A method and device for coordinated control of a diesel generator set

Abstract

The application discloses a diesel generator set cooperative control method and device. The diesel generator set cooperative control method comprises the following steps: an overspeed protection unit detects the rotating speed of a diesel generator set, and sends an overspeed early warning signal to a central coordination control module when it is confirmed that the rotating speed reaches a first overspeed threshold value; after receiving the overspeed early warning signal, the central coordination control module acquires each parameter value in a risk parameter set; the central coordination control module at least performs weighted fusion processing on the parameter values to calculate a target risk coefficient value; when it is confirmed that the target risk coefficient value exceeds a second overspeed threshold value, the central coordination control module generates an early warning cooperative instruction and sends the early warning cooperative instruction to a speed regulation control unit. Some embodiments of the application change the overspeed protection from post-triggering to early warning, effectively prevent overspeed from occurring, and improve the safety of the diesel generator set.

Description

Technical Field

[0001] This application relates to the field of generator set processing, and more specifically, the embodiments of this application relate to a method and apparatus for coordinated control of diesel generator sets. Background Technology

[0002] Currently, diesel generator sets are widely used in many fields such as industrial production, marine power, and emergency power supply. In actual operation, diesel generator sets require precise speed control to meet different load demands, and must also have a reliable overspeed protection mechanism to ensure equipment safety.

[0003] In existing technologies, speed controllers and overspeed protection systems often operate independently, lacking an effective coordination mechanism. While speed controllers like the CU-E01N can perform various speed control functions, including PID speed regulation, multiple speed setting methods, and switching between different operating modes, they cannot adjust their control strategies promptly and accurately based on the warnings or actions of the overspeed protection system when working in conjunction with it. Furthermore, overspeed protection systems, such as the aforementioned system comprising a magnetoelectric speed sensor, overspeed protection module, speed threshold module, and preamplifier, can only independently trigger a shutdown operation when overspeed is detected, failing to coordinate with the speed controller to optimize the control process. This makes it difficult to further improve the control efficiency and safety of the entire diesel generator set.

[0004] In addition, the existing system needs to improve its response speed and control accuracy when facing complex operating conditions. For example, when the load changes suddenly, the speed controller cannot quickly stabilize the speed, which can easily lead to unstable equipment operation. It may even trigger the overspeed protection system to malfunction due to excessive speed fluctuations, affecting the normal operation of the diesel generator set. Summary of the Invention

[0005] The purpose of this application is to provide a method and device for coordinated control of diesel generator sets. Some embodiments of this application integrate the functions of the overspeed protection unit and the speed control unit through a central coordination control module, changing the overspeed protection from post-triggering to pre-warning. By using multi-parameter comprehensive judgment, the accuracy of overspeed risk identification is improved, avoiding misjudgment by a single parameter. At the same time, the speed control unit can intervene in advance to adjust, effectively preventing overspeed from occurring and improving the safety of the diesel generator set.

[0006] In a first aspect, embodiments of this application provide a diesel generator set collaborative control method, the method comprising: an overspeed protection unit detecting the rotational speed of the diesel generator set and, upon confirming that the rotational speed reaches a first overspeed threshold, sending an overspeed warning signal to a central coordination control module; upon receiving the overspeed warning signal, the central coordination control module acquiring the values ​​of each parameter in a risk parameter set, wherein the parameter types in the risk parameter set include: the rate of change of fuel rack position, the rate of change of load, and the integral value of rotational speed deviation acquired from the speed control unit, and the instantaneous rotational speed and the rate of change of rotational speed acquired from the overspeed protection unit; calculating a target risk coefficient value by performing weighted fusion processing on at least the parameter values ​​by the central coordination control module; and, upon confirming that the target risk coefficient value exceeds a second overspeed threshold, the central coordination control module generating a warning coordination command and sending it to the speed control unit.

[0007] The embodiments of this application trigger an early warning when the overspeed protection unit reaches a first threshold speed. The central coordination control module integrates five parameters—instantaneous speed, speed change rate, fuel rack position change rate, load change rate, and speed deviation integral value—and calculates a risk coefficient through normalization and weighted fusion. When the risk coefficient exceeds a second threshold, an early warning coordination command is sent. This technology transforms overspeed protection from reactive triggering to proactive early warning, improving the accuracy of overspeed risk identification through multi-parameter comprehensive judgment and avoiding misjudgment based on a single parameter. Simultaneously, the speed control unit can intervene in advance to adjust settings, effectively preventing overspeeding and enhancing the safety of the diesel generator set.

[0008] In some embodiments, the diesel generator set coordinated control method further includes: identifying the current operating condition type using the parameter values ​​of at least two parameters in the central coordination control module and the risk parameter set, wherein the operating condition type includes steady-state operating condition, load reduction operating condition, load increase operating condition, fuel oversupply operating condition, and cumulative deviation operating condition; determining the basic weights corresponding to each parameter type in the risk parameter set based on the current operating condition type, wherein different operating condition types correspond to different basic weight values; calculating the deviation degree of each parameter value from the historical average under the corresponding operating condition type using the central coordination control module, and correcting the basic weights of each parameter type based on the deviation degree to obtain the target weights of each parameter type; and calculating the target risk coefficient value by performing weighted fusion processing on at least each parameter value using the central coordination control module: obtaining the target weights by weighted fusion using the target weights.

[0009] Some embodiments of this application employ a strategy of operating condition identification and dynamic weight correction to enable risk assessment to adapt to different operating conditions. For example, the weight of the load change rate is increased when the load suddenly decreases, and the weight of the fuel rack change rate is increased when the fuel supply is excessive. This significantly reduces the risk misjudgment or missed judgment caused by differences in operating conditions, and further improves the accuracy and robustness of overspeed warning.

[0010] In some embodiments, the diesel generator set coordinated control method further includes: acquiring speed change rate data for multiple historical sampling periods; performing linear regression analysis on the speed change rate data to calculate the regression slope as the trend value of the speed change rate; calculating a trend enhancement factor based on the trend value, wherein the trend enhancement factor is equal to 1 plus a preset enhancement coefficient multiplied by the ratio of the trend value to a preset maximum speed change rate; the step of calculating the target risk coefficient value by weighted fusion processing of at least the parameter values ​​through the central coordination control module includes: weighting and fusing the parameter values ​​to obtain an initial risk coefficient value; multiplying the initial risk coefficient value by the trend enhancement factor to obtain the target risk coefficient value.

[0011] Some embodiments of this application introduce a trend enhancement factor. By retrieving historical data on the rate of change of rotational speed from multiple sampling periods, a trend value is calculated using linear regression, and the risk coefficient is amplified by a preset enhancement coefficient. This technique can identify a trend of continuously deteriorating speed increase (such as acceleration overspeed). Even if the current instantaneous risk coefficient has not reached the threshold, a coordinated command can be triggered in advance due to the trend enhancement, solving the problem that traditional methods are not sensitive to acceleration overspeed risks and providing an earlier intervention opportunity for extreme operating conditions.

[0012] In some embodiments, the second overspeed threshold includes multiple thresholds of different levels. When it is confirmed that the target risk factor value exceeds the second overspeed threshold, the central coordination control module generates a warning coordination command and sends it to the speed control unit. This includes: if it is confirmed that the target risk factor value exceeds a first-level threshold, generating a warning coordination command, wherein the warning coordination command instructs the speed control unit to adjust the PID adjustment parameters and limit the maximum rate of change of the fuel rack position; if it is confirmed that the target risk factor value exceeds a second-level threshold, generating an emergency coordination command, wherein the emergency coordination command instructs the speed control unit to freeze the PID output and force the fuel rack to zero, wherein the second-level threshold is higher than the first-level threshold.

[0013] Some embodiments of this application set the second overspeed threshold to multiple levels (such as medium risk, high risk), and generate corresponding coordinated instructions: low-level instructions adjust PID parameters and limit the maximum rate of change of the fuel rack position, while high-level instructions freeze the PID output and force the fuel rack to return to zero. This technique enables graded and progressive intervention, taking a gentle adjustment to avoid system jitter when the risk is low, and decisively executing forced protection when the risk is high, balancing operational stability and safety under extreme conditions, while reducing unnecessary downtime and improving equipment availability.

[0014] In some embodiments, the diesel generator set collaborative control method further includes: recording control effect data for each warning event, wherein the control effect data includes real-time values ​​of each parameter, the identified operating condition type, the calculated risk coefficient value, whether a collaborative command was sent, and whether an overspeed event actually occurred within a preset time after the warning; calculating the false alarm rate and the missed alarm rate according to the operating condition type, wherein the false alarm rate is the proportion of warnings sent with a collaborative command but no actual overspeed occurred, and the missed alarm rate is the proportion of overspeed occurred without a collaborative command being sent; and adjusting the basic weights of each type of parameter under the corresponding operating condition type based on the statistical results of the false alarm rate and the missed alarm rate.

[0015] Some embodiments of this application record control effect data (including parameter values, operating conditions, risk coefficients, whether instructions were sent, and whether actual speeding occurred) for each warning event, statistically analyze the false alarm rate and missed alarm rate according to operating conditions, and adjust the basic weights of each parameter based on contribution analysis (normalized after a 10% step). This technique endows the system with self-learning capabilities, enabling the weight template to be continuously optimized with the operating history, for example, reducing the weights of the main parameters causing false alarms when the false alarm rate is high. Through long-term iteration, the accuracy of speeding risk prediction can be improved, solving the problem of poor adaptability of fixed weights to different equipment or aging conditions.

