A marine diesel engine control system training simulator and a control method thereof

Abstract

This invention discloses a training simulator for a marine diesel engine control system, comprising a training console, a diesel engine ECS simulation module, an inlet / outlet butterfly valve simulation module, a water / oil circuit simulation module, and a diesel engine physical simulation module. The training console, as the core interactive component, establishes a bidirectional closed-loop feedback with each module via a system bus. The diesel engine ECS simulation module calculates the diesel engine speed based on real-time data and drives the diesel engine physical simulation module to output realistic vibrations and sound effects. Simultaneously, it can simulate complex, multi-coupled faults based on chain-like fault evolution logic. The control method is also disclosed. This invention provides operators with a safe, reproducible, and tactilely synchronized semi-physical simulation environment without requiring the deployment of a real physical engine unit, significantly improving the practical training effect for handling emergencies and maintenance support.

Description

Technical Field

[0001] This invention belongs to the technical field of simulation training devices, and relates to diesel engine control systems, specifically to a marine diesel engine control system operation training simulator, and its control method. Background Technology

[0002] With the development of diesel engine control systems, in order to meet stringent environmental protection and energy efficiency requirements, the physical structure and logic links of these systems have become extremely complex, posing significant challenges to practical training, risk drills, and troubleshooting. Against this backdrop, training in the operation and maintenance of diesel engine control systems relies entirely on hands-on exercises, which also brings the pain points of high equipment wear and tear, high risk of high-risk and unreproducible malfunctions.

[0003] Existing simulators are mostly pure software or involve only partial hardware intervention, which cannot provide a realistic and comprehensive training environment, making it difficult for trainees to cope with complex emergency and fault handling scenarios.

[0004] While live-action drills offer high fidelity, they suffer from drawbacks such as significant equipment wear and tear, extremely high risk of high-risk malfunctions (such as surge and overspeed) that are impossible to reproduce; traditional simulators, on the other hand, often employ pure software logic, lacking a physical tactile experience and failing to simulate interlocking faults in multiple subsystems.

[0005] In addition, the limited number of actual machines and the closed venue resulted in low training frequency and poor targeting for trainees, making it difficult for them to master the knowledge they learned.

[0006] Therefore, there is an urgent need for a marine diesel engine control system operation training simulator to improve the training effectiveness and technical level of operators. Summary of the Invention

[0007] One of the objectives of this invention is to overcome the above-mentioned technical deficiencies and propose a marine diesel engine control system operation and training simulator to solve the problem that operation and maintenance training in the prior art is highly dependent on actual equipment drills and traditional software simulations.

[0008] To achieve the above objectives, the technical solution adopted by this invention to solve its technical problem is as follows: a marine diesel engine control system operation and training simulator, including an operation and training console and a diesel engine ECS simulation module, an inlet / outlet butterfly valve simulation module, a water / oil circuit simulation module, and a diesel engine physical simulation module connected to the operation and training console via a system bus; the operation and training console serves as the human-machine interaction and system scheduling center, and establishes a two-way closed-loop feedback link with each simulation module through the system bus; the diesel engine ECS simulation module, as the system's control logic operation unit, calculates the real-time simulated speed based on instructions and real-time feedback data, and also has a fault evolution function; as the system's operation unit, it calculates the non-stability calculation based on the target instructions and the real-time feedback parameters of the pipeline network and valves. The instantaneous rotational speed is directly driven by the safety logic to present a realistic dynamic operation and fault evolution effect; the inlet / outlet butterfly valve simulation module is used to simulate the action and feedback of pipeline actuators, the water / oil circuit simulation module is used to provide fluid network status / fault input, and the diesel engine physical simulation module is used to simulate the physical operation, vibration and sound effects of the diesel engine. When the system is running, the diesel engine ECS simulation module can drive and control the operation of the diesel engine physical simulation module through the built-in speed control algorithm based on the feedback from the inlet / outlet butterfly valve simulation module and the water / oil circuit simulation module; the operation and training console consists of a diesel engine set simulation platform and a power supply module; the diesel engine set simulation platform includes components responsible for communicating with the diesel engine ECS simulation module and the diesel engine physical simulation module. The simulation module includes a PC host for interacting with operation commands and a PLC controller that connects indicator lights / instruments and buttons / knobs. The PLC controller is responsible for uploading status signals from the physical control components and driving the panel instruments to display simulated data in real time. The diesel engine simulation platform achieves bidirectional data communication with the underlying hardware components through the PLC controller. The PC host and PLC controller are connected to the system bus via CAN modules. The PC host is externally connected to a PC monitor and keyboard for displaying simulation data and inputting configuration parameters. The diesel engine ECS simulation module includes a speed control module and a safety module. The speed control module has a built-in electronic speed control algorithm that receives real-time feedback from the target speed set on the operation and training console, as well as feedback from pipelines and valves. The system calculates the theoretical fuel injection quantity based on the actual fuel pressure and air-fuel ratio model, and then corrects it to obtain the effective fuel injection quantity. The above effective fuel injection quantity control is finally converted into pulse commands to drive the diesel engine physical simulation module. The safety module includes a hard-wired disconnection circuit that is independent of the system communication bus and software control logic. This module is connected to the power supply of the diesel engine physical simulation module. When it receives the alarm signal of excessively high fresh water temperature or low fuel pressure generated by the water / oil circuit simulation module through its built-in programmable hardware I / O module, or the alarm signal of excessively high intake / exhaust back pressure issued by the intake / exhaust butterfly valve simulation module, the interruption circuit will directly cut off the drive power supply of the diesel engine physical simulation module to simulate the runaway protection function of the real system.The inlet / outlet butterfly valve simulation module includes a servo motor connected to the diesel engine ECS simulation module and a damping adjustment mechanism connected to the PLC controller. The servo motor is connected to a pressure sensor, which in turn is connected to the diesel engine ECS simulation module. The water / oil circuit simulation module includes a contactor connected to the safety module and an I / O output module connected to the diesel engine simulation platform. The diesel engine physical simulation module includes a second servo motor connected to the diesel engine ECS simulation module, a vibration motor connected to the second servo motor, and a sound generator.

