Engine emergency shutdown test simulation control system

Abstract

The invention discloses an engine emergency shutdown test simulation control system, which comprises an uninterruptible power supply module and a control loop module, the uninterruptible power supply module is electrically connected with the control loop module, the uninterruptible power supply module is used for supplying power to the control loop module, and the control loop module is used for sending an alarm signal. Meanwhile, the method is used for simulating engine emergency shutdown. According to the invention, the action conditions of corresponding protection components and execution devices can be checked by simulating emergency shutdown signals on the engine experiment bench, a powerful guarantee is provided for an engine safety protection system, and the capability of rapid emergency shutdown of an engine under an emergency condition is ensured.

Description

Technical Field

[0001] The invention relates to the technical field of electric power control, in particular to an engine emergency shutdown test simulation control system. Background Art

[0002] The engine control system is mainly divided into monitoring system, security system, operating system, remote communication, etc. As we all know, the monitoring system mainly detects whether the various technical parameters of the engine are within the safe range, reminding the operating engineer to pay attention to the engine status, thereby ensuring that the various engine indicators are within the normal controllable range. Among them, the security system is the decisive factor in determining whether the engine can operate safely and reliably. It is mainly used to detect irreversible conditions that affect the safety and stability of the engine during operation, such as:

[0003] ① Overspeed causes damage to diesel engine parts and performance degradation;

[0004] ②Engine knock;

[0005] ③ Low lubricating oil pressure causes increased wear and even seizure of the engine crankshaft and connecting rod;

[0006] ④ Excessive crankcase pressure causes increased engine noise and excessive emissions, which can paralyze the ship in the ocean. Considering the safety and cost issues of bench tests, it is currently impossible to conduct destructive bench tests to determine whether the engine safety system can meet the requirements for safe and reliable operation of the engine.

[0007] Once the above serious faults occur in the engine during a normal voyage of a ship, how to ensure that the engine is shut down urgently by cutting off oil, power or gas to avoid major accidents has become a technical problem that urgently needs to be solved. Summary of the Invention

[0008] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, it proposes an engine emergency shutdown test simulation control system that can simulate emergency shutdown signals on an engine test bench to check the operation of corresponding protective components and actuators, providing strong support for the engine's safety protection system and ensuring the engine's ability to achieve rapid emergency shutdown in emergency situations.

[0009] In order to achieve the above-mentioned purpose of the invention, the present invention provides an engine emergency shutdown test simulation control system, including an uninterruptible power supply module and a control loop module. The uninterruptible power supply module is electrically connected to the control loop module. The uninterruptible power supply module is used to supply power to the control loop module. The control loop is used to issue an alarm signal and is also used to simulate an engine emergency shutdown.

[0010] Preferably, in some embodiments, the uninterruptible power supply module of the present invention includes uninterruptible power supply No. 1, uninterruptible power supply No. 2, uninterruptible power supply No. 3, circuit breaker QF1, circuit breaker QF2, circuit breaker QF3 and power switch SB1; the control loop module includes a first control loop, a second control loop and a third control loop; the circuit breaker QF1, circuit breaker QF2 and circuit breaker QF3 are respectively connected in series to the uninterruptible power supply No. 1, uninterruptible power supply No. 2 and uninterruptible power supply No. 3 circuits, and the power switch SB1 is connected in parallel to the uninterruptible power supply No. 1, uninterruptible power supply No. 2 and uninterruptible power supply No. 3 circuits, for connecting or disconnecting the three uninterruptible power supplies; the uninterruptible power supply No. 1 is connected to the first control loop, the uninterruptible power supply No. 2 is connected to the second control loop, and the reference Figure 5 As shown, the No. 3 uninterruptible power supply is connected to the third control loop.

[0011] Preferably, in some embodiments, the present invention includes a start circuit S01 and a stop circuit S02, the start circuit S01 and the stop circuit S02 are connected in parallel to the No. 1 DC24V uninterrupted power supply circuit, and the start circuit S01 is the starting circuit of the engine.

[0012] Preferably, in some embodiments, the starting circuit S01 of the present invention includes a machine-side starting button SB2, an emergency stop valve relay KA4 normally closed contact, an operation signal relay KA1 normally closed contact, and a starting relay KA2; the machine-side starting button SB2 in the starting circuit S01 is connected in series with the emergency stop relay KA4 normally closed contact, the operation signal relay KA1 normally closed contact, and the starting relay KA2, and then connected in parallel with the No. 1 uninterruptible power supply, wherein the machine-side starting button SB2 is connected to the automatic starting signal 2 to provide a starting signal for the starting circuit S02. The shutdown circuit S02 includes a machine-side stop button SB3, a stop relay KA3, a stop contactor KM1, a diode D1, a normally open contact of the emergency stop relay KA9, a stop contactor KM1 and a stop electromagnet YA; the machine-side stop button SB3 and the normally open contact of the emergency stop relay KA9 in the shutdown circuit S02 are connected in parallel, and then connected in series with the parallel stop relay KA3 and the stop contactor KM1; the diode D1 and the stop contactor KM1 are connected in parallel, and the stop electromagnet YA and the normally open contact of the stop contactor KM1 are connected in series in the No. 1 uninterruptible power supply circuit.

