for each cylinder for the period of incoming angle marks, taking into account the order of operation of the internal combustion engine cylinders. The frequency of the indicated clock pulses is determined by the generator of 12 clock pulses, and their number is determined by the processing algorithm.

 The input 1 of the shaper 15 processing commands signals the dead points and clock cycles of the cylinders coming from the output 4 of the control unit 5, the input 2 - signals of the processing algorithms coming from the host 14 processing algorithms, the input 3 - signals of the moments of extreme values of information signals ( for example, the moment of maximum combustion pressure) coming from the output 1 of the computing unit 17, to the input 4 - clock pulses coming from the distributor 13.

 The setter 14 is a storage device with a number of cells equal to the maximum number of processing cycles. Each cell contains a command, and the sequence of their recording determines the algorithm of the system. The commands in the master 14 of the processing algorithms are set by a digital code both using a hard-coded logic and computer program 9 through the receiver 8.

максимальное давление P_z, максимальная скорость нарастания давления (dP/dφ)_max , давление в конце такта сжатия P_c, угловые и временные интервалы между ВМТ и положением P_z, P_c и т.д. Кроме того, вычисляются другие общие параметры, в частности период оборота и частота вращения. Расчет параметров для каждого цилиндра осуществляется на тактах "сжатие-расширение".Taking into account the received signals, the processing command generator 15 generates commands for calculating all the parameters of the indicator diagrams for all cylinders in real time in the computing unit 17. For each cylinder, for example, the average indicator pressure is calculated

maximum pressure P _z , maximum pressure rise rate (dP / dφ) _max , pressure at the end of the compression stroke P _c , angular and time intervals between TDC and position P _z , P _c , etc. In addition, other general parameters are calculated, in particular the revolution period and speed. Calculation of parameters for each cylinder is carried out on the compression-expansion cycles.

 The calculation process is as follows. After the receipt of the command to turn on in the measurement mode of the indicator diagram, the shaper 15 of the processing instructions starts to receive a series of cylinder clock pulses. The calculation of all parameters for all cylinders is carried out in each angular count for a given block 5 control discretization by the angle PCV. The formation of processing commands for each cylinder starts from the moment the bottom dead center appears, and the calculation inside one corner interval is performed sequentially for all cylinders, it is determined by signals from the clock distributor 13. The code of the current PCV angle used in calculating the angular parameters is constantly supplied to the computing unit 17 and average indicator pressure. When calculating the parameters of a specific cylinder through the switch 16 to the computing unit 17 passes information about the current pressure of this cylinder. Codes of instantaneous pressure values are supplied to the inputs of a digital differentiator 54, an extremum selection circuit 52, an average indicator pressure calculation unit 55. The current angle code is supplied to the average indicator pressure calculation unit 55 and to the parameter register block 56 and is used to calculate the angular parameters and the average indicator pressure .

 By processing commands received at the control inputs 1 of block 17 in a digital code on a single channel, the processing of incoming information is performed. In block 55, the average indicator pressure is calculated by the method of numerical integration, and in the digital differentiator 54, the derivative of the pressure with respect to the PRV angle. The extremum selection circuit 52 selects the moments of the extreme values of information signals — pressure and pressure derivatives, and provides these signals to the output 1 of computing unit 17 for generating processing instructions.

 In a period meter 53, various time intervals are measured for incoming processing instructions. To implement the algorithm for calculating the parameters, the third inputs of the extremum selection circuit 52, the digital differentiator 54, and the average indicator pressure calculation unit 55 are provided with information on the corresponding results of the calculations for this cylinder for the previous angular count from the output of the register block 56. In each angular reading, taking into account the current pressure information supplied to the second inputs of the indicated blocks from a specific sensor by the signal of the distributors 13 clock cycles through the switch 16, processing is performed according to the specified algorithms for each parameter of each cylinder, and the intermediate results are constantly recorded in the block 56 of the registers.

 The calculated parameter values for the cycle of operation of each cylinder enter block 56 of the parameter registers, where the values of the entire set of parameters for each cylinder are stored until new values are received for the next cycle of operation. During this time, the calculated commands are output by the control commands received at the second control input of the block 56 of the parameter registers. The calculation process is repeated in each cycle of the cylinder. Upon receipt of a command to turn off the measurement process, the calculation is carried out to the end for all cylinders and the computing unit 17 stores the parameter values for all cylinders for the last cycle. The calculated parameter values can be displayed on the digital display 10 by commands from the control unit 5.

 Various arrays of calculated parameters, as well as indicator charts with discreteness in the PCV angle determined by the control unit 5, can be entered into the computer 9 for secondary processing according to complex programs, as well as for long-term storage of indicator diagrams-samples corresponding to various classes of ICE states.

 Before training an expert system, it is first necessary to fill the database and knowledge base with the information necessary to ensure the classification of engine conditions. To this end, in the described mode, indicator pressure diagrams are recorded, their particular parameters are calculated, and other necessary technical indicators of the engine are measured or calculated (power, fuel consumption, etc.) and the technical state of the engine is determined from them. In accordance with the requirements of the normative and technical documentation, deviations of the parameters from the passport (normal) classify the state of the engine. Various technical conditions of the engine (normal, permissible, limit, etc.) can also be modeled by means of adjustments, replacement of units, parts, etc. After establishing the belonging of the test engine to a specific class of states in the training mode, the spectral velocity characteristics are measured and recorded, and the particular parameters (harmonic amplitudes, spectrum width and its area) are calculated.