[0009] In some embodiments, the servo motor adjusts the valve opening according to the instructions of the diesel engine ECS simulation module and transmits the opening signal back through the position sensor. The pressure sensor is used to simulate a pressure alarm in the pipeline and trigger the protection shutdown logic of the diesel engine ECS simulation module.

[0010] In some embodiments, the damping adjustment mechanism is an electromagnetic powder brake, used to simulate the physical back pressure sensation when manually adjusting the valve; the PLC controller outputs a variable current to the electromagnetic powder brake according to the received pipeline back pressure data, changing the shear force generated by the internal magnetic powder under the action of the electromagnetic field, thereby adjusting the physical damping torque of the valve handwheel, and providing reverse physical resistance feedback to simulate manual valve adjustment.

[0011] In some embodiments, the water / oil circuit simulation module incorporates a chain-like fault model with multiple node states linked: when the water / oil circuit simulation module injects a cooling water circuit fault signal, the water / oil circuit simulation module simulates the water temperature parameter rising with a time gradient; or when the water / oil circuit simulation module injects a low fuel level fault signal, the water / oil circuit simulation module triggers the early warning alarm, automatic speed reduction, and protection shutdown logic of the diesel engine ECS simulation module; when a virtual component fault is triggered on the PC monitor simulation interface, the PLC controller sends a change command to the water / oil circuit simulation module or the inlet / outlet butterfly valve simulation module to update the operating status of the underlying hardware.

[0012] The second objective of this invention is to propose a control method for a marine diesel engine control system training simulator. The electronic speed control algorithm steps built into the diesel engine ECS simulation module include:

[0013] S1, the diesel engine ECS simulation module acquires the target speed N set by the operation and training console in real time. ref (t), Set load torque M L (t), fuel pressure parameter P fed back by the water / oil circuit simulation module fuel (t), the opening parameter θ fed back by the inlet / outlet butterfly valve simulation module. air (t), and the current actual feedback speed N of the diesel engine physical simulation module. act (t);

[0014] S2, calculate the target rotational speed N ref (t) and feedback speed N act The real-time deviation value E(t) of (t), where E(t) = N ref (t)-N act (t), the theoretical fuel injection rack quantity required for the current operating condition is calculated using PID control logic. K p ,K i ,K d For the proportional, integral, and derivative gain parameters of the diesel engine ECS simulation module;

[0015] S3, based on fuel pressure parameter P fuel The proportional relationship between (t) and rated pressure P0, and the theoretical injection quantity H of the rack. cmd (t) is corrected to obtain the effective fuel injection quantity that actually participates in combustion. Wherein, when fuel pressure P fuel (t) is insufficient; even if the diesel engine ECS simulation module provides the maximum throttle, the actual fuel injection quantity will decrease, and the fuel pressure correction coefficient C... fuel The specific value selection logic is as follows: when P fuel When (t)≥P0, C fuel =1; when P fuel When (t) < P0, C fuel =P fuel (t) / P0;

[0016] S4, Obtain the butterfly valve opening parameter θ at the current moment. air (t) and feedback speed N act (t), calculate the simulated intake volume Q under the current operating condition. α The expression is K air The scavenging coefficient is the valve opening function ƒ(θ). air (t) is a characteristic function established based on the nonlinear mapping relationship between the actual butterfly valve opening angle and the air passage cross-sectional area; the simulated intake air volume Q α and effective fuel injection quantity Q ƒ Substituting into the air-fuel ratio coupling mathematical model, the instantaneous air-fuel ratio λ is calculated, and its expression is: Where L0 is the theoretical air-fuel ratio, the instantaneous air-fuel ratio λ is substituted into the combustion efficiency penalty function η(λ) to obtain the current combustion efficiency η, and then the effective fuel injection quantity Q is used as the basis for the calculation. ƒ The real-time simulated output torque M of the diesel engine is calculated using the combustion efficiency penalty function η(λ). e The expression is ;

[0017] S5, Establish the Euler model of electromechanical dynamics and substitute the output torque M. e Load torque M L Based on the virtual moment of inertia J, the target driving speed N for the next control cycle is calculated. drive The expression is: Where Δt is the sampling period, M fric This is the preset mechanical friction resistance torque;

[0018] S6, set the target driving speed N drive The signals are converted into control pulse commands and sent to the servo motor 2 in the diesel engine physical simulation module to drive its operation; at the same time, the instantaneous air-fuel ratio λ and combustion efficiency η are sent to the diesel engine simulation platform to display the exhaust status and alarm information.

[0019] In some embodiments, in step S4, a lean-burn critical threshold and a severe oxygen deficiency threshold are preset, and the combustion efficiency penalty function η(λ) has the following nonlinear characteristics: when the instantaneous air-fuel ratio λ is greater than the preset lean-burn critical threshold, the combustion efficiency penalty function η(λ) = 1; when the instantaneous air-fuel ratio λ is less than the lean-burn critical threshold and greater than the severe oxygen deficiency threshold, the combustion efficiency penalty function η(λ) decays nonlinearly with the decrease of the air-fuel ratio, which is used to simulate incomplete combustion and torque loss caused by insufficient intake.

[0020] In some embodiments, the instantaneous air-fuel ratio λ and the combustion efficiency penalty function η(λ) correspond to the following: when the instantaneous air-fuel ratio λ ≥ 1.2, it is a normal lean-burn state, and η(λ) = 1; when 0.8 ≤ λ < 1.2, it is a critical oxygen-deficient state. α is a preset attenuation coefficient, for example, 2.5. At this time, the combustion efficiency η decreases rapidly in a parabolic manner as the air-fuel ratio decreases. When λ < 0.8, it is a severe oxygen deficiency state, η(λ) ≈ 0. At this time, the simulated cylinder cannot burn effectively due to severe oxygen deficiency, and the output torque is drastically reduced.

[0021] In some embodiments, after step S5, a trolley fault simulation logic is further included, the specific steps of which are as follows:

[0022] S51, diesel engine ECS simulation module monitors fuel pressure P in real time. fuel The pressure change rate or the instantaneous air-fuel ratio λ is within the range of the preset lean-burn critical range [λmin, λmax] and the pressure change rate exceeds the preset threshold within n consecutive sampling periods. Then the power system is determined to have entered the critical unstable region.