[0013] Furthermore, in some embodiments, the present invention also includes a speed control signal source module, which includes a normally open contact KA3-1 of a shutdown relay KA3 and a speed control actuator signal source interface terminal 1 and terminal 2, and the normally open contact KA3-1 of the shutdown relay KA3 is connected in series between terminal 1 and terminal 2.

[0014] Preferably, in some embodiments, the second control circuit of the present invention includes the normally open contact of the emergency stop contactor KM2, the emergency stop solenoid valve YV, the normally open contact of the starting relay KA2, and the starting solenoid valve YM; the normally open contact of the starting relay KA2, the starting solenoid valve YM and the negative pole 2D of the uninterruptible power supply No. 2, and the negative pole 2E of the uninterruptible power supply are connected in series in the circuit; the normally open contact of the emergency stop contactor KM2, the emergency stop solenoid valve YV and the positive pole 2C of the uninterruptible power supply No. 2, and the negative pole 2E of the uninterruptible power supply No. 2 are connected in series in the circuit.

[0015] Preferably, in some embodiments, the third control loop of the present invention includes a power isolation module M1, a PLC control module, a speed signal processing module M2, an answer button SB4, a reset button SB5, a low oil pressure switch KP1, a high crankcase pressure switch KP2, a high cooling water temperature switch KP3, a frequency signal generator L1, a display screen P1, an emergency stop relay KA9, an overspeed relay KA5, a low oil pressure relay KA6, a high crankcase pressure relay KA7, a high cooling water temperature relay KA8, a buzzer HA, and a successful operation relay KA 1. Display screen P1, emergency stop contactor KM2, diode D2, emergency stop valve switch ST, emergency stop valve relay KA4, normally open contact KA3-2 of shutdown relay KA3, emergency stop simulation test terminals 6 and 7; the emergency stop simulation test terminal 6 is connected to the positive pole 3C of the No. 3 uninterruptible power supply, and the emergency stop simulation test terminal 7 is connected to the PLC control module; the power isolation module M1 is connected in parallel with the PLC control module and the speed signal processing module M2 in the No. 3 uninterruptible power supply circuit, and the frequency generator L1 is connected to the speed signal processing module M2; the answer button SB4, reset button SB5, low oil pressure switch KP1, high crankcase pressure switch KP2, high cooling water temperature switch KP3 are connected to the PLC control module at one end, and the other end is connected to the positive pole 3C of the No. 3 uninterruptible power supply; the overspeed relay KA5, low oil pressure relay KA6, high crankcase pressure relay KA7, high cooling water temperature relay KA8, successful operation relay KA1, buzzer HA are connected to the PLC control module at one end, and the other end is connected to the negative pole 3D of the No. 3 uninterruptible power supply; the overspeed relay KA5, low oil pressure relay KA6, high crankcase pressure relay KA7, high cooling water temperature relay KA8, successful operation relay KA1, buzzer HA are connected to the PLC control module at one end, and the other end is connected to the negative pole 3D of the No. 3 uninterruptible power supply; The normally open contacts of the low pressure relay KA6, the high crankcase pressure relay KA7, and the high cooling water temperature relay KA8 are connected in parallel, with one end connected to the positive electrode 3C of the No. 3 uninterruptible power supply, and the other end connected to the negative electrode 3D of the No. 3 uninterruptible power supply through the emergency stop contactor KM2 and the emergency stop relay KA9; the diode D2 is connected in parallel with the emergency stop contactor KM2; the emergency stop relay KA9 is connected in parallel with the emergency stop contactor KM2; the display screen P1 is connected to the PLC control module and is used to drive the strobe according to the control logic of the PLC control module;

[0016] The emergency stop valve switch ST and the emergency stop valve relay KA4 are connected in series in the No. 3 uninterruptible power supply circuit. The normally open contact of the emergency valve relay KA4 and the normally open contact KA3-2 of the shutdown relay KA3 are connected to the positive pole 3C of the No. 3 uninterruptible power supply at one end and the other end to the PLC control module; the automatic shutdown signal 1 output by the PLC control module is connected to the control circuit of the machine-side stop button SB3.

