A control method and a control device for a ship-borne engine

Abstract

The present application discloses a control method and a control device for a shipboard engine, the control method comprising: obtaining the angle of the engine relative to the horizontal plane; if the angle is not greater than a first angle, adjusting the torque of the engine based on the control of the injection amount; if the angle is greater than the first angle, controlling the working mode of the engine based on the angle; wherein the first angle is greater than 0° and less than 90°; different working modes correspond to different angles to adapt to the overturning state of the engine. The technical solution of the present application adjusts the torque of the engine based on the control of the injection amount when the angle between the engine and the horizontal plane is not greater than the first angle, so that the engine is in a normal working mode; when the angle between the engine and the horizontal plane is greater than the first angle, the working mode of the engine is controlled based on the angle, so that the working mode of the engine is adapted to the overturning state of the engine, which can prevent damage caused by the engine working mode not being adapted to the overturning state.

Description

Technical Field

[0001] The present application relates to the field of boat control technology, and more specifically, to a control method and a control device for a shipboard engine. Background Art

[0002] Marine engines for lifeboats need to meet the stringent requirements of the International Convention for the Safety of Life at Sea (Solas). In particular, the ability of the engine to automatically reverse when the ship capsizes is a huge challenge for the engine.

[0003] Although the existing boats can be turned over and righted after capsizing by installing an automatic turning device, they are unable to control the working state of the engine according to the capsizing state of the engine, which may easily cause damage to the engine. Summary of the invention

[0004] In view of this, the present application provides a control method and a control device for a shipboard engine, and the scheme is as follows:

[0005] The present application provides a control method for a shipboard engine, comprising:

[0006] Get the angle of the engine relative to the horizontal plane;

[0007] If the included angle is not greater than the first angle, adjusting the torque of the engine based on the control of the fuel injection amount;

[0008] If the included angle is greater than the first angle, controlling the working mode of the engine based on the included angle;

[0009] Among them, the first angle is greater than 0° and less than 90°; different working modes correspond to different angles to adapt to the overturning state of the engine.

[0010] Optionally, in the above control method, the method for controlling the working mode of the engine based on the angle includes:

[0011] If the included angle is greater than the first angle and not greater than the second angle, the engine is controlled to be in a torque-limited working mode; the second angle is greater than the first angle and not greater than 90°;

[0012] Among them, in the torque limited working mode, the torque of the engine is less than a set threshold to limit the torque of the engine.

[0013] Optionally, in the above control method, the method for controlling the working mode of the engine based on the angle includes:

[0014] If the angle is not less than 90°, the engine is controlled to be in an emergency stop working mode; wherein, in the emergency stop working mode, the engine's injector stops injecting diesel, so that the engine stops;

[0015] If the engine enters the emergency stop working mode, when the angle is greater than a third angle, it is determined whether the engine speed is zero; the third angle is greater than 90° and less than 180°;

[0016] If the engine speed is zero, the starter is controlled to work, and the engine is reversed by the starter to discharge the oil in the combustion chamber of the engine.

[0017] Optionally, in the above control method, after the engine is reversed by the starter, the method further includes:

[0018] After the speed of the starter dragging the engine reaches a set speed threshold, the starter stops dragging the engine and the injector is in a closed state.

[0019] Optionally, in the above control method, it also includes:

[0020] After the starter reverses the engine, if it is detected that the boat loaded with the engine is righted, the engine's injector is controlled to spray diesel and enter the idle state, and the duration of the idle state is not less than the set time.

[0021] The present application also provides a control device for a ship-borne engine, comprising:

[0022] An acquisition module, the acquisition module is used to acquire an angle of the engine relative to a horizontal plane;

[0023] A control module, the control module is used to control the engine based on the included angle; if the included angle is not greater than a first angle, the torque of the engine is adjusted based on the control of the injection amount; if the included angle is greater than the first angle, the working mode of the engine is controlled based on the included angle; wherein the first angle is greater than 0° and less than 90°; different working modes correspond to different included angles to adapt to the overturning state of the engine.

[0024] Optionally, in the above control device, the control module includes:

[0025] A torque limiting control unit, the torque limiting control unit is used to control the engine to be in a torque limiting working mode when it is determined that the included angle is greater than the first angle and not greater than the second angle; the second angle is greater than the first angle and not greater than 90°;

[0026] Among them, in the torque limited working mode, the torque of the engine is less than a set threshold to limit the torque of the engine.

