Marine diesel engine supercharger boosting system and control method thereof

Abstract

The invention provides a marine diesel engine supercharger boosting system and a control method thereof, and belongs to the technical field of diesel engine control, the marine diesel engine supercharger boosting system comprises an air bottle, a filter, a pressure reducing valve, a boosting electromagnetic valve, a supercharger, a sensor group and a control unit; wherein an air outlet of the air bottle is communicated with an air inlet of the filter, one end of the pressure reducing valve is communicated with an air outlet of the filter, the other end of the pressure reducing valve is connected with the boosting electromagnetic valve, the other end of the boosting electromagnetic valve is connected with the supercharger, and the supercharger is installed on a diesel engine. The compressor is used for providing compressed air for combustion for an engine; the control unit controls the opening time and duration of the boosting electromagnetic valve, the pressure of compressed air of the pressure reducing valve and the air inflow of boosting compressed air entering the supercharger according to operation data collected by the sensor set. It is guaranteed that compressed air is introduced into the supercharger when the working condition of the engine changes, and the performance of the engine is improved.

Description

Technical Field

[0001] This invention belongs to the field of diesel engine control technology, and particularly relates to a marine diesel engine turbocharger booster system and its control method. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] With the increasing tonnage of fishing boats, engineering vessels, and other vessels, the power requirements for diesel engines are also growing. Currently, marine diesel engines are developing towards higher power, modularity, intelligence, and lower emissions. High-power marine diesel engines often produce black smoke during startup, exhaust, and sudden load increases, and their emissions do not meet requirements.

[0004] Currently, the market commonly uses a method of adding a high-pressure air supply (turbocharger boost air) to the turbocharger's air intake side. This increases the intake volume of boost air during diesel engine startup, exhaust maneuvering, and sudden load increases, thereby reducing emissions. However, the design and control of this turbocharger boost system are still immature. Existing boost systems have inaccurate start-up and control timings during boost, which can damage the turbocharger or engine. Summary of the Invention

[0005] To overcome the shortcomings of the prior art, this invention proposes a marine diesel engine turbocharger booster system and its control method. A two-position, two-way solenoid valve is used to direct depressurized compressed air to the turbocharger compressor. The compressed air pressure increases at a set slope. By setting conditions that allow the use of turbocharger booster air, it is ensured that the booster air will not damage the turbocharger or engine. Simultaneously, by reasonably judging the engine's state, during engine start-up, exhaust engagement, or sudden load increases where emissions are poor, the opening and closing of the solenoid valve is controlled to control the entry of booster air into the turbocharger, and the intake time is controlled to control the intake volume, thereby reducing engine emissions while ensuring the safety of the turbocharger and engine.

[0006] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: In a first aspect, the present invention discloses a marine diesel engine turbocharger booster system, comprising: An air cylinder, a filter, a pressure reducing valve, a booster solenoid valve, a turbocharger, a sensor assembly, and a control unit; wherein the air outlet of the air cylinder is connected to the air inlet of the filter, one end of the pressure reducing valve is connected to the air outlet of the filter, and the other end is connected to the booster solenoid valve, the other end of the booster solenoid valve is connected to the turbocharger, and the turbocharger is installed on a diesel engine to provide compressed air for combustion to the engine; The control unit controls the opening time and duration of the boost solenoid valve, the pressure of the compressed air in the pressure reducing valve, and the intake volume of the boost compressed air entering the booster based on the operating data collected by the sensor group.

[0007] In a further technical solution, the booster solenoid valve is a two-position two-way solenoid valve, installed on the booster air pipeline of the engine turbocharger, used to connect / cut off the booster compressed air to the turbocharger.

[0008] In a further technical solution, the sensor group is installed on each corresponding system of the engine to measure relevant engine operating parameters; Specifically, the sensor group includes: a speed sensor installed on the engine to collect engine speed; a first pressure sensor installed in the air line between the intake chamber and the engine to collect boost air pressure; a second pressure sensor installed at the turbocharger inlet to collect turbocharger inlet lubricating oil pressure; and a third pressure sensor installed in the air line between the pressure reducing valve and the boost solenoid valve to collect boost air pressure.