[0017] Furthermore, in some embodiments, the third control loop of the present invention also includes a manual emergency stop button SB6-2 ​​and a remote control emergency stop button SB7, the manual emergency stop button SB6-2 ​​is connected in parallel with the overspeed relay KA5, the terminal 12 of the remote control emergency stop button SB7 is connected to the positive pole 3C of the uninterruptible power supply No. 3, and the manual emergency stop button SB6-2 ​​and the remote control emergency stop button SB7 are connected in parallel and then connected to the emergency stop contactor KM2 and the emergency stop relay KA9.

[0018] Furthermore, in some embodiments, the third control loop of the present invention also includes an overspeed indicator light HL1, a low lubricating oil pressure indicator light HL2, a high crankcase pressure indicator light HL3, a high cooling water temperature indicator light HL4 and a machine-side emergency stop indicator light HL5, one end of the above indicator lights is connected to the PLC control module, and the other end is connected to the negative pole 3D of the No. 3 uninterruptible power supply.

[0019] Compared with the existing technology, the present invention solves the problem of being unable to conduct bench tests to verify serious engine faults such as overspeed, excessive cooling water temperature, low lubricating oil pressure, and excessive crankcase pressure during normal navigation of a ship; and solves the problem of how to ensure that the engine is accurately shut down in an emergency by cutting off oil, power, or air, thereby avoiding major accidents. The control system of the present invention can complete the corresponding sensor signal acquisition and the protection strategy of the normal output of the shutdown signal of the actuator air shut-off valve, oil shut-off valve, electronic control actuator, or ECU according to the set control logic. The present invention designs a three-way DC24V uninterruptible power supply. If one of the actuators fails, the engine can be driven to shut down by another actuator, respectively driving the shutdown solenoid YA, the emergency shutdown solenoid valve YV, or the starting air valve YM, etc. The redundant design ensures that the engine can be safely shut down in an emergency, avoids the problem of safe shutdown of the engine due to shutdown faults in advance, ensures the power reliability and stability of the engine safety control system, reduces safety hazards and construction costs, and reduces the labor intensity of operators. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 1 is a diagram of a power supply arrangement system of an engine emergency shutdown test simulation control system according to one embodiment of the present invention.

[0021] Figure 2 This is a first control loop operating system diagram of an engine emergency shutdown test simulation control system according to one embodiment of the present invention;

[0022] Figure 3 This is a diagram of a speed control actuator signal interface system of an engine emergency shutdown test simulation control system according to one embodiment of the present invention;

[0023] Figure 4 This is a second control loop operating system diagram of an engine emergency shutdown test simulation control system according to one embodiment of the present invention;

[0024] Figure 5 4 is a diagram of a third control loop operating system of an engine emergency shutdown test simulation control system according to one embodiment of the present invention. DETAILED DESCRIPTION

[0025] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0026] The following disclosure provides many different embodiments or examples for implementing different configurations of the present invention. To simplify the disclosure of the present invention, the components and configurations of specific examples are described below. Of course, these are merely examples and are not intended to limit the present invention. In addition, the present invention may repeat reference numerals and / or letters in different examples. Such repetition is for the purpose of simplicity and clarity and does not in itself indicate the use of other materials.

[0027] This embodiment provides an engine emergency brake bench test simulation control system, including an uninterruptible power supply module and a control loop module. The uninterruptible power supply module is electrically connected to the control loop module. The uninterruptible power supply module is used to supply power to the control loop module. The control loop is used to issue an alarm signal and simulate engine emergency braking.

[0028] refer to Figure 1 As shown, in some embodiments, the uninterruptible power supply module of the present invention includes uninterruptible power supply No. 1, uninterruptible power supply No. 2, uninterruptible power supply No. 3, circuit breaker QF1, circuit breaker QF2, circuit breaker QF3 and power switch SB1; circuit breaker QF1, circuit breaker QF2, circuit breaker QF3 are respectively connected in series to the circuits of uninterruptible power supply No. 1, uninterruptible power supply No. 2 and uninterruptible power supply No. 3, and the power switch SB1 is a normally open contact, which is effective when closed. It is connected in parallel to the circuits of uninterruptible power supply No. 1, uninterruptible power supply No. 2 and uninterruptible power supply No. 3, and is used to connect or disconnect the three uninterruptible power supplies; refer to Figure 2As shown, the No. 1 uninterruptible power supply is connected to the first control circuit, refer to Figure 4 As shown, the No. 2 uninterruptible power supply is connected to the second control circuit, refer to Figure 5 As shown, the No. 3 uninterruptible power supply is connected to the third control loop.

[0029] In this embodiment, uninterruptible power supplies (UPSs) 1, 2, and 3 utilize a 24V DC power supply. Circuit breakers automatically disconnect circuits in the event of overload, short circuit, or undervoltage, preventing equipment damage or fire hazards. Power switch SB1 controls the simultaneous powering on and off of the circuits in this embodiment. UPS 1 provides power to the first control circuit (security control system); UPS 2 provides power to the second control circuit; and UPS 3 provides power to the third control circuit. Circuit breaker QF1 protects the first control circuit, circuit breaker QF2 protects the second control circuit, and circuit breaker QF3 protects the third control circuit.