[0027] Optionally, in the above control device, the control module includes:

[0028] The emergency stop control unit is used to control the engine to be in an emergency stop working mode when it is determined that the angle is not less than 90°; wherein, in the emergency stop working mode, the injector of the engine stops injecting diesel to stop the engine;

[0029] The reverse towing control unit is used to determine whether the engine speed is zero when it is determined that the angle is greater than a third angle after the engine enters the emergency stop working mode; the third angle is greater than 90° and less than 180°; if the engine speed is zero, the starter is controlled to work, and the engine is reversed through the starter to discharge the oil in the combustion chamber of the engine.

[0030] Optionally, in the above-mentioned control device, after the starter reverses the engine, the reverse control unit is also used to control the starter to stop reversely dragging the engine and control the injector to be in a closed state after determining that the speed of the starter reversely dragging the engine reaches a set speed threshold.

[0031] Optionally, in the above control device, the control module further includes:

[0032] The idle control unit is used to control the engine's injector to spray diesel and enter the idle state after the starter reverses the engine and determines that the boat loaded with the engine is righted, and the duration of the idle state is not less than the set time.

[0033] The present application also provides a computer device / equipment / system, including a memory, a processor, and a computer program stored in the memory, wherein the processor can execute the computer program and implement any of the above control methods.

[0034] The present application also provides a computer-readable storage medium storing a computer program / instruction, which can implement any of the above control methods when executed by a processor.

[0035] The present application also provides a computer program product, including a computer program / instruction, which can implement any of the above control methods when executed by a processor.

[0036] Through the above description, in the control method and control device of the ship-borne engine provided by the technical solution of the present application, the engine can be controlled according to the angle between the engine and the horizontal plane, and the angle can characterize the overturning state of the engine. When the angle between the engine and the horizontal plane is not greater than the first angle, the torque of the engine is adjusted based on the control of the injection amount so that the engine is in a normal working mode; when the angle between the engine and the horizontal plane is greater than the first angle, the working mode of the engine is controlled based on the angle so that the working mode of the engine is adapted to the overturning state of the engine, which can prevent the damage problem caused by the engine working mode not being adapted to the overturning state. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0038] The structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with this technology. They are not used to limit the conditions under which this application can be implemented, and therefore have no substantive technical significance. Any structural modification, change in proportion or adjustment of size, without affecting the effects and purposes that can be achieved by this application, should still fall within the scope of the technical contents disclosed in this application.

[0039] Figure 1 A schematic flow chart of a method for controlling a ship-borne engine provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of the layout of an angle sensor provided in an embodiment of the present application;

[0041] Figure 3 This is a cross-sectional view of the engine after it has completely overturned;

[0042] Figure 4 for Figure 3 A partial enlarged view of the engine at the position of the black line box is shown;

[0043] Figure 5 for Figure 3 A partial enlarged view of the engine shown at the position corresponding to the push rod hole;

[0044] Figure 6 for Figure 3 A partial enlarged view of the engine shown at the corresponding valve position;

[0045] Figure 7 for Figure 3 An enlarged view of a portion of the engine shown at the corresponding combustion chamber and cylinder head position;

[0046] Figure 8 for Figure 3 A schematic diagram of the structure of the piston components in the engine shown;

[0047] Fig. 9 for Figure 3 The schematic diagram of the connection structure between the starter and the engine is shown;

[0048] Fig.10 A flow chart of another method for controlling a ship-borne engine provided in an embodiment of the present application;

[0049] Fig.11 A schematic diagram of the structure of a ship-borne engine control device provided in an embodiment of the present application;

[0050] Fig.12 A schematic diagram of the structure of another ship-borne engine control device provided in an embodiment of the present application;

[0051] Fig.13 A schematic diagram of the structure of another ship-borne engine control device provided in an embodiment of the present application;

[0052] Fig.14 A schematic structural diagram of another shipboard engine control device provided in an embodiment of the present application.