[0009] Secondly, this invention discloses a control method for a marine diesel engine turbocharger booster system, comprising the following steps: Determine whether the boost function is allowed; The engine operating condition is determined based on external input signals or engine speed, and the corresponding control logic is matched accordingly. The operating conditions include the start-up process and normal engine operation. The start-up process uses start-up boost control logic, and the normal engine operation uses operation boost control logic. The opening and closing time of the booster solenoid valve are determined according to the corresponding control method.

[0010] The startup process boost control logic and the operation process boost control logic control the boost solenoid valve to open, connect compressed air to the compressor inlet of the booster, control the pressure reducing valve to increase the pressure of the compressed air according to the set slope, and close the boost solenoid valve after a set delay, thus completing the boost control during the startup process.

[0011] A further technical solution, wherein the determination of whether the boost function is allowed includes: Set the boost function activation switch, and use this switch to select whether to allow the boost function to be used; If the boost function is activated, the activation conditions for the boost function are determined. All conditions must be met for the boost function to activate; the boost function is then permitted to be used.

[0012] A further technical solution is that the conditions for the booster function to take effect specifically include: Determine the diesel engine's operating status, i.e., whether a stop request is activated. If no stop request is activated and the engine speed is not zero, proceed to the next step; otherwise, the boost function is disabled and the boost solenoid valve is closed. Determine the starting air pressure value. If the diesel engine starting air pressure is greater than the set minimum starting air pressure value, proceed to the next step; otherwise, the booster function fails and the booster solenoid valve is shut off. The booster air pressure is checked. If the booster air pressure is less than the set maximum booster air pressure, the next step is determined; otherwise, the booster function is disabled and the booster solenoid valve is closed. Determine the inlet lubricating oil pressure of the booster. If the inlet lubricating oil pressure of the booster is greater than the set minimum lubricating oil pressure value, proceed to the next step; otherwise, the booster function fails and the booster solenoid valve is closed.

[0013] A further technical solution, the startup process booster control logic, specifically includes the following steps: Determine if the booster function is enabled; if yes, proceed to the next step; otherwise, end. Determine if the engine is in the startup phase. If yes, proceed to the next step; otherwise, continue to determine the engine status. Determine if the engine speed exceeds the boost limit during the start-up phase, i.e., the preset first speed threshold. If so, proceed to the next step; otherwise, continue to determine the engine speed. Determine if the booster function is effective. If so, proceed to the next step; otherwise, close the booster valve and reset the time. Determine whether the booster function is allowed. If it is allowed, continue with the following steps; otherwise, close the booster valve and reset the time. Determine the status of the booster valve. If it is closed, open the booster valve and start timing t. Control the pressure reducing valve to increase the pressure after the pressure reducing valve according to the set slope. Otherwise, determine whether the booster valve opening time is greater than the first opening time. If so, close the booster valve and reset the booster valve opening time. Otherwise, return to continue determining whether the booster function is effective.

[0014] A further technical solution is that the operation process boost control logic includes the following steps: Determine whether booster control needs to be activated. If yes, proceed to the next step; otherwise, shut down the booster valve and reset the time. Determine if the time interval between the last opening of the booster solenoid valve and the last opening is greater than the preset time threshold. If so, proceed to the next step; otherwise, close the booster valve and reset the time. Determine if the engine speed is greater than the preset second speed threshold. If so, proceed to the next step; otherwise, shut down the booster valve and reset the time. Determine whether the booster function is allowed. If it is allowed, continue with the following steps; otherwise, close the booster valve and reset the time. Determine the status of the booster valve. If it is closed, open the booster valve and start timing t, controlling the pressure reducing valve to increase the pressure after the pressure reducing valve according to the set slope; otherwise, determine the booster valve opening time.

[0015] A further technical solution is that the booster valve remains open during the minimum opening time; if the minimum opening time is between the maximum opening time and the minimum opening time, the booster valve is forcibly closed by a booster request activation judgment method to determine whether the booster function needs to be activated; when the maximum opening time is exceeded, the booster valve is forcibly closed.