[0030] refer to Figure 2 As shown, the first control circuit of this embodiment includes a start circuit S01 and a stop circuit S02. The start circuit S01 and the stop circuit S02 are connected in parallel to the No. 1 DC24V uninterrupted power supply circuit. The start circuit S01 is the starting circuit of the engine.

[0031] Specifically, the start circuit S01 includes a machine-side start button SB2, a normally closed contact of the emergency stop valve relay KA4, a normally closed contact of the run signal relay KA1, and a start relay KA2. The machine-side start button SB2 in the start circuit S01 is connected in series with the normally closed contact of the emergency stop relay KA4, the normally closed contact of the run signal relay KA1, and the start relay KA2, and then connected in parallel with the No. 1 uninterruptible power supply. The machine-side start button SB2 receives the automatic start signal 2, which is used to provide a start signal for the start circuit S02. The run signal relay is connected in series to the PLC control system.

[0032] Shutdown circuit S02 includes the local stop button SB3, shutdown relay KA3, shutdown contactor KM1, diode D1, the normally open contacts of emergency stop relay KA9, shutdown contactor KM1, and shutdown electromagnet YA. In shutdown circuit S02, the local stop button SB3 is connected in parallel with the normally open contacts of emergency stop relay KA9, and then in series with the parallel connection of shutdown relay KA3 and shutdown contactor KM1. The local stop button SB3 is connected in parallel with automatic shutdown signal 1 from the PLC control module. Diode D1 is connected in parallel with shutdown contactor KM1, and shutdown electromagnet YA is connected in series with the normally open contacts of shutdown contactor KM1 in uninterruptible power supply circuit 1. Shutdown electromagnet YA is installed near the high-pressure fuel pump. It operates by closing the electromagnet when energized and resetting it when de-energized, thereby controlling the fuel supply and starting and stopping the diesel engine. After receiving the shutdown signal, the shutdown electromagnet YA is energized to generate magnetic force, attracting the valve core to move, thereby cutting off the fuel supply and allowing the diesel engine to shut down safely and quickly.

[0033] Further, refer to Figure 3 As shown, this embodiment also includes a speed control execution signal source module, which includes the normally open contact KA3-1 of the stop relay KA3 and the speed control actuator signal source interface terminals 1 and 2. The normally open contact KA3-1 of the stop relay KA3 is connected in series between terminals 1 and 2. When the normally open contact KA3-1 of the stop relay KA3 is energized, since the electronic speed governor has its own actuator and is connected to the engine's high-pressure oil pump rack, the speed control actuator signal source interface terminals 1 and 2 become active signals, which will cause the high-pressure oil pump rack to retract, stop oil supply, and shut down the diesel engine. The active signal is a DC24V power supply.

[0034] refer to Figure 4 As shown, the second control circuit of this embodiment includes the normally open contact of the emergency stop contactor KM2, the emergency stop solenoid valve YV, the normally open contact of the starter relay KA2, and the starter solenoid valve YM; the normally open contact of the starter relay KA2 and the starter solenoid valve YM are connected in series with the positive electrode 2D of the uninterruptible power supply No. 2 and the negative electrode 2E of the uninterruptible power supply No. 2 in the circuit; the normally open contact of the emergency stop contactor KM2 and the emergency stop solenoid valve YV are connected in series with the positive electrode 2C of the uninterruptible power supply No. 2 and the negative electrode 2E of the uninterruptible power supply No. 2 in the circuit.

[0035] Specifically, refer to Figure 2 and Figure 4 As shown, when the start button SB2 near the machine is closed, the coil of the start relay KA2 is energized, closing the normally open contacts of the start relay KA2 and activating the starter air valve YM, indicating that the starter circuit S01 is fault-free. The starter circuit S01 in this embodiment is conventional and is merely a demonstration of the redundant protection strategy for the normally closed contacts of the emergency stop air shutoff valve relay KA4. This technology is conventional and will not be further described here.

