A marine dual-fuel engine control system, a control method and system for a marine dual-fuel engine

Abstract

The application discloses a marine dual-fuel engine control system and a control method and system of the marine dual-fuel engine, and relates to the technical field of ship engine control systems. The application solves the problem that the existing dual-fuel engine electronic control system does not involve the mutual backup of dual-fuel ECUs or fuel ECUs in the event of a fault. The control system comprises a sensor assembly, a fuel ECU, a dual-fuel ECU, an actuator assembly and a feedback acquisition module; the sensor assembly is used for collecting data information of the engine and sending the data information to the fuel ECU and the dual-fuel ECU; the fuel ECU and the dual-fuel ECU are both used for processing the received engine data information into identifiable data, controlling the engine speed, and driving the actuator assembly; the feedback acquisition module is used for collecting data information of the actuator assembly and feeding back the data information to the fuel ECU and the dual-fuel ECU; and the fuel ECU and the dual-fuel ECU interact with each other in data. The control method controls the marine dual-fuel engine control system. The application is suitable for the control of ship engines.

Description

Technical Field

[0001] This invention relates to the field of marine engine control system technology. Background Technology

[0002] With increasingly stringent emission regulations for marine diesel engines and rising crude oil prices, there is a growing demand for cleaner and more economical alternative energy sources for marine engines. Natural gas, due to its cleanliness, abundant reserves, and high calorific value, is now widely used in the marine engine field. Diesel / natural gas dual-fuel engines are diesel engines with the addition of a natural gas supply system, operating in dual-fuel mode under certain loads. Compared to traditional marine diesel engines, diesel / natural gas dual-fuel engines offer better fuel economy and emission characteristics.

[0003] Dual-fuel engines, due to their more complex structure and operating conditions, place greater demands on their control systems. Compared to traditional diesel engine control systems, dual-fuel engine control systems differ in two main aspects: firstly, they need to automatically switch combustion modes under different operating conditions; and secondly, they face multi-input variable constraint optimization problems in dual-fuel combustion modes.

[0004] Most existing dual-fuel engine electronic control systems can achieve combustion control in both dual-fuel and pure diesel modes, or switch between dual-fuel and pure diesel modes. However, different combustion modes have different applicable ranges. Therefore, automatic and smooth switching between different combustion modes should be a necessary function of dual-fuel engine control systems. Existing dual-fuel engine electronic control systems are generally designed based on existing diesel engines, adding a gas injection system for control. Their speed control methods in dual-fuel mode still use the original diesel engine speed control methods, mostly using PID controllers, but the control effect is not ideal.

[0005] Meanwhile, most existing dual-fuel engine electronic control systems do not include a design for mutual backup in case of failure of the dual-fuel ECU or the fuel ECU.

[0006] For example, patent document CN102767435A, published on November 7, 2012, discloses a method for controlling a diesel-alternative fuel engine by switching throttle position signals. This method adds an alternative fuel electronic control system to the original diesel engine, including a dual-contact relay and an alternative fuel electronic control unit. It can achieve dual-fuel blending without changing the basic structure of the original engine, simply by switching the throttle pedal position sensor signal; it can also easily switch to pure diesel mode while maintaining normal operation of the original engine. However, it does not address the control strategy related to switching between diesel mode and dual-fuel blending mode.

[0007] A patent document published on April 3, 2013, CN103016168A, discloses a control method and device for a diesel / natural gas dual-fuel engine. This method adds a diesel and natural gas control unit to the original engine control system. This control system can precisely control the diesel injection quantity and timing according to different operating states of the diesel engine, and can also control the natural gas injection timing and duration. However, it does not address the design of mutual backup in case of a malfunction of either the dual-fuel ECU or the fuel ECU.

[0008] Patent document CN103982308A, published on August 13, 2014, discloses a control system and control method for an electronically controlled fuel injection dual-fuel engine. It improves upon existing control systems and methods for diesel / gas dual-fuel engines using electronically controlled common rail, electronically controlled unit pumps, or electronically controlled pump nozzles. Its dual-fuel electronic control system includes a dual-fuel ECU and a fuel ECU that collect signals from sensors and control actuator operation. It enables the engine to switch between pure fuel operation mode and dual-fuel operation mode, and ensures safe and stable operation of the dual-fuel engine. However, it does not address the design of mutual backup in case of failure of either the dual-fuel ECU or the fuel ECU.

[0009] A patent document published on April 22, 2015, CN104533639B, discloses a combustion system and method for a dual-fuel engine based on switchable injectors. This system includes an electronically controlled common rail diesel supply device, a premixed natural gas supply device, and switchable injectors, all connected to an electronic control unit (ECU). The ECU controls the flow rate and concentration of the air-fuel mixture, the diesel supply pressure, and the injection timing of the two sets of nozzles, achieving full coverage of the entire substitution range of the dual-fuel engine and improving the diesel injection atomization quality. However, it does not address aspects such as operating condition identification and control strategies. Summary of the Invention

[0010] This invention addresses the problem that existing dual-fuel engine electronic control systems do not involve a dual-fuel ECU or that the fuel ECU malfunctions and needs to be mutually used as a backup.

