A supercharging system control method and device, electronic equipment and marine diesel engine

Abstract

This application discloses a turbocharging system control method, device, electronic equipment, and marine diesel engine, relating to the field of turbocharging. The method is applied to a marine diesel engine, which includes multiple turbochargers connected in parallel, with the compressor outlets of each turbocharger interconnected via connecting chambers. The method includes: when the marine diesel engine is operating under low load, continuously executing a cyclic operation process: determining the turbocharger to be operated based on the currently operating turbocharger and its cyclic operating sequence; determining the operating time of the current turbocharger based on the current operating speed; and shutting down the current turbocharger and starting the turbocharger to be operated after the operating time has elapsed. This application, through the cyclical operation of the turbochargers, utilizes the back pressure generated by the operating turbocharger to maintain the oil seal sealing state of the non-operating turbochargers, effectively solving the turbocharger oil leakage problem under low load and achieving long-term stable operation of the marine diesel engine under low load.

Description

Technical Field

[0001] This application relates to the field of turbocharging technology, and in particular to a turbocharging system control method, device, electronic equipment, and marine diesel engine. Background Technology

[0002] Successive turbocharging is a turbocharging technology used in internal combustion engines. It optimizes engine performance at different speeds by having multiple turbochargers work in tandem. The number of turbochargers operating at different speeds can be controlled as needed. The main principle of a diesel engine's successive turbocharging system is that all turbochargers operate at rated speed. As the speed decreases, one or more turbochargers are successively shut off by control valves, generally leaving only one turbocharger operating at the end.

[0003] Turbochargers typically use sealing rings to seal the rotating shaft and housing. The function of these sealing rings is to effectively prevent exhaust gases and air from entering the intermediate components and to prevent oil leakage. The working principle of the sealing rings is similar to that of piston rings, relying on the pressure difference across the ring to achieve the sealing function. When the turbocharger operates at low speeds for extended periods, the gas pressure behind the turbocharger impeller and turbine is relatively low, resulting in a negative pressure state at the compressor inlet. This causes the lubricating oil intended for the intermediate bearings to enter the turbocharger compressor, thereby damaging the turbocharger. Summary of the Invention

[0004] In view of the above problems, this application provides a turbocharger system control method, device, electronic equipment, and marine diesel engine to reduce oil leakage from the turbocharger and improve the stability and reliability of the turbocharger operation. The specific solution is as follows: The first aspect of this application provides a turbocharger system control method applied to a marine diesel engine. The marine diesel engine includes multiple turbochargers connected in parallel, and the compressor outlet of each turbocharger is connected to the compressor outlet of other turbochargers via a connecting cavity. The method includes: When the marine diesel engine is operating under low load, a cyclic operation process is continuously executed, the cyclic operation process including: Based on the currently operating turbocharger and the turbocharger's cyclic working sequence, a turbocharger to be operated is determined. The turbocharger to be operated is a turbocharger other than the currently operating turbocharger. Based on the correspondence between rotational speed and operating time threshold, the operating time threshold corresponding to the current rotational speed of the marine diesel engine is determined. When the operating time of the currently running turbocharger reaches the operating time threshold, the currently running turbocharger is shut down and the turbocharger to be run is turned on.

[0005] In one possible implementation, the plurality of turbochargers includes at least three turbochargers, and the marine diesel engine further includes a control valve assembly, which includes an intake valve disposed on the intake pipe of each turbocharger and an exhaust valve disposed on the exhaust pipe of each turbocharger. The step of shutting down the currently operating turbocharger includes: disconnecting the intake and exhaust pipes of the currently operating turbocharger via the control valve assembly; The step of activating the turbocharger to be operated includes: connecting the intake pipe and exhaust pipe of the turbocharger to be operated through the control valve group.

[0006] In one possible implementation, the relationship between the rotational speed and the working time threshold is inversely related: the lower the rotational speed, the smaller the working time threshold.

[0007] In one possible implementation, the process of determining the correspondence between the rotational speed and the operating time threshold includes: Obtain multiple rated speeds of the marine diesel engine and a threshold value for the rated operating time corresponding to each rated speed; Based on the corresponding accuracy and linear interpolation algorithm, the working time threshold for each speed between adjacent calibration speeds is determined.

[0008] In one possible implementation, the process of determining the low-load operating condition includes: Obtain the speed or load percentage of the marine diesel engine; When the rotational speed is lower than the first threshold or the load percentage is lower than the second threshold, the marine diesel engine is determined to be in the low-load operating condition.