[0016] In some embodiments, the diesel generator set coordinated control method further includes: when it is confirmed that the speed of the diesel generator set exceeds the overspeed protection action threshold, triggering a shutdown action through the overspeed protection unit to cut off the fuel supply; sending an overspeed shutdown signal to the central coordination control module and the speed control unit through the overspeed protection unit; the speed control unit responding to the received overspeed shutdown signal stopping the speed regulation action and forcibly returning the fuel rack position to zero; and the central coordination control module responding to the received overspeed shutdown signal recording the control process data of the overspeed event.

[0017] In some embodiments of this application, when the overspeed exceeds the action threshold, the overspeed protection unit cuts off the fuel supply and sends an overspeed stop signal to the central coordination control module and the speed control unit via the bus. The speed control unit immediately stops the adjustment action and forces the fuel rack to zero. This technical means achieves control interlocking, eliminates contradictory commands that the speed control unit may output during the overspeed stop process (such as attempting to continue fuel supply), ensures the absolute reliability of the stop action, and records complete overspeed event data to provide a basis for subsequent fault analysis.

[0018] Secondly, some embodiments of this application provide a diesel generator set collaborative control device. The intelligent collaborative control device includes: a speed control unit for controlling the speed of the diesel generator set; an overspeed protection unit for monitoring the speed of the diesel generator set and triggering a protection action when the speed exceeds a limit value; and a central coordination control module connected to the speed control unit and the overspeed protection unit via a data communication bus, for receiving data sent by the speed control unit and the overspeed protection unit, performing comprehensive analysis and decision-making, and sending collaborative control commands to the speed control unit and the overspeed protection unit. Specifically, when the overspeed protection unit detects that the speed of the diesel generator set reaches a first overspeed threshold, it sends an overspeed warning signal to the central coordination control module. Upon receiving the overspeed warning signal, the central coordination control module obtains the operating parameters of the diesel generator set and determines whether there is an overspeed risk based on the operating parameters. If there is, it sends a warning coordination command to the speed control unit.

[0019] In some embodiments, the central coordination control module is configured to: acquire operating parameters of the diesel generator set, wherein the operating parameters include instantaneous speed, speed change rate, fuel rack position change rate, load change rate, and speed deviation integral value; normalize the acquired operating parameters; perform weighted fusion of the normalized parameter values ​​according to preset weights to calculate a risk coefficient value; and when the risk coefficient value exceeds a second overspeed threshold, determine that there is an overspeed risk and generate the early warning coordination instruction.

[0020] In some embodiments, the diesel generator set coordinated control device further includes a data storage module connected to the central coordination control module, which stores data exchanged between the speed control unit, the overspeed protection unit, and the central coordination control module, as well as the analysis and decision records of the central coordination control module; the data storage module uses a non-volatile memory.

[0021] In some embodiments, when the overspeed protection unit detects that the speed of the diesel generator set exceeds the overspeed protection action threshold and triggers a shutdown action, the overspeed protection unit is further configured to send an overspeed shutdown signal to the central coordination control module and the speed control unit via the data communication bus; the speed control unit, in response to the received overspeed shutdown signal, stops the speed regulation action and forces the fuel rack position to zero; the central coordination control module, in response to the received overspeed shutdown signal, records the control process data of the overspeed event. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the composition of the diesel generator set collaborative control device provided in the embodiments of this application.

[0024] Figure 2 This is one of the flowcharts of the diesel generator set collaborative control method in this application.

[0025] Figure 3 The second flowchart of the diesel generator set collaborative control method provided in this application embodiment.

[0026] Figure 4 This is the third flowchart of the diesel generator set collaborative control method provided in the embodiments of this application. Detailed Implementation

[0027] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0028] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0029] Some embodiments of this application.

[0030] Please refer to Figure 1 , Figure 1 The diesel generator set coordinated control device provided in some embodiments of this application includes: a central coordination control module 100, a speed control unit 200, and an overspeed protection unit 300.

[0031] The speed control unit 200 is used to control the speed of the diesel generator set 500.

[0032] The overspeed protection unit 300 is used to monitor the speed of the diesel generator set 500 and trigger protection action when the speed exceeds the limit value.

[0033] The central coordination control module 100 is connected to the speed control unit 200 and the overspeed protection unit 300 via a data communication bus. It receives data sent by the speed control unit and the overspeed protection unit, performs comprehensive analysis and decision-making, and sends coordinated control commands to the speed control unit and the overspeed protection unit. When the overspeed protection unit detects that the speed of the diesel generator set reaches the first overspeed threshold, it sends an overspeed warning signal to the central coordination control module. After receiving the overspeed warning signal, the central coordination control module obtains the operating parameters of the diesel generator set and determines whether there is an overspeed risk based on the operating parameters. If there is, it sends a warning coordination command to the speed control unit.

[0034] In some embodiments of this application, the central coordination control module is configured to: acquire operating parameters of the diesel generator set, wherein the operating parameters include instantaneous speed, speed change rate, fuel rack position change rate, load change rate, and speed deviation integral value; normalize the acquired operating parameters; perform weighted fusion of the normalized parameter values ​​according to preset weights to calculate a risk coefficient value; and when the risk coefficient value exceeds a second overspeed threshold, determine that there is an overspeed risk and generate the early warning coordination instruction.

[0035] In some embodiments of this application, the diesel generator set coordinated control device further includes a data storage module 400, which is connected to the central coordination control module and is used to store data exchanged between the speed control unit, the overspeed protection unit, and the central coordination control module, as well as the analysis and decision records of the central coordination control module; the data storage module adopts a non-volatile memory.

[0036] In some embodiments of this application, when the overspeed protection unit detects that the speed of the diesel generator set exceeds the overspeed protection action threshold and triggers a shutdown action, the overspeed protection unit is further configured to send an overspeed shutdown signal to the central coordination control module and the speed control unit via the data communication bus; the speed control unit, in response to the received overspeed shutdown signal, stops the speed regulation action and forces the fuel rack position to zero; the central coordination control module, in response to the received overspeed shutdown signal, records the control process data of the overspeed event.

[0037] The following will explain each point one by one. Figure 1 Related units.

[0038] The diesel generator set 500 is the controlled object in this application embodiment. It is a power device used to generate electrical energy. The diesel generator set provides operating status signals such as speed and load to the speed control unit and the overspeed protection unit.

[0039] The speed control unit 200 is responsible for regulating the speed of the diesel generator set. This unit features PID speed regulation, fuel rack position control, and switching between multiple operating modes. The speed control unit 200 acquires the real-time position of the fuel rack via a fuel rack position sensor and collects load data via a load sensor or power meter, calculating the rate of change of the fuel rack position and the rate of change of the load. The speed control unit transmits this data to the central coordination control module and the overspeed protection unit via a high-speed data communication bus, while simultaneously receiving coordinated control commands from the central coordination control module and executing corresponding adjustment actions.

[0040] The overspeed protection unit monitors the diesel generator set's speed in real time. This unit consists of a magnetoelectric speed sensor, a preamplifier, an overspeed protection module, and a speed threshold module. The magnetoelectric speed sensor acquires the instantaneous speed, the preamplifier amplifies the speed signal, and the overspeed protection module and speed threshold module make judgments based on preset overspeed limits. The overspeed protection unit shares the instantaneous speed and the calculated rate of change of speed with the central coordination control module and speed control unit via a bus, and sends an overspeed warning signal or an overspeed shutdown signal when the speed reaches the warning threshold or action threshold.

[0041] The central coordination control module is the control center of the entire device in this application embodiment. This central coordination control module is connected to the speed control unit and the overspeed protection unit via a high-speed data communication bus, and is responsible for collecting data information from the two units, performing comprehensive analysis and decision-making, and sending coordinated control commands to them. In some embodiments of this application, such as... Figure 1 As shown, the central coordination and control module contains four sub-functional units:

[0042] The operating condition identification unit 110 comprehensively determines the current operating condition type of the diesel generator set based on parameters such as instantaneous speed, speed change rate, fuel rack position change rate, load change rate, and speed deviation integral value. The operating condition types include steady-state operating condition, sudden load reduction operating condition, sudden load increase operating condition, fuel oversupply operating condition, and cumulative deviation operating condition.

[0043] After identifying the working condition type, the dynamic weight allocation module 120 calls the basic weight template of the corresponding working condition to obtain the basic weight corresponding to the target working condition. Then, based on the deviation of the current value of each parameter from the historical average under the same working condition, the basic weight of each parameter is corrected in real time to obtain the target weight.

[0044] The trend analysis unit 130 is used to retrieve historical data of the speed change rate from the data storage module for the most recent multiple sampling periods, calculate the trend value (slope) of the speed change rate through linear regression, and calculate the trend enhancement factor.

[0045] The weight optimization unit 140 calculates the false alarm rate and missed alarm rate according to the control effect data of each warning event (including whether a collaborative instruction was sent, whether overspeeding actually occurred after the warning, etc.) based on the operating condition type, and adjusts the basic weight template under the corresponding operating condition accordingly to achieve self-learning optimization.

[0046] The data storage module 400 uses non-volatile memory and is connected to the central coordination control module. This module stores all data exchanged between the speed control unit, overspeed protection unit, and central coordination control module, as well as the analysis and decision records of the central coordination control module. The stored data includes real-time values ​​of various parameters for each warning event, the identified operating condition type, the calculated risk coefficient, whether a coordination command was sent, and whether an overspeed event occurred after the warning. This data is not lost after power failure and can be used for subsequent operational status analysis, fault diagnosis, and weight optimization.