For an engine with a normal technical condition, these characteristics and the indicated parameters are recorded in the controller 33 process models. Similarly measure and record the speed characteristics of the spectra and their particular parameters for other predetermined technical conditions of the engine, related to the classes of permissible, limit, pre-emergency and other conditions of the engine. The values of the characteristic points of these characteristics (at n _nom. , N _Mmah , n _p and every 100 rpm), as well as particular parameters are recorded in the sensor 34 functions of changing the parameters. The master 33 together with the speed characteristics recorder 35 and the register block 56 form a database, and the master 34 together with the identification units 31 and classification 32 form the knowledge base of the expert system. When the expert system is operating in training, measuring and recording speed characteristics of the spectra in transient, stationary modes, the input of the expert system receives signals only from the sensor 23 of the angle marks of the teeth, and in the mode of retrieving information from the turbocompressor, only from sensors 36 of the angle labels of the rotor of the turbocompressor and 23 corner tooth marks. In the mode of measuring and recording the speed characteristics of the spectrum of individual cylinders, a fuel injection sensor 20 is added.

 The expert system works in the binding mode in the following sequence. Set the engine to a minimum idle speed. The signal from the sensor 20 through the injection amplifier 21 is fed to the input of the second threshold trigger 22, in which, when a signal from the sensor 21 exceeds the threshold, a pulse is generated, and the trigger threshold of the trigger 22 is selected so as to exclude interference with a level lower than the amplified signal amplitude sensor 20. The signal from the output of threshold trigger 21 passes through an OR circuit of cycle 19 to the third input of control unit 5. The signal from the sensor 23 of the angle marks of the teeth through the shaper 24 of the pulses of the teeth is fed to the sixth input of the control unit 5, which is also the second input of the first element OR 48. From the output of this element, the formed angle marks in the presence of an enable signal from the shaper 41 of the control commands pass sequentially through the second element AND 46 and the third element OR 50 to the fifth output of the control unit 5. This enable signal is generated in the driver 41 of the control commands only in the mode of binding, training and measuring the speed characteristics of the spectra of individual cylinders and is fed to one of the inputs of the second element And 46, and also through the fourth circuit OR to the sixth output of the control unit 5, where it comes from to the second control input of the switch 16, for which it is prohibiting, preventing the passage of any signals through the switch 16. From the fifth output of the control unit, the angle mark signals are fed to the input of the double a digital differentiator 25, in which the angular acceleration is calculated over the course of three or more adjacent corner marks. Codes of this acceleration are continuously fed to the first input of the digital discriminator of sign 26. In the binding mode, the second command of the control unit 5 generated in the driver 41 of the control command receives the command to enable the discriminator to work from the output 1 of the control unit 5.

 In the sign discriminator 26, the current acceleration codes are compared with zero, and when the signs change from minus to plus from its output to the input 7 of the control unit 5, which is also the second input of the second element OR 49, an impulse lasts no more than the interval between adjacent angle marks . The angle mark that passed through the driver 40 of the beginning of the cycle, a series of which is fed to the third input of this driver from the output of the period divider 44, is taken as the start of the engine cycle. It corresponds to the TDC of the cylinder on which the fuel injection sensor 20 is installed (usually the first cylinder). The start signal of the cycle from the output of the shaper 40 is fed to the input of the initial installation of the counter 42 of the current angle, the counting input of which receives a series of angle marks from the output of the divider 44 of the period. The generated code of the current PCV angle is fed to the first input of the shaper 41 of the control commands and to the input of the electoral block 43, in which signals corresponding to clock periods are generated. The remaining blocks of the expert system do not participate in this mode, since they do not receive commands to enable operation from the control unit 5.

 The PCV angle reference is saved in the training mode and in the mode of measuring and recording the speed characteristics of the spectra of individual cylinders.

 The expert system in training mode is as follows. After the class of technical condition to which the engine under test belongs (for example, the "normal state") is detected in the measurement and registration mode of pressure indicator diagrams in the cylinders, the speed characteristics of the spectra are measured and recorded in the following sequence. Taking into account the angular binding of the control panel, carried out in the binding mode, and also taking into account the control commands received at the inputs 4 and 5 of the control unit 5 from the manual control unit 7 and from the computer 9 through the receiver 8, the control command generator 41 generates control command signals, arriving on a common channel from the output 1 of control unit 5 to a digital indicator 10, output unit 11, computing unit 17, sign discriminator 26, dynamic power meter 27, inertial constant unit 28, spectrum analyzer 29, algebraic averaging adder 30, blocks 31 identifications and 32 classifications of states, a recorder of speed characteristics 35. The driver 41 of the control commands also generates signals for activating the measurement process, one of which allows the passage of angle mark signals with a divided period from the divider 44 through the first element And 45 to output 2, and the second - formed corner marks from the output of the first element OR 48 through the second element AND 46 and the third element OR 50 to the output 5 of the control unit 5.

 The enable signal received from the output 3 of the shaper 41 of the control commands is also received through the fourth element OR 51 to the output 6 of the control unit 5. All these signals provide the processes of calculation, storage, creation of databases and knowledge, digital indication controls, registration of the speed characteristics of spectra and arrays of calculated parameters, i.e. allow the primary processing of information in real time, their visualization, computer processing.

 The enable signal from the output 6 of the control unit 5 is fed to the second control input of the switch 16, which, in the training and measurement modes of the speed characteristics of the spectrum, impedes the passage of signals to the output of the switch 16. The clock generator 12, the clock distributor 13, the processing algorithm adjusters 14, and the command generator processing 15 is similar to working in the measurement mode of the indicator pressure diagrams.