[0009] In one possible implementation, the turbocharger cyclic operation sequence includes: an arrangement in which each turbocharger rotates in a fixed order; determining a turbocharger to be operated based on the currently operating turbocharger and the turbocharger cyclic operation sequence includes: Based on the position of the currently operating turbocharger in the arrangement sequence, the turbocharger at the next position adjacent to the current position is determined as the turbocharger to be operated.

[0010] A second aspect of this application provides a booster system control device, comprising: The cyclic control module is used to continuously execute a cyclic operation process when the marine diesel engine is operating under low load conditions. The cyclic operation process includes: Based on the currently operating turbocharger and the turbocharger's cyclic working sequence, a turbocharger to be operated is determined. The turbocharger to be operated is a turbocharger other than the currently operating turbocharger. Based on the correspondence between rotational speed and operating time threshold, the operating time threshold corresponding to the current rotational speed of the marine diesel engine is determined. When the operating time of the currently running turbocharger reaches the operating time threshold, the currently running turbocharger is shut down and the turbocharger to be run is turned on.

[0011] A third aspect of this application provides an electronic device, comprising at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the electronic device can implement the booster system control method of the first aspect or any implementation thereof.

[0012] The fourth aspect of this application provides a marine diesel engine, including: the electronic equipment described in the third aspect above and a plurality of turbochargers, wherein the plurality of turbochargers are arranged in parallel, and the compressor outlet of each turbocharger is connected to the compressor outlet of other turbochargers through a connecting cavity.

[0013] The fifth aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the booster system control method of the first aspect or any implementation thereof.

[0014] The sixth aspect of this application provides a computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the booster system control method of the first aspect or any implementation thereof.

[0015] By employing the above technical solution, the turbocharger system control method provided in this application continuously executes a cyclic operation process under low-load operating conditions, allowing multiple turbochargers to work in turn according to the cyclic working sequence. The continuous working time of each turbocharger under low load is strictly controlled, preventing a single turbocharger from being exposed to a negative pressure environment for a long time, which could lead to oil leakage and accumulation in the sealing ring. Simultaneously, multiple turbochargers are connected in parallel, and the compressor outlets of each turbocharger are interconnected through a connecting cavity. When one turbocharger is working, the compressed air pressure it generates is transmitted through the connecting cavity to the compressor outlets of other non-working turbochargers, establishing a positive back pressure on the compressor side of the non-working turbochargers. This restores the pressure difference across the sealing rings of the non-working turbochargers to the normal direction, maintaining the sealing state of the oil seals and preventing further oil leakage. It also helps the oil seals of the non-working turbochargers to restore their sealing state, drains leaked oil, and forcibly flushes the bearings, removing previous wear debris and coking deposits. Through a cyclical rotation mechanism, each turbocharger alternates between working to generate back pressure and receiving back pressure for maintenance, thus enabling the turbocharger to self-maintain under low-load conditions and ensuring the long-term stable operation of marine diesel engines under low-load conditions. Attached Figure Description

[0016] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0017] Figure 1 A flowchart of a booster system control method provided in this application; Figure 2 A cross-sectional structural diagram of a turbocharger provided in this application; Figure 3 This application provides a layout diagram of the turbocharger for a turbocharging system; Figure 4 Another flowchart of a booster system control method provided in this application; Figure 5 A structural diagram of an electronic device provided in this application; In the diagram: 1-Booster a; 2-Booster b; 3-Booster c; 4-Control valve a; 5-Control valve b; 6-Control valve c; 7-Control valve d; 8-Control valve e; 9-Control valve f. Detailed Implementation

[0018] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0019] As will be known to those skilled in the art, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0020] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0021] Reference Figure 2 As shown, the function of the scroll-end sealing ring and the pressure-end sealing ring is to effectively seal against exhaust gas and air entering the intermediate body and to prevent oil leakage. The principle of the sealing ring is similar to that of the piston ring, relying on the pressure difference on both sides of the ring for sealing. Engine oil enters the floating bearing at a certain pressure (approximately 2-5 bar) and flows out. Due to friction loss, the oil pressure near the sealing ring is approximately equal to or slightly greater than the crankcase pressure. When the diesel engine is idling, the gas pressure behind the turbocharger impeller and turbine is relatively low, making it easy for oil to leak from the sealing ring location. The turbocharger pressure end is more prone to oil leakage than the scroll end because the compressor intake is under negative pressure, while there is generally no negative pressure behind the scroll. When the diesel engine operates at low speed and under no-load conditions for extended periods, the amount of exhaust gas emitted is less, and the turbocharger pressure is lower, further exacerbating the risk of oil leakage.