[0036] refer to Figure 5 As shown, the third control loop of this embodiment includes a power isolation module M1, a PLC control module, a speed signal processing module M2, an answer button SB4, a reset button SB5, a low oil pressure switch KP1, a high crankcase pressure switch KP2, a high cooling water temperature switch KP3, a manual emergency stop button SB6-2, a frequency signal generator L1, a buzzer HA, a display screen P1, an emergency stop relay KA9, an overspeed relay KA5, a low oil pressure relay KA6, a high crankcase pressure relay KA7, a high cooling water temperature relay KA8, a successful operation relay KA1, Overspeed indicator light HL1, low lubricating oil pressure indicator light HL2, high crankcase pressure indicator light HL3, high cooling water temperature indicator light HL4, display screen P1, emergency stop contactor KM2, diode D2, remote emergency stop button SB7, emergency stop air valve switch ST, emergency stop air valve relay KA4, normally open contact KA3-2 of stop relay KA3, emergency stop simulation experiment terminals 6 and 7; emergency stop simulation experiment terminal 6 is connected to the positive pole 3C of uninterruptible power supply No. 3, and emergency stop simulation experiment terminal 7 is connected to the PLC control module; the PLC control module in this embodiment is a PLC controller.

[0037] The power isolation module M1, the PLC control module and the speed signal processing module M2 are connected in parallel in the No. 3 uninterruptible power supply circuit, and the frequency generator L1 is connected to the speed signal processing module M2.

[0038] One end of the answer button SB4, reset button SB5, low oil pressure switch KP1, high crankcase pressure switch KP2, and high cooling water temperature switch KP3 is connected to the PLC control module, and the other end is connected to the positive pole 3C of the No. 3 uninterruptible power supply.

[0039] Specifically, terminal 3 of the low lubricating oil pressure switch KP1, terminal 8 of the high crankcase pressure switch KP2, and terminal 10 of the high cooling water temperature switch KP3 are connected to the positive pole 3C of the No. 3 uninterruptible power supply, and terminal 3 of the low lubricating oil pressure switch KP1, terminal 8 of the high crankcase pressure switch KP2, and terminal 11 of the high cooling water temperature switch KP3 are connected to the PLC control module.

[0040] Overspeed relay KA5, low lubricating oil pressure relay KA6, high crankcase pressure relay KA7, high cooling water temperature relay KA8, successful operation relay KA1, one end of the buzzer HA is connected to the PLC control module, and the other end is connected to the negative pole 3D of the No. 3 uninterruptible power supply. The buzzer HA receives the signal control from the PLC control module and is used to drive the alarm according to the control logic of the PLC control module.

[0041] The normally open contacts of the overspeed relay KA5, low oil pressure relay KA6, high crankcase pressure relay KA7, and high cooling water temperature relay KA8, along with the manual emergency stop button SB6-2, are connected in parallel. One end is connected to the positive terminal 3C of uninterruptible power supply No. 3, and the other end is connected to the negative terminal 3D of uninterruptible power supply No. 3 through the emergency stop contactor KM2 and emergency stop relay KA9. Diode D2 is connected in parallel with the emergency stop contactor KM2, and the emergency stop relay KA9 is connected in parallel with the emergency stop contactor KM2. The overspeed indicator light HL1, low oil pressure indicator HL2, high crankcase pressure indicator HL3, and high cooling water temperature indicator HL4 are connected to the PLC control module on one end and the negative terminal 3D of uninterruptible power supply No. 3 on the other end. These indicators receive signals from the PLC control module and are driven to strobe according to the PLC control logic.

[0042] The display screen P1 is connected to the PLC control module, and is used to receive the signal control of the PLC control module and drive the strobe according to the control logic of the PLC control module.

[0043] Emergency stop contactor KM2 is connected in parallel with cooling water overtemperature relay KA8, and diode D2 is connected in parallel with emergency stop contactor KM2. Terminal 12 of remote emergency stop button SB7 is connected to the positive terminal 3C of uninterruptible power supply No. 3. Remote emergency stop button SB7 is connected to emergency stop contactor KM2. Diode D2 is mainly used to absorb the reverse electromotive force generated across the contactor coil when power is removed, protecting emergency stop contactor KM2 from damage.

[0044] The emergency stop valve switch ST and the emergency stop valve relay KA4 are connected in series in the No. 3 uninterruptible power supply circuit. The normally open contact of the emergency valve relay KA4 and the normally open contact KA3-2 of the shutdown relay KA3 are connected to the positive pole 3C of the No. 3 uninterruptible power supply, and the other end is connected to the PLC control module.

[0045] The control box system of this embodiment can simulate the emergency shutdown of a diesel engine under abnormal conditions such as overspeed, low oil pressure, high crankcase pressure, and high cooling water temperature. It can also simulate manual or remote control emergency shutdown of the engine. The specific working process is as follows:

[0046] refer to Figure 2 、 Figure 3 and Figure 5As shown, before the simulation experiment starts, short-circuit the emergency stop simulation test terminals 6 and 7, output the overspeed simulation signal through the frequency generator L1, short-circuit the terminals 3 and 4 of the low lubricating oil pressure switch KP1 to output the low lubricating oil pressure simulation signal, disconnect the terminals 8 and 9 of the high crankcase pressure switch KP2 to output the high crankcase pressure simulation signal, short-circuit the terminals 10 and 11 of the high cooling water temperature switch KP3 to output the high cooling water temperature simulation signal, operate the manual emergency stop button SB6-2 ​​to output the manual emergency stop simulation signal, and short-circuit the terminals 12 and 13 of the remote emergency stop button SB7 to output the remote control emergency stop simulation signal;