 The signals of the angle marks from the fifth output of the control unit 5 are fed to the input of a double digital differentiator 25, in which the current values of the angular velocity and acceleration of the crankshaft are calculated.

 In the training submode "determining the speed characteristics of the spectra of dynamic engine power by the signal from the crankshaft", the rotation frequency at which the spectra must be measured is pre-set. It is entered from the manual control unit 7 (to the input 4 of the control unit 5) or from the computer 9 through the receiver 8 (to the input 5 of the control unit 5). The code of the required frequency through the driver 41 of the control commands of the control unit 5 is fed to the input 4 of the computing unit 17 and then to the second input of the speed selector 57, the first input of which receives the current speed codes from the output of the period 53 meter.

 The engine is set to the minimum idle speed without load, then the fuel control is sharply moved towards full feed. The codes of the current values of the angular velocity and acceleration of the crankshaft from the output of the dual digital differentiator 25 are continuously supplied to the first information input of the dynamic power meter 27. According to the control command received from the driver 41 of the control commands to the second input of the dynamic power meter 27 and to the input of the inertial constant unit 28, the code of inertia corresponding to the tested motor is supplied from the output of the block 28 to the third input of the meter 27 and permission is given to work.

 The dynamic power meter 27 performs preliminary averaging of the angular velocity and acceleration in this sub-mode during the entire cycle of the engine. The time interval of the cycle is set by the commands coming from the output of the shaper 15 processing commands to the fourth input of the meter 27 dynamic power. The averaged values of the angular velocity and acceleration are continuously multiplied by each other, as well as by the moment of inertia. From the output of the meter 27, the dynamic power signal is supplied in the form of codes to the fourth information input of the spectrum analyzer 29. At its second control input, a turn-on command is received from the output 2 of the driver 41 of the control commands (from the first output of the control unit 5).

 At the third control input of the spectrum analyzer 29 commands are issued corresponding to the time interval of the engine cycle. During engine acceleration, the analyzer continuously determines the signal spectra during a cycle. When the specified speed is reached, the codes at the inputs of the speed selector 57 become equal, then a signal appears at its output, which from the third output of the computing unit 17 goes to the fifth input of the spectrum analyzer 29. As a result, further spectrum analysis is terminated. The spectrum harmonic codes for the last cycle are transmitted from the output of the spectrum analyzer 29 to the first information input of the algebraic adder-averager 30, the second input of which from the first output of control unit 5 receives a turn-on command, and the third input receives commands of the time interval of the cycle. In the submode under consideration, the algebraic adder 30 provides the memorization of the spectrum components received at its first input in acceleration and then run-out modes (or vice versa), calculation of the average value of each spectrum component over the set of run-ups, as well as the set of run-outs, and the algebraic addition of acceleration and run-out spectra (if necessary) and transmission of the averaged spectra from the output to the first information input of the recorder 35 speed characteristics of the spectrum. The measurement of the spectrum in the coast is carried out in the same way as in acceleration.

 The registrar 35 of the speed characteristics of the spectrum stores, visualizes the calculated speed characteristics of the spectra, as well as their transmission to a digital indicator 10, controllers 33 of the process models and 34 functions of changing the parameter and through the output unit 11 to the computer 9. At input 2, commands are received to turn on the recorder 35 and the sequence of visualization of the spectra that are generated in the driver 41 of the control commands and issued from the first output of the control unit 5. At input 3 in this submode, commands are given that ensure the registration of the speed characteristics of the spectra of the entire engine (per cycle). For visualization, only informative harmonics (not more than 10) are displayed on the screen of the recorder 35. For each given speed, the code of which is fed to the input 4 of the recorder 35 from the output of the speed selector 57 (from the output 3 of the computing unit 17), there corresponds a set of registers where the spectrum harmonic codes are written and a dot zone is displayed on the screen. Depending on the absolute value of a given speed, this zone of points occupies a certain position along the abscissa. Preliminary, the abscissa scale is normalized: for example, the nominal speed corresponds to a column that occupies 80% of the total number of columns of the screen.

 Then, using the manual control unit 7 or with the help of a computer 9 and the receiver 8, another speed of rotation at which the spectra are again measured in the same way is measured again via the driver 41 of the control commands in the speed selector 57. The process is repeated until all speed characteristics are obtained. The measurement results are sequentially displayed on the screen of the recorder 35 speed characteristics. The spectra of dynamic power amplitudes are measured and recorded in a similar way when the speed of the speed controller starts to reach when the engine accelerates. If necessary, on the screen according to the commands received at input 2 from the driver 41 of the control commands, alternating speed characteristics of individual harmonics can be displayed.

 In addition, the speed characteristics of the amplitude spectra of dynamic power are supplied to the third input of the digital indicator 10, where they can be represented in numerical form, to the fifth input of the output unit 11 for transmission to the computer 9, and also fed to the second (information) inputs of the master 33 process and master models 34 parameter change functions. According to the commands coming from the output of the shaper 15 processing commands to the first (control) inputs of these controllers, the codes for the speed characteristics of the spectra of the dynamic power of the standard and their parameters for a normal serviceable engine are recorded and stored. In the master 33 is stored a model standard velocity characteristics of the amplitude spectra of dynamic power and its parameters (spectral width, amplitudes of individual harmonics, spectral area).