[0023] S52, when entering the critical instability region, the power system automatically generates a periodic low-frequency disturbance torque ΔM(t), the expression of which is: Where A is the disturbance amplitude, the magnitude of which is related to the fuel pressure P. fuel The rate of change is positively correlated with the mapping, ƒ hunt The preset characteristic frequency of the diesel engine travel;

[0024] S53, combine the low-frequency disturbance torque ΔM(t) and the real-time output torque M obtained in step S4. e The combined effective torque is obtained by superimposing the results. and the synthesized effective torque By substituting the Eulerian model of electromechanical dynamics into the calculation of the target driving speed, the physical motor of the diesel engine physical simulation module exhibits the physical characteristics of a traveling engine with periodic fluctuations in speed.

[0025] In some embodiments, step S5 is followed by a surge fault simulation logic, the specific steps of which are as follows: when the intake / exhaust butterfly valve simulation module simulates intake manifold blockage, even if the effective fuel injection quantity Q ƒ Given a maximum value, the diesel engine ECS simulation module will also calculate the instantaneous air-fuel ratio λ through steps S3 and S4, which is insufficient, resulting in a decrease in combustion efficiency η. This limits the speed of the diesel engine physical simulation module and also generates severe asymmetric vibration through the vibration motor, presenting a periodic surge condition.

[0026] In some embodiments, a reverse interaction step is also included: when the virtual sensor parameters are modified on the PC display simulation interface, the PLC controller sends an electromagnetic damping adjustment command to the inlet / outlet butterfly valve simulation module to change the excitation current of the damping adjustment mechanism, thereby changing the mechanical resistance of the actual physical operation feel and realizing reverse physical feedback.

[0027] The beneficial effects of this invention are:

[0028] This invention uses a hardware-in-the-loop (HIL) simulation device to replace a real physical generator set for operational training, avoiding potential safety hazards such as fires and mechanical failures that may occur during the operation of a physical generator set. It also reduces fuel consumption, equipment wear and tear, and site maintenance costs. Furthermore, this invention integrates theoretical teaching, status monitoring, and practical assessment functions, effectively shortening the conversion cycle from theoretical knowledge to practical skills for trainees.

[0029] The control method of this invention calculates the unsteady instantaneous speed of the diesel engine in real time according to different loads and intake states, and outputs drive signals to control the physical simulator, thus reproducing the crankshaft rotation, engine vibration and operating sound effects of the real unit. Through the intake / exhaust butterfly valve simulator, this invention can not only perform automatic valve adjustment simulation, but also provide physical back pressure resistance feedback in manual adjustment mode. In addition, the water / oil circuit simulator of this invention can simulate the state / fault of fluid pipeline network. The operation and training console of this invention integrates human-computer interaction, theoretical learning and maintenance training modules, and is configured to start automatically upon power-on and display the real-time status of the equipment. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the overall system structure and interaction of the training simulator of the present invention;

[0031] Figure 2 This is a schematic diagram of the logical architecture and hardware security of the diesel engine ECS simulation module of the present invention;

[0032] Figure 3 This is a schematic diagram of the inlet / outlet butterfly valve simulation module of the present invention;

[0033] Figure 4 This is a schematic diagram of the water / oil circuit simulation module of the present invention;

[0034] Figure 5 This is a schematic diagram of the diesel engine physical simulation module of the present invention;

[0035] Figure 6 This is a logic flowchart of the chain-like fault evolution simulation mechanism of the present invention.

[0036] The labels for each attached figure are as follows: 1—Training control console, 11—Diesel engine simulation platform, 110—CAN module, 111—PC host, 112—PLC controller, 113—PC monitor, 114—Keyboard, 115—Indicator light / instrument, 116—Button / knob, 12—Power module, 2—Diesel engine ECS simulation module, 3—Inlet / outlet butterfly valve simulation module, 31—Servo motor one, 32—Damping adjustment mechanism, 33—Pressure sensor, 4—Water / oil circuit simulation module, 5—Diesel engine physical simulation module, 51—Servo motor two, 52—Vibration motor, 53—Sound generator. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0038] To address the issues of poor safety, irreversibility, and high cost in actual diesel engine unit training, and to overcome the shortcomings of traditional simulation systems that lack physical feedback such as vibration, sound effects, and mechanical resistance, this invention discloses a marine diesel engine control system operation simulator. This simulator is primarily used by operators to familiarize themselves with the operating logic, monitoring of operating parameters, and emergency fault handling capabilities of the diesel engine control system without needing to physically interact with the actual engine. The simulator is not composed of a real marine diesel engine unit, but rather is an interactive system composed of a highly realistic software model and semi-physical hardware components coupled through a system bus.

[0039] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure in one embodiment of the present invention. The diesel engine control system training simulator mainly includes a training console 1, a diesel engine ECS simulation module 2, an inlet / outlet butterfly valve simulation module 3, a water / oil circuit simulation module 4, and a diesel engine physical simulation module 5.

[0040] It should be noted that the inlet / outlet butterfly valve simulation module 3 in this example is configured with two units, one for simulating the inlet and one for simulating the outlet butterfly valves. More units can be configured, but the parameters will need to be reconfigured in the system. Similarly, this also involves increasing the number of PLC controllers 112. The water / oil circuit simulation module 4 is configured with one unit.

[0041] In this embodiment, the training control console 1 serves as the core of human-machine interaction, comprising a diesel engine simulation platform 11 and a power supply module 12. The diesel engine simulation platform 11 mainly consists of a CAN module 110, a PC host 111, a PLC controller 112, a PC display 113, a keyboard 114, indicator lights / instruments 115, and buttons / knobs 116. The PC host 111 and the PLC controller 112 are connected to the system bus via the CAN module 110. The PC host 111 is responsible for exchanging operating commands with the diesel engine ECS simulation module 2 and the diesel engine physical simulation module 5. The PC host 111 is externally connected to the PC display 113 and the keyboard 114 for displaying simulation data and inputting configuration parameters. The PLC controller 112 is connected to the indicator lights / instruments 115 and the buttons / knobs 116, responsible for uploading the status signals of the physical control components and driving the panel instruments to display simulation data in real time.

