Integrated platform based marine engine in-the-loop test method, system, and storage medium

Abstract

The application discloses a kind of based on integrated platform's marine engine in-loop test method and system, method includes: starting remote operation platform and engine test stand control system, complete communication configuration, connection verification to establish remote communication link, configuration target test scene and load model parameter. Current and target parameter of engine are collected, condition deviation function is established, state matching method is used to solve speed and load optimal transition adjustment, and smooth condition switching trajectory is generated. According to optimal adjustment and trajectory, closed-loop stable adjustment is executed, and overshoot oscillation is inhibited through dynamic constraint, so that the working condition quickly converges to the target test stable interval. Stable instruction is issued to control the engine to enter the test state, collect and return test data, complete storage, presentation and export, switch scene or shut down system as needed. The test precision, safety and automation level are improved.

Description

Technical Field

[0001] This invention belongs to the field of marine power equipment testing technology, and more specifically, relates to a method, system and storage medium for in-loop testing of marine engines based on an integrated platform. Background Technology

[0002] Marine engines are the core power equipment for ship navigation, and their bench testing and in-loop verification are crucial for ensuring power performance, reliability, and economy. With the increasing size and intelligence of ships, the complexity of engine operating conditions has significantly increased, and traditional testing methods are no longer sufficient to meet modern R&D and verification needs. Currently, the bench tests commonly used in the industry are mostly fixed-condition or simple switching modes. When transitioning from the current operating state to the target test scenario, there is a lack of scientific deviation calculation and smooth transition mechanisms, which easily leads to problems such as speed fluctuations, load shocks, and overshoot oscillations. This not only affects test accuracy but may also cause unnecessary load shocks to the engine itself.

[0003] A more prominent problem is that existing testing systems generally lack the ability to adjust operating conditions in a segmented and gradual manner, failing to achieve rapid convergence and stable control during switching processes. This results in long operating condition adaptation times and difficulty in quickly reaching the stable range, severely slowing down overall testing efficiency. Furthermore, most marine engine on-loop testing relies on local operation, with insufficient remote collaboration capabilities. Unstable communication links and untimely data exchange between remote operation platforms and bench control systems make reliable execution of remote testing and rapid switching between multiple scenarios difficult.

[0004] Based on this, existing testing methods lack control logic that combines closed-loop stability adjustment with dynamic constraints, failing to effectively suppress state fluctuations during switching processes and making it difficult to guarantee the continuity, stability, and reproducibility of the testing process. Furthermore, test data acquisition, transmission, storage, and management are relatively fragmented, failing to support continuous testing under multiple operating conditions. Therefore, achieving smooth switching between operating conditions, rapid and stable convergence, and reliable remote collaboration has become a core issue that must be addressed in the on-loop testing of marine engines, which is of great significance for improving testing efficiency, ensuring testing safety, and guaranteeing data accuracy. Summary of the Invention

[0005] This invention aims to solve the core problems in marine engine in-loop testing, such as unsmooth switching between operating conditions, easy overshoot and oscillation, weak remote communication coordination, and low testing efficiency, so as to achieve rapid and stable convergence of operating conditions and improve testing accuracy, safety and automation level.

[0006] To address the aforementioned deficiencies or improvement needs of existing technologies, as a first aspect of this invention, the present invention provides a method for on-loop testing of marine engines based on an integrated platform, comprising: S1. Start the remote operation platform and engine bench control system, complete the communication configuration and communication connection validity verification between the two parties to establish a remote communication link, and complete the parameter configuration of the target test scenario and corresponding load model through the remote operation platform; S2. Collect the current operating status parameters of the engine and the target test scenario setting parameters, establish the operating condition deviation function, solve the optimal transition adjustment amount of speed and load through the state matching method, and generate a smooth and continuous operating condition switching trajectory. S3. Based on the optimal transition adjustment amount and the operating condition switching trajectory, the engine is subjected to closed-loop stability adjustment. The constraints are used to suppress the overshoot and oscillation of the engine operating state, so that the engine operating condition can be quickly converged to the stable range of the target test scenario. S4. After the operating condition adaptation is completed, the remote operation platform issues a stability control command, which, together with the engine bench control system, controls the engine to enter a stable test state. The engine bench control system collects test data and transmits it back to the remote operation platform. The remote operation platform completes the storage, presentation and export of the data, and then switches to the next test scenario according to the test requirements and repeats the operating condition adaptation and test process, or directly shuts down the engine and the entire in-loop test system.