[0022] To address the aforementioned problems, this application provides a booster system control method. The booster system control method of this application embodiment will be described in detail below with reference to the accompanying drawings.

[0023] The turbocharger control method provided in this embodiment is applied to marine diesel engines. The marine diesel engine includes multiple turbochargers connected in parallel, with the compressor outlet of each turbocharger connected to the compressor outlets of other turbochargers via a connecting chamber.

[0024] Reference Figure 3As shown, taking a supercharging system consisting of three superchargers as an example, this marine diesel engine supercharging system includes three superchargers: supercharger a (marked 1 in the figure), supercharger b (marked 2 in the figure), and supercharger c (marked 3 in the figure). The three superchargers are connected in parallel between the intake and exhaust pipes of the marine diesel engine. Specifically, the intake port of each supercharger is connected to the atmosphere through an intake pipe, the compressor outlet of each supercharger is connected to the intake manifold of the diesel engine through an exhaust pipe, the turbine inlet of each supercharger is connected to the exhaust manifold of the diesel engine through an exhaust pipe, and the turbine outlet of each supercharger is connected to the atmosphere through an exhaust pipe.

[0025] The compressor outlets of each turbocharger are interconnected via a connecting cavity. This connecting cavity can be an independent connecting pipeline or a shared air collection cavity connected to the compressor outlets of each turbocharger. Through this connecting cavity, the compressed air pressure generated by any turbocharger during operation can be transmitted to the compressor outlets of other turbochargers, establishing back pressure on the compressor side of the other turbochargers.

[0026] Marine diesel engines also include an ECU (Electronic Control Unit). The ECU is connected to each control valve and is used to send control commands to each control valve according to preset control logic, controlling the opening and closing of each control valve.

[0027] Reference Figure 1 The booster system control method provided in this application embodiment may include the following processing steps:

[0028] Step S101: When the marine diesel engine is operating under low load, the cyclic operation process is continuously executed. The cyclic operation process includes: Step S102: Based on the currently running turbocharger and the turbocharger cycle working sequence, determine a turbocharger to be run. The turbocharger to be run is the turbocharger other than the currently running turbocharger.

[0029] Step S103: Based on the correspondence between rotational speed and working time threshold, determine the working time threshold corresponding to the current rotational speed of the marine diesel engine. When the working time of the currently running turbocharger reaches the working time threshold, shut down the currently running turbocharger and start the turbocharger to be run.

[0030] During the operation of a marine diesel engine, the ECU continuously acquires its operating parameters. These parameters include, but are not limited to, the engine's speed, load percentage, intake pressure, and exhaust temperature.

[0031] In this embodiment, the ECU obtains the current speed of the marine diesel engine and compares it with a preset first threshold. When the current speed is lower than the first threshold, the ECU determines that the marine diesel engine is operating under low load. The first threshold can be calibrated according to the specific model and performance parameters of the marine diesel engine, for example, it can be set to a value between 40% and 60% of the rated speed.

[0032] In another implementation, the ECU can also obtain the current load percentage of the marine diesel engine and compare it with a preset second threshold. When the current load percentage is lower than the second threshold, the ECU determines that the marine diesel engine is operating under low load conditions. This second threshold can be calibrated according to the specific model and performance parameters of the marine diesel engine, for example, it can be set to a value between 30% and 50% of the rated load.

[0033] In another implementation, the ECU can simultaneously obtain the engine speed and load percentage. When the engine speed is lower than the first threshold or the load percentage is lower than the second threshold, it is determined that the marine diesel engine is in a low-load operating condition.

[0034] When the ECU determines that the marine diesel engine is operating under low load, it initiates a cyclic operation process. When the ECU determines that the marine diesel engine is not operating under low load (i.e., operating under medium to high load), the turbocharging system operates in normal mode, controlling all or some turbochargers to work to meet the intake air requirements of the diesel engine under medium to high load.

[0035] The cyclical operation process may include the following procedures: The turbocharger cyclic operation sequence is the order in which each turbocharger rotates in a fixed sequence. For example, the cyclic operation sequence of three turbochargers is: turbocharger a → turbocharger b → turbocharger c → turbocharger a, and so on.