Then, according to the commands from the manual control unit 7, received at the input 4 of the control unit 5 or from the computer 9 through the receiver 8, the input 5 of the control unit 5 sets the learning submode "determining the speed characteristics of the dynamic power spectra of the engine cylinders by the signal from the crankshaft". Before enabling this submode, it is necessary to turn on the snap mode, which can be turned on before the training mode or before the training submode under consideration. In the first case, the signals from the angle mark sensor are measured and processed during the engine cycle without taking into account individual cylinders (720 ^o crankshaft rotation of four-stroke ICEs). In this case, the injection sensor 20 may be absent. However, in this case, it is first necessary to manually set the capacity of the counter 42 of the current angle equal to the number of angle marks per cycle for the engine under test, and apply an enable signal to the first input of the counter 42.

 The work of expert systems in this training submode is similar to the work in the previous submode, except that the dynamic power measurement in meter 27 and spectrum in analyzer 29, summation and averaging in algebraic adder-averager 30, as well as obtaining and recording the speed characteristics of spectra in recorder 35 carried out separately for each cylinder. To ensure operation, the second inputs of these blocks are sent control commands from the output 1 of the control unit 5, which are generated in the shaper 41 of block 5, taking into account the commands received by this shaper at input 4 from block 7 of the manual control and at input 5 from computer 9 through receiver 8 . At the third inputs of the spectrum analyzer 29, the algebraic adder-averager 30, the recorder 35 speed characteristics, as well as the fourth input of the meter 27 dynamic power receives commands from the output of the shaper 15 processing commands, which provide t signal processing taking into account the distribution of the working cylinders in the engine cycles of the information received at the fourth input of the driver output from the distributor 13 cycles, and processing algorithms, input to the second input of the computer 15 via the receiver 9 and dial 14 8 processing algorithms.

 The speed characteristics of the amplitude spectra of the dynamic power of each cylinder during acceleration and coasting are alternately displayed on the recorder screen 35 speed characteristics, are fed to the third input of the digital indicator 10, to the fifth input of the output unit 11 for transmission to computer 9, and also fed to the second (information) inputs of the master 33 process models and master 34 functions of changing parameters. According to the commands received from the output of the shaper 15 processing commands to the first (control) inputs of these controllers, the codes of the speed characteristics of the dynamic power spectra of each standard cylinder and their parameters for a normal serviceable engine are recorded and stored. The master 33 stores a model standard for the velocity characteristics of the amplitude spectra of the dynamic power of each cylinder and their parameters (spectral width, amplitudes of individual harmonics, spectral area).

 Then, according to the commands from the manual control unit 7, received at the input 4 of the control unit 5 or from the computer 9 through the receiver 8, fed to the input 5 of the control unit 5, the learning submode "determination of the static velocity characteristics of the acceleration spectra from the signal from the crankshaft" is set. Similarly to the previous submodes, the rotation frequency at which it is required to measure the spectra is predefined. The engine is fully loaded and, similarly to the previous sub-modes, the angular acceleration of the crankshaft is continuously measured, which from the output of the double differentiator 25 is fed to the first (information) input of the spectrum analyzer 29. The dynamic power meter 27 does not work in this sub-mode. If the spectrum analyzer consists of a filter set (analogue with digital tuning control, analog-digital or digital), then they can only be tuned to the information harmonics of the spectrum.

 The spectra are averaged over many cycles under load and during scrolling, and the averaged spectra obtained with these submodes are summed up in the algebraic adder-averager 30, and the spectra are also recorded in the speed characteristics recorder 35 similarly to the previous submodes. After that, set the next rotation frequency at which it is necessary to measure the spectra. The process is repeated until the static speed characteristics of the engine are obtained under load and during scrolling, including its regulatory branch. The output of the results to the digital indicator 10, the computer 9 through the output unit 11, as well as the transmission of speed characteristics codes and their parameters to the controller 33 of the process models and the controller 34 of the functions of changing the parameters is similar to the previous sub-modes.

 Then, by commands from the manual control unit 7 or from the computer 9, similar to the previous submodes, the learning submode "determination of the static velocity characteristics of the acceleration spectra of the cylinders by the signal from the crankshaft" is set. The operation of the expert system in this submode is similar to the work in the previous submode, except that the spectra are measured in the analyzer 29 and further processed and recorded taking into account the distribution of the clock cycles of the engine (similar to the submode for obtaining the speed characteristics of the dynamic power spectra of the cylinders) .

 For engines boosted by gas turbocharging, then the command submode “determining the static velocity characteristics of the acceleration spectra of the engine from the signal from the turbocharger” and the learning submode “determining the static velocity characteristics of the acceleration spectra of the cylinders from the signal with turbocharger. " The expert system in these modes is similar to the previous two sub-modes. The exception is that the input of the dual digital differentiator 25 receives angle mark signals from the fifth output of the control unit 5, which are received from the sensor 36 of the angle labels of the turbocompressor rotor, passed through the rotor pulse generator 37, and fed to the eighth input of the control unit 5, i.e. . to the second input of the third element AND 47, from the output of which they go to the first input of the third element OR 50, the output of which is the fifth output of the control unit 5. The command for the transfer of these corner marks is received at the first input of the third element And 47 from the fourth output of the driver 41 control commands, in which it is formed taking into account the commands received at its third and fourth inputs, i.e. to the fourth or fifth inputs of the control unit 5 from the manual control unit 7 and from the computer 9 through the receiver 8, respectively. In addition, a harmonic code that is a multiple of the average rotational speed of the turbocompressor rotor is supplied to the zero column (register) of the speed characteristics recorder 35.