[0011] To achieve the above objectives, the present invention provides the following solution:

[0012] This invention provides a marine dual-fuel engine control system, the control system comprising a sensor assembly, a fuel ECU, a dual-fuel ECU, an actuator assembly, and a feedback acquisition module;

[0013] The sensor assembly is used to collect engine data and send it to the fuel ECU and the dual-fuel ECU;

[0014] The fuel ECU is used to process the received engine data information into identifiable data, control the engine speed according to the identifiable data, and drive the actuator component according to the identifiable data.

[0015] The dual-fuel ECU is used to process the received engine data information into identifiable data, control the generator speed according to the identifiable data, and drive the actuator according to the identifiable data.

[0016] The feedback acquisition module is used to collect data information from the actuator component and feed it back to the fuel ECU and the dual-fuel ECU;

[0017] The fuel ECU and the dual-fuel ECU exchange data.

[0018] Furthermore, in a preferred embodiment, the sensor assembly includes an engine speed sensor, a throttle position sensor, a governor position sensor, an intake air pressure sensor, an intake air temperature sensor, a fuel gas pressure sensor, a fuel gas temperature sensor, and exhaust temperature sensors for each cylinder.

[0019] Furthermore, in a preferred embodiment, the fuel ECU includes a fuel signal processing module, a PID controller, and a fuel injection drive module;

[0020] The dual-fuel ECU includes a dual-fuel signal processing module, an industrial control identification module, an MPC controller, and a dual-fuel injection drive module;

[0021] The actuator assembly includes a diesel injector, a natural gas injector, and a throttle valve;

[0022] The fuel signal processing module is used to process the received engine data information into identifiable data and send it to the PID controller;

[0023] The PID controller is used to perform closed-loop control of the engine speed based on the received identifiable data, and is also used to drive the diesel injector through the fuel injection drive module.

[0024] The dual-fuel signal processing module is used to process the received engine data information into identifiable data and send it to the industrial control identification module;

[0025] The industrial control identification module is used to determine the engine's operating mode data based on the received identifiable data, and send the operating mode data to the MPC controller;

[0026] The MPC controller is used to control the engine speed according to the operating mode data, and is also used to drive the diesel injector, natural gas injector and throttle valve through the dual fuel injection drive module.

[0027] Furthermore, in a preferred embodiment, the control system further includes an information display terminal;

[0028] The information display terminal is used to receive and display data information from the fuel ECU and the dual-fuel ECU.

[0029] Furthermore, in a preferred embodiment, the fuel ECU further includes a fuel safety communication module;

[0030] The dual-fuel ECU also includes a dual-fuel security communication module;

[0031] The fuel safety communication module is used to interact with the dual-fuel safety communication module via the CAN bus, and is also used to send fuel ECU data information to the information display terminal.

[0032] The dual-fuel security communication module is used to send data information from the dual-fuel ECU to the information display terminal.

[0033] Furthermore, in a preferred embodiment, the fuel ECU further includes a fuel fault detection module;

[0034] The dual-fuel ECU also includes a dual-fuel fault diagnosis module.

[0035] The fuel fault detection module is used to detect and analyze the received engine data information, and send it to the information display terminal through the fuel safety communication module to realize the alarm;

[0036] The dual-fuel fault diagnosis module is used to detect and analyze the received engine data information and send it to the information display terminal through the dual-fuel safety communication module to realize the alarm.

[0037] The present invention also provides a control method for a marine dual-fuel engine, wherein the control method controls a marine dual-fuel engine control system as described in any one of the above claims, and the control method is as follows:

[0038] S1. Collect signals from various sensors in the engine control system;

[0039] S2. Perform self-checks on the fuel ECU and dual-fuel ECU. If normal, proceed to step S3; if faulty, proceed to step S7.

[0040] S3. Based on the detected sensor signals of the engine control system, the engine operating condition identification module of the dual-fuel ECU determines the engine operating mode at this time. If it is determined to be dual-fuel mode, then step S4 is executed; if it is determined to be other modes, then step S5 is executed.

[0041] S4. The dual-fuel ECU shares data with the fuel ECU via the CAN bus and outputs a normal operating signal of the dual-fuel ECU to the information display terminal.

[0042] S5. The fuel ECU shares data with the dual-fuel ECU via the CAN bus and outputs a normal operation signal of the fuel ECU to the information display terminal.

[0043] S6. The information display terminal displays data, and then executes step S1 until the engine stops working;

[0044] S7. Determine the fault information of the fuel ECU and dual-fuel ECU, and send it to the information display terminal for fault alarm;

[0045] S8. Check whether the fuel ECU and dual-fuel ECU have received a limp command. If a limp command is received, proceed to step S9. If not, proceed to step S6.