[0047] When the PLC control module receives the engine overspeed, low oil pressure, high crankcase pressure, high cooling water temperature, and manual emergency stop simulation signals, it controls the overspeed relay KA5, low oil pressure relay KA6, high crankcase pressure relay KA7, or high cooling water temperature relay KA8 to be energized, causing the normally open contacts of the above relays to close, the emergency stop relay KA9 and the emergency stop contactor KM2 to be energized, the normally open contact of the emergency stop relay KA9 to close, and the PLC control module receives the control signal to control the display screen P1 to display the fault flash and the built-in buzzer to sound, warning of abnormal engine operation. The description of the buzzer HA and the display screen P1 for alarm and display is the existing technology and will not be repeated here; at the same time, the normally open contact of the emergency stop contactor KM2 is closed, the emergency stop solenoid valve YV is closed, the engine is shut down, and the simulation test is successful;

[0048] At the same time, after receiving the above-mentioned simulation signal, the PLC control module outputs the automatic shutdown signal 1 to the first control loop, and at the same time operates the machine-side stop button SB3. The stop relay KA3 and the stop contactor KM1 in the first control loop are energized, the normally open contact of the stop relay KA3-1 is closed, and the speed control actuator signal source interface terminal 1 and terminal 2 are connected to the DC24V power supply; the normally open contact of the stop relay KA3-2 is closed, and the control signal enters the PLC control module. After the internal logic operation of the PLC control module, the buzzer HA alarm is output to the outside. At the same time, the alarm indicator lights corresponding to the simulation signal flash, which include the overspeed indicator light HL1, the low lubricating oil pressure indicator light HL2, the high crankcase pressure indicator light HL3, the high cooling water temperature indicator light HL4 and the machine-side emergency stop indicator light HL5. After the stop contactor KM1 is energized, the normally open contact of the stop contactor KM1 is closed, and the shutdown electromagnet YA is energized to shut down the engine. The simulation test is successful.

[0049] If the PLC control module receives the above simulation signal and the shutdown solenoid YA and the emergency stop solenoid valve YM fail to operate, the PLC control module will short-circuit terminals 14 and 15 of the emergency stop air shut-off valve switch ST. At this time, the emergency stop air shut-off valve KA4 is energized, its normally closed contacts are disconnected, the starting circuit loses power, the engine stops, and the PLC controller controls the buzzer HA to sound, indicating that the simulation test is successful.

[0050] The operator can deactivate the buzzer and corresponding analog signal indicator by pressing button SB4. Furthermore, if the diesel engine automatically shuts down due to an abnormality such as overspeed or low oil pressure during operation, its control circuit will self-lock, ensuring that the alarm signal remains active after the engine shuts down. After the fault is corrected, the operator can press the reset button SB5 to restore the control system to its initial state, deactivate the analog signal, and release the self-locking alarm circuit. If the emergency stop button is pressed to shut down the diesel engine in an emergency, the reset button SB5 should also be pressed to reset the emergency stop self-locking circuit.

[0051] In this embodiment, the first control circuit where the shutdown electromagnet YA is located, the second control circuit where the emergency shutdown solenoid valve YM is located, and the control circuit where the emergency stop air shut-off valve switch ST is located constitute a redundant structure. If a problem occurs in any one of the control circuits, the other two circuits are normal and the simulation test will be successful, thereby increasing the success rate of the simulation test. In actual application, it is ensured that the engine can be safely shut down in an emergency, and the problem of safe shutdown of the engine due to shutdown-related faults is avoided in advance, thereby ensuring the power reliability and stability of the engine safety control system, reducing safety hazards and construction costs, and alleviating the labor intensity of operators.

[0052] In this embodiment, power isolation module M1 is used to isolate the positive and negative terminals 3C and 3D of uninterruptible power supply 3 (UPS) input and the regulated output signals (Power+ and Power-), protecting the circuit system and improving signal stability. Power isolation module M1 also prevents electrical interference, enhances signal isolation, and protects against electric shock. Overspeed information processing module M2 provides signal isolation, effectively preventing electromagnetic interference and ensuring signal stability and accuracy.

[0053] In this embodiment, the relay is an important electrical control component that realizes the automatic switching function of the circuit through the electromagnetic effect. When the relay coil is energized, a magnetic field is generated, which attracts the armature, causing the moving contact and the static contact to close, thereby connecting the circuit. When the relay coil is not energized, the contacts in the disconnected state are called "normally open contacts", and the contacts in the connected state are called normally closed contacts. The core functions of the relay are mainly described as automatic control, safety protection and circuit conversion.