[0053] Reference numerals:

[0054] 11-engine; 12-angle sensor; 13-crankcase; 14-cylinder head cover; 15-cylinder liner; 16-push rod hole; 17-valve; 18-combustion chamber; 19-cylinder head; 20-piston skirt; 21-piston ring; 22-closed gap; 23-starter; 24-flywheel and ring gear; 25-acquisition module; 26-control module; 261-torque limiting control unit; 262-emergency stop control unit; 263-reverse towing control unit; 264-idle control unit. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the embodiments in the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0056] Since oil may enter the combustion chamber of a ship's engine after the boat capsizes, although conventional boats can automatically flip back to the right position through an automatic flipping device in a capsized state, the oil entering the combustion chamber may cause the engine to be unable to work normally after the boat automatically flips back to the right position.

[0057] When the boat is tilted at a large angle, if the engine generates a large torque output, the oil level in the oil pan will change instantly at the large torque point, causing cavitation problems, which will lead to cylinder scuffing and bearing failure. In addition, after the boat capsizes, the oil in the crankcase will enter the combustion chamber. If the oil burns in the combustion chamber, it will cause the piston to melt.

[0058] It can be seen from the above description that conventional shipborne engines cannot adapt to control the working state of the engine according to the overturning state of the engine, which can easily cause damage to the engine.

[0059] In view of this, the technical solution of the present application provides a control method and a control device for a shipboard engine, the control method comprising:

[0060] Get the angle of the engine relative to the horizontal plane;

[0061] If the included angle is not greater than the first angle, adjusting the torque of the engine based on the control of the fuel injection amount;

[0062] If the included angle is greater than the first angle, controlling the working mode of the engine based on the included angle;

[0063] Among them, the first angle is greater than 0° and less than 90°; different working modes correspond to different angles to adapt to the overturning state of the engine.

[0064] The control method provided by the technical solution of the present application can control the engine according to the angle that can characterize the overturning state of the engine, so that the working mode of the engine is adapted to the overturning state of the engine, so as to prevent damage caused by the engine working mode not being compatible with the overturning state.

[0065] The above is the core inventive concept of the technical solution of the present application. In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0066] refer to Figure 1 , Figure 1 A flow chart of a control method for a ship-borne engine provided in an embodiment of the present application, wherein the control method includes:

[0067] Step S11: Obtain the angle of the engine relative to the horizontal plane.

[0068] Optionally, the angle of the engine relative to the horizontal plane may be obtained by an angle sensor disposed on the engine or on the boat where the engine is located.

[0069] refer to Figure 2 , Figure 2 A schematic diagram of the layout of an angle sensor provided in an embodiment of the present application, in which an angle sensor 12 is arranged on the top of the engine 11, and the angle of the engine relative to the horizontal plane can be detected by the angle sensor 12, so as to determine the inclination angle of the engine 11 relative to the water surface where the boat is located.

[0070] Optionally, the angle sensor 12 is connected to a control device of the boat, so that the control device controls the working mode of the engine based on the angle collected by the angle sensor 12. The control device may be an electronic control unit (ECU).

[0071] Step S12: If the included angle is not greater than the first angle, the engine torque is adjusted based on the control of the fuel injection amount.

[0072] The first angle is greater than 0° and less than 90°. The first angle may be 45°. In the embodiment of the present application, the value of the first angle may be set according to the requirements, and is not limited to 45°, but may be 60°, 50°, 40°, etc.

[0073] The first angle may be set to be no greater than 60°, at which point the first angle indicates that the inclination angle of the engine relative to the horizontal plane is small, the boat has no risk of capsizing, and the engine can operate normally.

[0074] In the embodiment of the present application, preferably, the first angle is set to 45°, and when the angle sensor detects that the inclination angle of the engine is within 45°, the engine is controlled to be in a normal working mode.

[0075] Therefore, if the angle is not greater than the first angle, the engine is in a normal working mode. In the normal working mode, the torque of the engine can be adjusted according to the control of the injection amount, and the normal operation of the engine can be guaranteed without the risk of capsizing of the boat.

[0076] Step S13: If the included angle is greater than the first angle, control the working mode of the engine based on the included angle.

[0077] Among them, different working modes correspond to different angles to adapt to the overturning state of the engine.

[0078] When the angle of the engine relative to the horizontal plane is greater than the first angle, the working mode of the engine is controlled based on the angle so that the working mode of the engine is adapted to the overturning state of the engine, thereby preventing damage caused by the engine working mode not being adapted to the overturning state.

[0079] Based on any of the above-mentioned embodiments, in one embodiment of the present application, the method for controlling the engine operating mode based on the angle may include: if the angle is greater than a first angle and not greater than a second angle, controlling the engine to be in a torque limited operating mode; the second angle is greater than the first angle and not greater than 90°; wherein, in the torque limited operating mode, the torque of the engine is less than a set threshold value to limit the torque of the engine.