[0016] A further technical solution, the boost request activation determination method, specifically includes the following two cases, where either boost request is activated if one of them is satisfied: External Request Boost: The control unit reserves a switch input signal interface. After the switch signal is closed and a set time is delayed, the boost request is activated. Speed ​​drop: The control unit collects the engine speed in real time, calculates the difference between the actual speed and the set speed and the ratio of the difference to the set speed, or calculates the rate of speed drop per unit time. If the calculation result exceeds the set maximum limit, the boost function is activated; otherwise, the boost function is disabled.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention employs a two-position, two-way solenoid valve to direct depressurized compressed air to the turbocharger compressor. The compressed air pressure increases at a set slope. By setting conditions that allow the use of turbocharger-assisted air, it ensures that the turbocharger-assisted air will not damage the turbocharger or engine. Simultaneously, by reasonably judging the engine's state, in situations with poor emissions such as engine start-up, exhaust engagement, or sudden load increases, the invention controls the entry of turbocharger-assisted air into the turbocharger by controlling the on / off state of the solenoid valve, and controls the intake time to control the intake volume, thereby reducing engine emissions while ensuring the safety of the turbocharger and engine.

[0018] This invention utilizes a boost function. The control system calculates the engine speed fluctuation rate based on a set algorithm (the percentage of the difference between the real-time speed and the set speed to the set speed, or the speed drop rate per unit time) or controls the boost solenoid valve to open at an appropriate time using an externally input switch control signal. This introduces compressed air before the turbocharger compressor, improving the engine's power performance, reducing emissions during engine exhaust and load changes, and improving overall engine performance.

[0019] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0021] Figure 1 This is a schematic diagram of the marine diesel engine turbocharger booster system described in Embodiment 1 of the present invention.

[0022] Figure 2 This is a flowchart of the booster function effectiveness determination method described in Embodiment 2 of the present invention.

[0023] Figure 3 This is a flowchart of the startup process booster control logic described in Embodiment 2 of the present invention.

[0024] Figure 4 This is a flowchart of the booster control logic for the operation process described in Embodiment 2 of the present invention.

[0025] Figure 5 This is a flowchart of the boost request activation determination method described in Embodiment 2 of the present invention. Detailed Implementation

[0026] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0027] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.

[0028] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0029] Example 1 In one or more embodiments, a marine diesel engine turbocharger booster system is disclosed, such as Figure 1 As shown, compressed air in the air cylinder passes through a filter and a pressure reducing valve, and then is introduced into the turbocharger compressor via a booster solenoid valve. The control system controls the opening and closing time of the booster solenoid valve to ensure that compressed air is introduced into the turbocharger when the engine operating conditions change, thereby improving engine performance.

[0030] A marine diesel engine turbocharger booster system mainly includes: An air cylinder, a filter, a pressure reducing valve, a booster solenoid valve, a turbocharger, a sensor assembly, and a control unit; wherein the air outlet of the air cylinder is connected to the air inlet of the filter, one end of the pressure reducing valve is connected to the air outlet of the filter, and the other end is connected to the booster solenoid valve, the other end of the booster solenoid valve is connected to the turbocharger, and the turbocharger is installed on a diesel engine to provide compressed air for combustion to the engine; The control unit controls the opening time and duration of the boost solenoid valve, the pressure of the compressed air in the pressure reducing valve, and the intake volume of the boost compressed air entering the booster based on the operating data collected by the sensor group.

[0031] Among them, the air cylinder is used to store high-pressure compressed air and belongs to the diesel engine's external compressed air system; The filter is installed on the compressed air line between the air cylinder and the engine to filter impurities in the compressed air; The pressure reducing valve is installed on the compressed air line between the filter and the engine, and is used to adjust the pressure of the high-pressure compressed air to the pressure value required by each device according to the requirements of the control unit. The boost solenoid valve is a two-position two-way solenoid valve, installed on the boost air line of the engine turbocharger, used to connect / cut off the boost compressed air to the turbocharger; The turbocharger is mounted on the engine and is used to supply compressed air for combustion. The control unit is part of the engine monitoring system. It collects signals such as engine speed, boost air pressure, and starter air pressure through sensors. The control unit performs related logic calculations and is connected to the boost solenoid valve via a wiring harness. Based on the logic calculation results, it supplies power to the boost solenoid valve and controls the opening time and duration of the boost solenoid valve. It also controls the pressure of the compressed air after the pressure reducing valve to change according to a set slope when the boost function is active, thereby controlling the intake volume of boost compressed air entering the turbocharger.

[0032] The sensor array is installed on various systems of the engine to measure relevant engine operating parameters. Specifically, the sensor array includes: a speed sensor installed on the engine to collect engine speed; a first pressure sensor installed in the air line between the intake chamber and the engine to collect boost air pressure; a second pressure sensor installed at the turbocharger inlet to collect turbocharger inlet lubricating oil pressure; and a third pressure sensor installed in the air line between the pressure reducing valve and the boost solenoid valve to collect boost air pressure.