[0042] In this embodiment, the PC host 111 is installed in the host cabinet. In addition to a pull-out keyboard tray and an external PC monitor 113, the host cabinet also adopts a transparent cabinet door design, which makes it convenient for operators to enter configuration parameters through peripherals such as mouse and keyboard after opening the cabinet door.

[0043] Specifically, once the system is started, the simulation software of the diesel engine simulation platform 11 runs automatically. After performing relevant operations or injecting typical faults through the inlet / outlet butterfly valve simulation module 3, the water / oil circuit simulation module 4, and the buttons / mouse, the system displays the operating status data of the diesel engine physical simulation module 5 and its peripheral auxiliary equipment on the PC monitor in real time.

[0044] Understandably, to facilitate training and learning for instructors and trainees, the simulation platform software also integrates functions such as system interactive display, typical chain fault repair training, and system basic theoretical knowledge learning, thereby creating a comprehensive practical training environment.

[0045] In one embodiment, please refer to Figure 2 The diesel engine ECS simulation module 2 serves as the core logic operation and control center of this invention, and realizes multi-physics field coupled calculation through a bus architecture.

[0046] Specifically, the diesel engine ECS simulation module 2 integrates two functional modules: a speed control module 21 and a safety module 22.

[0047] The speed control module 21 is responsible for the real-time calculation of the diesel engine's operating conditions. The speed control module 21 has a built-in electronic speed control algorithm. By receiving the target speed set by the operation and training console 1 and the feedback from the pipeline and valves in real time, it calculates the theoretical fuel injection quantity and corrects it according to the actual fuel pressure and air-fuel ratio model to obtain the effective fuel injection quantity. The above effective fuel injection quantity control is finally converted into pulse commands to drive the diesel engine physical simulation module 5 to operate.

[0048] The security module 22 is responsible for the diesel engine protection interlock judgment. It contains a set of hardware circuits independent of software logic, which is connected to the power circuit of the diesel engine physical simulation module 5 through a relay to ensure that a forced cut-off action is performed under extreme operating conditions. When the water / oil circuit simulation module 4 receives a physical dry contact alarm generated by closing its built-in programmable hardware I / O module for excessively high fresh water temperature or low fuel pressure, or an alarm signal for excessively high intake / exhaust back pressure issued by the intake / exhaust butterfly valve simulation module 3, the interruption circuit will directly cut off the drive power of the diesel engine physical simulation module 5 to simulate the runaway protection function of the real system.

[0049] Please see Figure 2 In this embodiment, the diesel engine ECS simulation module 2 acquires the target speed N set by the training console 1 in real time. ref (t), fuel pressure parameter P fed back by water / oil circuit simulation module 4 fuel (t), and the opening parameter θ fed back by the inlet / outlet butterfly valve simulation module 3. air (t), the obtained output torque M e Load torque ML Substituting the virtual moment of inertia J parameter into the Euler equation, the target driving speed N for the next control cycle is calculated. drive The signal is converted into control pulse commands and sent to the servo motor 51 in the diesel engine physical simulation module 5 to achieve real-time drive of the crankshaft rotation.

[0050] In this embodiment, the speed control algorithm of the diesel engine ECS simulation module 2 first calculates the theoretical fuel injection quantity H of the rack under the current operating condition through PID logic. cmd (t), and based on the fuel pressure P fuel The algorithm corrects for real-time fluctuations. Then, the calculated instantaneous air-fuel ratio λ is introduced into the combustion efficiency penalty function η(λ). If the air-fuel ratio is in the nonlinear decay region (e.g., insufficient intake due to butterfly valve closure), the algorithm will reduce the output torque command in real time, thereby simulating the real combustion deterioration process.

[0051] Understandably, the diesel engine ECS simulation module 2 has the ability to simulate characteristic faults of diesel engines (such as surging and pumping). Specifically, when the frequency of fuel pressure fluctuations is detected to be in the preset unstable range, the speed control module 21 superimposes a low-frequency disturbance signal on the output torque, driving the diesel engine physical simulation module 5 to present a surging condition with periodic speed fluctuations.

[0052] In this embodiment, the combustion efficiency penalty function η(λ) is a nonlinear reduction coefficient used to characterize combustion deterioration caused by oxygen deficiency or poor fuel atomization. Its specific mathematical mapping relationship can be obtained by fitting bench test data of a specific diesel engine model. For example, the following piecewise function model can be used.

[0053] Specifically, when the instantaneous air-fuel ratio λ≥1.2 (normal lean-burn state), η(λ)=1.

[0054] Specifically, when 0.8 ≤ λ < 1.2 (critical hypoxia state), , where α is a preset attenuation coefficient, for example, a value of 2.5. At this time, the combustion efficiency η decreases rapidly in a parabolic manner as the air-fuel ratio decreases.

[0055] When λ < 0.8 (severe oxygen deficiency state), η(λ) ≈ 0. At this time, the simulated cylinder cannot burn effectively due to severe oxygen deficiency, and the output torque is drastically reduced.

[0056] In this embodiment, the valve opening function ƒ(θ) air (t) represents the nonlinear geometric mapping between the actual butterfly valve opening angle and the actual effective flow cross-sectional area of ​​the air passage. The mathematical model is expressed as: , where θ air The value range is 0 to 90 degrees.

[0057] It is understandable that when the valve is slightly open (e.g., 0-15 degrees), the rate of change of cross-sectional area is small; while at the middle opening, the rate of change of air intake increases significantly, thus replicating the throttling characteristics of a real fluid pipeline network.

[0058] Please see Figure 2 In this embodiment, the diesel engine ECS simulation module 2 has an independent cutoff circuit for the hardware security module 22, specifically composed of a hardware relay and an emergency stop contactor. Its control coil is directly connected in series with the extreme value hardware alarm contact output by the water / oil circuit simulation module 4.

[0059] In one embodiment, please refer to Figure 3 The intake / exhaust butterfly valve simulation module 3 is used to simulate the physical state of the diesel engine's intake and exhaust systems. It includes a servo motor 31, a damping adjustment mechanism 32, and a pressure sensor 33. Specifically, the servo motor 31 is driven by commands from the diesel engine ECS simulation module 2 to simulate changes in valve opening.