[0007] Furthermore, the load model in S1 includes, but is not limited to: a typical operating condition load model, a minimum stable speed control model, an overspeed adjustment model, and a ship stop condition simulation model; the typical operating condition load model is adapted to test scenarios with different load levels, the minimum stable speed control model is adapted to engine idling and stability boundary test scenarios, the overspeed adjustment model is adapted to dynamic response test scenarios under sudden load unloading, and the ship stop condition simulation model is adapted to full-speed inertial ship stop and full-speed reverse ship stop test scenarios.

[0008] Furthermore, the parameter configuration of the load model in S1 includes, but is not limited to: load level parameters, speed reference parameters, torque constraint parameters, stable running time parameters, and transition response parameters. Each parameter corresponds to the requirements of the test scenario. Among them, the load level parameters correspond to different test load standards, the speed reference parameters define the test running speed range, the torque constraint parameters limit the running torque threshold, the stable running time parameters ensure the stability of test data acquisition, and the transition response parameters ensure the smoothness when switching operating conditions.

[0009] Furthermore, the operating condition deviation function in S2 is derived and constructed step by step in three stages to achieve progressive correction of the deviation between the current operating condition and the target operating condition of the engine. In the initial stage of operating condition switching, in order to quickly reduce the large deviation between the actual engine speed, actual load torque and target set value, a rapid iteration stage deviation function is constructed by superimposing the square term of speed deviation and the square term of torque deviation, so as to achieve rapid reduction of the overall deviation. After entering the operating condition transition phase, in order to solve the problem of speed fluctuation and overshoot, the square term of the real-time speed change rate is introduced as a constraint on the deviation function of the rapid iteration phase, and the deviation function of the steady adjustment phase is constructed to limit the speed change range and ensure the smooth adjustment process. During the convergence phase of the operating conditions, in order to achieve full-dimensional matching between the engine operating parameters and the target operating conditions, the speed change rate constraint is optimized into the squared term of the difference between the actual speed change rate and the target speed change rate. The original steady-state deviation term is superimposed to construct the correction stage deviation function, thereby completing the matching of speed, torque and speed change rate.

[0010] Furthermore, the process of solving for the optimal transient adjustment of speed and load in S2 is as follows: Using the deviation function of the three-stage operating conditions as the optimization objective, constraints are imposed within the safe operating speed range. Safe operating range constraints for load torque and speed change rate limit constraint The following solution is obtained using a piecewise gradient concatenation algorithm, which is applied at the transition time between adjacent stages. Satisfying gradient continuity constraints and ; in, , , These are the deviation functions for the three-stage operating conditions; for Real-time engine speed. , The upper and lower limits for safe engine speed operation; for Real-time engine load torque , The upper and lower limits for safe operation of the engine under load torque; for Real-time rate of change of engine speed. This is the maximum permissible value for the rate of change of engine speed; This refers to the switching time between adjacent adjustment phases. , The first The partial derivatives of the stage deviation function with respect to speed and load torque; By minimizing the deviation function at each time step and combining numerical integration, the discrete adjustment amount is fitted into a continuous-time function, ultimately yielding the optimal transient speed adjustment curve that changes continuously with time. With load torque optimal transition adjustment curve , and the curve is a first-order differentiable continuous trajectory; in, for The optimal transition adjustment amount for engine speed at any given time. for The optimal transition adjustment amount of engine load torque at all times.