 Then, an engine with another known class of conditions (for example, acceptable) is installed on the test bench or this condition is simulated by artificial fault input. In the measurement mode of the indicator pressure diagrams, the indicator pressure diagram and its parameters are recorded. This more accurately confirms the class of engine condition. After that, in a sequence similar to that described above, in the training mode, the speed characteristics of the spectra and their parameters are again measured, which are also received by the commands of the driver 15 of the control commands to the setter 34 of the parameter changing functions. In this setter, for each informative harmonic of the spectrum at the corresponding rotation frequency, as well as for its parameters (width and area of the spectrum), the equation of transition from one class of states to another is determined. For example, if the engine is tested in only two states: normal and permissible, then this equation is a straight line equation. To obtain a more accurate transition equation, it is necessary to similarly find intermediate 2-3 points between these classes of states. In this case, the transition equation can be, for example, quadratic. The obtained equations of the transition from the normal state to the acceptable class are stored in the host 34 parameters changing functions. These equations are obtained separately for each of the informative harmonics and signs that allow localizing faults. As a result, prerequisites are created for classifying engine states in depth for each system and assembly for which there is an informative harmonic or other indicator in the spectrum.

 The equations of transition from the class of admissible states to the class of limit states are determined in the same sequence, for which engines with the corresponding state are tested. The obtained communication equations are stored in the host 34 functions of changing parameters. To increase the reliability of the classification, samples of each class of states can be stored in the master 33 of process models. Reference models, reference models and communication equations can be transferred to the computer 9, as well as called from there and transferred to the settings 33 and 34.

 In the state examination mode, if an expert system has been trained for a given engine brand, the speed characteristics of the spectra are measured in a sequence similar to that described in the training mode, except that the codes of the measured speed characteristics of the spectra and their numerical indicators for the commands of the shaper 15 processing commands served on the third (information) input of the identification unit 31. In this block, the current codes of the measured speed characteristics of the spectra, their numerical indicators and informative harmonics are compared with the phase-identical values of the codes of the reference model or sample model stored in the master 33 of the process models. The comparison results in the form of a difference of codes are sent to the third (informational) input of the classification block 32, which calculates a proximity measure, for example of the form (10), and also taking into account knowledge about the behavior of the engine when its state changes, i.e. functions of the transition from class to class, stored in the host 34 parameters measurement functions, performs the calculation according to a given decision rule and makes an expert opinion on the belonging of the tested engine to a certain class of conditions.

 As a decisive rule, for example, the minimum value of the calculated average value (10) between the measured process and the reference model or reference model can be used, depending on whether one reference model or also a reference model of classes is stored in the master 33 of the process models. Due to the spread of the parameters of the combustion processes from cycle to cycle, the calculation of the distance (10) in the classification block 32 is carried out over many cycles. Information on the results of the examination can be transferred to computer 9 to create a dossier for a specific engine, as well as other more complex computational operations, such as predicting the technical condition of the engine, as well as its component systems and components. In this case, the calculated proximity measures (10) and finding the minimum value of the average distance (10) between the measured values of each informative harmonic, as well as other spectral indicators and the reference model or reference model, allow the engine to be classified individually for each malfunction. So, for example, according to the change in the sub-mode “examination of the general state of the internal combustion engine” in acceleration of the dynamic power spectra and particular indicators (width and area of the spectra) at certain rotation frequencies (nominal, minimum idle, maximum torque and intermediate), classification block 32 is issued a decision either on whether the engine as a whole is in a normal state or on its way out of this state, or also on its belonging to other classes of states (permissible, limiting, etc.).

 By changing the same values in the coast in classification block 32, a decision is made on whether the engine as a whole belongs to a particular state due to internal losses. By changing the amplitudes of the harmonics of the amplitude spectrum of the dynamic power, which are multiples of the frequency fluctuations of the regulator (multiples of approximately 0.2 - 0.3 harmonics of the rotational speed of tractor diesels), a decision is made in classification block 32 on whether the regulator belongs to one or another class of states. In the sub-mode "examination of the general condition of ICE cylinders" on the change in acceleration and coasting of similar spectra of individual cylinders in the same block, a decision is made to classify the state of the indicator diagrams of each cylinder and its internal losses.

 Examination of states is carried out sequentially. If in the submode "examination of the general condition of the internal combustion engine and SARS" the classification unit 32 detects an exit from the normal state class, then the next submode "examination of the general condition of the internal combustion engine cylinders" is turned on. If classification block 32 fixes an exit from the normal state class of individual cylinders, then the sub-mode "in-depth examination of the general condition of the internal combustion engine" is turned on. When this sub-mode is turned on, at full load, a static (external) characteristic of the averaged amplitude spectra of the instantaneous values of the angular accelerations of the crankshaft and by the degree of proximity (10) is obtained in classification block 32, a decision is made whether the engine as a whole belongs to one or another class of states, and according to the change the form of this dependence on the rotational speed in the classification block 32, a decision is made to classify the adjustment of the advance angle of the fuel supply to one or another class of states.

According to the change in the harmonics amplitudes in block 32, the engine is classified according to the following faults: according to the harmonic amplitude, which is a multiple of the first harmonic of the rotation frequency - an imbalance, a multiple of the second harmonic - unbalanced forces of the second order, the amplitudes of harmonics that are multiples of the third and fourth harmonics of the rotation frequency, under load - indicator diagram engine (cylinders on average), and when scrolling - the degree of tightness of the cylinder (on average), the difference of the amplitudes of harmonics that are multiples of frequency f _k, measured at full load and rokrutke - unevenness of cylinders; according to the amplitudes of harmonics that are multiples of the fifth to eighth harmonics of the rotational speed, - mechanical losses in the piston-cylinder groups (on average); according to the amplitudes of harmonics that are multiples of the frequency of the controller’s oscillations, which are measured on the regulatory branch, the speed controller and the automatic speed control system as a whole.