[0080] When the engine is in the torque-limited working mode, the fuel injection amount does not exceed the set fuel injection amount threshold, so that the engine continues to decelerate at the current speed, and the engine torque does not exceed the set torque threshold. Optionally, the engine torque threshold can be 0, or the engine torque threshold can also be a fixed value greater than 0, at which time the engine has no external torque output or the external torque output is very small.

[0081] Optionally, the second angle is not less than 80°. The second angle may be 80°, 85°, 90°, etc. Preferably, the second angle may be 90°. In the embodiment of the present application, the value of the second angle may be set as required, and the second angle is not limited to the value provided in the embodiment of the present application.

[0082] The second angle is not greater than 90° and greater than the first angle, indicating that the engine has a large inclination angle relative to the horizontal plane and the boat has a capsizing risk. At this time, the injection amount of the injector can be limited to limit the torque of the engine, so that the engine is in a torque-limited working mode. At this time, the engine has no external torque output or the external torque output is very small, which can prevent the engine from sucking air due to the instantaneous change of the oil pan liquid level at a large torque point, thereby avoiding the resulting cylinder scuffing and bearing failure.

[0083] If the first angle is 45° and the second angle is 90°, when the angle sensor detects that the instantaneous inclination angle of the engine is within the range of 45°~90°, the protection mechanism can be triggered to put the engine in a torque-limited working mode to prevent the engine from sucking air due to instantaneous changes in the oil pan liquid level at high torque points, thereby avoiding the resulting cylinder scuffing and bearing failures.

[0084] Based on any of the above-mentioned implementation modes, in one implementation mode of an embodiment of the present application, a method for controlling an engine operating mode based on an angle may include: if the angle is not less than 90°, controlling the engine to be in an emergency stop operating mode; wherein, in the emergency stop operating mode, the engine's injector stops injecting diesel to shut down the engine; if the engine enters the emergency stop operating mode, when the angle is greater than a third angle, determining whether the engine speed is zero; the third angle is greater than 90° and less than 180°; if the engine speed is zero, controlling the starter to work, and reversely dragging the engine through the starter to discharge the oil in the combustion chamber of the engine.

[0085] When the engine's inclination reaches 90°, the engine's emergency stop protection mechanism can be triggered, putting the engine in emergency stop mode. The angle sensor can detect the engine's angle relative to the horizontal plane in real time to determine the engine's inclination. When the engine's inclination reaches 90°, the injector can be controlled to stop injecting diesel, and then the engine can be controlled to stop, to prevent the engine from sucking air due to the instantaneous change in the oil pan level at the high torque point, thereby avoiding the resulting cylinder scuffing and bearing failure.

[0086] When the angle between the engine and the horizontal plane is not less than 90°, it indicates that the boat has a large capsizing degree. At this time, the injector of the engine is controlled to stop injecting diesel, so that the engine enters the emergency stop mode. This can prevent the engine from sucking air due to the instantaneous change of the oil pan level at the high torque point, thereby avoiding the resulting cylinder scuffing and bearing failure.

[0087] Optionally, the third angle is not less than 100°. For example, the third angle may be 100°, 110°, 120°, 135°, 180°, etc. Preferably, the second angle may be 135°. In the embodiment of the present application, the value of the third angle may be set as required, and the third angle is not limited to the value provided in the embodiment of the present application.

[0088] When the angle sensor detects that the inclination angle of the engine reaches the third angle, the starter can be started immediately or after a certain period of time (such as 5 seconds), and the starter can be used to reverse the engine and drag the engine speed to 300r / min to discharge the oil in the combustion chamber of the engine. Optionally, as described below, the engine can be controlled to idle for 1 minute after the traditional automatic flip back to normal.

[0089] When the angle between the engine and the horizontal plane is greater than the third angle, it indicates that the boat has completely capsized. Since the engine is in an upside-down capsized state at this time, the oil in the engine crankcase will leak and enter the combustion chamber. At this time, since the engine has entered the emergency stop mode, when the engine speed is zero, by controlling the engine starter to work and reverse the engine rotation through the starter, the oil in the piston skirt can be thrown out, and the oil in the engine combustion chamber can also be discharged through the valve, thereby clearing the oil in the combustion chamber and avoiding the problem of piston top melting caused by the oil participating in the combustion in the combustion chamber.