[0060] In this embodiment, the servo motor 31 adjusts the valve opening according to the instructions of the diesel engine ECS simulation module 2, and transmits the opening signal back through the position sensor. The pressure sensor 33 is used to simulate the pressure alarm in the pipeline and trigger the protection shutdown logic of the diesel engine ECS simulation module 2.

[0061] In this embodiment, the damping adjustment mechanism 32 employs a high-linearity miniature electromagnetic powder brake (rated torque of 25 N / m) to simulate the physical back pressure sensation during manual valve adjustment. During the interaction process, when the diesel engine ECS simulation module 2 calculates an increase in pipeline airflow back pressure, it sends the back pressure data to the PLC controller 112 via the system bus.

[0062] In this embodiment, the PLC controller 112 outputs a variable current of 0-1.2A to the electromagnetic powder brake based on the received pipeline back pressure data. The magnetic powder inside generates a corresponding shear force under the action of the electromagnetic field, thereby rapidly increasing the physical damping torque of the valve handwheel within 30ms, which can convert the simulated back pressure data into a real resistance feeling of the operator's hand.

[0063] It is understood that the valve handwheel is a moving component of the damping adjustment mechanism 32. The damping adjustment mechanism 32 can be installed separately, and its position can be changed according to actual operating habits. In this embodiment, it is installed on the training control console 1.

[0064] In this embodiment, the pressure sensor 33 is a diffused silicon pressure transmitter with high-frequency dynamic response characteristics. Its measurement range is 0.1 MPa, the response time is less than 4 ms, and it outputs a standard 420 mA analog signal. This ensures that transient back pressure changes caused by virtual blockage in the pipeline can be acquired by the diesel engine ECS simulation module 2, thereby realizing the protection shutdown logic.

[0065] Specifically, the inlet / outlet butterfly valve simulation module 3 simulates conditions such as valve jamming and leakage. When low intake pressure is detected, its feedback signal directly interferes with the calculation logic of the diesel engine ECS simulation module 2, causing the system to enter a surge condition or shut down. When the inlet / outlet butterfly valve simulation module 3 sends a signal of air passage blockage, the diesel engine ECS simulation module 2 calculates a severe instantaneous air-fuel ratio deficiency, and then triggers the vibration motor 52 to generate severe asymmetric vibration, simulating the mechanical impact during surge.

[0066] In one embodiment, please refer to Figure 4 The water / oil system simulation module 4 is used to simulate the fluid state of the diesel engine's fuel and cooling water systems. The water / oil system simulation module 4 outputs multiple analog parameters in real time, such as fuel pressure and cooling water temperature. When the cooling water temperature exceeds a preset alarm threshold, the water / oil system simulation module 4 sends a warning signal to the simulation platform 11 via the system bus and synchronously updates the parameters on the PC display 113.

[0067] The water / oil circuit simulation module 4 has a built-in chain fault model with multiple nodes linked by status: when the water / oil circuit simulation module 4 injects a cooling water circuit fault signal, the simulated water temperature parameter rises with the time gradient; or when the water / oil circuit simulation module 4 injects a low fuel level fault signal, it triggers the warning alarm, automatic speed reduction and protection shutdown logic of the diesel engine ECS simulation module 2; when a virtual component fault is triggered on the simulation interface of the PC monitor 113, a change command is sent to the water / oil circuit simulation module 4 or the inlet / outlet butterfly valve simulation module 3 to update the operating status of the underlying hardware.

[0068] Specifically, the water / oil circuit simulation module 4 integrates a programmable hardware I / O output module. When the water / oil circuit software model calculates that fluid parameters (such as water temperature and oil pressure) exceed extreme safety thresholds, resulting in an unrecoverable fatal fault, this I / O module instantly converts the virtual software fault parameters into the opening and closing actions of physical contacts, driving the corresponding physical dry contacts to close. The closing of this alarm contact causes the relay in the safety module 22 to engage, its normally closed main contact to open, directly cutting off the main power supply circuit of the servo motor 51. This cutting-off action bypasses the PLC logic and CAN bus transmission delay in the physical circuit, ensuring power-off shutdown within 50ms, achieving 100% real system power-off protection.

[0069] Specifically, the water / oil circuit simulation module 4 is equipped with an independent hardware alarm output contact, which is directly controlled by its built-in programmable hardware I / O output module. Under conditions of extremely low oil pressure or extremely high water temperature, the programmable hardware I / O output module activates, and its output physical electrical signal can bypass bus communication and background software logic to directly trigger the hardware safety cutoff mechanism in the diesel engine ECS simulation module 2, ensuring that the simulator system can realistically demonstrate the entire process of emergency shutdown protection.

[0070] In one embodiment, please refer to Figure 5 The diesel engine physical simulation module 5 adopts scaled-down physical simulation technology, and its main body consists of servo motor 2 51, vibration motor 52 and sound generator 53. Servo motor 2 51 is driven by real-time commands from diesel engine ECS simulation module 2 to simulate the rotation and speed fluctuation of diesel engine; vibration motor 52 and sound generator 53 simulate the vibration and noise of real unit according to the current operating conditions.

[0071] The present invention discloses a control method for a marine diesel engine control system training simulator, and the electronic speed regulation algorithm built into the diesel engine ECS simulation module 2. The steps are as follows.

[0072] S1, the diesel engine ECS simulation module acquires the target speed N set by the operation and training console in real time. ref (t), Set load torque M L (t), fuel pressure parameter P fed back by the water / oil circuit simulation module fuel (t), the opening parameter θ fed back by the inlet / outlet butterfly valve simulation module. air (t), and the current actual feedback speed N of the diesel engine physical simulation module. act (t).

[0073] S2, calculate the target rotational speed N ref (t) and feedback speed N act The real-time deviation value E(t) of (t), where E(t) = N ref (t)-N act (t), the theoretical fuel injection rack quantity required for the current operating condition is calculated using PID control logic. K p ,K i ,K d The proportional, integral, and derivative gain parameters are for the diesel engine ECS simulation module.