[0011] Furthermore, the smooth and continuous operating condition switching trajectory in S2 is as follows: In time As independent variables, the optimal transition adjustment curve of the speed is... Optimal transition adjustment curve of load torque When superimposed with the initial operating parameters, a first-order continuously differentiable speed time trajectory is formed. With load torque timing trajectory ; in Initial speed for switching operating conditions The initial load torque is used for switching operating conditions; the trajectory satisfies the gradient continuity constraint of speed and torque at the transition time of the three stages, with no sudden changes or overshoot, so that the engine operating condition converges to the target operating condition state along a single smooth time sequence trajectory.

[0012] Furthermore, the process of performing closed-loop stability regulation on the engine in S3 is as follows: Real-time acquisition of actual engine operating parameters and calculation of time Speed ​​deviation Torque deviation The adjustment value is obtained by using incremental PID closed-loop correction: The correction amount is then added to the current control amount in real time to constrain the engine state tracking operating condition switching trajectory. , And the duration reaches the preset steady-state time. Complete closed-loop stable regulation; in , This refers to the engine's real-time speed and load torque. , This is the theoretical value of the trajectory. and These are the PID adjustment coefficients for speed and torque, respectively. , This represents the allowable deviation in steady state.

[0013] Furthermore, the constraint condition in S3 is: in This refers to the engine's real-time speed. For real-time load torque, , To ensure safe upper and lower speed limits, , Within the safe range of load torque, , These are the maximum permissible rates of change of speed and torque, respectively. , The theoretical value of the preset working condition switching trajectory, , Allowable deviation for trajectory tracking.

[0014] As a second aspect of the present invention, a marine engine in-loop testing system based on an integrated platform is also provided, comprising: The remote communication and parameter configuration unit is used to start the remote operation platform and the engine bench control system, complete the communication configuration and communication connection validity verification between the two parties to establish a remote communication link, and complete the parameter configuration of the target test scenario and the corresponding load model through the remote operation platform. The optimal transition trajectory generation unit is used to collect the current operating status parameters of the engine and the target test scenario setting parameters, establish the operating condition deviation function, solve the optimal transition adjustment amount of speed and load through the state matching method, and generate a smooth and continuous operating condition switching trajectory. The closed-loop stable operating condition convergence unit is used to perform closed-loop stable adjustment of the engine based on the optimal transition adjustment amount and the operating condition switching trajectory. It uses constraints to suppress the overshoot and oscillation of the engine operating state, so that the engine operating condition can be quickly converged to the stable range of the target test scenario. The remote testing and data management unit is used to issue stability control commands to the remote operation platform after the operating condition adaptation is completed. The remote operation platform coordinates with the engine bench control system to control the engine to enter the stable test state. The engine bench control system collects test data and sends it back to the remote operation platform. The remote operation platform completes the storage, presentation and export of data, and then switches to the next test scenario according to the test requirements and repeats the operating condition adaptation and test process, or directly shuts down the engine and the entire in-loop test system.

[0015] As a third aspect of the invention, a computer-readable storage medium is also provided, on which a computer program is stored, which is executed by a processor as described in any one of the claims: a method for testing marine engines based on an integrated platform.

[0016] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects: 1. The integrated platform-based method for on-loop testing of marine engines of the present invention achieves closed-loop testing of the entire operating state of the marine engine by building an integrated testing platform that integrates engine operating parameter acquisition modules, operating condition simulation modules, and data interaction modules. The platform pre-calibrates the target operating condition parameters of the engine, synchronously collects core data such as speed, torque, and fuel consumption rate during actual operation, compares them with the target parameters in real time, quickly identifies operating deviations, and feeds them back to the control unit. This design relies on the collaborative computing capabilities of the integrated platform to replace the inefficient data interaction of traditional decentralized testing, ensuring the response speed and control accuracy of engine operating parameters during testing, while avoiding the influence of external environmental interference on the test results, providing a stable and accurate testing foundation for the performance verification of marine engines.