[0047] High-speed data communication bus ( Figure 1 The bus (used to connect the central coordination control module and each controlled module) connects the speed control unit, overspeed protection unit, central coordination control module, and data storage module. This high-speed data communication bus supports real-time bidirectional data interaction between the units. The speed control unit and overspeed protection unit send their collected data and status information to the bus. The central coordination control module reads data from the bus and issues coordination commands. The data storage module reads and writes data with the central coordination control module through the bus.

[0048] In the embodiments of this application, Figure 1The data flow of the device is as follows: The speed control unit sends real-time data such as speed, fuel rack position, operating mode, and status of various sensors to the central coordination control module and overspeed protection unit via the bus; the overspeed protection unit transmits data such as the collected speed signal, the output signal of the preamplifier, the working status of the overspeed protection module, and the output status of the speed threshold module to the central coordination control module and speed control unit in real time; the central coordination control module sends data such as collaborative control commands, analysis results of operating conditions, and fault diagnosis information to the speed control unit and overspeed protection unit, realizing data interaction and sharing between the units.

[0049] The following is combined with Figure 2 This application provides an exemplary embodiment of a diesel generator set cooperative control method, which includes:

[0050] S101, the overspeed protection unit detects the speed of the diesel generator set and sends an overspeed warning signal to the central coordination control module when it confirms that the speed has reached the first overspeed threshold.

[0051] S102, after receiving the overspeed warning signal, the central coordination control module obtains the values ​​of each parameter in the risk parameter set, wherein the parameter types in the risk parameter set include: the fuel rack position change rate, load change rate and speed deviation integral value obtained from the speed control unit, and the instantaneous speed and speed change rate obtained from the overspeed protection unit.

[0052] S103, the central coordination and control module performs weighted fusion processing on at least the parameter values ​​to calculate the target risk coefficient value.

[0053] S104, when it is confirmed that the target risk coefficient value exceeds the second overspeed threshold, the central coordination control module generates an early warning coordination command and sends it to the speed control unit.

[0054] The embodiments of this application trigger an early warning when the overspeed protection unit reaches a first threshold speed. The central coordination control module integrates five parameters—instantaneous speed, speed change rate, fuel rack position change rate, load change rate, and speed deviation integral value—and calculates a risk coefficient through normalization and weighted fusion. When the risk coefficient exceeds a second threshold, an early warning coordination command is sent. This technology transforms overspeed protection from reactive triggering to proactive early warning, improving the accuracy of overspeed risk identification through multi-parameter comprehensive judgment and avoiding misjudgment based on a single parameter. Simultaneously, the speed control unit can intervene in advance to adjust settings, effectively preventing overspeeding and enhancing the safety of the diesel generator set.

[0055] In some embodiments of this application, the diesel generator set coordinated control method further includes: identifying the current operating condition type using the parameter values ​​of at least two parameters in the central coordination control module and the risk parameter set, wherein the operating condition type includes steady-state operating condition, load reduction operating condition, load increase operating condition, fuel oversupply operating condition, and cumulative deviation operating condition; determining the basic weights corresponding to each parameter type in the risk parameter set based on the current operating condition type, wherein different operating condition types correspond to different basic weight values; calculating the deviation degree of each parameter value from the historical average under the corresponding operating condition type using the central coordination control module, and correcting the basic weights of each parameter type based on the deviation degree to obtain the target weights of each parameter type; and calculating the target risk coefficient value by performing weighted fusion processing on at least each parameter value using the central coordination control module: obtaining the target weights by weighted fusion using the target weights.

[0056] It is easy to understand that some embodiments of this application use operating condition identification and dynamic weight correction strategies to enable risk assessment to adapt to different operating conditions. For example, the weight of load change rate is increased when the load suddenly decreases and the weight of fuel rack change rate is increased when fuel is over-supplied. This significantly reduces the risk misjudgment or missed judgment caused by differences in operating conditions, and further improves the accuracy and robustness of overspeed warning.

[0057] In some embodiments of this application, the diesel generator set coordinated control method further includes: acquiring speed change rate data for multiple historical sampling periods; performing linear regression analysis on the speed change rate data to calculate the regression slope as the trend value of the speed change rate; calculating a trend enhancement factor based on the trend value, wherein the trend enhancement factor is equal to 1 plus a preset enhancement coefficient multiplied by the ratio of the trend value to a preset maximum speed change rate; the step of calculating the target risk coefficient value by weighted fusion processing of at least the parameter values ​​through the central coordination control module includes: weighting and fusing the parameter values ​​to obtain an initial risk coefficient value; multiplying the initial risk coefficient value by the trend enhancement factor to obtain the target risk coefficient value.

[0058] It is easy to understand that some embodiments of this application introduce a trend enhancement factor. By retrieving historical data on the rate of change of rotational speed from multiple sampling periods, a trend value is calculated using linear regression, and the risk coefficient is amplified by a preset enhancement coefficient. This technique can identify a trend of continuously deteriorating speed increase (such as acceleration overspeed). Even if the current instantaneous risk coefficient has not reached the threshold, a coordinated command can be triggered in advance due to the trend enhancement, solving the problem that traditional methods are not sensitive to acceleration overspeed risks and providing an earlier intervention opportunity for extreme operating conditions.

[0059] In some embodiments of this application, the second overspeed threshold includes multiple thresholds of different levels. When it is confirmed that the target risk factor value exceeds the second overspeed threshold, the central coordination control module generates a warning coordination command and sends it to the speed control unit. This includes: if it is confirmed that the target risk factor value exceeds the first level threshold, generating a warning coordination command, wherein the warning coordination command is used to instruct the speed control unit to adjust the PID adjustment parameters and limit the maximum rate of change of the fuel rack position; if it is confirmed that the target risk factor value exceeds the second level threshold, generating an emergency coordination command, wherein the emergency coordination command is used to instruct the speed control unit to freeze the PID output and force the fuel rack to zero, wherein the second level threshold is higher than the first level threshold.

[0060] It is easy to understand that some embodiments of this application set the second overspeed threshold to multiple levels (such as medium risk, high risk), and generate corresponding coordinated instructions: low-level instructions adjust PID parameters and limit the maximum rate of change of the fuel rack position, while high-level instructions freeze the PID output and force the fuel rack to return to zero. This technical approach can achieve graded and progressive intervention, taking a gentle adjustment to avoid system jitter when the risk is low, and decisively executing forced protection when the risk is high, balancing operational stability and safety under extreme conditions, while reducing unnecessary downtime and improving equipment availability.

[0061] In some embodiments of this application, the diesel generator set collaborative control method further includes: recording control effect data for each warning event, wherein the control effect data includes real-time values ​​of each parameter, the identified operating condition type, the calculated risk coefficient value, whether a collaborative command was sent, and whether an overspeed event actually occurred within a preset time after the warning; calculating the false alarm rate and the missed alarm rate according to the operating condition type, wherein the false alarm rate is the proportion of warnings sent with a collaborative command but no actual overspeed occurred, and the missed alarm rate is the proportion of overspeed occurred without a collaborative command being sent; and adjusting the basic weights of each type of parameter under the corresponding operating condition type based on the statistical results of the false alarm rate and the missed alarm rate.

[0062] It is easy to understand that some embodiments of this application record the control effect data (including parameter values, operating conditions, risk coefficients, whether instructions were sent, and whether actual speeding occurred) for each warning event, statistically analyze the false alarm rate and missed alarm rate according to the operating conditions, and adjust the basic weights of each parameter based on contribution analysis (normalized after a 10% step). This technique endows the system with self-learning capabilities, enabling the weight template to be continuously optimized with the operating history, for example, reducing the weights of the main parameters causing false alarms when the false alarm rate is high. After long-term iteration, the accuracy of speeding risk prediction can be improved, solving the problem of poor adaptability of fixed weights to different equipment or aging conditions.

[0063] In some embodiments of this application, the diesel generator set coordinated control method further includes: when it is confirmed that the speed of the diesel generator set exceeds the overspeed protection action threshold, triggering a shutdown action through the overspeed protection unit to cut off the fuel supply; sending an overspeed shutdown signal to the central coordination control module and the speed control unit through the overspeed protection unit; the speed control unit responding to the received overspeed shutdown signal stopping the speed regulation action and forcibly returning the fuel rack position to zero; and the central coordination control module responding to the received overspeed shutdown signal recording the control process data of the overspeed event.

[0064] In some embodiments of this application, when the overspeed exceeds the action threshold, the overspeed protection unit cuts off the fuel supply and sends an overspeed stop signal to the central coordination control module and the speed control unit via the bus. The speed control unit immediately stops the adjustment action and forces the fuel rack to zero. This technical means achieves control interlocking, eliminates contradictory commands that the speed control unit may output during the overspeed stop process (such as attempting to continue fuel supply), ensures the absolute reliability of the stop action, and records complete overspeed event data to provide a basis for subsequent fault analysis.

[0065] The following is combined with Figure 3 and Figure 4 The present application provides exemplary embodiments of a diesel generator set cooperative control method.

[0066] Figure 3 This describes the complete process from speed monitoring, through early warning, parameter acquisition, risk assessment, decision-making, to the execution of coordinated commands. Each step in the process is explained below:

[0067] When the system is powered on, the central coordination control module, speed control unit, and overspeed protection unit initialize and enter the main monitoring cycle.

[0068] Step S110: The overspeed protection unit monitors the rotational speed in real time.