[0074] S3, based on fuel pressure parameter P fuel The proportional relationship between (t) and rated pressure P0, and the theoretical injection quantity H of the rack. cmd (t) is corrected to obtain the effective fuel injection quantity that actually participates in combustion. Wherein, when fuel pressure P fuel (t) is insufficient; even if the diesel engine ECS simulation module provides the maximum throttle, the actual fuel injection quantity will decrease, and the fuel pressure correction coefficient C... fuel The specific value selection logic is as follows: when P fuel When (t)≥P0, C fuel =1; when P fuel When (t) < P0, C fuel =P fuel (t) / P0.

[0075] S4, Obtain the butterfly valve opening parameter θ at the current moment. air (t) and feedback speed N act (t), calculate the simulated intake volume Q under the current operating condition. α The expression is K air The scavenging coefficient is the valve opening function ƒ(θ). air (t) is a characteristic function established based on the nonlinear mapping relationship between the actual butterfly valve opening angle and the air passage cross-sectional area; the simulated intake air volume Q α and effective fuel injection quantity Q ƒ Substituting into the air-fuel ratio coupling mathematical model, the instantaneous air-fuel ratio λ is calculated, and its expression is: Where L0 is the theoretical air-fuel ratio, the instantaneous air-fuel ratio λ is substituted into the combustion efficiency penalty function η(λ) to obtain the current combustion efficiency η, and then the effective fuel injection quantity Q is used as the basis for the calculation. ƒ The real-time simulated output torque M of the diesel engine is calculated using the combustion efficiency penalty function η(λ). e The expression is .

[0076] S5, Establish the Euler model of electromechanical dynamics and substitute the output torque M. e Load torque M L Based on the virtual moment of inertia J, the target driving speed N for the next control cycle is calculated. drive The expression is: Where Δt is the sampling period, M fric This is the preset mechanical friction resistance torque.

[0077] S6, set the target driving speed N drive The signals are converted into control pulse commands and sent to the servo motor 2 in the diesel engine physical simulation module to drive its operation; at the same time, the instantaneous air-fuel ratio λ and combustion efficiency η are sent to the diesel engine simulation platform to display the exhaust status and alarm information.

[0078] In one embodiment, a reverse interaction step is also included: when the virtual sensor parameters are modified in the simulation interface, the PLC controller 11 sends an electromagnetic damping adjustment command to the inlet / outlet butterfly valve simulation module 3 to change the excitation current of the damping adjustment mechanism 32, thereby changing the mechanical resistance of the actual physical operation feel and realizing reverse physical feedback.

[0079] Secondly, please refer to Figure 6 The present invention also provides a chain-like fault evolution simulation mechanism. When facing simulated complex working conditions, the logical coupling and signal evolution between modules disturb the calculation of control commands, thereby causing system failure and triggering security alarms.

[0080] Understandably, malfunctions can generally be divided into two categories: unrecoverable fatal malfunctions and recoverable fatal malfunctions. For unrecoverable fatal malfunctions (such as complete blockage of the intake manifold), the system forcibly shuts down the motor via the hardwired safety module 22 and locks the simulation state, simulating the consequences of real mechanical damage. For recoverable fatal malfunctions (such as excessively low scavenging pressure), the system guides the trainee to perform on-site troubleshooting (such as manually clearing the virtual air passage) and allows the power output to be re-established after a logic reset.

[0081] In one embodiment, the chain failure evolution mechanism is simulated as follows.

[0082] A fuel blockage fault is introduced into the operation interface of the training control console 1, with a blockage rate set to 70%. At this time, the water / oil circuit simulation module 4 simulates a fuel pressure drop signal, which drops from the rated value of 0.5MPa to 0.2MPa. This signal is transmitted to the diesel engine ECS simulation module 2 via the CAN module 110.

[0083] Upon receiving a low fuel pressure signal, the diesel engine ECS simulation module 2 automatically triggers the correction logic described in the above embodiment. Due to the (rated pressure), the fuel pressure correction coefficient decreases from 1.0 to 0.4. At this time, even if the user keeps the control handle at its maximum position, the actual effective fuel injection quantity participating in combustion will decrease. The diesel engine ECS simulation module 2 calculates the instantaneous air-fuel ratio. Due to insufficient injection pressure leading to poor atomization, the equivalent intake air volume decreases, and the calculated instantaneous air-fuel ratio falls into the decay range of the combustion efficiency penalty function (e.g., <1.2). According to the nonlinear characteristics described in claim 9, the combustion efficiency decays rapidly, resulting in drastic fluctuations in real-time output torque.

[0084] Specifically, after receiving the aforementioned calculation parameters, the diesel engine simulation platform 11 calls the thermodynamic model for secondary evolution. Due to incomplete combustion, the model calculates an abnormal increase in exhaust manifold temperature. The virtual instrument panel on the PC monitor 113 shows the exhaust temperature rapidly climbing from 350℃ to 550℃ (red zone), while the sound generator 53 emits a low, muffled sound, and the vibration motor 52 generates irregular vibrations, simulating the unstable operation of the diesel engine due to insufficient oil.

[0085] Specifically, when the high exhaust temperature lasts for more than a preset 5-second logic threshold, the protection logic module inside the diesel engine ECS simulation module 2 is activated. The system automatically blocks the high oil level limit and forcibly issues an "automatic speed reduction" command.

[0086] Servo motor 51 receives a pulse signal that forces the target drive speed to drop from 800 rpm to 400 rpm, and the speed of diesel engine physical simulation module 5 decreases accordingly. At the same time, the PC display 113 displays "Fuel Level Limit" and "Speed ​​Reduction" alarm lights, prompting the trainee to troubleshoot the problem.

[0087] In one embodiment, the safety simulation process of an emergency shutdown of a diesel engine caused by an abnormality in the intake / exhaust pipe is as follows.

[0088] When the system is set to execute a condition of excessive exhaust back pressure or complete intake blockage, the servo motor 31 in the intake / exhaust butterfly valve simulation module 3 drives the valve plate to rotate to the fully closed position. At this time, the built-in pressure sensor 33 detects that the pressure parameter in the simulated pipeline exceeds the limit safety threshold (such as back pressure higher than 0.15MPa). This abnormal pressure signal is synchronously sent to the diesel engine ECS simulation module 2.