[0017] 2. The integrated platform-based marine engine in-loop testing method of this invention constructs a multi-dimensional operating condition simulation model to adapt to the load characteristics of marine engines under different navigation scenarios. The integrated platform has a built-in database of typical navigation conditions such as near-shore, open-sea, and waterway congestion, and can dynamically switch load simulation parameters according to test requirements to accurately reproduce the engine's operating performance under varying speeds and torques. Simultaneously, the platform collects auxiliary parameters such as engine exhaust temperature, oil pressure, and water temperature in real time, and analyzes them in conjunction with core operating data to comprehensively cover multi-dimensional testing requirements such as engine power output, energy consumption control, and fault tolerance. This avoids the limitations of single-parameter testing, achieves comprehensive verification of engine performance, and enhances the practicality and reference value of the test results.

[0018] 3. The marine engine in-loop testing method based on an integrated platform of this invention achieves full-process traceability and efficient result analysis by establishing a data-driven closed-loop testing management system. The integrated platform records real-time data across all dimensions during engine testing, including parameter change curves, adjustment response times, and deviation correction processes, establishing standardized test archives to facilitate subsequent source analysis of engine performance fluctuations and the effectiveness of adjustment strategies. Simultaneously, based on the collected test data, the platform automatically generates performance evaluation reports, quantifying the degree of conformity between engine operating indicators and design standards. This provides quantitative evidence for the optimization, debugging, and troubleshooting of marine engines, significantly improving testing efficiency and the value of results transformation. Attached Figure Description

[0019] Figure 1 This is a flowchart of the in-loop testing method for marine engines based on an integrated platform, according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the in-loop testing process according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the system units in an embodiment of the present invention. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0021] Example 1 Please refer to Figure 1 This embodiment 1 provides a method for in-loop testing of marine engines based on an integrated platform, including: S1. Start the remote operation platform and engine bench control system, complete the communication configuration and communication connection validity verification between the two parties to establish a remote communication link, and complete the parameter configuration of the target test scenario and corresponding load model through the remote operation platform; S2. Collect the current operating status parameters of the engine and the target test scenario setting parameters, establish the operating condition deviation function, solve the optimal transition adjustment amount of speed and load through the state matching method, and generate a smooth and continuous operating condition switching trajectory. S3. Based on the optimal transition adjustment amount and the operating condition switching trajectory, the engine is subjected to closed-loop stability adjustment. The constraints are used to suppress the overshoot and oscillation of the engine operating state, so that the engine operating condition can be quickly converged to the stable range of the target test scenario. S4. After the operating condition adaptation is completed, the remote operation platform issues a stability control command, which, together with the engine bench control system, controls the engine to enter a stable test state. The engine bench control system collects test data and transmits it back to the remote operation platform. The remote operation platform completes the storage, presentation and export of the data, and then switches to the next test scenario according to the test requirements and repeats the operating condition adaptation and test process, or directly shuts down the engine and the entire in-loop test system.

[0022] Please refer to Figure 2 This embodiment will further elaborate on the above steps.

[0023] (1) Remote communication and parameter configuration With the development of new energy power technologies for ships, the bench verification of four-stroke methanol and ammonia engines has placed higher demands on the standardization, remote operation, and accuracy of operating condition matching in the testing process. Traditional local testing methods are difficult to achieve flexible switching between multiple scenarios and stable operating condition control. To meet the testing requirements of these engines in terms of thermal efficiency, fuel consumption, and emission characteristics, the testing system first completes the startup and collaborative preparation of the remote operation platform and the engine bench control system.

[0024] After the system starts up, the communication methods of both ends are configured uniformly to ensure that commands and data can be transmitted stably at the set frequency. The connectivity and reliability of the communication link are confirmed through multiple interactive verifications to avoid signal interruption or data delay during the test.

[0025] Based on stable remote communication, operators select the corresponding test items through a remote physical operation platform and complete the parameter loading of the target test scenario and the corresponding load model. The load models used by the system are classified and set according to the test type, including typical working condition load models, minimum stable speed control models, overspeed adjustment models, and ship stop condition simulation models, which correspond to different load level tests, idling boundary tests, sudden load unloading dynamic tests, and ship stop condition simulation tests, respectively.