[0090] refer to Figure 3-Figure 9 , Figure 3 This is a cross-sectional view of the engine after it has completely overturned. Figure 4 for Figure 3 The enlarged view of the engine at the position of the black box is shown. Figure 5 for Figure 3 The enlarged view of the engine at the corresponding push rod hole position is shown. Figure 6 for Figure 3 The enlarged view of the engine at the corresponding valve position is shown. Figure 7 for Figure 3 The engine shown is a partial enlarged view of the corresponding combustion chamber and cylinder head position. Figure 8 for Figure 3 The schematic diagram of the structure of the piston components in the engine shown in FIG. Fig. 9 for Figure 3Schematic diagram of the connection structure between the starter and the engine.

[0091] In the engine, three piston rings 21 are provided in the combustion chamber 18 and the crankcase 13. When the engine is not overturned, the combustion chamber 18 is located above the crankcase 13. The piston rings 21 can prevent the gas in the combustion chamber 18 from escaping into the crankcase 13, and can also reduce the oil in the crankcase 13 from escaping into the combustion chamber 18. The combustion chamber 18 is a W-shaped chamber composed of the piston, cylinder head 19, valves and other components in the engine.

[0092] After the piston ring 21 is installed, there is a closed gap 22 of a certain length. The starter 23 is meshed with the engine through the flywheel and the ring gear 24. When the starter 23 is working, it can drag the engine to rotate. Figure 4 As shown, since the engine is upside down, oil backflow may occur. The oil in the oil pan of the crankcase 13 falls due to gravity, and part of the oil enters the cylinder head cover 14 through the push rod hole 16 of the engine, while the other part of the oil is stored in the cavity formed by the piston skirt 20 and the lower part of the cylinder liner 15.

[0093] After the engine is completely overturned, the engine will stop running. As mentioned above, part of the oil will flow back into the combustion chamber 18 due to the closed gap 22 of the piston ring 21 under the action of gravity. In the conventional technical solution, after the boat is automatically turned over and returned to the right position, there is too much oil in the combustion chamber 18. If it is not discharged in time, it will cause the engine to fail to start, the engine power to increase, and the piston top to melt.

[0094] Based on the technical solution of the embodiment of the present application, when the engine overturns, the starter 23 can be used to reversely rotate the engine, so that the oil in the combustion chamber 18 can be discharged through the valve 17 to prevent the oil from remaining in the combustion chamber 18. The oil stored between the piston skirt 20 and the cylinder liner 15 can also flow into the cylinder head cover 14 to the maximum extent.

[0095] On the basis of the above-mentioned implementation, after the engine is reversed by the starter, the method for controlling the engine working mode based on the angle also includes: after the speed of the engine reversed by the starter reaches a set speed threshold, the starter stops reversely dragging the engine, and the injector is in a closed state. Optionally, the speed threshold may be greater than 300 r / min, such as the speed threshold may be 300 r / min, or 400 r / min, or 450 r / min, etc., and the speed threshold is not limited in the embodiment of the present application.

[0096] After the speed of the starter's reverse-dragging engine reaches the set speed threshold, it indicates that the starter has been used to completely throw out the oil in the piston skirt, and the oil in the engine's combustion chamber has been completely discharged through the valve. At this time, the starter is controlled to be in a disengaged state, the starter stops reverse-dragging the engine, and the injector is in a closed state, which can reduce the starter's energy consumption and reduce the starter's usage loss.

[0097] Optionally, the boat is equipped with an automatic flipping device, which can automatically control the boat to flip back to the right position after the boat capsizes, so as to realize automatic righting of the boat after capsizing.

[0098] Based on the above implementation mode, the method of controlling the engine operating mode based on the angle also includes: after the starter reverses the engine, if it is detected that the boat loaded with the engine is righted, the engine injector is controlled to spray diesel and enter the idle state, and the duration of the idle state is not less than the set time.

[0099] After the boat capsizes and automatically rights itself, the engine is controlled to be in an idle state for a set time, so that the oil in the combustion chamber can be discharged as much as possible, thereby preventing the residual oil in the combustion chamber from instantly participating in the combustion and causing the piston to melt. Optionally, the set time is not less than 1 minute, and the set time can be 1 minute, 2 minutes, 3 minutes, etc. The set time can be determined according to the needs, and the embodiment of the present application does not limit the value of the set time.