 If in this sub-mode by classification block 32 a way out of the normal state class is revealed by signs related to the state of the cylinders as a whole, then the "in-depth examination of ICE cylinders" submode is transferred. In this submode, in the classification block 32, the internal combustion engine status is classified and faults are localized similar to the previous submode, but for each cylinder separately.

 For engines boosted by gas turbocharging, in order to increase the reliability of the examination, two additional sub-modes of examination will be included: “in-depth examination of the general condition of ICE with turbocharging” and “in-depth examination of cylinders of an ICE with turbocharging”. In these submodes, similarly to the two previous ones in the classification block 32, the belonging of the engine as a whole, as well as its individual units to a certain class of states, is determined. Only in this case, similar harmonics of the angular acceleration spectra of the turbocompressor rotor are used. However, the state of the regulator and mechanical losses in these modes are not evaluated.

 The proposed method and expert system for determining the technical condition of the engine can be used both to study the working process of the internal combustion engine and automation of its operation control, and to conduct an examination of the technical condition of the internal combustion engine in the production and operating conditions, preliminary training of the expert system. The method and expert system allows you to quickly and accurately get an objective expert opinion on the technical condition of the engine. The expert system provides on-line measurement, processing and registration of large data arrays of a plurality of successively alternating indicator pressure diagrams and speed characteristics of spectra with visualization of intermediate and resulting data, with the possibility of outputting to a computer and outputting the processing results to any output device (digital printing device, display, plotter and etc.). It allows using the creation of databases and knowledge bases of unlimited volume to use the accumulated intellectual potential of developers, researchers, diagnosticians, and operators to conduct an objective examination of the technical condition of ICE.

Sources of information
1. Patent N 4539841 US, MKI ³ , cl. G 01 M 15/00. A method for determining compression pressure in engine cylinders and engine power. Publ. 09/10/85 g

2. Patent N 2078324 RU, MKI ³ , cl. G 01 M 15/00. A method for determining the technical condition of internal combustion engines and an expert system for its implementation. Claim 09/22/94, N 94-037900 / 06, publ. 1997, BI N 12.

3. Auth. testimonial. N 954839 SU, MKI ³ , class G 01 M 15/00. System for registering and processing indicator charts. Claim 01/26/81, N 3241786 / 25-06, publ. 08.30.82 BI N 32.

Claims (9)