[0046] S9. Determine if the faulty ECU is a dual-fuel ECU. If it is a dual-fuel ECU, the fuel ECU will operate. If it is not a dual-fuel ECU, the dual-fuel ECU will operate.

[0047] Furthermore, in a preferred embodiment, the other modes in step S3 above are pure diesel mode, diesel to dual-fuel mode, dual-fuel to diesel mode, and start / idle mode.

[0048] Furthermore, in a preferred embodiment, the limp-off command in step S8 is a switching signal issued by the operator in fault mode. Upon receiving this signal, the fuel ECU or dual-fuel ECU enters limp-off mode.

[0049] The control method for a marine dual-fuel engine described in this invention can be entirely implemented using computer software. Therefore, correspondingly, this invention also provides a control system for a marine dual-fuel engine, wherein the system is:

[0050] Unit 1: A storage device for acquiring signals from various sensors in the engine control system;

[0051] Unit 2: Used for self-testing of fuel ECU and dual-fuel ECU. If normal, it executes Unit 3; if faulty, it executes the storage device of Unit 7.

[0052] Unit 3: Used to determine the engine operating mode of the dual-fuel ECU based on the detected sensor signals of the engine control system. If it is determined to be dual-fuel mode, then Unit 4 is executed; if it is determined to be other modes, then the storage device of Unit 5 is executed.

[0053] Unit 4: A storage device used for the dual-fuel ECU to share data with the fuel ECU via the CAN bus and to output the normal operation signal of the dual-fuel ECU to the information display terminal.

[0054] Unit 5: A storage device used by the fuel ECU to share data with the dual-fuel ECU via the CAN bus and to output the normal operation signal of the fuel ECU to the information display terminal.

[0055] Unit 6: A storage device used by the information display terminal to display data and then execute Unit 1 until the engine stops working;

[0056] Unit 7: A storage device used to determine fault information of the fuel ECU and dual-fuel ECU and send it to the information display terminal for fault alarm;

[0057] Unit 8: Used to detect whether the fuel ECU and dual-fuel ECU have received a limp command. If a limp command is received, Unit 9 is executed; otherwise, the storage device of Unit 6 is executed.

[0058] Unit 9: A storage device used to determine whether the faulty ECU is a dual-fuel ECU. If it is a dual-fuel ECU, the fuel ECU will operate; otherwise, the dual-fuel ECU will operate.

[0059] The beneficial effects of this invention are as follows:

[0060] 1. This invention provides a marine dual-fuel engine control system, which adopts a design that uses the fuel ECU and the dual-fuel ECU as backups for each other, so as to realize the function of mutual backup when the dual-fuel ECU or the fuel ECU fails. This allows the engine to continue to operate in limp mode even if either ECU fails, thus solving the problem that existing dual-fuel engine electronic control systems do not involve mutual backup when the dual-fuel ECU or the fuel ECU fails.

[0061] 2. This invention provides a control method for a marine dual-fuel engine. Under different operating modes, it employs two sets of mutually redundant ECUs using different speed control methods. When the dual-fuel engine operates in pure diesel mode, diesel-to-dual-fuel mode, dual-fuel-to-diesel mode, or start / idle mode, the engine speed is controlled using a PID control method. When the dual-fuel engine operates in dual-fuel mode, the engine speed is controlled using an MPC control method. This allows the engine to operate in limp-mode even if either ECU fails, improving the reliability and practicality of the control system. Simultaneously, it addresses the difficulty of solving multi-output, multi-variable constraint optimization problems in dual-fuel mode using existing traditional PID control methods, improving the transient response speed of engine speed and effectively compensating for the impact of system delay and nonlinear factors on control performance.

[0062] This invention is applicable to the control of marine engines. Attached Figure Description

[0063] Figure 1 This is a system function diagram of a marine dual-fuel engine control system as described in embodiments one to six;

[0064] Figure 2 This is a flowchart of a control method for a marine dual-fuel engine as described in Embodiment Seven.

[0065] The components are as follows: 1-Sensor assembly, 2-Fuel ECU, 20-Fuel signal processing module, 21-PID controller, 22-Fuel injection drive module, 23-Fuel safety communication module, 24-Fuel fault diagnosis module, 3-Dual fuel ECU, 30-Dual fuel signal processing module, 31-Industrial control identification module, 32-MPC controller, 33-Dual fuel injection drive module, 34-Dual fuel safety communication module, 35-Dual fuel fault diagnosis module, 4-Actuator assembly, 40-Fuel nozzle, 41-Natural gas nozzle, 42-Throttle valve, 5-Feedback acquisition module, and 6-Signal display terminal. Detailed Implementation

[0066] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and examples. The following examples will help those skilled in the art to further understand the present invention, but do not limit the present invention in any way. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention.

[0067] Implementation Method 1. See Figure 1 This embodiment describes a marine dual-fuel engine control system, which includes a sensor assembly 1, a fuel ECU 2, a dual-fuel ECU 3, an actuator assembly 4, and a feedback acquisition module 5.