[0100] In the embodiment of the present application, the state of the boat being righted after capsizing can be detected based on the angle between the engine and the horizontal plane. If the angle is greater than the third angle, it indicates that the boat is completely capsized. If the angle is determined to be greater than the third angle, the angle changes to be less than the first angle, indicating that the boat is automatically righted after completely capsizing.

[0101] It should be noted that Figure 2-Figure 9 The engine-related structures shown are only used to illustrate the control method provided by the embodiment of the present application, which can prevent the engine from being damaged by oil backflow when the boat capsizes. The structure of the engine is not limited to Figure 2-Figure 9 In the embodiment of the present application, the engine structure can be any existing boat engine. When the boat capsizes, the engine may have oil backflow. The control method provided in the embodiment of the present application can prevent the engine from being damaged by oil backflow when the boat capsizes.

[0102] On the basis of the above-mentioned implementation modes, the control method provided in the embodiment of the present application is further described in combination with the set angle values.

[0103] refer to Fig.10 , Fig.10A flow chart of another control method for a ship-borne engine provided in an embodiment of the present application, wherein the control method includes:

[0104] First, the engine is running normally and is in normal working mode.

[0105] Then, after the engine is running normally, the angle of the engine relative to the horizontal plane is detected by the angle sensor, and the angle can represent the inclination angle of the engine.

[0106] Further, based on the collected included angle, it is determined whether the inclination angle of the engine is not greater than a first angle, and the first angle may be 45°.

[0107] If the angle is not greater than the first angle, return to the step of setting the engine to the normal working mode.

[0108] If the included angle is greater than the first angle, it is further determined whether the included angle is not greater than a second angle, and the second angle may be 90°.

[0109] If the included angle is not greater than the second angle, the engine is torque-limited, and after the engine is controlled to enter the torque-limited working mode, the process returns to the above step of determining whether the included angle is not greater than the second angle.

[0110] If the angle is greater than the second angle, the injector is controlled to stop spraying, so that the engine enters the emergency stop working mode to stop the engine.

[0111] After the engine enters the emergency stop mode, it is determined whether the angle is greater than a third angle, which may be 135°. After the boat capsizes, the maximum angle of the engine relative to the horizontal plane is 180°, so if the third angle is 135°, after the boat capsizes completely, the angle has a value range of not less than 135° and not greater than 180°.

[0112] If the angle is not greater than the third angle, the boat has not completely capsized. At this time, the emergency stop working mode can be maintained and the process returns to the above step of detecting the angle.

[0113] If the included angle is greater than the third angle, it is determined whether the engine speed is reduced to 0 after the engine enters the emergency stop working mode.

[0114] If the engine speed is not 0, return to the above step of determining whether the angle is not greater than the third angle.

[0115] If the engine speed is 0, the starter is controlled to start working, and the engine is rotated backward by the starter to discharge the oil that has flowed back into the combustion chamber and the piston skirt.

[0116] After the starter reverses the engine to rotate, it is determined whether the engine speed is not less than a set speed threshold, which may be 300 r / min.

[0117] If the engine speed does not exceed the set speed threshold, return to the previous step to maintain the working state of the starter motor reversely dragging the engine to rotate.

[0118] If the engine speed exceeds the set speed threshold, the starter is controlled to disengage, the starter stops working, and the injector does not spray diesel.

[0119] Optionally, when it is detected that the boat automatically rights itself after capsizing, the injector may be controlled to inject diesel and the engine may be controlled to be in an idling state.

[0120] In the embodiment of the present application, Fig.10 As shown, first determine whether the angle between the engine and the horizontal plane is not greater than the first angle. When it is determined that the angle is greater than the first angle, further determine whether the angle is not greater than the second angle. When it is determined that the angle is greater than the second angle, further determine whether the angle is greater than the third angle.

[0121] In other embodiments, the above three judgment steps can also be performed in parallel, that is, judging whether the angle is not greater than the first angle, judging whether the angle is greater than the first angle and not greater than the second angle, and judging whether the angle is greater than the third angle. These are three judgment methods that can be executed independently.