[0036] The ECU can store the cycle working sequence of the turbocharger. The ECU first obtains the identification information of the currently running turbocharger, and then, based on the position of the currently running turbocharger in the sequence, determines the turbocharger at the next position adjacent to that position as the turbocharger to be run.

[0037] For example, when turbocharger a is currently in operation, and turbocharger a is next in the sequence: turbocharger a → turbocharger b → turbocharger c → turbocharger a, the ECU will identify turbocharger b as the turbocharger to be operated. When turbocharger b is currently in operation, the ECU will identify turbocharger c as the turbocharger to be operated. When turbocharger c is currently in operation, the ECU will identify turbocharger a as the turbocharger to be operated, and so on.

[0038] It should be noted that when the cyclic operation process is started for the first time, there is no currently operating turbocharger. In this case, the ECU can determine the first operating turbocharger according to a preset initial turbocharger determination rule. For example, turbocharger 'a' can be determined as the first operating turbocharger during the initial start-up, or one of the turbochargers can be randomly selected as the first operating turbocharger.

[0039] Next, the ECU determines the operating time threshold of the turbocharger based on the current operating parameters of the marine diesel engine.

[0040] In this embodiment, the ECU obtains the current speed of the marine diesel engine, and then determines the working time threshold corresponding to the current speed according to the preset correspondence between the speed and the working time threshold.

[0041] The relationship between engine speed and operating time threshold can be pre-calibrated through bench testing. For example, during bench testing of marine diesel engines, the maximum safe operating time of the turbocharger at different engine speeds is tested, i.e., without significant oil leakage. The maximum safe operating time of the turbocharger in a low-load negative pressure environment is taken as the operating time threshold corresponding to that engine speed.

[0042] The ECU stores a table showing the correspondence between engine speed and operating time thresholds, as shown in Table 1 below: Table 1

[0043]

[0044] Among them, V1 to V6 are multiple calibrated speed values ​​that increase sequentially, and T1 to T6 are working time thresholds corresponding to each calibrated speed.

[0045] In this embodiment, the rotational speed and the operating time threshold are inversely related: the lower the rotational speed, the shorter the operating time. This is because at lower rotational speeds, the compressor inlet negative pressure is greater, the pressure difference reversal across the sealing ring is more severe, and the risk of oil leakage is higher. Therefore, a shorter operating time is required to avoid oil leakage accumulation. Conversely, at higher rotational speeds (but still within the low load range), the compressor inlet negative pressure is relatively smaller, and the allowable operating time can be appropriately extended.

[0046] For example: 700rpm corresponds to 10min; 800rpm corresponds to 12min; 900rpm corresponds to 14min; 1000rpm corresponds to 16min.

[0047] By adjusting the compressor intake negative pressure at different speeds, the impact on oil leakage from the sealing ring also varies. By adaptively adjusting the working time threshold at different speeds, the single working time can be maximized while ensuring sealing performance and reducing unnecessary switching frequency.

[0048] After obtaining the current speed, the ECU searches for a matching speed value in the speed-duration threshold mapping table and reads the corresponding duty cycle threshold. If the current speed is exactly equal to a calibrated speed value, the duty cycle threshold corresponding to that calibrated speed value is read directly. If the current speed is not equal to any calibrated speed value, the duty cycle threshold corresponding to the current speed is obtained by interpolation calculation of the two calibrated speed values ​​adjacent to the current speed and their corresponding duty cycle thresholds.

[0049] For example, when the current speed V is between the rated speeds V1 and V2 (i.e., V1 < V < V2), the operating time threshold T can be calculated using the following linear interpolation formula: T = T1 + (T2 - T1) × (V - V1) / (V2 - V1); Using the above method, the ECU can determine the corresponding operating time threshold at any speed, achieving continuous coverage of the operating time threshold across the entire speed range. Furthermore, it eliminates the need for individual calibration at each speed point, significantly reducing calibration workload and improving the convenience and economy of engineering implementation.

[0050] When the continuous operating time of the currently running turbocharger reaches the aforementioned defined operating time threshold, the ECU automatically issues a switching command to shut down the currently running turbocharger and start the turbocharger to be operated.

[0051] In this embodiment, the ECU controls the opening and closing of the turbocharger through a control valve group, which includes an intake valve on the intake pipe of each turbocharger and an exhaust valve on the exhaust pipe of each turbocharger.