[0068] The sensor assembly 1 is used to collect engine data and send it to the fuel ECU 2 and the dual-fuel ECU 3;

[0069] The fuel ECU2 is used to process the received engine data information into identifiable data, control the engine speed according to the identifiable data, and drive the actuator component 4 according to the identifiable data.

[0070] The dual-fuel ECU3 is used to process the received engine data information into identifiable data, control the generator speed according to the identifiable data, and drive the actuator 4 according to the identifiable data.

[0071] The feedback acquisition module 5 is used to collect data information from the actuator component 4 and feed it back to the fuel ECU 2 and the dual-fuel ECU 3;

[0072] The fuel ECU2 and the dual-fuel ECU3 exchange data.

[0073] In practical applications, this implementation method, such as Figure 1 As shown, sensor component 1 collects engine data and sends it to fuel ECU 2 and dual-fuel ECU 3. Fuel ECU 2 processes the received engine information into identifiable information and then uses a PID algorithm to perform closed-loop control of engine speed based on the identifiable information, ensuring that the actual engine speed is stable and consistent with the set speed. Simultaneously, it drives actuator component 4 based on the identifiable data. Dual-fuel ECU 3 processes the received engine information into identifiable information and determines the current engine operating mode based on the engine's inertial state. The operating modes include start / idle mode, pure diesel mode, diesel-to-dual-fuel mode, dual-fuel mode, and dual-fuel-to-diesel mode. Then, based on the identifiable information, it uses an MPC algorithm based on a state-space model to control the engine speed. Simultaneously, it drives actuator component 4 based on the identifiable data. This achieves a backup function when either the dual-fuel ECU or the fuel ECU fails, solving the problem that existing dual-fuel engine electronic control systems do not address backup functionality in case of dual-fuel ECU or fuel ECU failure.

[0074] Implementation Method 2. See also Figure 1 This embodiment is described by way of example of the sensor assembly 1 in the marine dual-fuel engine control system described in Embodiment 1. The sensor assembly 1 includes an engine speed sensor, a throttle position sensor, a governor position sensor, an intake air pressure sensor, an intake air temperature sensor, a gas pressure sensor, a gas temperature sensor, and exhaust temperature sensors for each cylinder.

[0075] In practical applications, this implementation method, such as Figure 1 As shown, the engine speed sensor collects the engine speed, the throttle position sensor collects the throttle position, the governor position sensor collects the governor setting position, the intake pressure sensor collects the intake pressure, the intake temperature sensor collects the intake temperature, the gas pressure sensor collects the gas pressure, the gas temperature sensor collects the gas temperature, and the cylinder exhaust temperature sensor collects the exhaust temperature of each cylinder. The engine data collected is then sent to the fuel ECU2 and the dual-fuel ECU3.

[0076] Implementation Method 3. See also Figure 1This embodiment is an example of the fuel ECU2, dual-fuel ECU3 and actuator assembly 4 in a marine dual-fuel engine control system as described in Embodiment 1. The fuel ECU2 includes a fuel signal processing module 20, a PID controller 21 and a fuel injection drive module 22.

[0077] The dual-fuel ECU3 includes a dual-fuel signal processing module 30, an industrial control identification module 31, an MPC controller 32, and a dual-fuel injection drive module 33;

[0078] The actuator assembly 4 includes a diesel nozzle 40, a natural gas nozzle 41, and a throttle valve 42;

[0079] The fuel signal processing module 20 is used to process the received engine data information into identifiable data and send it to the PID controller 21;

[0080] The PID controller 21 is used to perform closed-loop control of the engine speed based on the received identifiable data, and is also used to drive the diesel injector 40 through the fuel injection drive module 22.

[0081] The dual-fuel signal processing module 30 is used to process the received engine data information into identifiable data and send it to the industrial control identification module 31;

[0082] The industrial control identification module 31 is used to determine the engine's operating mode data based on the received identifiable data, and send the operating mode data to the MPC controller 32;

[0083] The MPC controller 32 is used to control the engine speed according to the operating mode data, and is also used to drive the diesel injector 40, the natural gas injector 41 and the throttle valve 42 through the dual fuel injection drive module 33.

[0084] In practical applications, this implementation method, such as Figure 1 As shown, the fuel signal processing module 20 in the fuel ECU 2 and the dual-fuel signal processing module 30 in the dual-fuel ECU 3 have the same function, specifically, they receive analog signals, pulse signals and switching signals sent by the sensor assembly 1 and process them into recognizable data.