[0069] The overspeed protection unit continuously collects the instantaneous speed of the diesel generator set through a magnetoelectric speed sensor and calculates the rate of change of speed. This monitoring is real-time and uninterrupted.

[0070] In step S120, does the engine speed reach the first overspeed threshold? For example, Figure 2 Determine if the rotational speed is greater than or equal to 5%.

[0071] The central coordination and control module receives the speed data sent by the overspeed protection unit and determines whether the current instantaneous speed has reached or exceeded a preset first overspeed threshold. The first overspeed threshold is usually set to 105% of the rated speed (for example, a rated speed of 1500 rpm corresponds to 1575 rpm). If the speed has not reached the threshold, the process returns to step S120 to continue monitoring; if it has reached or exceeded the threshold, it proceeds to step S130.

[0072] Step S130: Send an overspeed warning signal.

[0073] The overspeed protection unit sends an overspeed warning signal to the central coordination and control module via the data communication bus. This signal carries the current instantaneous speed value and the calculated rate of change of speed.

[0074] Step S140: Obtain the speed control unit parameters.

[0075] Upon receiving the warning signal, the central coordination control module immediately requests and obtains three key parameters from the speed control unit via the data communication bus: the fuel rack position change rate, the load change rate, and the integral value of the speed deviation. The fuel rack position change rate is calculated by the speed control unit based on the differential signal from the fuel rack position sensor; the load change rate is calculated by the speed control unit based on the signal from the load sensor or power meter; and the integral value of the speed deviation is calculated in real time by the speed control unit during PID regulation.

[0076] Step S150: Execute the multi-parameter fusion risk assessment algorithm to calculate the target risk coefficient value through multi-parameter fusion.

[0077] The central coordination and control module inputs five parameters—the instantaneous speed and speed change rate obtained in step S130, and the fuel rack position change rate, load change rate, and speed deviation integral value obtained in step S140—into the risk assessment algorithm. The algorithm first normalizes each parameter (dividing the actual value of each parameter by its preset maximum reference value, mapping it to the 0-1 range), and then performs weighted fusion based on preset weights (which can be basic weights or target weights after operating condition identification and dynamic correction) to calculate a target risk coefficient value.

[0078] Step S160: Does the risk factor reach the second overspeed threshold? For example, Figure 2 The judgment is whether the target risk coefficient value is greater than or equal to 0.4.

[0079] The central coordination and control module compares the target risk coefficient value calculated in step S150 with a preset second overspeed threshold (e.g., 0.4). If the risk coefficient is lower than the threshold, it means that although the current speed exceeds the first threshold, there is no real overspeed risk based on other parameters, and the process proceeds to step S170; if the risk coefficient reaches or exceeds the threshold, it means that there is an overspeed risk, and the process proceeds to step S180.

[0080] Step S170: Record the warning event, but do not send a collaborative command.

[0081] The central coordination and control module stores the relevant data of this early warning event (including real-time values ​​of various parameters, calculated risk coefficients, identified operating condition types, etc.) into the data storage module, but does not send any coordination commands to the speed control unit. The process then returns to step S120 to continue monitoring the speed.

[0082] Step S180: Generate early warning coordination instructions.

[0083] The central coordination and control module determines that there is an overspeed risk and generates a corresponding level of warning and coordination instruction based on the risk level (e.g., medium or high risk). The lowest level of warning and coordination instruction includes requirements to adjust the PID control parameters of the engine speed and limit the maximum rate of change of the fuel rack position.

[0084] In step S190, the speed control unit performs a coordinated action.

[0085] After receiving the warning coordination command via the data communication bus, the speed control unit immediately executes the actions required by the command: adjusting the speed PID regulation parameters (e.g., increasing integral and derivative action to accelerate speed regulation) while limiting the maximum rate of change of the fuel rack position to prevent excessive fuel supply from causing the speed to rise further. These actions are designed to proactively intervene and stabilize the speed in the early stages of overspeed risk, thus preventing actual overspeeding events from occurring.

[0086] Step S200: Return to monitoring.

[0087] After the speed control unit completes the coordinated action, the process returns to step S120 to continue monitoring the speed and form a closed-loop control.

[0088] Figure 4 yes Figure 3 The internal breakdown of step S150 details the complete calculation process from acquiring the five parameters to outputting the final risk coefficient, including advanced functions such as working condition identification, dynamic weight adjustment, and trend enhancement factors. Each step in the process is explained below:

[0089] This process is... Figure 3 Step S150 is invoked to begin executing the multi-parameter fusion risk assessment algorithm.

[0090] Step S210: Obtain the values ​​of each parameter in the risk parameter set.

[0091] The central coordination and control module obtains the instantaneous speed and speed change rate from the overspeed protection unit, and the fuel rack position change rate, load change rate, and speed deviation integral value from the speed control unit. These five parameters are the basis for all subsequent calculations.

[0092] Step S211: Parameter normalization processing.

[0093] The real-time value of each parameter is divided by its respective preset maximum reference value, mapping it to a range of 0 to 1. The preset maximum reference values ​​are pre-set based on the rated parameters of the diesel generator set. For example, the maximum reference value for the rate of change of speed is 200 rpm / second, the maximum reference value for the rate of change of fuel rack position is 30% / second, the maximum reference value for the rate of change of load is 50% / second, and the maximum reference value for the integral value of speed deviation is 100 rpm·second. The normalized values ​​allow for comparison and weighted fusion of parameters with different dimensions.

[0094] Step S212: Determine whether to enable operating condition recognition.

[0095] The central coordination and control module checks the system configuration to determine whether the dynamic weighting function based on operating condition identification is enabled. If enabled, the process proceeds to steps S214 to S216 for operating condition identification and dynamic weight correction; if not enabled, the process directly executes step S213 to perform weighted fusion using preset fixed weights.

[0096] Step S214: Identify the operating condition type.

[0097] The central coordination and control module comprehensively analyzes and identifies the current operating condition of the diesel generator set based on the current values ​​of five parameters. The identification rules are as follows: If the instantaneous speed fluctuates within ±3% of the rated speed, the absolute value of the speed change rate is less than 10 rpm, the absolute value of the fuel rack position change rate is less than 3% / second, the absolute value of the load change rate is less than 5% / second, and the integral value of the speed deviation is less than 20 rpm·second, it is determined to be a steady-state operating condition. If the load change rate is less than -20% / second and the instantaneous speed shows an upward trend, it is determined to be a sudden load reduction operating condition. If the load change rate is greater than 20% / second and the instantaneous speed shows a downward trend, it is determined to be a sudden load increase operating condition. If the fuel rack position change rate is greater than 15% / second and the speed change rate is greater than 30 rpm / second and the instantaneous speed continues to rise, it is determined to be a fuel oversupply operating condition. If the integral value of the speed deviation is greater than 50 rpm·second and this state lasts for more than 3 seconds, it is determined to be a cumulative deviation operating condition.

[0098] Step S215: Call the basic weights for the corresponding working condition.

[0099] Based on the identified operating condition type, the central coordination and control module retrieves the corresponding basic weight template from internal storage. Different operating conditions have different weight templates. For example, the weights for steady-state conditions are: speed change rate 0.15, fuel rack change rate 0.15, load change rate 0.10, and speed deviation integral 0.60; the weights for sudden load reduction conditions are: speed change rate 0.35, fuel rack change rate 0.10, load change rate 0.50, and speed deviation integral 0.05; the weights for sudden load increase conditions are: speed change rate 0.30, fuel rack change rate 0.25, load change rate 0.40, and speed deviation integral 0.05; the weights for fuel oversupply conditions are: speed change rate 0.35, fuel rack change rate 0.30, load change rate 0.10, and speed deviation integral 0.25; and the weights for cumulative deviation conditions are: speed change rate 0.20, fuel rack change rate 0.15, load change rate 0.05, and speed deviation integral 0.60.

[0100] Step S216: Dynamically adjust the basic weights to obtain the target weights.

[0101] Based on the basic weight template, the central coordination and control module further adjusts the weights in real time according to the deviation of the current value of each parameter from the historical average under the same operating condition. Specifically, for each parameter, if its current normalized value exceeds 1.5 times the historical average under that operating condition, the weight of that parameter is increased by 20%, while the weights of other parameters are proportionally decreased to maintain a total weight of 1; if the current normalized value is less than 0.5 times the historical average, the weight of that parameter is decreased by 20%, while the weights of other parameters are proportionally increased. This adjustment allows the weights to adapt to changes in the statistical characteristics of parameters caused by factors such as equipment aging and environmental changes.

[0102] After dynamic correction, each parameter obtains its final target weight, which is used for subsequent weighted fusion calculations. Continue executing S217.

[0103] Step S213, use fixed weights.

[0104] When the system's operating condition identification function is not enabled, the process jumps directly to this step. The central coordination and control module uses preset fixed weights for subsequent calculations. An example of fixed weights is: speed change rate weight 0.35, fuel rack change rate weight 0.10, load change rate weight 0.30, and speed deviation integral weight 0.05.

[0105] Step S217: The initial risk coefficient value is obtained by weighting and fusing the values ​​of each parameter with their corresponding weights.

[0106] The central coordination and control module multiplies the normalized value of each parameter by its corresponding target weight, and then sums all the products to obtain the initial risk coefficient. The calculation formula is: Initial Risk Coefficient = Σ(Weight × Normalized Value). This initial risk coefficient does not yet take into account the trend factor of the speed change rate.