[0054] The present invention provides an engine emergency shutdown test simulation control system, which solves the problem of being unable to conduct bench tests to verify serious engine faults such as overspeed, excessive cooling water temperature, low lubricating oil pressure, and excessive crankcase pressure during normal navigation of a ship; and solves the problem of how to ensure that the engine is accurately shut down in an emergency by cutting off oil, power, or air, thereby avoiding major accidents. The control system of the present invention can complete the corresponding sensor signal acquisition and the protection strategy of the normal output of the shutdown signal of the actuator air shut-off valve, oil shut-off valve, electronically controlled actuator, or ECU according to the set control logic. The present invention designs a three-way DC24V uninterruptible power supply. If one of the actuators fails, the engine can be driven to shut down by another actuator, and the redundant design such as the shutdown electromagnet YA, the emergency shutdown solenoid valve YV, or the emergency stop air shut-off valve ST can be driven respectively to ensure that the engine can be safely shut down in an emergency, avoid the problem of safe shutdown of the engine due to shutdown faults in advance, ensure the power reliability and stability of the engine safety control system, reduce safety hazards and construction costs, and reduce the labor intensity of operators.

[0055] Other components of the engine emergency shutdown test simulation control system according to the embodiment of the present invention, such as the PLC control module, the power isolation module M1, the overspeed information processing module M2, etc. and their operations are well known to ordinary technicians in this field and will not be described in detail here.

[0056] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention 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 should not be understood as limiting the present invention.

[0057] 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 the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0058] In the present invention, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0059] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0060] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0061] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. An engine emergency shutdown test simulation control system, characterized in that: It includes an uninterruptible power supply module and a control loop module. The uninterruptible power supply module is electrically connected to the control loop module. The uninterruptible power supply module is used to supply power to the control loop module. The control loop is used to send an alarm signal and simulate an emergency shutdown of the engine.

2. The engine emergency shutdown test simulation control system according to claim 1, characterized in that: The uninterruptible power supply module includes uninterruptible power supply No. 1, uninterruptible power supply No. 2, uninterruptible power supply No. 3, circuit breaker QF1, circuit breaker QF2, circuit breaker QF3 and power switch SB1; the control loop module includes a first control loop, a second control loop and a third control loop; The circuit breaker QF1, circuit breaker QF2, and circuit breaker QF3 are respectively connected in series to the uninterruptible power supply circuits No. 1, No. 2, and No.

3. The power switch SB1 is connected in parallel to the uninterruptible power supply circuits No. 1, No. 2, and No. 3, and is used to connect or disconnect the three uninterruptible power supplies; the uninterruptible power supply No. 1 is connected to the first control loop, the uninterruptible power supply No. 2 is connected to the second control loop, and the uninterruptible power supply No. 3 is connected to the third control loop.

3. The engine emergency shutdown test simulation control system according to claim 2, characterized in that: The No. 1 uninterruptible power supply includes a start circuit S01 and a stop circuit S02. The start circuit S01 and the stop circuit S02 are connected in parallel to the No. 1 DC24V uninterruptible power supply circuit. The start circuit S01 is the starting circuit of the engine.

4. The engine emergency shutdown test simulation control system according to claim 3, characterized in that: The start circuit S01 includes a machine-side start button SB2, a normally closed contact of the emergency stop valve relay KA4, a normally closed contact of the operation signal relay KA1, and a start relay KA2. The machine-side start button SB2 in the start circuit S01 is connected in series with the normally closed contact of the emergency stop relay KA4, the normally closed contact of the operation signal relay KA1, and the start relay KA2, and then connected in parallel with the No. 1 uninterruptible power supply. The machine-side start button SB2 is connected to the automatic start signal 2 to provide a start signal for the start circuit S02. The shutdown circuit S02 includes a machine-side stop button SB3, a stop relay KA3, a stop contactor KM1, a diode D1, a normally open contact of the emergency stop relay KA9, a stop contactor KM1 and a stop electromagnet YA; the machine-side stop button SB3 and the normally open contact of the emergency stop relay KA9 in the shutdown circuit S02 are connected in parallel, and then connected in series with the parallel stop relay KA3 and the stop contactor KM1; the diode D1 and the stop contactor KM1 are connected in parallel, and the stop electromagnet YA and the normally open contact of the stop contactor KM1 are connected in series in the No. 1 uninterruptible power supply circuit.

5. The engine emergency shutdown test simulation control system according to claim 4, characterized in that: It also includes a speed control execution signal source module, which includes a normally open contact KA3-1 of the shutdown relay KA3 and a speed control actuator signal source interface terminal 1 and terminal 2. The normally open contact KA3-1 of the shutdown relay KA3 is connected in series between terminal 1 and terminal 2.