[0122] It can be seen from the above description that the control method provided by the technical solution of the present application can collect the angle of the engine relative to the horizontal plane based on the angle sensor installed on the hull of the boat or the engine, so as to detect the capsizing state of the engine. Based on the angle of the engine relative to the horizontal plane, the working mode adapted to the capsizing state of the engine can be selected to control the engine, which can prevent the engine damage caused by the engine working mode not being adapted to the capsizing state, and avoid more serious safety accidents caused by engine failure.

[0123] The embodiment of the present application can detect the overturning state of the engine in real time based on the angle sensor. When it is determined that the engine is completely overturned based on the angle collected by the angle sensor, the starter can be used to drag the engine to rotate, and the oil in the combustion chamber can be thrown out by inertia. After the boat is flipped 180° and returned to the upright position, the oil backflow into the combustion chamber can be minimized.

[0124] Based on the control method provided in the above embodiments, another embodiment of the present application further provides a control device for a shipboard engine, which can execute the control method provided in any implementation manner of the above embodiments.

[0125] refer to Fig.11 , Fig.11 A schematic diagram of the structure of a ship-borne engine control device provided in an embodiment of the present application, wherein the control device includes:

[0126] An acquisition module 25, which is used to acquire an angle of the engine relative to a horizontal plane;

[0127] Control module 26, control module 26 is used to control the engine based on the included angle; if the included angle is not greater than the first angle, the torque of the engine is adjusted based on the control of the injection amount; if the included angle is greater than the first angle, the working mode of the engine is controlled based on the included angle; wherein the first angle is greater than 0° and less than 90°; different working modes correspond to different included angles to adapt to the overturning state of the engine.

[0128] refer to Fig.12 , Fig.12 This is a schematic diagram of the structure of another ship-borne engine control device provided in an embodiment of the present application. Based on the above implementation, Fig.12 In the control device shown, the control module 26 includes: a torque limiting control unit 261, which is used to control the engine to be in a torque limiting working mode when it is determined that the angle is greater than a first angle and not greater than a second angle; the second angle is greater than the first angle and not greater than 90°; wherein, in the torque limiting working mode, the torque of the engine is less than a set threshold to limit the torque of the engine.

[0129] refer to Fig.13 , Fig.13 A structural schematic diagram of another shipboard engine control device provided in an embodiment of the present application, based on the above-mentioned implementation mode, the control module 26 includes: an emergency stop control unit 262, the emergency stop control unit 262 is used to control the engine to be in an emergency stop working mode when it is determined that the angle is not less than 90°; wherein, in the emergency stop working mode, the engine's injector stops injecting diesel to stop the engine; a reverse towing control unit 263, the reverse towing control unit 263 is used to determine whether the engine speed is zero after the engine enters the emergency stop working mode when it is determined that the angle is greater than a third angle; the third angle is greater than 90° and less than 180°; if the engine speed is zero, the starter is controlled to work, and the engine is reversed by the starter to discharge the oil in the combustion chamber of the engine.

[0130] Optionally, after the starter reverses the engine, the reverse control unit 263 is further used to control the starter to stop reversely dragging the engine and control the injector to be in a closed state after determining that the speed of the starter reverses the engine reaches a set speed threshold.

[0131] refer to Fig.14 , Fig.14A structural schematic diagram of another shipboard engine control device provided in an embodiment of the present application, based on the above-mentioned implementation mode, the control module 26 also includes: an idle control unit 264. After the starter reverses the engine, the idle control unit 264 is used to control the engine's injector to spray diesel and enter an idle state after determining that the boat loaded with the engine is righted, and the duration of the idle state is not less than a set duration.

[0132] The control device provided in the embodiment of the present application may be an ECU, which can execute the control method provided in any of the above-mentioned implementation modes. The control principle may be described with reference to the above-mentioned embodiment, and the embodiment of the control device of the present application will not be described in detail.

[0133] In the specification of this application, each embodiment is described in a progressive, parallel, or progressive and parallel manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. The implementation methods provided in the embodiments of this application can be combined with each other if there is no contradiction.

[0134] It should be noted that in the description of the present application, it should be understood that the description of the drawings and embodiments is illustrative rather than restrictive. The same reference numerals throughout the embodiments of the specification identify the same structure. In addition, for the sake of understanding and ease of description, the drawings may exaggerate the thickness of some layers, films, panels, regions, etc. It is also understood that when an element such as a layer, film, region, or substrate is referred to as "on" another element, the element may be directly on the other element or there may be an intermediate element. In addition, "on" refers to positioning an element on or below another element, but does not essentially refer to positioning on the upper side of another element according to the direction of gravity.