[0107] Step S218: Determine whether to enable trend enhancement.

[0108] The central coordination and control module checks whether the trend enhancement factor function is enabled. This function is used to identify a trend of continuously deteriorating speed change rate and is more sensitive to the risk of acceleration overspeed. If enabled, the process proceeds to steps S220 to S223; if not enabled, the initial risk coefficient is directly used as the final risk coefficient, and the process jumps to step S219.

[0109] S219, take the initial risk coefficient value as the target risk coefficient value, and continue to execute S224.

[0110] Step S220: Obtain historical data on the rate of change of rotational speed over the most recent multiple cycles.

[0111] The central coordination and control module retrieves historical data on the rate of change of rotational speed for the most recent sampling periods (e.g., the last three periods) from the data storage module. This data is transmitted by the overspeed protection unit via the data communication bus and stored in the data storage module after each sampling.

[0112] Step S221: Calculate the trend value.

[0113] The trend analysis unit performs univariate linear regression analysis on the retrieved historical data points, using the sampling period number as the independent variable and the speed change rate as the dependent variable, to calculate the regression coefficient (slope). This slope represents the trend value of the speed change rate. A positive slope indicates that the speed increase is accelerating; a negative slope indicates that the speed increase is slowing down; and a zero slope indicates that the speed change rate remains stable.

[0114] Step S222: Calculate the trend enhancement factor.

[0115] Based on the obtained trend value, calculate the trend enhancement factor. The calculation formula is: Trend Enhancement Factor = 1 + Preset Enhancement Coefficient × (Trend Value / Preset Maximum Speed ​​Change Rate). The preset enhancement coefficient is typically set to 0.3, and the preset maximum speed change rate is 200 rpm / second. If the trend value is positive, the trend enhancement factor is greater than 1; if the trend value is negative or zero, the trend enhancement factor is set to 1 (i.e., no amplification).

[0116] Step S223, Target risk coefficient value = Initial risk coefficient value × Trend enhancement factor.

[0117] The initial risk coefficient calculated in step T10 is multiplied by the trend enhancement factor calculated in step T14 to obtain the final risk coefficient. If the product exceeds 1, the value is set to 1. This step ensures that even if the initial risk coefficient does not reach the threshold, when the rate of change of rotational speed shows an accelerating upward trend, the final risk coefficient may be amplified to exceed the threshold, thereby triggering the coordinated command in advance.

[0118] Step S224: Output the target risk coefficient value.

[0119] The central coordination and control module returns the calculated final risk coefficient to Figure 2 The corresponding steps are used to compare with the second overspeed threshold to determine whether to send a warning coordination command.

[0120] The purpose of some embodiments of this application is to provide a diesel generator set collaborative control device to solve the problems of low control efficiency and poor ability to cope with complex working conditions caused by the independent operation and lack of collaboration of existing speed controllers and overspeed protection systems. This device achieves intelligent collaborative control of diesel generator set speed regulation and overspeed protection, thereby improving the stability, safety and response speed of equipment operation.

[0121] The following examples illustrate some embodiments of the diesel generator set collaborative control method and apparatus of this application.

[0122] The system architecture integrates a speed controller and an overspeed protection unit, which interact in real time via a high-speed data communication bus. The speed control unit, based on a 32-bit microprocessor, is responsible for the speed control of the diesel generator set and possesses various speed control functions similar to the CU-E01N speed controller, including PID speed regulation, multiple speed setting methods, and switching between different operating modes. The overspeed protection unit consists of a magnetoelectric speed sensor, an overspeed protection module, a speed threshold module, and a preamplifier. Similar to existing overspeed protection systems, it monitors the diesel generator set's speed in real time and triggers protection when the speed exceeds the set limit.

[0123] The central coordination and control module, as the core control hub of the entire device, is responsible for collecting data information from the speed control unit and the overspeed protection unit, performing comprehensive analysis and decision-making, and sending coordinated control commands to the speed control unit and the overspeed protection unit based on the analysis results.

[0124] Collaborative control mechanism

[0125] Overspeed warning coordination: When the overspeed protection unit detects that the diesel generator set's speed is approaching the overspeed limit (e.g., reaching 105% of the rated speed), the overspeed protection unit sends an overspeed warning signal to the central coordination control module via the data communication bus. Upon receiving the warning signal, the central coordination control module immediately analyzes the current operating status of the diesel generator set, including load conditions and speed change trends. If an overspeed risk is determined, the central coordination control module sends a command to the speed control unit. The speed control unit adjusts the speed PID control parameters according to the command, increasing the integral and derivative actions to accelerate speed regulation. Simultaneously, it limits the fuel rack position to prevent excessive fuel supply from causing further speed increases. Thus, by actively adjusting the speed control unit in the early stages of an overspeed risk, overspeeding is avoided.

[0126] This application presents an overspeed risk prediction method in some embodiments, which aims to predict impending overspeed risks in advance and address the shortcomings of existing diesel generator sets that only take remedial action when overspeeding occurs. The core concept is as follows: when the overspeed protection unit detects that the diesel generator set speed is approaching the overspeed limit (e.g., reaching 105% of the rated speed), the overspeed protection unit sends an overspeed warning signal to the central coordination control module via the data communication bus. Upon receiving the warning signal, the central coordination control module activates a multi-parameter fusion overspeed risk prediction algorithm, comprehensively analyzing multi-dimensional operating parameters obtained from the speed control unit and the overspeed protection unit to determine whether a real overspeed risk exists. If a risk is determined to exist, a collaborative control command is sent to the speed control unit to adjust the control strategy in advance, thereby proactively intervening in the early stages of overspeed risk formation and preventing overspeed events from occurring.

[0127] In some embodiments of this application, the overspeed risk prediction algorithm executed by the central coordination control module includes: acquiring multi-dimensional parameters during the operation of the diesel generator set, including instantaneous speed, speed change rate, fuel rack position change rate, load change rate, and speed deviation integral value; normalizing these parameters; and weighting and fusing the normalized parameter values ​​according to their weights to calculate a risk coefficient value. If the risk coefficient value is determined to exceed a set warning threshold, the system automatically generates a coordinated control command to adjust the control strategy of the speed control unit in advance, thereby proactively intervening in the early stage of overspeed risk formation to prevent overspeed events from occurring.

[0128] This application's embodiments utilize the hardware-level warning of the overspeed protection unit as a trigger switch for risk assessment, avoiding the waste of computational resources caused by the central coordination control module continuously running complex algorithms. Simultaneously, through multi-parameter fusion analysis, the accuracy of overspeed risk assessment is improved, realizing a three-level linkage mechanism of warning triggering, assessment decision-making, and collaborative execution. This concept overcomes the limitations of traditional overspeed protection systems that trigger after the fact, shifting the control timing forward and improving the accuracy of risk assessment through multi-parameter fusion, providing a quantitative basis for subsequent collaborative control.

[0129] In some embodiments of this application, the instantaneous rotational speed is provided by the overspeed protection unit. For example, in some embodiments of this application, the overspeed protection unit collects the instantaneous rotational speed in real time through a magnetoelectric speed sensor and shares it through a data communication bus. The rotational speed change rate is provided by the overspeed protection unit. For example, in some embodiments of this application, the overspeed protection unit calculates the rotational speed change rate based on continuously sampled instantaneous rotational speeds and shares it through a data communication bus. The fuel rack position change rate is provided by the speed control unit, which collects the position of the fuel rack through a fuel rack position sensor, calculates the change rate, and shares it through a data communication bus. The load change rate is provided by the speed control unit, for example, which collects the load condition through a load sensor or power meter, calculates the change rate, and shares it through a data communication bus. The rotational speed deviation integral value is provided by the speed control unit, for example, which calculates the rotational speed deviation integral value in real time during PID regulation and shares it through a data communication bus. It should be noted that in some embodiments of this application, the above-mentioned rotational speed change rate, fuel rack position change rate, load change rate, and rotational speed deviation integral value can also be collected and calculated by the central coordination control module.

[0130] Example 1 describes an overspeed risk prediction algorithm, which is executed after the overspeed protection unit issues a warning signal.

[0131] When the overspeed protection unit detects that the diesel generator set speed reaches 105% of the rated speed (i.e., the first overspeed threshold), the overspeed protection unit sends an overspeed warning signal to the central coordination control module through the data communication bus. The overspeed warning signal contains the current instantaneous speed value and speed change rate information.

[0132] Upon receiving the warning signal, the central coordination and control module immediately requests and obtains the following parameters from the speed control unit via the data communication bus:

[0133] The rate of change of fuel rack position is calculated by the speed control unit based on the differential signal from the fuel rack position sensor. The rate of change of load is calculated by the speed control unit based on the signal from the load sensor or power meter. The integral value of the speed deviation is calculated in real time by the speed control unit during PID regulation. Simultaneously, the central coordination control module extracts instantaneous speed and rate of change of speed information from the warning signal sent by the overspeed protection unit.

[0134] The central coordination and control module compares the real-time values ​​of the five parameters received above with the preset maximum reference values, mapping them to a range of 0 to 1 to obtain the normalized value of each parameter. The preset maximum reference values ​​are pre-set based on the rated parameters of the diesel generator set. For example, the maximum reference value for the speed change rate is 200 rpm / second, the maximum reference value for the fuel rack position change rate is 30% / second, the maximum reference value for the load change rate is 50% / second, and the maximum reference value for the speed deviation integral value is 100 rpm·second.