[0052] The operation to shut down the currently operating turbocharger includes: the ECU sending a shut-off command to the intake and exhaust valves of the currently operating turbocharger; the intake and exhaust valves respond to the shut-off command and close, thereby cutting off the intake and exhaust lines of the currently operating turbocharger and causing the turbocharger to stop working.

[0053] The operation of activating the turbocharger to be operated includes: the ECU sending an opening command to the intake valve and exhaust valve of the turbocharger to be operated, and the intake valve and exhaust valve opening in response to the opening command, thereby connecting the intake pipe and exhaust pipe of the turbocharger to be operated, so that the turbocharger starts working.

[0054] It should be noted that during the switching process, the ECU can adopt a timing control method of opening first and then closing later. That is, the intake and exhaust valves of the turbocharger to be operated are opened first, and after the turbocharger to be operated starts working and establishes stable pressure, the intake and exhaust valves of the currently operating turbocharger are closed. This can avoid interruption or sudden drop in intake pressure during the switching process, ensuring the smooth operation of the diesel engine.

[0055] The ECU can also employ a timing control method of first shutting down and then opening, that is, first closing the intake and exhaust valves of the currently running turbocharger, and then opening the intake and exhaust valves of the turbocharger to be run. This method is suitable for scenarios with high requirements for switching speed. Applicants in this field may choose the appropriate method as needed, and no restrictions are imposed here.

[0056] In this cyclical operation, when one of the boosters is in operation, that booster generates compressed air, and the pressure of the compressed air is transmitted through the connecting chamber to the compressor outlet of the other non-operating boosters.

[0057] Since the compressor outlets of each turbocharger are interconnected through the connecting cavity, the high-pressure gas at the compressor outlet of the working turbocharger flows through the connecting cavity to the compressor outlet of the non-working turbocharger, establishing a positive back pressure on the compressor side of the non-working turbocharger.

[0058] The function of this positive and back pressure is as follows: In the non-operating turbocharger, a positive pressure is established on the compressor side, which restores the pressure difference across the sealing ring to its normal direction. The pressure difference between the oil side and the compressor side no longer favors the flow of oil to the compressor side, thus preventing further oil leakage. Simultaneously, this positive and back pressure can also drive oil that has leaked to the compressor side back to the intermediate body or discharge it, helping the oil seal of the non-operating turbocharger return to its normal sealing state.

[0059] When it switches to a non-operating state, it receives back pressure maintenance from other operating turbochargers. This cycle repeats, with each turbocharger alternating between operating and receiving back pressure maintenance, thus achieving self-maintenance of the turbochargers under low-load conditions.

[0060] As can be seen from the above embodiments, this turbocharger control method continuously executes a cyclic operation process under low-load operating conditions, allowing multiple turbochargers to work in turn according to the cyclic working sequence. The continuous working time of each turbocharger under low load is strictly controlled to avoid prolonged exposure of a single turbocharger to a negative pressure environment, which could lead to oil leakage and accumulation in the sealing ring. Simultaneously, multiple turbochargers are connected in parallel, and the compressor outlets of each turbocharger are interconnected through a connecting cavity. When one turbocharger is working, the compressed air pressure it generates is transmitted through the connecting cavity to the compressor outlets of other non-working turbochargers, establishing a positive back pressure on the compressor side of the non-working turbochargers. This restores the pressure difference across the sealing rings of the non-working turbochargers to the normal direction, maintaining the sealing state of the oil seals and preventing further oil leakage. It also helps the oil seals of the non-working turbochargers to restore their sealing state, drains leaked oil, and forcibly flushes the bearings, removing previous wear debris and coking deposits. Through a cyclical rotation mechanism, each turbocharger alternates between working to generate back pressure and receiving back pressure for maintenance, thus enabling the turbocharger to self-maintain under low-load conditions and ensuring the long-term stable operation of marine diesel engines under low-load conditions.

[0061] In some embodiments, after a switch is completed in the above-described cyclic operation process, the ECU continues to execute the cyclic operation process, using the newly put-in turbocharger as the currently running turbocharger, and re-executes the above steps S102 to S103.