[0033] Furthermore, the booster system also includes an intercooler and an intake chamber, which are connected sequentially to the piping between the turbocharger and the engine. The intercooler cools the high-temperature boosted air from the turbocharger compressor outlet and then sends it to each cylinder of the engine through the intake chamber.

[0034] Furthermore, the booster system also includes a start solenoid valve and an emergency stop solenoid valve. The start solenoid valve sends compressed air to the motor to control the engine to start, while the emergency stop solenoid valve sends compressed air to the fuel injection pump to control the rack to return to zero, so as to stop the engine in an emergency.

[0035] In this embodiment, the booster solenoid valve uses a two-position, two-way solenoid valve to guide the depressurized compressed air to the turbocharger compressor. The compressed air pressure increases according to a set slope. By setting conditions that allow the use of turbocharger booster air, it is ensured that the turbocharger booster air will not damage the turbocharger or the engine. At the same time, by reasonably judging the engine status, in situations with poor emissions such as engine start-up, exhaust engagement, and sudden load increases, the solenoid valve is controlled to control the entry of turbocharger booster air into the turbocharger, and the intake time is controlled to control the intake volume, thereby reducing engine emissions while ensuring the safety of the turbocharger and the engine.

[0036] Example 2 In one or more embodiments, a control method for a marine diesel engine turbocharger booster system is disclosed, comprising: Step S1: Determine whether the boost function is allowed; Step S2: Determine the engine operating condition and match the corresponding control logic based on the external input signal or engine speed. The operating condition includes the start-up process and normal engine operation. The start-up process uses the start-up process boost control logic, and the normal engine operation uses the operation process boost control logic. The external input signal is the external boost signal and external request signal received by the control unit. Step S3: Determine the opening and closing time of the booster solenoid valve according to the corresponding control method.

[0037] Specifically, determine whether to allow the use of booster functions, such as Figure 2 As shown, determining whether the turbocharger boost control function is effective includes the following steps: Step S101: Set the boost function activation switch. This switch allows you to select whether to allow the boost function to be used.

[0038] Step S102: If the booster function activation switch is on, determine the booster function activation conditions. All conditions must be met for the booster function to activate; if any condition is not met, the booster function will not activate, meaning the booster solenoid valve remains in the off state. The specific booster function activation conditions include: Step S102-1: Determine the diesel engine operating status, i.e. whether the stop request is activated. If no stop request is activated and the engine speed is not 0, proceed to the next step; otherwise, the boost function is disabled and the boost solenoid valve is closed.

[0039] Step S102-2: Determine the starting air pressure value. If the diesel engine starting air pressure is greater than the set minimum starting air pressure value, proceed to the next step; otherwise, the booster function fails and the booster solenoid valve is closed.

[0040] Step S102-3: Determine the boost air pressure value. If the boost air pressure is less than the set maximum boost air pressure value, proceed to the next step; otherwise, the boost function fails and the boost solenoid valve is closed.

[0041] Step S102-4: Determine the inlet lubricating oil pressure of the booster. If the inlet lubricating oil pressure of the booster is greater than the set minimum lubricating oil pressure value, proceed to the next step; otherwise, the booster function fails and the booster solenoid valve is closed.

[0042] The above logical checks ensure that the turbocharger is operating when the boost function is activated (S102-1), the boost pressure does not exceed the turbocharger's maximum boost pressure limit (S102-3), the turbocharger lubricating oil pressure is sufficient to ensure adequate lubrication of the turbocharger (S102-4), and boost air is available (S102-2), allowing boost air to be introduced into the turbocharger according to instructions. This guarantees that the activation of the boost function will not damage the engine and turbocharger and can improve engine operating conditions.

[0043] Step S103: The boost function is allowed to be used.

[0044] In this embodiment, the minimum starting air pressure is set to 6 bar, the maximum boost air pressure is set to 1.5 bar, and the minimum lubricating oil pressure is set to 0.3 bar. These values ​​are based on experience and are one implementation method. The specific values ​​can be adjusted according to the actual implementation and are not limited here.