1. A method for determining the technical condition of internal combustion engines by continuously measuring during multiple accelerations and engine coasts without loading average values in the engine cycle, as well as on the working cycle of each cylinder, angular velocity, crankshaft acceleration and dynamic power, continuous measurement in stationary mode full load and while scrolling the instantaneous values of the angular velocity and acceleration of the crankshaft, as well as the rotor of the turbocompressor, angle marks according to the acceleration parameters and fuel injection parameters for identifying the number of cylinders, finding indicator pressure diagrams in the cylinders when the engine state changes and correlating them with any indirect signs, characterized in that in the mode of acceleration without load from the minimum idle speed to the maximum, the average values are continuously measured the engine’s cycle of angular speed, acceleration and dynamic power, when the engine reaches a predetermined rotation speed, the amplitude spectrum of power, find the average value of this power spectrum for a variety of accelerations, similarly measure the amplitude spectra of dynamic power when the engine reaches the maximum rotational speed, rated speed, the start of the speed controller, maximum idle speed and intermediate, they obtain a dependence of these spectra on the speed, similarly get the dependence of the amplitude spectra of dynamic power with multiple engine coasts without fuel supply from the maximum frequency in growth to a minimum, compare the obtained dependencies
spectra of dynamic power in acceleration and coasting and their numerical indicators with reference values, previously measured and correlated with the pressures in the cylinders of a working normal engine, as well as with previously obtained dependences of changes in these values when the state of the engine changes from normal to permissible and maximum and by the degree of their proximity classify the condition of the engine.  2. The method according to claim 1, characterized in that when the engine reaches the start frequency of the speed controller in acceleration, the amplitude spectrum of the dynamic power is measured, the average value of the set of acceleration of the amplitude spectrum is determined, the amplitudes of harmonics of the amplitude spectrum of the dynamic power are compared, multiples of the frequency of the controller’s oscillations, with a preliminarily obtained reference value and the values of these amplitudes when the state of the speed controller changes from normal to permissible and limit and by step nor their proximity classify the state of the speed controller. 3. The method according to p. 1, characterized in that in the stationary full load mode at a predetermined crankshaft speed, the angular velocity, acceleration and amplitude spectra of the instantaneous values of the angular acceleration of the crankshaft are continuously measured, the spectra are averaged over the set of engine operation cycles, measured under load these spectra at frequencies of rotation of maximum torque, nominal, the start of the speed controller and intermediate, get the dependence of the spectra on the speed, scroll engine, similarly obtain the dependence of the spectra of instantaneous acceleration values on the rotational speed, compare the obtained dependences of the amplitude spectra at full load with the standard, previously measured and correlated with the pressures in the cylinders of a normal engine, as well as with the previously obtained dependences of changes in these values when the engine state changes from normal to permissible and extreme and by the degree of their proximity classify the state of the engine, moreover, by changing the shape the dependence of the spectra on the rotational speed is judged on the change in the lead angle of the fuel supply; on the change in the harmonics amplitudes of these spectra, various malfunctions are judged: on the harmonic amplitude, a multiple of the first harmonic of the speed, - about the imbalance, on the harmonic amplitude, a multiple of the second harmonic of the speed, - about second-order unbalanced forces, according to the amplitudes of harmonics that are multiples of the third and fourth harmonics of the rotational speed, under load - about the cylinder average indicator diagram, when scrolling - about the degree of sealing of a cylinder; according to the difference in the harmonics amplitudes multiple of the frequencies f _k = f _c j j _c / j _hv (where k are the numbers of harmonic components, f _c is the engine cycle frequency, j _c is the angle of rotation of the crankshaft per engine cycle, j _hv is the rotation angle outbreaks between adjacent groups of two or more cylinders, the number of such groups being even), measured at full load and scrolling - on the uneven operation of the cylinders, according to the amplitudes of harmonics that are multiples of the fifth to eighth harmonics of the rotational speed, - about mechanical losses in the piston-cylinder groups, according to amplitudes g the harmonics of spectra that are multiples of the frequency of the controller’s oscillations, measured on the regulatory branch — about the state of the controller and the automatic speed control system as a whole. 4. The method according to claim 1, characterized in that in the stationary mode of full load of the engine boosted by gas turbocharging, at a predetermined rotational speed of the crankshaft, the angular speed, acceleration and amplitude spectra of the instantaneous values of the angular acceleration of the rotor of the turbocharger are continuously measured, the spectra are averaged over many cycles engine operation, measure these spectra under load at maximum rotational speeds, nominal and intermediate, to obtain the dependence of the spectra on the rotational speed crankshaft shaft, compare the obtained dependence with a reference measured previously and correlated with the pressures in the cylinders of a working normal engine, as well as with previously obtained dependences of changes in these values when the state of the engine changes from normal to acceptable and limiting and classify the state of the engine according to their proximity, by changing the shape of the dependence of the spectra on the rotational speed, they judge the change in the lead angle of the fuel supply, by changing the amplitudes of the harmonics of these spec moat judged various malfunctions: the amplitudes of harmonics that are multiples of the third and fourth harmonics of the engine speed, - an indicator diagram, the amplitudes of the harmonics are multiples of the frequencies f _a = f _{u u} j / j _FT - operation of unevenness.  5. The method according to claim 1, characterized in that according to the set of accelerations and coasts without load on the working cycle of each cylinder, separately obtained similarly to the dependence of the average values of the amplitude spectra of dynamic power, compare the obtained dependencies with the reference and with previously obtained dependencies of changes in these values at a change in the state of the engine cylinders from normal to permissible and extreme, and the state of the individual cylinders is classified by the degree of their proximity.  6. The method according to p. 1, characterized in that in the stationary full load mode and when scrolling through the set of engine cycles on the working cycle of each cylinder separately, the dependences of the average values of the amplitude spectra of the instantaneous values of the angular acceleration of the crankshaft on the rotation speed are compared, compare obtained dependencies with reference measured previously, and with previously obtained dependences of changes in these values when the state of the engine cylinders changes from normal to additional the state of individual cylinders and the degree of their proximity classify the state of individual cylinders, and various malfunctions are judged by changing the amplitudes of the harmonics of these spectra: by the amplitudes of harmonics that are multiples of the third and fourth harmonics of the rotational speed, under load - on the indicator diagram, and when scrolling - on the degree the tightness of each cylinder individually, according to the amplitudes of harmonics that are multiples of the fifth to eighth harmonics of the rotational speed, - about mechanical losses in the cylinder-piston group of each cylinder separately.  7. The method according to p. 1, characterized in that in the stationary full load mode for a plurality of gas-turbo-boosted engine cycles, each cylinder individually separately receives the same dependence of the average amplitude spectra of the instantaneous values of the angular acceleration of the turbocharger rotor on the engine speed , compare the obtained dependences with the reference ones measured previously, and with the previously obtained dependences of the change in these values with a change in the state of cyl ndrov engine from normal and to a permissible limit and the degree of their proximity classify the state of individual cylinders.  