[0085] The PID controller 21 in the fuel ECU 2 uses a PID algorithm to perform closed-loop control of the engine speed based on input signals such as engine speed, governor setting position, and throttle position, ensuring that the actual engine speed is stable and consistent with the set speed. The operating condition identification module 31 in the dual-fuel ECU 3 determines the current engine operating mode based on ECU input signals and the engine's inertial state. The operating modes include start / idle mode, pure diesel mode, diesel-to-dual-fuel mode, dual-fuel mode, and dual-fuel-to-diesel mode. The MPC controller 32 in the dual-fuel ECU 3 uses an MPC algorithm based on a state-space model to control the engine speed. The fuel injection drive module 22 in the fuel ECU 2 and the dual-fuel injection drive module 33 in the dual-fuel ECU 3 have the same function: specifically, they drive the diesel injector 40, natural gas injector 41, and throttle valve 42 based on the calculated diesel and natural gas injection quantities and the load control valve control strategy.

[0086] Implementation Method Four. See also Figure 1 This embodiment is described by adding an information display terminal 6 to the marine dual-fuel engine control system described in Embodiment 3.

[0087] The information display terminal 6 is used to receive and display data information from the fuel ECU2 and the dual-fuel ECU3.

[0088] In practical applications, this implementation method, such as Figure 1 As shown, the information display terminal 6 is located on the engine control console and receives and displays data information from the fuel ECU2 and the dual-fuel ECU3.

[0089] Implementation Method 5. See also Figure 1 This embodiment is described in Embodiment 4, which adds a fuel safety communication module 23 to the fuel ECU2 and a dual-fuel safety communication module 34 to the dual-fuel ECU3. The fuel ECU2 also includes the fuel safety communication module 23.

[0090] The dual-fuel ECU3 also includes a dual-fuel security communication module 34;

[0091] The fuel safety communication module 23 is used to interact with the dual-fuel safety communication module 34 via the CAN bus, and is also used to send data information of the fuel ECU to the information display terminal 6;

[0092] The dual-fuel security communication module 34 is used to send data information of the dual-fuel ECU to the information display terminal 6.

[0093] In practical applications, this implementation method, such as Figure 1 As shown, the fuel safety communication module 23 in the fuel ECU 2 and the dual-fuel safety communication module 34 in the dual-fuel ECU 3 have the same function. Their main functions are to perform data transmission backup to the other ECU via the CAN bus, output a normal operation signal after the controller is working, and send the data or fault alarm to be displayed to the information display terminal 6.

[0094] Implementation method six. See also Figure 1 This embodiment is based on the marine dual-fuel engine control system described in Embodiment 5, with the addition of a fuel fault detection module 24 and a dual-fuel fault diagnosis module 35. The fuel ECU2 also includes the fuel fault detection module 24.

[0095] The dual-fuel ECU3 also includes a dual-fuel fault diagnosis module 35;

[0096] The fuel fault detection module 24 is used to detect and analyze the received engine data information and send it to the information display terminal 6 through the fuel safety communication module 23 to realize the alarm.

[0097] The dual-fuel fault diagnosis module 35 is used to detect and analyze the received engine data information and send it to the information display terminal 6 through the dual-fuel safety communication module 34 to realize the alarm.

[0098] In practical applications, this implementation method, such as Figure 1 As shown, the fuel fault diagnosis module 24 in the fuel ECU 2 and the dual-fuel fault diagnosis module 35 in the dual-fuel ECU 3 have the same function, specifically, to diagnose faults in the sensor assembly 1, actuator assembly 4, fuel ECU 2 and dual-fuel ECU 3 in the engine, and to send a fault alarm to the information display terminal through the security communication module after a fault is detected.

[0099] Implementation Method Seven. See also Figure 2 This embodiment describes a control method for a marine dual-fuel engine. The control method controls a marine dual-fuel engine control system as described in any one of embodiments one through six. The control method is as follows:

[0100] S1. Collect signals from various sensors in the engine control system;

[0101] S2. Perform self-checks on the fuel ECU and dual-fuel ECU. If normal, proceed to step S3; if faulty, proceed to step S7.

[0102] S3. Based on the detected sensor signals of the engine control system, the engine operating condition identification module of the dual-fuel ECU determines the engine operating mode at this time. If it is determined to be dual-fuel mode, then step S4 is executed; if it is determined to be other modes, then step S5 is executed.

[0103] S4. The dual-fuel ECU shares data with the fuel ECU via the CAN bus and outputs a normal operating signal of the dual-fuel ECU to the information display terminal.

[0104] S5. The fuel ECU shares data with the dual-fuel ECU via the CAN bus and outputs a normal operation signal of the fuel ECU to the information display terminal.

[0105] S6. The information display terminal displays data, and then executes step S1 until the engine stops working;

[0106] S7. Determine the fault information of the fuel ECU and dual-fuel ECU, and send it to the information display terminal for fault alarm;

[0107] S8. Check whether the fuel ECU and dual-fuel ECU have received a limp command. If a limp command is received, proceed to step S9. If not, proceed to step S6.

[0108] S9. Determine if the faulty ECU is a dual-fuel ECU. If it is a dual-fuel ECU, the fuel ECU will operate. If it is not a dual-fuel ECU, the dual-fuel ECU will operate.