[0045] Startup process booster control logic as follows Figure 3 As shown, the start-up boost function switch is used to determine whether the turbocharger boost function is used during the start-up process. If the boost function is used during the start-up process, when the diesel engine is in the start-up phase, if the engine speed exceeds the set value, and according to... Figure 2 When the method shown indicates that the boost function is permitted, the control system opens the boost solenoid valve, connecting compressed air to the compressor inlet of the booster. It then controls the pressure reducing valve to increase the compressed air pressure at a set slope. After a set delay, the boost solenoid valve closes, completing the boost control during startup. Specifically, this includes the following steps: Step S2011: Determine whether the boost function is turned on. If yes, proceed to the next step; otherwise, end. Step S2012: Determine whether the engine is in the starting stage. If so, proceed to the next step; otherwise, continue to determine the engine status. Step S2013: Determine whether the engine speed exceeds the boost limit during the start-up phase, i.e., the preset first speed threshold. If yes, proceed to the next step; otherwise, continue to determine the engine speed. Step S2014: Determine whether the booster function is effective. If yes, proceed to the next step; otherwise, close the booster valve and reset the time. Step S2015: Determine whether the booster function is allowed to be used. If it is allowed, continue with the following steps; otherwise, close the booster valve and reset the time. Step S2016: Determine the status of the booster valve. If it is closed, open the booster valve and start timing t. Control the pressure reducing valve and increase the pressure after the pressure reducing valve at a certain slope according to the engine speed change rate calculated by the control unit. This slope can usually be obtained through experience or experimentation to ensure that the engine speed is increased as quickly as possible. Otherwise, determine whether the booster valve opening time is greater than the first opening time. If so, close the booster valve and reset the booster valve opening time. Otherwise, return to step S2014 to continue the determination.

[0046] As described above, by providing a start-up boost function switch, when the switch is off, the boost function is not allowed to be used during engine start-up; when the switch is closed, when the engine speed exceeds a set 50 rpm, and according to... Figure 2 When the method shown determines that the boost function is allowed, the control system controls the boost solenoid valve to open, connecting compressed air to the compressor inlet of the booster. After a set delay of 4 seconds, the boost solenoid valve is closed, completing the boost control during the start-up process.

[0047] In this embodiment, the method for determining whether the turbocharger boost control function is effective is as follows: A boost function activation switch is set. When the switch is closed and the following conditions are met simultaneously, the boost function is allowed to be used, and the boost function is effective; otherwise, the boost function is not allowed to be used.

[0048] The operation process boost control logic is as follows Figure 4 As shown, during normal engine operation, if... Figure 5 The method shown determines that boost control needs to be activated, and the control system opens the boost solenoid valve and controls the pressure reducing valve to increase the compressed air pressure according to a set slope, connecting compressed air to the inlet of the turbocharger compressor when the following conditions are met: 1. The interval between the last opening of the boost solenoid valve and the last opening is greater than a set value; 2. The engine speed is greater than a set value; 3. According to... Figure 2The method shown indicates that the booster function is permitted. The control system has minimum and maximum opening times for the booster solenoid valve; the booster solenoid valve remains open during the minimum time; if the time exceeds the minimum and maximum times, the booster solenoid valve will remain open. Figure 5 If the method shown determines that the boost function is not needed, the boost solenoid valve will close; if the maximum time is exceeded, the boost solenoid valve will be forcibly closed. The specific execution process of the boost control logic during operation includes the following steps: Step S2021: Determine whether booster control needs to be enabled. If yes, proceed to the next step; otherwise, close the booster valve and reset the time. Step S2022: Determine whether the time interval between the last opening of the booster solenoid valve and the last opening of the booster valve is greater than the preset time threshold. If yes, proceed to the next step; otherwise, close the booster valve and reset the time. In this embodiment, the preset time threshold is set to 3 seconds; Step S2033: Determine whether the engine speed is greater than the preset second speed threshold. If yes, proceed to the next step; otherwise, close the booster valve and reset the time. In this embodiment, the preset second speed threshold is set to 350 rpm; Step S2024: Determine whether the booster function is allowed to be used. If it is allowed, continue with the following steps; otherwise, close the booster valve and reset the time. Step S2025: Determine the booster valve status. If it is closed, open the booster valve and start timing t. Control the pressure reducing valve to increase the pressure after the pressure reducing valve at a certain slope according to the engine speed change rate calculated by the control unit, ensuring the engine speed is increased as quickly as possible. Otherwise, determine whether the booster valve opening time is greater than the minimum opening time and less than the maximum opening time. The control system has a minimum opening time of 3s and a maximum opening time of 8s for the booster solenoid valve. During the minimum opening time, the booster solenoid valve remains open. If the booster request activation method determines that the booster function does not need to be activated between the minimum and maximum opening times, the booster solenoid valve is closed. When the maximum time of 8s is exceeded, the booster solenoid valve is forcibly closed. When the above conditions are met, the control system controls the booster solenoid valve to open, controls the pressure reducing valve to increase the compressed air pressure at a set slope, and connects the compressed air to the inlet of the turbocharger compressor.