[0026] In the parameter configuration phase, the load model is set according to the test requirements. The main configuration contents include load level parameters, speed reference parameters, torque constraint parameters, stable operating time parameters, and transient response parameters. The load level parameters are used to determine the load ratio of the engine during the test. The speed reference parameters define the engine's operating speed range. The torque constraint parameters limit the upper limit of load output to ensure equipment safety. The stable operating time parameters ensure sufficient and effective data acquisition period. The transient response parameters are used to optimize the working condition switching process, making the engine's state transition smoother. The overall configuration process closely follows the test requirements, providing accurate operational basis for subsequent engine control and data acquisition.

[0027] For example, in a specific embodiment, the overall idea of ​​the business scenario is to design a corresponding test scenario based on the requirements of the host bench test, transmit the speed and load requirements to the engine bench control system through remote communication, and then control the engine speed and dynamometer load through the engine control system. Finally, the collected engine test data is transmitted to the remote physical operation platform through communication.

[0028] The engine hardware-in-the-loop test is conducted on a physical operating platform to verify the thermal efficiency (power, diesel consumption rate, methanol consumption rate, ammonia consumption rate) and emission (NOx, CO2) compliance of the four-stroke methanol and ammonia engine. The following test items are specifically conducted: Typical load tests of a four-stroke methanol engine in diesel mode (25%, 50%, 75%, 100% load); Typical load tests of a four-stroke methanol engine in methanol mode (25%, 50%, 75%, 100% load); Four-stroke methanol engine diesel mode boat stopping test (full-speed inertial boat stopping test and full-speed reverse boat stopping test); Minimum stable speed test of a four-stroke methanol engine in diesel mode; Minimum stable speed test of a four-stroke methanol engine in methanol mode; Typical load tests of a four-stroke ammonia engine in diesel mode (25%, 50%, 75%, 100% load); Typical load tests of a four-stroke ammonia engine in ammonia mode (25%, 50%, 75%, 100% load); Overspeed test (sudden load unloading) of a four-stroke ammonia engine in diesel mode; Minimum stable speed test of a four-stroke ammonia engine in diesel mode; Minimum stable speed test of a four-stroke ammonia engine in ammonia mode.

[0029] (2) Generation of optimal transition trajectory After establishing remote communication and configuring the test scenario and load model parameters, the system enters the operating condition matching and trajectory planning stage. This stage is crucial for resolving issues such as fluctuations, overshoot, and slow convergence during engine operating condition switching, and is also a core step in ensuring the stable conduct of methanol and ammonia engine bench tests. The system first collects the engine's current actual operating status parameters in real time, and simultaneously reads the set parameters corresponding to the target test scenario. Both types of parameters are synchronously introduced into the operating condition deviation calculation process, providing a data foundation for subsequent adjustment calculations.

[0030] The operating condition deviation function is derived and constructed step by step in three stages to progressively correct the state deviation between the engine's current operating condition and the target operating condition. The derivation process, function expression, and parameter explanation for each stage are as follows: First, in the initial stage of operating condition switching, there is a significant deviation in speed and torque between the current engine operating condition and the target operating condition. The core requirement is to quickly reduce the overall deviation. Therefore, the deviation function construction process in the rapid iteration stage is as follows: using engine speed and torque as the core steady-state parameters, the speed deviation is calculated using the current actual speed. Set the rotation speed according to the target scene The squared difference quantization, i.e. The torque deviation is determined by the current actual load torque. Torque set according to the target scenario The squared difference quantization, i.e. By superimposing the two biases, we obtain the bias function for the fast iteration stage: in This is the current actual engine speed. Set the rotation speed for the target scene. This represents the engine's current actual load torque. Set the torque for the target scenario to quickly reduce the overall deviation between speed and torque; Secondly, during the transition phase of the operating condition, the engine speed and torque gradually approach the target values, but speed fluctuations and overshoot are prone to occur. Therefore, based on the deviation function of the rapid iteration phase, a speed change rate constraint term needs to be added to derive the deviation function of the smooth adjustment phase: introducing the real-time change rate of the current engine speed. through its squared terms To constrain the range of speed variation and prevent excessive fluctuations, the speed and torque deviation terms from the accelerated iteration phase are superimposed to obtain the deviation function for the stable adjustment phase: in This is the real-time rate of change of the engine's current speed, used to suppress speed fluctuations and ensure a smooth adjustment process; Finally, entering the convergence phase, the engine speed and torque are close to the target values. The core requirement is to achieve accurate matching across all dimensions, which requires further optimization of the deviation function and derivation of the deviation function for the precise correction phase: optimizing the speed change rate constraint term in the smooth adjustment phase to the current speed change rate. Rate of change of rotation speed set with respect to the target scenario The square of the difference, i.e. By accurately quantifying the dynamic deviation and superimposing the steady-state deviation terms of speed and torque, a precise correction stage deviation function is obtained: in Set the speed change rate for the target scenario to achieve full-dimensional matching of speed, torque, and speed change rate.