[0062] For example, when turbocharger a reaches its operating time threshold, the ECU shuts down turbocharger a and starts turbocharger b. Then, using turbocharger b as the currently operating turbocharger, the next turbocharger to be operated is determined according to the turbocharger cycle sequence, and turbocharger c is selected. The operating time threshold for turbocharger b is determined based on the current engine speed. Once turbocharger b reaches its operating time threshold, it shuts down and turbocharger c starts. Then, using turbocharger c as the currently operating turbocharger, turbocharger a is selected as the next turbocharger to be operated. Once turbocharger c reaches its operating time threshold, it shuts down and turbocharger a starts. This cycle continues until the marine diesel engine exits low-load operating conditions.

[0063] When the ECU detects that the marine diesel engine has exited the low-load operating condition, such as when the speed rises above the first threshold or the load percentage rises above the second threshold, the ECU stops executing the cyclic operation process and switches the turbocharger system to the normal operating mode.

[0064] The implementation process of the turbocharging system control method of this application will be explained below with reference to a specific marine diesel engine, such as... Figure 3 As shown, the marine diesel engine supercharging system includes three superchargers (supercharger a, supercharger b, supercharger c) and six control valves (control valve a to control valve f).

[0065] The correspondence between each control valve and each booster is as follows: Control valve a (marked 4 in the figure) is installed on the intake pipe of turbocharger a and is used to control the opening and closing of the intake pipe of turbocharger a.

[0066] Control valve b (marked 5 in the figure) is located on the exhaust pipe of turbocharger a and is used to control the opening and closing of the exhaust pipe of turbocharger a.

[0067] Control valve c (marked 6 in the figure) is located on the intake pipe of turbocharger b and is used to control the opening and closing of the intake pipe of turbocharger b.

[0068] The control valve d (marked 7 in the figure) is located on the exhaust pipe of the turbocharger b and is used to control the opening and closing of the exhaust pipe of the turbocharger b.

[0069] Control valve e (marked 8 in the figure) is located on the intake pipe of turbocharger c and is used to control the opening and closing of the intake pipe of turbocharger c.

[0070] The control valve f (marked 9 in the figure) is located on the exhaust pipe of the turbocharger c and is used to control the opening and closing of the exhaust pipe of the turbocharger c.

[0071] Each control valve is an electronically controlled valve, connected to the ECU signal, receiving control commands sent by the ECU and executing opening or closing actions.

[0072] Reference Figure 4 As shown, the cyclic switching logic of the booster system is as follows: Phase 1: The booster a is working.

[0073] In the initial state, the ECU controls control valves a and b to be open, and control valves c, d, e, and f to be closed. At this time, the intake and exhaust pipes of turbocharger a are connected, and turbocharger a is in working condition; the intake and exhaust pipes of turbochargers b and c are disconnected, and they are in non-working condition.

[0074] When turbocharger a is working, the compressed air generated by its compressor is transmitted to the compressor outlets of turbocharger b and turbocharger c through the connecting cavity, establishing positive back pressure on the compressor side of turbocharger b and turbocharger c, and maintaining the oil seal sealing state of turbocharger b and turbocharger c.

[0075] The ECU determines the operating duration threshold T of turbocharger a based on the current engine speed. When the continuous operating time of turbocharger a reaches T, the switching phase begins.

[0076] Second stage: Turbocharger a is switched to turbocharger b.

[0077] The ECU issues the following sequence of control commands: The ECU sends an opening command to control valves c and d. Control valves c and d open in response to the command, connecting the intake and exhaust pipes of turbocharger b, and turbocharger b begins to operate.

[0078] Then, after the turbocharger b establishes a stable operating pressure, the ECU sends a shut-off command to control valves a and b. Control valves a and b respond to this command and close, cutting off the intake and exhaust lines of turbocharger a, thus stopping turbocharger a from operating.

[0079] This completes the switch from booster a to booster b. At this point, control valves c and d are open, while control valves a, b, e, and f are closed. Booster b is in operation, while boosters a and c are in de-operation.

[0080] When turbocharger b is working, the compressed air generated by its compressor is transmitted through the connecting cavity to the compressor outlets of turbocharger a and turbocharger c, maintaining the oil seal sealing state of turbocharger a and turbocharger c.

[0081] Phase 3: Switching from turbocharger b to turbocharger c.

[0082] When the continuous operating time of turbocharger b reaches T, the ECU issues the following sequence of control commands: First, the ECU sends an opening command to control valves e and f. Control valves e and f open in response to this command, connecting the intake and exhaust pipes of the turbocharger c, and the turbocharger c begins to operate.