8. An expert system for determining the technical condition of internal combustion engines, containing pressure sensors in the cylinders with amplifiers and analog-to-digital converters, an angle mark sensor with a turn indicator, a control unit, first and second threshold triggers, a manual control unit, a receiver, an electronic computer machine, digital indicator, output unit, clock generator, clock distributor, processor of the processing algorithms, shaper of processing commands, switch, computing unit, circuits generation of correction impulses, tooth angle mark sensor, tooth pulse generator, OR element, fuel injection sensor, injection amplifier, double digital differentiator, digital sign discriminator, identification unit, process model adjuster, state classification unit, parameter change function adjuster, moreover, the outputs of the angle mark sensor are connected respectively to the first and second inputs of the control unit, the fourth input of the control unit is connected to the manual control unit, the fifth input is connected via cut the receiver to the electronic computer, the first output of the control unit is connected to the first input of the digital indicator and the first input of the output unit, the output of which is connected to the electronic computer, and the second output of the control unit is connected to the control inputs of the analog-to-digital converters, and the outputs of the sensors pressure in the cylinders through amplifiers are connected to the corresponding information inputs of analog-to-digital converters, the third output of the control unit is connected to the first input of the computing unit a, the fourth output is connected to the correction inputs of the amplifiers through the correction pulse generation circuit and to the first input of the processing instruction shaper, the second input of which is connected through the receiver of processing algorithms to the outputs of the receiver, and the third input is connected to the first output of the computing unit, the second output of the control unit is connected to the first input of the clock distributor, the second input of which is connected to the output of the clock generator, and the output of the clock distributor is connected to the fourth input of the command processor ki and the first control input of the switch, the remaining inputs of which are connected to the outputs of the analog-to-digital converters, the output of the switch being connected to the second inputs of the output unit and the computing unit, the third input of which is connected to the output of the processing command generator, and the fourth input is to the first output of the control unit , the second output of the computing unit is connected to the second input of the digital indicator unit and the third input of the output unit, the input of the first threshold trigger is connected to the output of one of the amplifiers, and the output - with the first input of the OR element of the cycle, the output of which is connected to the third input of the control unit, the injection sensor is connected through a series-connected injection amplifier and the second threshold trigger is connected to the second input of the OR element of the cycle, and the angle mark-tooth sensor is connected to the sixth input through the tooth pulse shaper control unit, the fifth output of which is connected to the input of a dual digital differentiator, the output of which is connected to the first input of a digital sign discriminator, the output of a digital sign discriminator is connected to the seventh input of the control unit, the second input of a digital sign discriminator, the first inputs of the state identification and classification blocks are connected to the first output of the control unit, the second inputs of the state identification and classification blocks, the first inputs of the process model setter and the parameter change function setter are connected to the output of the processing command generator moreover, the fourth input of the identification unit is connected to the output of the master of process models, and the output is connected to the third input of the state classification unit, the fourth the input of which is connected to the output of the setter of parameter change functions, and the output is connected to the fourth input of the output unit, the sixth output of the control unit is connected to the second control input of the switch, and the second inputs of the setter of process models and the setter of parameter change functions to the third input of the identification block, except Moreover, the computing unit contains an extremum selection circuit, a period meter, a digital differentiator, a unit for calculating the average indicator pressure and a unit for parameter registers, the third input being calculated The output unit is the first control input of the register unit and the first input of the extremum selection circuit, a digital differentiator, a period meter, and an average indicator pressure calculation unit, the outputs of which, as well as the first and second inputs of the computing unit, are connected to the information inputs of the register unit, while the second input of the computing unit block is the second input of the extremum selection circuit, a digital differentiator and a block for calculating the average indicator pressure, the third input of which is output b Loka registers, the fourth input of the average indicator pressure calculation unit is the first input of the computing unit, and the output of the digital differentiator is connected to the fourth input of the extremum selection circuit, the second output of which is the first output of the computing unit, the second output and fourth input of which are respectively the output and the second control input register block, characterized in that it additionally includes a dynamic power meter, a block of inertial constants, a spectrum analyzer, algebra an averaging adder, a speed recorder, an angle mark sensor for a turbocompressor rotor, a rotor pulse shaper, a speed selector, the first inputs of a dynamic power meter and spectrum analyzer connected to the output of a double digital differentiator, the second inputs of a dynamic power meter, spectrum analyzer, algebraic adder - averager, recorder of speed characteristics, as well as the input of the unit of inertial constants are connected to the first output of the control unit, tr the network inputs of the spectrum analyzer, algebraic combiner-averager, speed recorder, the fourth input of the dynamic power meter are connected to the output of the processing command generator, and the output of the speed recorder is connected to the third inputs of the identification unit and digital indicator, with the fifth input of the output unit, the third input of the meter dynamic power is connected with the output of the block of inertial constants, and the output is connected with the fourth input of the spectrum analyzer, the output of which is connected to the first an ode of an algebraic averaging adder, the output of which is connected to the first input of the speed characteristics recorder, the fourth input of which is connected to the third output of the computing unit, the eighth input of the control unit being connected via a rotor pulse shaper to a turbocompressor rotor speed sensor, and the fifth input of the spectrum analyzer to the third output of the computing unit, the first input of the speed selector is connected to the output of the period meter, the second input is connected to the second input of the register block, and the output q is the third output of the computing unit.  9. The system of claim 8, characterized in that in the control unit containing the signal conditioners of the angle marks, revolution, the beginning of the cycle and control commands, the counter of the current angle, the electoral unit, the period divider, two AND elements and two OR elements, and the first input of the first element And connected to the output of the shaper control commands, the third and fourth inputs of which are respectively the fourth and fifth inputs of the control unit, the first input of which is the input of the shaper of angle marks, and the second input is the input of the shaper turn signal, the second input of the signal generator of the beginning of the cycle is the third input of the control unit, and the output is connected via the current angle counter to the input of the electoral unit and the first input of the control command generator, and the output of the current angle counter is the third output of the control unit, the output of the period divider connected to the third input of the signal generator of the beginning of the cycle, the second input of the counter of the current angle, the second input of the driver of control commands and the second input of the first element And, and the output q of the first AND element is the second output of the control unit, the first and fourth outputs of which are the second output of the control command generator and the output of the selective unit, the output of the angle mark signal generator being connected to the first input of the first OR element, the output of which is connected to the input of the period divider and the first the input of the second element And, the second input of which is connected to the third output of the shaper control commands, and the output of the shaper of turn signals is associated with the first input of the second OR element, the output of which is connected to the first input of the signal generator of the beginning of the cycle, the second inputs of the first and second OR elements are the sixth and seventh inputs of the control unit, respectively, two OR elements and a third AND element are additionally introduced, and the output of the second AND element is connected to the first input of the third OR element, the output of which is the fifth output of the control unit, and the second input is connected to the output of the third AND element, the first input of which is connected to the first input of the fourth OR element and to the fourth output generator control command, and the second input is the eighth input of the control unit, the second input of the fourth OR gate is connected to the third output of the control command, an output of the fourth or the sixth output of the control unit.

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