[0049] The flowchart for determining whether booster control logic needs to be activated is as follows: Figure 5 The method for determining booster activation is illustrated, specifically how to determine the timing of booster activation during normal engine operation. Booster activation occurs in the following two situations: first, when an external booster request is made, such as during the joint operation of marine engines, a switch signal is used to notify the control system to activate the booster function; second, when a sudden increase in engine load causes a drop in engine speed, the control system calculates the engine speed drop rate to determine whether to activate the booster function. Either of the following two conditions is sufficient: (1) External request for boost: The control unit reserves a switch input signal interface. When it is deemed necessary to boost, the boost request is activated after a set time delay after the switch signal is closed. After a set time delay after activation, the boost request is deactivated.

[0050] (2) When the engine speed drops suddenly due to sudden load or other conditions: The control unit collects the engine speed in real time, calculates the difference between the actual speed and the set speed, and the ratio of the difference to the set speed, or calculates the rate of speed drop per unit time. If the calculation result exceeds the set maximum limit, the boost function is activated; otherwise, the boost function is disabled.

[0051] Specifically, the expression for calculating the sudden drop in engine speed is:

[0052] In the formula, Δn represents the sudden drop in rotational speed. For real-time rotational speed, To set the rotation speed.

[0053] This embodiment can promptly and accurately activate the boost function when the engine experiences significant load, such as during engine displacement, by judging external boost requests, thereby reducing engine speed fluctuations. By judging the rate of change of engine speed, the operating status of the engine can be monitored in real time, and the boost function can be activated in a timely manner when abnormal speed fluctuations occur, ensuring stable engine operation.

[0054] The descriptions of each embodiment in the above embodiments have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0055] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A turbocharger assist system for a marine diesel engine, characterized by, include: An air cylinder, a filter, a pressure reducing valve, a booster solenoid valve, a turbocharger, a sensor assembly, and a control unit; wherein the air outlet of the air cylinder is connected to the air inlet of the filter, one end of the pressure reducing valve is connected to the air outlet of the filter, and the other end is connected to the booster solenoid valve, the other end of the booster solenoid valve is connected to the turbocharger, and the turbocharger is installed on a diesel engine to provide compressed air for combustion to the engine; The control unit controls the opening time and duration of the boost solenoid valve, the pressure of the compressed air in the pressure reducing valve, and the intake volume of the boost compressed air entering the booster based on the operating data collected by the sensor group.

2. A turbocharger assist system for a marine diesel engine as recited in claim 1, wherein, The booster solenoid valve is a two-position, two-way solenoid valve, installed on the booster air pipeline of the engine turbocharger, used to connect / cut off the booster compressed air to the turbocharger.

3. A marine diesel engine supercharger booster system as claimed in claim 1, wherein, The sensor array is installed on each corresponding system of the engine to measure relevant engine operating parameters; Specifically, the sensor group includes: a speed sensor installed on the engine to collect engine speed; a first pressure sensor installed in the air line between the intake chamber and the engine to collect boost air pressure; a second pressure sensor installed at the turbocharger inlet to collect turbocharger inlet lubricating oil pressure; and a third pressure sensor installed in the air line between the pressure reducing valve and the boost solenoid valve to collect boost air pressure.

4. A control method for a turbocharger assist system of a marine diesel engine, characterized in that, include: Determine whether the boost function is allowed; The engine operating condition is determined based on external input signals or engine speed, and the corresponding control logic is matched accordingly. The operating conditions include the start-up process and normal engine operation. The start-up process uses start-up boost control logic, and the normal engine operation uses operation boost control logic. The opening and closing time of the booster solenoid valve are determined according to the corresponding control method. The startup process boost control logic and the operation process boost control logic control the boost solenoid valve to open, connect compressed air to the compressor inlet of the booster, control the pressure reducing valve to increase the pressure of the compressed air according to the set slope, and close the boost solenoid valve after a set delay, thus completing the boost control during the startup process.