[0089] In this embodiment, after receiving the electrical signal from the pressure sensor 33, the safety module 22 in the diesel engine ECS simulation module 2 immediately stops the output of the fuel injection command based on the PID algorithm. Simultaneously, according to the logic described in claim 3, the safety unit inside the diesel engine ECS simulation module 2 identifies the fault as an unrecoverable fatal fault and then initiates the shutdown sequence.

[0090] In this embodiment, the diesel engine ECS simulation module 2 sends a cut-off signal directly to the power control circuit of the diesel engine physical simulation module 5 via hardwired connection. This mechanism bypasses PLC software logic forwarding and instead directly cuts off the drive power of the servo motor 51 through the action of a physical relay.

[0091] Specifically, the rotating servo motor 51 loses power support, and its speed rapidly drops to zero. At the same time, the vibration motor 52 stops working, simulating the loss of inertia process when a real unit stops.

[0092] Specifically, as the diesel engine physical simulation module 5 stops, the diesel engine set simulation platform 11 acquires the stop status via the bus. The PC monitor 113 immediately flashes a red "emergency stop" alarm message. The sound generator 53 outputs a stop alarm sound effect.

[0093] This invention proposes a highly integrated interactive system that successfully solves the problem of traditional simulators being heavy on logic and light on feedback.

[0094] On the one hand, the servo motor 51 simulates the rotation of the diesel engine crankshaft, and the vibration motor 52 and sound generator 53 recreate the operating environment, allowing trainees to intuitively feel the speed fluctuations and engine vibrations. In particular, for manual operation, the damping adjustment mechanism 32 is used to convert the virtual back pressure calculated by the software into real mechanical resistance on the handwheel, realizing reverse physical feedback.

[0095] On the other hand, the examples demonstrate, through two typical scenarios—fuel blockage (a recoverable fault) and complete airway blockage (an unrecoverable fault)—that the system evolves from fluctuations in underlying physical parameters (such as decreased fuel pressure and air-fuel ratio imbalance) to secondary phenomena (such as high exhaust temperature, drastic fluctuations in output torque, and asymmetric vibration), ultimately triggering automated protection logic. This chain-like evolution logic allows trainees to deeply understand the causal relationship of faults. Furthermore, the system incorporates a hard-wired disconnection circuit (safety module 22) independent of the software logic. When simulating high-risk faults such as overspeeding or low fuel pressure, the system can directly cut off the simulator power supply via a hardware relay, realistically reproducing the consequences of mechanical damage and the emergency shutdown process.

[0096] 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 scope of the technology 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.

Claims

1. A training simulator for a marine diesel engine control system, characterized in that: The system includes a training console (1), which is connected via a system bus to an inlet / outlet butterfly valve simulation module (3) for simulating the action and feedback of pipeline actuators, a water / oil circuit simulation module (4) for providing fluid network status / fault input, a diesel engine physical simulation module (5) for simulating the physical operation, vibration and sound effects of the diesel engine, and a diesel engine ECS simulation module (2) for driving and controlling the operation of the diesel engine physical simulation module (5) based on the feedback from the inlet / outlet butterfly valve simulation module (3) and the water / oil circuit simulation module (4); the training console (1) consists of a diesel engine simulation module The simulation platform (11) consists of a simulation platform (11) and a power supply module (12); the diesel engine simulation platform (11) includes a PC host (111) that interacts with the diesel engine ECS simulation module (2) and the diesel engine physical simulation module (5) via operation commands, and a PLC controller (112) that connects indicator lights / instruments (115) and buttons / knobs (116). The PC host (111) and the PLC controller (112) are respectively connected to the system bus via a CAN module (110). The PC host (111) is externally connected to a PC display (113) and a keyboard (114); the diesel engine ECS simulation module ( 2) Includes a speed control module (21) and a safety module (22); the speed control module (21) drives the diesel engine physical simulation module (5) to operate by receiving instructions from the training console (1); the safety module (22) is connected to the power supply of the diesel engine physical simulation module (5); when it receives an alarm signal from the water / oil circuit simulation module (4) or the inlet / outlet butterfly valve simulation module (3), it cuts off the power supply of the diesel engine physical simulation module (5) to simulate the runaway protection function of the real system; the inlet / outlet butterfly valve simulation module (3) includes a servo motor (31) connected to the diesel engine ECS simulation module (2) and The damping adjustment mechanism (32) is connected to the PLC controller (112). The servo motor (31) is connected to the pressure sensor (33), and the pressure sensor (33) is connected to the diesel engine ECS simulation module (2). The water / oil circuit simulation module (4) includes a contactor connected to the security module (22) and an I / O output module connected to the diesel engine simulation platform (11). The diesel engine physical simulation module (5) includes a servo motor (51) connected to the diesel engine ECS simulation module (2) and a vibration motor (52) and a sound generator (53) connected to the servo motor (51).

2. The marine diesel engine control system training simulator according to claim 1, characterized in that, The servo motor (31) adjusts the valve opening according to the instruction of the diesel engine ECS simulation module (2) and transmits the opening signal back through the position sensor. The pressure sensor (33) simulates the pressure alarm in the pipeline and triggers the protection shutdown of the diesel engine ECS simulation module (2).

3. The marine diesel engine control system training simulator according to claim 1, characterized in that, The damping adjustment mechanism (32) is an electromagnetic powder brake, used to simulate the physical back pressure when manually adjusting the valve; the PLC controller (112) outputs a variable current to the electromagnetic powder brake according to the received pipeline back pressure data, thereby adjusting the physical damping torque of the valve handwheel and providing reverse physical resistance feedback to simulate the manual adjustment of the valve.

4. A training simulator for a marine diesel engine control system according to claim 1, 2, or 3, characterized in that, When the water / oil circuit simulation module (4) injects a cooling water circuit fault signal, the simulated water temperature parameter rises with the time gradient; when the water / oil circuit simulation module (4) injects a low fuel level fault signal, it triggers the early warning alarm, automatic speed reduction and protection shutdown logic of the diesel engine ECS simulation module (2).