[0083] Then, the ECU sends a shut-off command to control valves c and d. Control valves c and d close in response to the command, cutting off the intake and exhaust lines of turbocharger b, and turbocharger b stops working.

[0084] This completes the switch from booster b to booster c. At this point, control valves e and f are open, while control valves a, b, c, and d are closed. Booster c is in operation, while boosters a and b are in de-operation.

[0085] When turbocharger c is working, the compressed air generated by its compressor is transmitted through the connecting cavity to the compressor outlets of turbocharger a and turbocharger b, maintaining the oil seal sealing state of turbocharger a and turbocharger b.

[0086] Fourth stage: Turbocharger c is switched to turbocharger a.

[0087] When the continuous operating time of the turbocharger c reaches T, the ECU issues the following sequence of control commands: First, the ECU sends an opening command to control valves a and b. Control valves a and b open in response to this command, connecting the intake and exhaust pipes of turbocharger a, and turbocharger a begins to operate.

[0088] Then, the ECU sends a shut-off command to control valves e and f. Control valves e and f close in response to this command, cutting off the intake and exhaust lines of turbocharger c, and turbocharger c stops operating.

[0089] At this point, the switch from turbocharger c to turbocharger a is complete, and the system returns to the first stage state. This process is repeated cyclically to achieve the sequential rotation of the three turbochargers.

[0090] The above describes a booster system control method provided by the embodiments of this application. The following describes the apparatus for performing the above booster system control method.

[0091] The booster system control device includes: The cyclic control module is used to continuously execute a cyclic operation process when the marine diesel engine is operating under low load conditions. The cyclic operation process includes: Based on the currently operating turbocharger and the turbocharger's cyclic working sequence, a turbocharger to be operated is determined. The turbocharger to be operated is the turbocharger other than the currently operating turbocharger. Based on the correspondence between speed and working time threshold, the working time threshold corresponding to the current speed of the marine diesel engine is determined. When the working time of the currently running turbocharger reaches the working time threshold, the currently running turbocharger is shut down and the turbocharger to be run is turned on.

[0092] In one possible implementation, the multiple turbochargers include: at least three turbochargers, and the marine diesel engine further includes: a control valve assembly, which includes: an intake valve disposed on the intake line of each turbocharger and an exhaust valve disposed on the exhaust line of each turbocharger; The process of shutting down the currently running turbocharger in the cycle control module includes: cutting off the intake and exhaust lines of the currently running turbocharger through the control valve group; The process of starting the turbocharger to be operated includes: connecting the intake and exhaust pipes of the turbocharger to be operated through the control valve group.

[0093] In one possible implementation, the relationship between rotational speed and working duration threshold in the cycle control module is inversely related: the lower the rotational speed, the smaller the working duration threshold.

[0094] In one possible implementation, the process of determining the correspondence between rotational speed and operating time threshold in the cycle control module includes: Obtain multiple calibration speeds of marine diesel engines and the corresponding calibration working time threshold for each calibration speed; Based on the corresponding accuracy and linear interpolation algorithm, the working time threshold for each speed between adjacent calibration speeds is determined.

[0095] In one possible implementation, the process of determining the low-load operating condition in the cyclic control module includes: Obtain the speed or load percentage of the marine diesel engine; When the engine speed is below the first threshold or the load percentage is below the second threshold, the marine diesel engine is determined to be in a low-load operating condition.

[0096] In one possible implementation, the turbocharger cyclic operation sequence in the cyclic control module includes: an arrangement of turbochargers rotating in a fixed order; and determining a turbocharger to be operated based on the currently running turbocharger and its cyclic operation sequence, including: Based on the position of the currently operating turbocharger in the arrangement sequence, the turbocharger in the next position adjacent to that position is determined as the turbocharger to be operated.

[0097] This application also provides an electronic device in its embodiments. (See reference...) Figure 5 The diagram illustrates a structural schematic suitable for implementing the electronic devices in the embodiments of this application. The electronic devices in the embodiments of this application may include, but are not limited to, ECU (Electronic Control Unit), VCU (Vehicle Control Unit), MCU (Micro Controller Unit), HCU (Hybrid Control Unit), etc. Figure 5 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0098] refer to Figure 5 As shown, the electronic device includes at least one processor 501 and a memory 502 connected to the processor 501, wherein: the memory is used to store computer programs; the processor 501 is used to execute the computer programs to enable the electronic device to implement the booster system control method as described in the above embodiment.