6. The engine emergency shutdown test simulation control system according to claim 5, characterized in that: The second control circuit includes the normally open contact of the emergency stop contactor KM2, the emergency stop solenoid valve YV, the normally open contact of the starting relay KA2, and the starting solenoid valve YM; the normally open contact of the starting relay KA2, the starting solenoid valve YM, and the negative pole 2D and negative pole 2E of the uninterruptible power supply No. 2 are connected in series in the circuit; the normally open contact of the emergency stop contactor KM2, the emergency stop solenoid valve YV, and the positive pole 2C and negative pole 2E of the uninterruptible power supply No. 2 are connected in series in the circuit.

7. The engine emergency shutdown test simulation control system according to claim 4, characterized in that: The third control loop includes a power isolation module M1, a PLC control module, a speed signal processing module M2, an answer button SB4, a reset button SB5, a low oil pressure switch KP1, a high crankcase pressure switch KP2, a high cooling water temperature switch KP3, a frequency signal generator L1, a display screen P1, an emergency stop relay KA9, an overspeed relay KA5, a low oil pressure relay KA6, a high crankcase pressure relay KA7, a high cooling water temperature relay KA8, a buzzer HA, a successful operation relay KA1, a display screen P1, an emergency stop contactor KM2, a diode D2, an emergency stop air shut-off valve switch ST, an emergency stop air shut-off valve relay KA4, a normally open contact KA3-2 of the stop relay KA3, and emergency stop simulation test terminals 6 and 7; the emergency stop simulation test terminal 6 is connected to the positive pole 3C of the No. 3 uninterruptible power supply, and the emergency stop simulation test terminal 7 is connected to the PLC control module; The power isolation module M1 is connected in parallel with the PLC control module and the speed signal processing module M2 in the No. 3 uninterruptible power supply circuit, and the frequency generator L1 is connected to the speed signal processing module M2; One end of the answer button SB4, reset button SB5, low oil pressure switch KP1, high crankcase pressure switch KP2, and high cooling water temperature switch KP3 is connected to the PLC control module, and the other end is connected to the positive electrode 3C of the No. 3 uninterruptible power supply; The overspeed relay KA5, low oil pressure relay KA6, high crankcase pressure relay KA7, high cooling water temperature relay KA8, successful operation relay KA1, and buzzer HA are connected to the PLC control module at one end and the negative electrode 3D of the No. 3 uninterruptible power supply at the other end; The normally open contacts of the overspeed relay KA5, the low oil pressure relay KA6, the high crankcase pressure relay KA7, and the high cooling water temperature relay KA8 are connected in parallel, with one end connected to the positive electrode 3C of the No. 3 uninterruptible power supply, and the other end connected to the negative electrode 3D of the No. 3 uninterruptible power supply through the emergency stop contactor KM2 and the emergency stop relay KA9; the diode D2 is connected in parallel with the emergency stop contactor KM2; the emergency stop relay KA9 is connected in parallel with the emergency stop contactor KM2; The display screen P1 is connected to the PLC control module and is used to drive the strobe according to the control logic of the PLC control module; The emergency stop valve switch ST and the emergency stop valve relay KA4 are connected in series in the No. 3 uninterruptible power supply circuit. The normally open contact of the emergency valve relay KA4 and the normally open contact KA3-2 of the shutdown relay KA3 are connected to the positive electrode 3C of the No. 3 uninterruptible power supply at one end and the other end to the PLC control module. The automatic stop signal 1 output by the PLC control module is connected to the machine-side stop button SB3.

8. The engine emergency shutdown test simulation control system according to claim 7, characterized in that: The third control loop also includes a manual emergency stop button SB6-2 ​​and a remote control emergency stop button SB7. The manual emergency stop button SB6-2 ​​is connected in parallel with the overspeed relay KA5, the low lubricating oil pressure relay KA6, the high crankcase pressure relay KA7, and the high cooling water temperature relay KA8. Terminal 12 of the remote control emergency stop button SB7 is connected to the positive pole 3C of the No. 3 uninterruptible power supply, and the remote control emergency stop button SB7 is connected to the emergency stop contactor KM2 and the emergency stop relay KA9.

9. An engine emergency shutdown test simulation control system according to claim 7 or 8, characterized in that: The third control loop also includes an overspeed indicator light HL1, a low lubricating oil pressure indicator light HL2, a high crankcase pressure indicator light HL3, a high cooling water temperature indicator light HL4 and a machine-side emergency stop indicator light HL5. One end of the above indicator lights is connected to the PLC control module, and the other end is connected to the negative pole 3D of the No. 3 uninterruptible power supply.

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