[0135] The terms "upper", "lower", "top", "bottom", "inner", "outer", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. When a component is considered to be "connected" to another component, it may be directly connected to the other component or there may be a centrally arranged component at the same time.

[0136] It should also be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that an article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such article or device. In the absence of further restrictions, the elements defined by the sentence "comprising a ..." do not exclude the existence of other identical elements in the article or device including the above elements.

[0137] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling a shipboard engine, characterized in that: include: Obtaining the angle of the engine relative to the horizontal plane; If the angle is not greater than the first angle, adjusting the torque of the engine based on the control of the fuel injection amount; If the included angle is greater than the first angle, controlling the operating mode of the engine based on the included angle; Wherein, the first angle is greater than 0° and less than 90°; different working modes correspond to different angles to adapt to the overturning state of the engine; The method for controlling the working mode of the engine based on the angle includes: If the angle is not less than 90°, the engine is controlled to be in an emergency stop working mode; wherein, in the emergency stop working mode, the injector of the engine stops injecting diesel, so that the engine stops; If the engine enters the emergency stop working mode, when the angle is greater than a third angle, determining whether the speed of the engine is zero; the third angle is greater than 90° and less than 180°; If the rotation speed of the engine is zero, the starter is controlled to operate, and the engine is reversed by the starter to discharge the oil in the combustion chamber of the engine.

2. The control method according to claim 1, characterized in that: The method for controlling the working mode of the engine based on the angle includes: If the included angle is greater than the first angle and not greater than a second angle, the engine is controlled to be in a torque-limited working mode; the second angle is greater than the first angle and not greater than 90°; Wherein, in the torque-limiting working mode, the torque of the engine is less than a set threshold value to limit the torque of the engine.

3. The control method according to claim 1, characterized in that: After the engine is towed backward by the starter, the method further includes: After the speed of the engine dragged backward by the starter reaches a set speed threshold, the starter stops dragging backward the engine, and the injector is in a closed state.

4. The control method according to claim 1, characterized in that: Also includes: After the starter reverses the engine, if it is detected that the boat loaded with the engine is righted, the injector of the engine is controlled to spray diesel and enter an idle state, and the duration of the idle state is not less than a set time.

5. A control device for a shipboard engine, characterized in that: include: An acquisition module, the acquisition module is used to acquire an angle of the engine relative to a horizontal plane; a control module, the control module being configured to control the engine based on the angle; If the angle is not greater than the first angle, adjusting the torque of the engine based on the control of the fuel injection amount; If the included angle is greater than the first angle, the working mode of the engine is controlled based on the included angle; wherein the first angle is greater than 0° and less than 90°; different working modes correspond to different included angles to adapt to the overturning state of the engine; The control module comprises: An emergency stop control unit, the emergency stop control unit is used to control the engine to be in an emergency stop working mode when it is determined that the angle is not less than 90°; wherein, in the emergency stop working mode, the injector of the engine stops injecting diesel, so that the engine stops; A reverse towing control unit, the reverse towing control unit is used to determine whether the speed of the engine is zero when it is determined that the angle is greater than a third angle after the engine enters the emergency stop working mode; the third angle is greater than 90° and less than 180°; if the speed of the engine is zero, control the starter to work, and reverse the engine through the starter to discharge the oil in the combustion chamber of the engine.

6. The control device according to claim 5, characterized in that: The control module comprises: A torque limiting control unit, the torque limiting control unit is used to control the engine to be in a torque limiting working mode when it is determined that the included angle is greater than the first angle and not greater than a second angle; the second angle is greater than the first angle and not greater than 90°; Wherein, in the torque-limiting working mode, the torque of the engine is less than a set threshold value to limit the torque of the engine.

7. The control device according to claim 5, characterized in that: After the starter is used to reversely drag the engine, the reverse drag control unit is also used to control the starter to stop reverse dragging the engine and control the injector to be in a closed state after determining that the speed of the engine reverse dragged by the starter reaches a set speed threshold.

8. The control device according to claim 5, characterized in that: The control module also includes: The idle control unit is used to control the injector of the engine to spray diesel and enter an idle state after the starter reverses the engine and determines that the boat loaded with the engine is righted, and the duration of the idle state is not less than a set time.

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