[0135] Subsequently, the normalized values ​​of each parameter are multiplied by preset fixed weights and summed to obtain the risk coefficient. The fixed weights are preset according to the contribution of each parameter to the overspeed risk. For example, the weight of the speed change rate is 0.35, the weight of the fuel rack position change rate is 0.10, the weight of the load change rate is 0.30, and the weight of the speed deviation integral value is 0.05.

[0136] The central coordination and control module compares the calculated risk coefficient with the second overspeed threshold (e.g., 0.4). If the risk coefficient reaches or exceeds 0.4, an overspeed risk is identified, a warning coordination command is generated, and sent to the speed control unit via the data communication bus; if the risk coefficient is below 0.4, no overspeed risk is identified, the warning event and related parameters are recorded, and no coordination command is sent.

[0137] Specific examples

[0138] Taking a diesel generator set with a rated speed of 1500 rpm as an example, the overspeed protection unit sets the warning threshold to 105% of the rated speed, which is 1575 rpm.

[0139] At a certain moment, the overspeed protection unit detects that the instantaneous speed reaches 1580 rpm, exceeding the first overspeed threshold, and immediately sends an overspeed warning signal to the central coordination control module via the data communication bus. This signal includes the current instantaneous speed of 1580 rpm and the calculated speed change rate of 45 rpm / second.

[0140] Upon receiving the warning signal, the central coordination and control module immediately requests parameters from the speed control unit via the data communication bus. The speed control unit returns the following data:

[0141] Fuel rack position change rate: 12% / second; Load change rate: -25% / second (negative value indicates sudden load reduction); Speed ​​deviation integral value: 35 rpm·second.

[0142] The central coordination control module performs parameter normalization: normalized value of speed change rate = 45 ÷ 200 = 0.225; normalized value of fuel rack position change rate = 12 ÷ 30 = 0.4; normalized value of load change rate = 25 ÷ 50 = 0.5 (absolute value); normalized value of speed deviation integral = 35 ÷ 100 = 0.35.

[0143] The risk coefficient is calculated using fixed weights: contribution value of speed change rate = 0.35 × 0.225 = 0.07875; contribution value of fuel rack change rate = 0.10 × 0.4 = 0.04; contribution value of load change rate = 0.30 × 0.5 = 0.15; contribution value of speed deviation integral = 0.05 × 0.35 = 0.0175; risk coefficient = 0.07875 + 0.04 + 0.15 + 0.0175 = 0.28625.

[0144] If the risk coefficient is below the second overspeed threshold of 0.4, the central coordination control module determines that there is no real overspeed risk and does not send a coordination command, but only stores the warning event and related parameters in the data storage module. However, in another scenario, if the fuel rack position change rate reaches 25% / second, the load change rate reaches -40% / second, and the speed change rate reaches 80 rpm / second, the calculated risk coefficient may exceed the second overspeed threshold of 0.4. In this case, the central coordination control module will generate a warning coordination command and send it to the speed control unit.

[0145] Example 2: Dynamic Weighted Risk Assessment Based on Operating Condition Identification

[0146] Unlike Example 1, Example 2 adds a working condition identification and dynamic weight allocation mechanism to adapt to the differences in the contribution of each parameter to overspeed risk under different operating conditions.

[0147] After receiving an overspeed warning signal and acquiring parameters from various units, the central coordination and control module first activates the operating condition identification unit. This unit identifies the current operating condition type based on a comprehensive analysis of the following parameters: the deviation between instantaneous speed and rated speed (from the overspeed protection unit); the magnitude and direction of the speed change rate (from the overspeed protection unit); the magnitude of the fuel rack position change rate (from the speed control unit); the magnitude and direction of the load change rate (from the speed control unit); and the magnitude of the speed deviation integral value (from the speed control unit).

[0148] The operating condition identification unit classifies the operating status into five types as shown in Table 1 below:

[0149] Table 1

[0150] Operating conditions Identification conditions steady-state operating conditions The instantaneous speed fluctuates within ±3% of the rated speed, with the absolute value of the rate of change of speed less than 10 rpm / second, the absolute value of the rate of change of fuel rack position less than 3% / second, the absolute value of the rate of change of load less than 5% / second, and the integral value of the speed deviation less than 20 rpm·second. Sudden load reduction The load change rate is less than -20% / second, and the instantaneous speed shows an upward trend. Sudden load increase conditions The load change rate is greater than 20% / second, and the instantaneous speed shows a downward trend. Fuel oversupply condition The rate of change of the fuel rack position is greater than 15% / second, and the rate of change of the engine speed is greater than 30 rpm / second, with the instantaneous engine speed continuously increasing. Cumulative Deviation Condition The integral value of the speed deviation is greater than 50 rpm·second, and this state lasts for more than 3 seconds.

[0151] The central coordination and control module internally stores basic weight templates corresponding to each operating condition type, as shown in Table 2 below:

[0152] Table 2

[0153] Operating conditions Weight of rotational speed change rate Weight of fuel rack change rate Load change rate weight Speed ​​deviation integral weight steady-state operating conditions 0.15 0.15 0.10 0.60 sudden load reduction 0.35 0.10 0.50 0.05 sudden load increase 0.30 0.25 0.40 0.05 Fuel oversupply 0.35 0.30 0.10 0.25 Cumulative deviation 0.20 0.15 0.05 0.60

[0154] After identifying the current operating condition type, the system calls the corresponding basic weight template. Based on this, the dynamic weight allocation module further corrects the weights in real time according to the deviation of each parameter's current value from its historical average. The correction rules are as follows: For any parameter, if the current normalized value exceeds 1.5 times the historical average for that operating condition, the weight of that parameter is increased by 20%, while the weights of other parameters are proportionally decreased to maintain a sum of 1; if the current normalized value is less than 0.5 times the historical average, the weight of that parameter is decreased by 20%, while the weights of other parameters are proportionally increased. Subsequently, the risk coefficient is calculated in the same manner as in Example 1 and compared with the medium-risk threshold to determine whether to send a collaborative instruction.

[0155] 2. Specific examples

[0156] Taking a diesel generator set with a rated speed of 1500 rpm as an example, the overspeed protection unit detects an instantaneous speed of 1580 rpm and issues a warning signal. The central coordination control module obtains the following parameters: instantaneous speed: 1580 rpm (from the overspeed protection unit); speed change rate: 45 rpm / second (from the overspeed protection unit); fuel rack position change rate: 12% / second (from the speed control unit); load change rate: -25% / second (from the speed control unit); speed deviation integral value: 35 rpm·second (from the speed control unit).

[0157] The operating condition identification unit makes the following judgments: the load change rate of -25% / second is less than -20% / second; the instantaneous speed of 1580 rpm is higher than the rated speed and shows an upward trend; the identification conditions for a sudden load reduction condition are met. Therefore, the system identifies the current condition as a sudden load reduction condition and calls the corresponding basic weight templates: speed change rate weight 0.35, fuel rack change rate weight 0.10, load change rate weight 0.50, and speed deviation integral weight 0.05.

[0158] Subsequently, the dynamic weight allocation module makes real-time corrections. After querying historical data on sudden load reduction conditions in the data storage module, the historical average of the fuel rack position change rate under this condition was 8% / second. The current value of 12% / second is 1.5 times the historical average, meeting the criteria for adjustment. Therefore, the weight of the fuel rack change rate is increased by 20%, from 0.10 to 0.12. Simultaneously, the weights of other parameters are proportionally decreased. The adjusted weights are as follows: speed change rate 0.34, fuel rack change rate 0.12, load change rate 0.49, and speed deviation integral 0.05.

[0159] Normalize the parameters: Normalized value of speed change rate = 45 ÷ 200 = 0.225; Normalized value of fuel rack change rate = 12 ÷ 30 = 0.4; Normalized value of load change rate = 25 ÷ 50 = 0.5; Normalized value of speed deviation integral = 35 ÷ 100 = 0.35.

[0160] Calculate the risk coefficient: Speed ​​change rate contribution = 0.34 × 0.225 = 0.0765; Fuel rack change rate contribution = 0.12 × 0.4 = 0.048; Load change rate contribution = 0.49 × 0.5 = 0.245; Speed ​​deviation integral contribution = 0.05 × 0.35 = 0.0175; Risk coefficient = 0.0765 + 0.048 + 0.245 + 0.0175 = 0.387. This risk coefficient is lower than the second overspeed threshold of 0.4, and the central coordination control module determines that there is no real overspeed risk and does not send a coordination command. However, compared to 0.286 in Example 1, the risk coefficient has significantly increased, reflecting the contribution of excessively fast fuel rack response to the risk. If the fuel rack change rate is higher in another scenario, the risk coefficient may exceed 0.4, at which point a coordination command will be triggered.

[0161] Example 3: Risk Assessment Including Trend Enhancement Factors

[0162] This embodiment introduces a trend enhancement factor in the risk coefficient calculation to identify the trend of continuously deteriorating speed change rate, thereby further improving the sensitivity to acceleration overspeed risk.

[0163] Upon receiving an overspeed warning signal, the central coordination and control module, in addition to acquiring the parameters for the current cycle, also retrieves historical data on the rate of change of rotational speed for the most recent sampling cycles (e.g., the last three cycles) from the data storage module. This historical data is transmitted by the overspeed protection unit via the data communication bus after each sampling and stored in the data storage module of the central coordination and control module.

[0164] The trend analysis unit performs linear regression analysis on the rate of change of rotational speed over the most recent three sampling periods and calculates the regression slope. If the slope is greater than zero, it indicates that the rate of increase in rotational speed is accelerating; if the slope is less than zero, it indicates that the rate of increase in rotational speed is slowing down; if the slope is equal to zero, it indicates that the rate of change of rotational speed remains stable.