5. A control method for a training simulator for a marine diesel engine control system as claimed in claim 1, characterized in that, Includes the following steps: S1, the diesel engine ECS simulation module (2) acquires the target speed N set by the operation and training console (1) in real time. ref (t), Load torque M L (t), fuel pressure parameter P fed back by water / oil circuit simulation module (4) fuel (t), the opening parameter θ fed back by the inlet / outlet butterfly valve simulation module (3) air (t), and the feedback speed N of the diesel engine physical simulation module (5). act (t); S2, Calculate the target rotational speed N ref (t) and feedback speed N act The real-time deviation value of (t) is E(t) = N ref (t)-N act (t), using PID control logic to calculate the theoretical fuel injection rack quantity required for the current operating condition. K p ,K i ,K d The proportional, integral, and differential gain parameters of the diesel engine ECS simulation module (2); S3, based on fuel pressure parameter P fuel The proportional relationship between (t) and rated pressure P0, and the theoretical injection quantity H of the rack. cmd (t) is corrected to obtain the effective fuel injection quantity that actually participates in combustion. Fuel pressure correction factor C fuel The value is: when P fuel When (t)≥P0, C fuel =1; when P fuel When (t) < P0, C fuel =P fuel (t) / P0; S4, Obtain the butterfly valve opening parameter θ at the current moment. air (t) and feedback speed N act (t), calculate the simulated intake volume under the current operating conditions. K air The scavenging coefficient is the valve opening function ƒ(θ). air (t) is the characteristic function of the relationship between the actual butterfly valve opening angle and the cross-sectional area of ​​the air passage; the simulated intake volume Q is... α and effective fuel injection quantity Q ƒ Substituting into the air-fuel ratio coupling mathematical model, the instantaneous air-fuel ratio is calculated. Where L0 is the theoretical air-fuel ratio, the instantaneous air-fuel ratio λ is substituted into the combustion efficiency penalty function η(λ) to obtain the current combustion efficiency η, and then the effective fuel injection quantity Q is used as the basis for the calculation. ƒ The real-time simulated output torque of the diesel engine is calculated using the combustion efficiency penalty function η(λ). ; S5, Establish the Euler model of electromechanical dynamics and substitute the output torque M. e Load torque M L Based on the virtual moment of inertia J, the target driving speed for the next control cycle is calculated. Where Δt is the sampling period, M fric This is the preset mechanical friction resistance torque; S6, set the target drive speed N drive The control pulse command is converted into a control pulse command and sent to the servo motor (51) to drive its operation; at the same time, the instantaneous air-fuel ratio λ and combustion efficiency η are sent to the diesel generator set simulation platform (11) to display the exhaust status and alarm information.

6. The control method for a training simulator of a marine diesel engine control system according to claim 5, characterized in that, In step S4, a lean-burn critical threshold and a severe oxygen deficiency threshold are preset. When the instantaneous air-fuel ratio λ is greater than the preset lean-burn critical threshold, the combustion efficiency penalty function η(λ) = 1. When the instantaneous air-fuel ratio λ is less than the lean-burn critical threshold and greater than the severe oxygen deficiency threshold, the combustion efficiency penalty function η(λ) decreases nonlinearly with the decrease of the air-fuel ratio, which is used to simulate incomplete combustion and torque loss caused by insufficient intake.

7. The control method for a training simulator of a marine diesel engine control system according to claim 6, characterized in that, The relationship between the instantaneous air-fuel ratio λ and the combustion efficiency penalty function η(λ) is as follows: when the instantaneous air-fuel ratio λ ≥ 1.2, it is a normal lean-burn state, and η(λ) = 1; when 0.8 ≤ λ < 1.2, it is a critical oxygen-deficient state. , where α is the preset attenuation coefficient; when λ < 0.8, it is a severe oxygen deficiency state, η(λ) ≈ 0, at which time the simulated cylinder cannot burn effectively due to severe oxygen deficiency, and the output torque is drastically reduced.

8. The control method for a training simulator of a marine diesel engine control system according to claim 5, 6, or 7, characterized in that, Step S5 is followed by a trolley malfunction simulation step: S51, Diesel Engine ECS Simulation Module (2) Real-time Monitoring of Fuel Pressure P fuel The pressure change rate or the instantaneous air-fuel ratio λ is within the preset lean-burn critical range [λmin, λmax] and the pressure change rate exceeds the preset threshold within n consecutive sampling periods. Then, the power system is determined to have entered the critical unstable region. S52, the powertrain automatically generates periodic low-frequency disturbance torque. Where A is the disturbance amplitude, the magnitude of which is related to the fuel pressure P. fuel The rate of change is positively correlated with the mapping, ƒ hunt The preset characteristic frequency of the diesel engine travel; S53, which combines the low-frequency disturbance torque ΔM(t) and the real-time output torque M e The combined effective torque is obtained by superimposing the results. Substituting the Eulerian model of electromechanical dynamics, the target speed of the drive is calculated, so that the physical motor of the diesel engine physical simulation module (5) exhibits the physical characteristics of the motor's acoustic vibration with periodic fluctuations in speed.

9. The control method for a training simulator of a marine diesel engine control system according to claim 5, 6, or 7, characterized in that, The step S5 is followed by a surge fault simulation step: when the intake / exhaust butterfly valve simulation module (3) simulates intake blockage, even if the effective fuel injection quantity Q ƒ Given the maximum value, the diesel engine ECS simulation module (2) calculates that the instantaneous air-fuel ratio λ is insufficient, which leads to a decrease in combustion efficiency η, which limits the speed of the diesel engine physical simulation module (5). It also generates severe asymmetric vibration through the vibration motor (52), presenting a periodic surge condition.

10. The control method for a training simulator of a marine diesel engine control system according to claim 5, 6, or 7, characterized in that, When the virtual sensor parameters are modified on the simulation interface of the PC monitor (113), the PLC controller (112) sends an electromagnetic damping adjustment command to the inlet / outlet butterfly valve simulation module (3) to change the excitation current of the damping adjustment mechanism (32), thereby changing the mechanical resistance of the actual operation feel and realizing reverse physical feedback.

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