[0099] This application also provides a computer program product, including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the booster system control methods provided in this application.

[0100] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the booster system control methods provided in this application.

[0101] This application also provides a marine diesel engine, including: electronic equipment as described in the above embodiment and multiple turbochargers, the multiple turbochargers are arranged in parallel, and the compressor outlet of each turbocharger is connected to the compressor outlet of other turbochargers through a connecting cavity.

[0102] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0103] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the booster system control method described in the various embodiments of this application.

[0104] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0105] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A control method for a booster system, characterized in that, The method is applied to marine diesel engines, wherein the marine diesel engine includes multiple turbochargers connected in parallel, and the compressor outlet of each turbocharger is connected to the compressor outlet of other turbochargers through a connecting cavity; the method includes: When the marine diesel engine is operating under low load, a cyclic operation process is continuously executed, the cyclic operation process including: Based on the currently operating turbocharger and the turbocharger's cyclic working sequence, a turbocharger to be operated is determined. The turbocharger to be operated is a turbocharger other than the currently operating turbocharger. Based on the correspondence between rotational speed and operating time threshold, the operating time threshold corresponding to the current rotational speed of the marine diesel engine is determined. When the operating time of the currently running turbocharger reaches the operating time threshold, the currently running turbocharger is shut down and the turbocharger to be run is turned on.

2. The booster system control method according to claim 1, characterized in that, The plurality of turbochargers includes at least three turbochargers, and the marine diesel engine further includes a control valve assembly, which includes an intake valve disposed on the intake pipe of each turbocharger and an exhaust valve disposed on the exhaust pipe of each turbocharger. The step of shutting down the currently operating turbocharger includes: disconnecting the intake and exhaust pipes of the currently operating turbocharger via the control valve assembly; The step of activating the turbocharger to be operated includes: connecting the intake pipe and exhaust pipe of the turbocharger to be operated through the control valve group.

3. The booster system control method according to claim 1, characterized in that, In the relationship between the rotational speed and the working time threshold, the rotational speed and the working time threshold are inversely related: the lower the rotational speed, the smaller the working time threshold.

4. The booster system control method according to claim 1, characterized in that, The process of determining the correspondence between the rotational speed and the working duration threshold includes: Obtain multiple rated speeds of the marine diesel engine and a threshold value for the rated operating time corresponding to each rated speed; Based on the corresponding accuracy and linear interpolation algorithm, the working time threshold for each speed between adjacent calibration speeds is determined.

5. The booster system control method according to claim 1, characterized in that, The process of determining the low-load operating condition includes: Obtain the speed or load percentage of the marine diesel engine; When the rotational speed is lower than the first threshold or the load percentage is lower than the second threshold, the marine diesel engine is determined to be in the low-load operating condition.

6. The booster system control method according to claim 1, characterized in that, The turbocharger cyclic operation sequence includes: an arrangement in which each turbocharger rotates in a fixed order; determining a turbocharger to be operated based on the currently operating turbocharger and its cyclic operation sequence includes: Based on the position of the currently operating turbocharger in the arrangement sequence, the turbocharger at the next position adjacent to the current position is determined as the turbocharger to be operated.

7. A booster system control device, characterized in that, include: A cycle control module is used to continuously execute a cycle operation process when the marine diesel engine is operating under low load conditions. The marine diesel engine includes multiple turbochargers connected in parallel. The compressor outlet of each turbocharger is connected to the compressor outlet of other turbochargers via a connecting chamber. The cycle operation process includes: Based on the currently operating turbocharger and the turbocharger's cyclic working sequence, a turbocharger to be operated is determined. The turbocharger to be operated is a turbocharger other than the currently operating turbocharger. Based on the correspondence between rotational speed and operating time threshold, the operating time threshold corresponding to the current rotational speed of the marine diesel engine is determined. When the operating time of the currently running turbocharger reaches the operating time threshold, the currently running turbocharger is shut down and the turbocharger to be run is turned on.

8. An electronic device, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program to enable the electronic device to implement the booster system control method as described in any one of claims 1 to 6.

9. A marine diesel engine, characterized in that, include: The electronic device as described in claim 8 and a plurality of boosters, wherein the plurality of boosters are arranged in parallel and the compressor outlet of each booster is connected to the compressor outlet of other boosters through a connecting cavity.

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