[0165] The trend enhancement factor is calculated as follows: the trend enhancement factor equals 1 plus a preset enhancement coefficient multiplied by the ratio of the trend value of the speed change rate to the preset maximum speed change rate. The preset enhancement coefficient is 0.3, and the preset maximum speed change rate is 200 rpm / second. If the speed change rate trend value is positive, the trend enhancement factor is greater than 1; if the trend value is negative or zero, the trend enhancement factor equals 1.

[0166] The final risk coefficient equals the base risk coefficient multiplied by the trend enhancement factor, but does not exceed 1. If the calculated result exceeds 1, it is set to 1.

[0167] 2. Specific examples

[0168] Taking the same diesel generator set with a rated speed of 1500 rpm as an example, the overspeed protection unit detects that the instantaneous speed reaches 1580 rpm and issues a warning signal. The central coordination and control module obtains the current parameters and calculates the basic risk coefficient as 0.38 (calculated according to the method in Example 2).

[0169] The central coordination and control module retrieves historical data on the rate of change of rotational speed for the most recent three sampling cycles from the data storage module: before the first cycle: 30 rpm; before the second cycle: 35 rpm; current cycle: 40 rpm.

[0170] The trend analysis unit performs linear regression on the data points (30, 35, 40) and calculates the regression slope to be approximately 5 revolutions per minute per second per cycle, indicating that the rate of change of rotational speed is on the rise and the rate of increase is 5 revolutions per minute per second per cycle.

[0171] Calculate the trend enhancement factor:

[0172] Trend enhancement factor = 1 + 0.3 × (5 ÷ 200) = 1 + 0.3 × 0.025 = 1 + 0.0075 = 1.0075.

[0173] The final risk coefficient = 0.38 × 1.0075 = 0.38285, which is still lower than 0.4.

[0174] In another scenario, if the rotational speed change rates for the most recent three sampling periods are 100 rpm, 120 rpm, and 150 rpm, respectively, with a trend value of 25 rpm per cycle and a base risk coefficient of 0.38, then:

[0175] Trend enhancement factor = 1 + 0.3 × (25 ÷ 200) = 1 + 0.3 × 0.125 = 1 + 0.0375 = 1.0375;

[0176] The final risk coefficient = 0.38 × 1.0375 = 0.39425, which is still lower than 0.4.

[0177] If the rate of change of rotational speed further accelerates to 200 rpm, with a trend value of 50 rpm per cycle and a basic risk coefficient of 0.38, then:

[0178] Trend enhancement factor = 1 + 0.3 × (50 ÷ 200) = 1 + 0.3 × 0.25 = 1 + 0.075 = 1.075;

[0179] The final risk coefficient is 0.38 × 1.075 = 0.4085, which exceeds 0.4, triggering an early warning coordination command.

[0180] Therefore, even if the basic risk coefficient does not reach the threshold, when the speed of rotation increases at an accelerating rate, the trend enhancement factor can amplify the risk coefficient, enabling the system to issue coordination instructions in advance and avoid missed reports due to the instantaneous value not reaching the threshold.

[0181] Example 4: Adaptive Weight Optimization Based on Historical Learning

[0182] This embodiment introduces a self-learning mechanism into the risk assessment system. By recording the control effect after each warning event, the weight parameters are continuously optimized, enabling the system to continuously improve the accuracy of risk prediction during long-term operation.

[0183] The data storage module records the following data for each warning event (i.e., the event in which the overspeed protection unit sends a warning signal and undergoes risk assessment) using non-volatile memory:

[0184] Real-time and normalized values ​​of each parameter; identified operating condition type; calculated risk coefficient; whether the central coordination control module sent a coordination command; whether the speed control unit executed the coordination command; whether an overspeed event actually occurred within a preset time (e.g., within 30 seconds) after the warning (i.e., the speed reached the overspeed protection action threshold).

[0185] After every 50 hours of operation or after accumulating 30 recorded warning events, the central coordination and control module initiates the weight optimization process. The weight optimization unit employs a heuristic optimization method based on error analysis, and the specific process is as follows:

[0186] The first step is to statistically analyze the accuracy of early warning event assessments based on different operating conditions. For each operating condition, the following two indicators are calculated:

[0187] False alarm rate: The percentage of cases where the central coordination and control module sends a coordination command, but no speeding occurs after the warning is issued;

[0188] Missed reporting rate: The proportion of speeding incidents that actually occurred after the central coordination and control module issued a warning, but the module did not send a coordination command.

[0189] The second step is to determine whether the false alarm rate is too high under a certain working condition. This indicates that the calculated risk coefficient value is generally too large under that working condition, and the weight of the relevant parameters needs to be reduced. If the false alarm rate is too high, this indicates that the calculated risk coefficient value is generally too small, and the weight of the relevant parameters needs to be increased.

[0190] The third step is to analyze the contribution of each parameter to false alarms and missed alarms. For false alarm events, calculate the deviation of the normalized value of each parameter from the historical mean under that operating condition. The parameter with the largest deviation is the main factor causing the false alarm and its weight should be reduced. For missed alarm events, calculate the deviation in the same way, and the parameter with the largest deviation should have its weight increased.

[0191] The fourth step is to adjust the weights. The adjustment step size is 10% of the current weights, and after adjustment, the weights are renormalized to ensure that the sum of the weights is 1.

[0192] The fifth step is to store the optimized weight template in the data storage module for subsequent risk assessment under this working condition.

[0193] 2. Specific examples

[0194] Suppose a diesel generator set recorded 45 warning events during 200 hours of cumulative operation, 10 of which occurred under conditions of sudden load reduction. Statistical analysis shows that among these 10 events:

[0195] The central coordination and control module sent three coordination commands. Two of these warnings did not result in speeding (false alarms), while one warning resulted in speeding (correct warning).

[0196] The central coordination and control module failed to send coordination instructions 7 times. Among them, no speeding occurred after 6 warnings (correct and no intervention), and speeding occurred after 1 warning (missed report).

[0197] The indicators for calculating the load reduction condition are: false alarm rate = 2 ÷ 3 ≈ 66.7%; false negative rate = 1 ÷ 7 ≈ 14.3%. The false alarm rate is significantly high, indicating that the current weight template leads to an overestimation of the calculated risk coefficient, and the weights of the relevant parameters need to be reduced.

[0198] The weight template for the current load reduction condition is as follows: speed change rate weight 0.35, fuel rack change rate weight 0.10, load change rate weight 0.50, and speed deviation integral weight 0.05.

[0199] System analysis of the normalized values ​​of various parameters in the two false alarm events revealed that the normalized value of the fuel rack change rate was significantly higher than the historical average for that operating condition in each false alarm (the historical average was 0.25, while the values ​​for the false alarms were 0.45 and 0.52, respectively). It was determined that the excessive weighting of the fuel rack change rate led to an inflated risk coefficient, and its weighting needs to be reduced.

[0200] The system simultaneously analyzed the normalized values ​​of each parameter in a single missed event and found that the normalized value of the speed change rate was significantly higher than the historical average (the historical average was 0.30, and the value at the time of the missed event was 0.65), while the values ​​of other parameters were close to the historical average. It was determined that the weight of the speed change rate was too low and failed to fully reflect its risk contribution; therefore, its weight needs to be increased.

[0201] Weighting adjustments: The weight of the fuel rack change rate is reduced by 10%, from 0.10 to 0.09; the weight of the speed change rate is increased by 10%, from 0.35 to 0.385; the total weight after adjustment is 0.385 + 0.09 + 0.50 + 0.05 = 1.025, which exceeds 1 and needs to be normalized; the new weights after normalization are: speed change rate 0.376, fuel rack change rate 0.088, load change rate 0.488, and speed deviation integral 0.048.

[0202] The optimized weight template is stored for risk assessment of subsequent load reduction scenarios.

[0203] After multiple iterations and optimizations, the system's accuracy in predicting overspeed risks has steadily improved. For example, after 1,000 hours of operation, the false alarm rate under sudden load reduction conditions decreased from 66.7% to 15%, the missed alarm rate decreased from 14.3% to 5%, and the overall prediction accuracy reached over 90%.

[0204] Overspeed Action Coordination: When the diesel generator set's speed exceeds the overspeed limit (e.g., 112% of the rated speed) and the overspeed protection unit triggers a shutdown action, the overspeed protection unit immediately cuts off the fuel supply to the diesel engine, causing it to stop. Simultaneously, it sends an overspeed shutdown signal to the central coordination control module and the speed control unit via the data communication bus. Upon receiving the signal, the speed control unit quickly stops speed regulation and returns the fuel rack position to zero, while simultaneously recording relevant operating data at the moment of overspeed shutdown, such as speed, load, and the status of each sensor. After receiving the overspeed shutdown signal, the central coordination control module records and analyzes the entire control process, including the cause of the overspeed and the response time of each unit, for subsequent troubleshooting and system optimization.

[0205] When the diesel generator set's speed exceeds the overspeed protection threshold, the overspeed protection unit triggers a shutdown action, cutting off the fuel supply. Simultaneously, the overspeed protection unit sends an overspeed shutdown signal to the central coordination control module and the speed control unit via the data communication bus. In response to the received overspeed shutdown signal, the speed control unit stops the speed regulation action and forcibly returns the fuel rack position to zero. In response to the received overspeed shutdown signal, the central coordination control module records the control process data of the overspeed event.