[0109] In practical applications, this implementation method, such as Figure 2 As shown, the first step is to detect the signals from various sensors in the engine control system, including engine speed, throttle position, governor setting position, idle speed, intake pressure, intake temperature, combustion pressure, combustion temperature, and exhaust temperature.

[0110] The second step is to check whether the ECU in the previous standby cycle has received the normal operation signal. If the normal operation signal is received, proceed to the third step; otherwise, proceed to the seventh step.

[0111] The third step involves the dual-fuel ECU determining the engine's operating mode based on the detected sensor signals from the engine control system. Specifically, the determination method is as follows: when the engine is in pure diesel mode during startup and idling, if the engine speed, combustion gas pressure, and other parameters meet the requirements in pure diesel mode, it transitions to diesel-to-dual-fuel mode. This transition is a transitional mode; after completion, the engine enters dual-fuel mode. If the combustion gas pressure is insufficient or the exhaust temperature is too high in dual-fuel mode, it transitions to dual-fuel-to-diesel mode, which is also a transitional mode. After completion, the engine returns to diesel mode. If the engine is determined to be in dual-fuel mode, the fourth step is performed. If the engine is determined to be in pure diesel mode, diesel-to-dual-fuel mode, dual-fuel-to-diesel mode, or startup / idling mode, the fifth step is performed.

[0112] The fourth step is that the dual-fuel ECU calculates the total diesel injection quantity through the MPC controller, calculates the fuel substitution rate of the dual-fuel engine based on the current engine output signal, and then converts the total fuel quantity into the amount of gas and the amount of ignition diesel based on the calculated substitution rate. At the same time, it controls the operation of the fuel injectors and the gas nozzles to make the engine work in dual-fuel mode, and outputs the normal operation signal and operating data of the ECU to the fuel ECU through the CAN bus.

[0113] Fifth, in pure diesel mode and idle / start mode, the fuel ECU outputs a control signal to control the diesel injectors based on the error between the set speed and the actual speed, so that the engine operates in the corresponding mode, and outputs the normal operation signal and operating data of the ECU to the standby ECU via the CAN bus; in diesel to dual-fuel mode and dual-fuel to diesel mode, the fuel ECU, according to the step-by-step control strategy of the engine transition mode, increases or decreases the gas injection quantity step by step until the transition mode is completed, and outputs the normal operation signal and operating data of the ECU to the standby ECU via the CAN bus.

[0114] The sixth step is to display information. The ECU sends the data information to be displayed to the central control console information display terminal, and then the entire control process returns to the first step and enters the next cycle until the engine stops working.

[0115] Step 7: Identify the faulty ECU and send a fault alarm to the central control console information display terminal;

[0116] Step 8: The fuel ECU or dual-fuel ECU checks whether a limp command has been received. If a limp command has been received, proceed to step 9; otherwise, proceed to step 6.

[0117] Step 9: Determine if the faulty ECU is a dual-fuel ECU. If it is, the fuel ECU will operate and the information will be displayed on the information display terminal, including the dual-fuel ECU fault information and the fuel ECU operating information. If it is not, the dual-fuel ECU will operate and the information will be displayed on the information display terminal, including the fuel ECU fault information and the dual-fuel ECU operating information.

[0118] It should be noted that in steps four and five above, when the fuel ECU is the backup ECU operating in limp mode, the engine uses diesel fuel for combustion under full load. When the dual-fuel ECU is the backup ECU operating in limp mode, the engine always operates in dual-fuel mode, while limiting the engine load.

[0119] This embodiment provides a control method for a marine dual-fuel engine, employing different speed control methods through two sets of mutually redundant ECUs designed for different operating modes. When the dual-fuel engine is running in pure diesel mode, diesel-to-dual-fuel mode, dual-fuel-to-diesel mode, or start / idle mode, the engine speed is controlled using a PID control method; when the dual-fuel engine is running in dual-fuel mode, the engine speed is controlled using an MPC control method.

[0120] At the start of the cycle, the engine control system's sensors transmit signals via the CAN bus to the fuel ECU and the dual-fuel ECU. The dual-fuel ECU's engine operating condition determination module then determines the current engine operating mode and selects the working ECU. After starting, the working ECU outputs a normal operating signal to the standby ECU and sends the necessary data to the central control console's information display terminal. If the standby ECU does not receive the normal operating signal, it will determine that the working ECU is faulty and send a fault alarm to the central control console's information display terminal. In this case, the working ECU is the faulty ECU, and the standby ECU is the backup ECU. If the backup ECU receives a limp-mode command, it will enter limp-mode operation.

[0121] Implementation Method 8. This implementation method illustrates other modes of step S3 in the control method of a marine dual-fuel engine described in Implementation Method 7. The other modes are pure diesel mode, diesel to dual-fuel mode, dual-fuel to diesel mode, and start / idle mode.