5. A control method for a marine diesel engine supercharger booster system as claimed in claim 4, characterized in that, The determination of whether the boost function is allowed includes: Set the boost function activation switch, and use this switch to select whether to allow the boost function to be used; If the boost function is activated, the activation conditions for the boost function are determined. All conditions must be met for the boost function to activate; the boost function is then permitted to be used.

6. A control method for a turbocharger assist system of a marine diesel engine according to claim 5, characterized in that, The specific conditions for the booster function to take effect include: Determine the diesel engine's operating status, i.e., whether a stop request is activated. If no stop request is activated and the engine speed is not zero, proceed to the next step; otherwise, the boost function is disabled and the boost solenoid valve is closed. Determine the starting air pressure value. If the diesel engine starting air pressure is greater than the set minimum starting air pressure value, proceed to the next step; otherwise, the booster function fails and the booster solenoid valve is shut off. The booster air pressure is checked. If the booster air pressure is less than the set maximum booster air pressure, the next step is determined; otherwise, the booster function is disabled and the booster solenoid valve is closed. Determine the inlet lubricating oil pressure of the booster. If the inlet lubricating oil pressure of the booster is greater than the set minimum lubricating oil pressure value, proceed to the next step; otherwise, the booster function fails and the booster solenoid valve is closed.

7. A control method for a marine diesel engine supercharger booster system as set forth in claim 4, characterized in that, The startup process booster control logic specifically includes the following steps: Determine if the booster function is enabled; if yes, proceed to the next step; otherwise, end. Determine if the engine is in the startup phase. If yes, proceed to the next step; otherwise, continue to determine the engine status. Determine if the engine speed exceeds the boost limit during the start-up phase, i.e., the preset first speed threshold. If so, proceed to the next step; otherwise, continue to determine the engine speed. Determine if the booster function is effective. If so, proceed to the next step; otherwise, close the booster valve and reset the time. Determine whether the booster function is allowed. If it is allowed, continue with the following steps; otherwise, close the booster valve and reset the time. Determine the status of the booster valve. If it is closed, open the booster valve and start timing t. Control the pressure reducing valve to increase the pressure after the pressure reducing valve according to the set slope. Otherwise, determine whether the booster valve opening time is greater than the first opening time. If so, close the booster valve and reset the booster valve opening time. Otherwise, return to continue determining whether the booster function is effective.

8. A control method for a marine diesel engine supercharger booster system as set forth in claim 4, characterized in that, The operation process boost control logic includes the following steps: Determine whether booster control needs to be activated. If yes, proceed to the next step; otherwise, shut down the booster valve and reset the time. Determine if the time interval between the last opening of the booster solenoid valve and the last opening is greater than the preset time threshold. If so, proceed to the next step; otherwise, close the booster valve and reset the time. Determine if the engine speed is greater than the preset second speed threshold. If so, proceed to the next step; otherwise, shut down the booster valve and reset the time. Determine whether the booster function is allowed. If it is allowed, continue with the following steps; otherwise, close the booster valve and reset the time. Determine the status of the booster valve. If it is closed, open the booster valve and start timing t, controlling the pressure reducing valve to increase the pressure after the pressure reducing valve according to the set slope; otherwise, determine the booster valve opening time.

9. A control method for a marine diesel engine supercharger booster system as claimed in claim 8, characterized in that, The booster valve remains open during the minimum opening time; if the minimum opening time is between the minimum opening time and the maximum opening time, the booster valve is forcibly closed by a booster request activation judgment method to determine whether the booster function needs to be activated; if the maximum opening time is exceeded, the booster valve is forcibly closed.

10. A control method for a turbocharger assist system of a marine diesel engine as set forth in claim 9, characterized in that, The boost request activation determination method specifically includes the following two cases, where a boost request is activated if either of them is satisfied: External Request Boost: The control unit reserves a switch input signal interface. After the switch signal is closed and a set time is delayed, the boost request is activated. Speed ​​drop: The control unit collects the engine speed in real time, calculates the difference between the actual speed and the set speed and the ratio of the difference to the set speed, or calculates the rate of speed drop per unit time. If the calculation result exceeds the set maximum limit, the boost function is activated; otherwise, the boost function is disabled.

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