[0206] Some embodiments of this application disclose for the first time the command conflict problem between the overspeed protection unit and the speed control unit, and propose a control interlock mechanism. When the overspeed stop signal is issued, the speed control unit actively forces the fuel rack to zero and locks the drive signal, ensuring that no control commands that contradict the stop command are output during the overspeed stop process, fundamentally eliminating control conflicts and significantly improving stop reliability and actuator life.

[0207] Coordinated Operational Condition Changes: During the operation of the diesel generator set, when sudden load changes or other operational condition changes occur, the speed control unit monitors the speed changes in real time and sends the relevant data to the central coordination control module. The central coordination control module combines the speed information provided by the overspeed protection unit with its own analysis of the operational conditions to determine whether the current operational condition change may trigger an overspeed risk. If a risk exists, the central coordination control module sends an optimized control strategy to the speed control unit. For example, when the load suddenly increases, the speed control unit quickly increases the fuel supply according to the instruction, while simultaneously adjusting the speed PID regulation parameters to quickly stabilize the speed near the set value, avoiding overspeed caused by excessive speed drop followed by rapid rise. If the overspeed protection unit detects excessive speed fluctuations but does not reach the overspeed limit, it also sends relevant information to the central coordination control module. The central coordination control module then instructs the speed control unit to take corresponding measures, such as adjusting the speed rise or fall rate, to smoothly transition between operational condition changes and prevent equipment damage or false triggering of overspeed protection due to abnormal speed fluctuations.

[0208] 3. Data Interaction and Sharing

[0209] The speed control unit transmits real-time data such as engine speed, fuel rack position, operating mode, and sensor status to the central coordination control module and overspeed protection unit via a data communication bus. The overspeed protection unit transmits real-time data including the collected engine speed signal, preamplifier output signal, overspeed protection module operating status, and speed threshold module output status to the central coordination control module and speed control unit. The central coordination control module then sends coordinated control commands, operating condition analysis results, and fault diagnosis information to the speed control unit and overspeed protection unit, enabling data interaction and sharing between the units and providing data support for intelligent coordinated control.

[0210] A data storage module is established to store data transmitted from each unit and analysis and decision records from the central coordination and control module. The data storage module uses non-volatile memory to ensure data is not lost after power failure. The stored data can be used for subsequent equipment operation status analysis, fault diagnosis, and system optimization. For example, by analyzing historical data, the reasons why the equipment is prone to overspeeding under specific operating conditions can be identified, and then control strategies and parameter settings can be adjusted accordingly.

[0211] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0212] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0213] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0214] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0215] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0216] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for coordinated control of a diesel generator set, characterized in that, The diesel generator cooperative control method includes: The overspeed protection unit detects the speed of the diesel generator set and sends an overspeed warning signal to the central coordination control module when it confirms that the speed has reached the first overspeed threshold. Upon receiving the overspeed warning signal, the central coordination and control module acquires the values ​​of each parameter in the risk parameter set. The parameter types in the risk parameter set include: the rate of change of fuel rack position, the rate of change of load, and the integral value of speed deviation acquired from the speed control unit, as well as the instantaneous speed and the rate of change of speed acquired from the overspeed protection unit. The central coordination and control module calculates the target risk coefficient value by performing weighted fusion processing on at least each parameter value. When the target risk coefficient value is confirmed to exceed the second overspeed threshold, the central coordination and control module generates an early warning coordination command and sends it to the speed control unit.

2. The diesel generator set cooperative control method according to claim 1, characterized in that, The diesel generator set coordinated control method also includes: The current operating condition type is identified by the parameter values ​​of at least two parameters in the central coordination and control module and the risk parameter set, wherein the operating condition type includes steady-state operating condition, sudden load reduction operating condition, sudden load increase operating condition, fuel oversupply operating condition and cumulative deviation operating condition. Based on the current operating condition type, determine the basic weight corresponding to each parameter type in the risk parameter set, wherein different operating condition types correspond to different basic weight values; The central coordination and control module calculates the degree of deviation between each parameter value and the historical average value under the corresponding working condition type, and corrects the basic weight of each parameter type according to the degree of deviation to obtain the target weight of each parameter type. The target risk coefficient value is calculated by weighting and fusing the parameter values ​​through the central coordination and control module: the target weight is obtained by weighting and fusing the target weight.

3. The diesel generator set cooperative control method according to claim 1 or 2, characterized in that, The diesel generator set coordinated control method also includes: Obtain rotational speed change rate data from multiple historical sampling periods; Linear regression analysis was performed on the aforementioned speed change rate data, and the regression slope was calculated as the trend value of the speed change rate. A trend enhancement factor is calculated based on the trend value, wherein the trend enhancement factor is equal to 1 plus a preset enhancement coefficient multiplied by the ratio of the trend value to the preset maximum speed change rate. The calculation of the target risk coefficient value by weighting and fusing at least the parameter values ​​through the central coordination and control module includes: The initial risk coefficient value is obtained by weighting and fusing the values ​​of the aforementioned parameters. The target risk coefficient value is obtained by multiplying the initial risk coefficient value by the trend enhancement factor.

4. The diesel generator set cooperative control method according to claim 3, characterized in that, The second overspeed threshold includes multiple different levels of thresholds, wherein, When the target risk coefficient value is confirmed to exceed the second overspeed threshold, the central coordination control module generates an early warning coordination command and sends it to the speed control unit, including: If it is confirmed that the target risk coefficient value exceeds the first level threshold, an early warning coordination instruction is generated, wherein the early warning coordination instruction is used to instruct the speed control unit to adjust the PID adjustment parameters and limit the maximum position change rate of the fuel rack; If the target risk coefficient value is confirmed to exceed the second level threshold, an emergency coordination command is generated. The emergency coordination command is used to instruct the speed control unit to freeze the PID output and force the fuel rack to return to zero. The second level threshold is higher than the first level threshold.

5. The diesel generator set cooperative control method according to claim 4, characterized in that, The diesel generator set coordinated control method also includes: Record the control effect data for each warning event, wherein the control effect data includes the real-time values ​​of each parameter, the identified working condition type, the calculated risk coefficient value, whether a coordination command was sent, and whether an overspeed event actually occurred within a preset time after the warning. The false alarm rate and the missed alarm rate are calculated separately according to the type of working condition. The false alarm rate is the proportion of the time when a coordination command warning is sent but no speeding actually occurs, and the missed alarm rate is the proportion of the time when no coordination command is sent but speeding actually occurs. Based on the statistical results of the false alarm rate and the false alarm rate, the basic weights of each type of parameter under the corresponding working condition type are adjusted.

6. The diesel generator set coordinated control method according to any one of claims 1-5, characterized in that, The diesel generator set coordinated control method also includes: When it is confirmed that the speed of the diesel generator set exceeds the overspeed protection action threshold, the overspeed protection unit triggers a shutdown action to cut off the fuel supply. The overspeed protection unit sends an overspeed stop signal to the central coordination control module and the speed control unit. In response to the received overspeed stop signal, the speed control unit stops the speed regulation action and forces the fuel rack position to zero. The central coordination and control module responds to the received overspeed stop signal and records the control process data of the overspeed event.

7. A diesel generator set cooperative control device, characterized in that, The intelligent collaborative control device for diesel generator sets includes: Speed ​​control unit, used to control the speed of diesel generator set; The overspeed protection unit is used to monitor the speed of the diesel generator set and trigger protection action when the speed exceeds the limit value; and The central coordination and control module is connected to the speed control unit and the overspeed protection unit via a data communication bus. It is used to receive data sent by the speed control unit and the overspeed protection unit, perform comprehensive analysis and decision-making, and send coordinated control commands to the speed control unit and the overspeed protection unit. Specifically, when the overspeed protection unit detects that the speed of the diesel generator set reaches the first overspeed threshold, it sends an overspeed warning signal to the central coordination control module. After receiving the overspeed warning signal, the central coordination control module obtains the operating parameters of the diesel generator set and determines whether there is an overspeed risk based on the operating parameters. If there is, it sends a warning coordination command to the speed control unit.

8. The diesel generator set cooperative control device according to claim 7, characterized in that, The central coordination and control module is configured as follows: The operating parameters of the diesel generator set are obtained, including instantaneous speed, speed change rate, fuel rack position change rate, load change rate, and speed deviation integral value. The acquired operating parameters are normalized. The normalized parameter values ​​are weighted and fused according to preset weights to calculate the risk coefficient value; and When the risk coefficient value exceeds the second overspeed threshold, it is determined that there is an overspeed risk, and the early warning coordination instruction is generated.

9. The diesel generator set coordinated control device according to claim 7, characterized in that, The intelligent collaborative control device for diesel generator sets also includes a data storage module, which is connected to the central coordination control module and is used to store data exchanged between the speed control unit, the overspeed protection unit, and the central coordination control module, as well as the analysis and decision records of the central coordination control module; the data storage module uses non-volatile memory.

10. The diesel generator set cooperative control device according to claim 7, characterized in that, When the overspeed protection unit detects that the speed of the diesel generator set exceeds the overspeed protection action threshold and triggers a shutdown action, the overspeed protection unit is also used to send an overspeed shutdown signal to the central coordination control module and the speed control unit through the data communication bus; the speed control unit responds to the received overspeed shutdown signal, stops the speed regulation action, and forces the fuel rack position to zero; the central coordination control module responds to the received overspeed shutdown signal and records the control process data of the overspeed event.

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