[0122] Implementation Method Nine. This implementation method illustrates the limp-off command in step S8 of the control method for a marine dual-fuel engine described in Implementation Method Seven. The limp-off command is a switching signal issued by the operator in fault mode. After receiving it, the fuel ECU or dual-fuel ECU enters limp-off mode.

[0123] In practical applications, the limp-mode command is issued by the ship's central control console. Specifically, it is a switch signal issued by the operator in fault mode. The fuel ECU or dual-fuel ECU serves as a backup for each other, so that the fuel ECU or dual-fuel ECU enters limp-mode operation upon receiving the signal.

[0124] Implementation Method 10. This implementation method provides a control system for a marine dual-fuel engine, wherein the system is:

[0125] Unit 1: A storage device for acquiring signals from various sensors in the engine control system;

[0126] Unit 2: Used for self-testing of fuel ECU and dual-fuel ECU. If normal, it executes Unit 3; if faulty, it executes the storage device of Unit 7.

[0127] Unit 3: Used to determine the engine operating mode of the dual-fuel ECU based on the detected sensor signals of the engine control system. If it is determined to be dual-fuel mode, then Unit 4 is executed; if it is determined to be other modes, then the storage device of Unit 5 is executed.

[0128] Unit 4: A storage device used for the dual-fuel ECU to share data with the fuel ECU via the CAN bus and to output the normal operation signal of the dual-fuel ECU to the information display terminal.

[0129] Unit 5: A storage device used by the fuel ECU to share data with the dual-fuel ECU via the CAN bus and to output the normal operation signal of the fuel ECU to the information display terminal.

[0130] Unit 6: A storage device used by the information display terminal to display data and then execute Unit 1 until the engine stops working;

[0131] Unit 7: A storage device used to determine fault information of the fuel ECU and dual-fuel ECU and send it to the information display terminal for fault alarm;

[0132] Unit 8: Used to detect whether the fuel ECU and dual-fuel ECU have received a limp command. If a limp command is received, Unit 9 is executed; otherwise, the storage device of Unit 6 is executed.

[0133] Unit 9: A storage device used to determine whether the faulty ECU is a dual-fuel ECU. If it is a dual-fuel ECU, the fuel ECU will operate; otherwise, the dual-fuel ECU will operate.

[0134] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0135] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0136] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A marine dual-fuel engine control system, characterized in that, The control system comprises a sensor assembly (1), a fuel ECU (2), a dual-fuel ECU (3), an actuator assembly (4) and a feedback acquisition module (5); The sensor assembly (1) is used to acquire data information of the engine and send it to the fuel ECU (2) and the dual-fuel ECU (3); The fuel ECU (2) is used to process the received engine data information into identifiable data, control the speed of the transmitter according to the identifiable data, and drive the actuator assembly (4) according to the identifiable data; The dual-fuel ECU (3) is used to process the received engine data information into identifiable data, control the speed of the transmitter according to the identifiable data, and drive the actuator assembly (4) according to the identifiable data; The actuator assembly (4) comprises a diesel nozzle (40), a natural gas nozzle (41) and a throttle valve (42); The dual-fuel ECU (3) comprises a dual-fuel signal processing module (30), an industrial control recognition module (31), an MPC controller (32) and a dual-fuel injection driving module (33); The dual-fuel signal processing module (30) is used to process the received engine data information into identifiable data and send it to the industrial control recognition module (31); The industrial control recognition module (31) is used to judge the running mode data of the engine according to the received identifiable data and send the running mode data to the MPC controller (32); The MPC controller (32) is used to control the speed of the engine according to the running mode data, and drive the diesel nozzle (40), the natural gas nozzle (41) and the throttle valve (42) through the dual-fuel injection driving module (33); When the dual-fuel engine runs in dual-fuel mode, the engine speed is controlled by the MPC control method; The feedback acquisition module (5) is used to acquire data information of the actuator assembly (4) and feed it back to the fuel ECU (2) and the dual-fuel ECU (3); The fuel ECU (2) and the dual-fuel ECU (3) interact with each other.

2. A marine dual fuel engine control system according to claim 1, characterized in that, The sensor assembly (1) comprises an engine speed sensor, a throttle position sensor, a governor position sensor, an intake pressure sensor, an intake temperature sensor, a gas pressure sensor, a gas temperature sensor and a cylinder-by-cylinder exhaust temperature sensor.

3. A marine dual fuel engine control system according to claim 1, characterized in that, The fuel ECU (2) comprises a fuel signal processing module (20), a PID controller (21) and a fuel injection driving module (22); The fuel signal processing module (20) is used to process the received engine data information into identifiable data and send it to the PID controller (21); The PID controller (21) is used to control the speed of the engine in a closed loop according to the received identifiable data, and drive the diesel nozzle (40) through the fuel injection driving module (22).

4. A marine dual fuel engine control system according to claim 3, characterised in that, The control system further comprises an information display terminal (6); The information display terminal (6) is used to receive and display data information of the fuel ECU (2) and the dual-fuel ECU (3).

5. A marine dual fuel engine control system according to claim 4, characterised in that, The fuel ECU (2) further comprises a fuel security communication module (23); The dual-fuel ECU (3) further comprises a dual-fuel security communication module (34); The fuel security communication module (23) is configured to realize data interaction with the dual-fuel security communication module (34) through the CAN bus, and send data information of the fuel ECU to the information display terminal (6); The dual-fuel security communication module (34) is configured to send data information of the dual-fuel ECU to the information display terminal (6).

6. A marine dual fuel engine control system according to claim 5, characterised in that, The fuel ECU (2) further comprises a fuel fault detection module (24); The dual-fuel ECU (3) further comprises a dual-fuel fault diagnosis module (35); The fuel fault detection module (24) is configured to detect and analyze the received engine data information, and send an alarm to the information display terminal (6) through the fuel security communication module (23); The dual-fuel fault diagnosis module (35) is configured to detect and analyze the received engine data information, and send an alarm to the information display terminal (6) through the dual-fuel security communication module (34).

7. A control method of a marine dual-fuel engine, characterized by, The control method is for controlling the marine dual-fuel engine control system according to any one of claims 1-6, and the control method comprises the following steps: S1, collecting sensor signals of the engine control system; S2, self-checking the fuel ECU and the dual-fuel ECU, if normal, executing step S3, if faulty, executing step S7; S3, judging the engine operating mode at this time according to the detected sensor signals of the engine control system and the engine working condition recognition module of the dual-fuel ECU, if judging as dual-fuel mode, executing step S4, if judging as other mode, executing step S5; S4, the dual-fuel ECU sharing data with the fuel ECU through the CAN bus, and outputting a dual-fuel ECU normal working signal to the information display terminal; S5, the fuel ECU sharing data with the dual-fuel ECU through the CAN bus, and outputting a fuel ECU normal working signal to the information display terminal; S6, the information display terminal displays data, and then executes step S1 until the engine stops working; S7, judging the fault information of the fuel ECU and the dual-fuel ECU, and sending the fault information to the information display terminal for fault alarm; S8, detecting whether the fuel ECU and the dual-fuel ECU receive a limp-home instruction, if receiving the limp-home instruction, executing step S9, if not receiving the limp-home instruction, executing step S6; S9, judging whether the faulty ECU is the dual-fuel ECU, if being the dual-fuel ECU fault, the fuel ECU works, if not being the dual-fuel ECU fault, the dual-fuel ECU works.

8. A control method of a marine dual-fuel engine according to claim 7, characterized in that, The other mode in step S3 is pure diesel mode, diesel to dual-fuel mode, dual-fuel to diesel mode and start / idle mode.

9. A control method of a marine dual-fuel engine according to claim 7, characterized in that, The limp-home instruction in step S8 is an on-off signal issued by an operator in a fault mode, and the fuel ECU or the dual-fuel ECU receives the on-off signal and then enters a limp-home mode.

10. A control system for a marine dual-fuel engine, characterized in that The system comprises: Unit 1: a storage device for collecting sensor signals of the engine control system; Unit 2: for fuel ECU and dual fuel ECU self-check, if normal, then execute unit 3, if fault, then execute unit 7 storage device; Unit 3: for dual fuel ECU engine operating mode identification module to judge the engine operation mode according to the detected engine control system sensor signal, if judged as dual fuel mode, then execute unit 4, if judged as other mode, then execute unit 5 storage device; Unit 4: for dual fuel ECU to share data with fuel ECU through CAN bus, and output dual fuel ECU normal working signal to information display terminal storage device; The dual fuel ECU includes a dual fuel signal processing module, an industrial control identification module, an MPC controller and a dual fuel injection driving module; The dual fuel signal processing module is used for processing the received engine data information into identifiable data and sending to the industrial control identification module; The industrial control identification module is used for judging the engine operation mode data according to the received identifiable data, and sending the operation mode data to the MPC controller; The MPC controller is used for controlling the engine speed according to the operation mode data, and driving diesel nozzle, natural gas nozzle and throttle valve through the dual fuel injection driving module; When the dual fuel engine runs in dual fuel mode, the engine speed is controlled through MPC control method; Unit 5: for fuel ECU to share data with dual fuel ECU through CAN bus, and output fuel ECU normal working signal to information display terminal storage device; Unit 6: for information display terminal to display data, then execute unit 1 until the engine stops working storage device; Unit 7: for judging the fault information of fuel ECU and dual fuel ECU, and sending to information display terminal for fault alarm storage device; Unit 8: for detecting whether the fuel ECU and dual fuel ECU receive limp command, if receive limp command, then execute unit 9, if not, then execute unit 6 storage device; Unit 9: for judging whether the fault ECU is dual fuel ECU, if it is dual fuel ECU fault, then fuel ECU works, if not dual fuel ECU fault, then dual fuel ECU works storage device.

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