[0031] After constructing the three-stage deviation function, the system uses the deviation function of the three-stage operating conditions as the optimization objective, and constrains the speed within the safe operating range. Safe operating range constraints for load torque and speed change rate limit constraint The following solution is obtained using a piecewise gradient concatenation algorithm, which is applied at the transition time between adjacent stages. Satisfying gradient continuity constraints and ; in, , , These are the deviation functions for the three-stage operating conditions; for Real-time engine speed. , The upper and lower limits for safe engine speed operation; for Real-time engine load torque , The upper and lower limits for safe operation of the engine under load torque; for Real-time rate of change of engine speed. This is the maximum permissible value for the rate of change of engine speed; This refers to the switching time between adjacent adjustment phases. , The first The partial derivatives of the stage deviation function with respect to speed and load torque; By minimizing the deviation function at each time step and combining numerical integration, the discrete adjustment amount is fitted into a continuous-time function, ultimately yielding the optimal transient speed adjustment curve that changes continuously with time. With load torque optimal transition adjustment curve , and the curve is a first-order differentiable continuous trajectory; in, for The optimal transition adjustment amount for engine speed at any given time. for The optimal transition adjustment amount of engine load torque at all times.

[0032] Finally, by time As independent variables, the optimal transition adjustment curve of the speed is... Optimal transition adjustment curve of load torque When superimposed with the initial operating parameters, a first-order continuously differentiable speed time trajectory is formed. With load torque timing trajectory ; in Initial speed for switching operating conditions The initial load torque is used for switching operating conditions; the trajectory satisfies the gradient continuity constraint of speed and torque at the transition time of the three stages, with no sudden changes or overshoot, so that the engine operating condition converges to the target operating condition state along a single smooth time sequence trajectory.

[0033] (3) Closed-loop stable operating condition convergence After completing the trajectory planning for the operating condition switching and solving for the optimal transition adjustment, the system enters the closed-loop stable adjustment stage. This stage is the core link to ensure a smooth transition of the engine operating condition to the target test range. It aims to solve the technical pain points of traditional testing processes, such as overshoot oscillation, slow convergence speed, and operating parameters exceeding the safe range during operating condition switching, and to provide a stable and safe operating environment for bench testing of methanol and ammonia engines.

[0034] During the actual execution process, the engine's actual operating parameters are continuously collected in real time, and the timing is calculated. Speed ​​deviation Torque deviation The adjustment value is obtained by using incremental PID closed-loop correction: The correction amount is then added to the current control amount in real time to constrain the engine state tracking operating condition switching trajectory. , And the duration reaches the preset steady-state time. Complete closed-loop stable regulation; in , This refers to the engine's real-time speed and load torque. , This is the theoretical value of the trajectory. and These are the PID adjustment coefficients for speed and torque, respectively. , This represents the allowable deviation in steady state.

[0035] Specifically, the determination of the PID control coefficients for speed and torque is first based on historical operating data from engine bench tests. The Ziegler-Nichols critical proportional gain method is used to initially tune the coefficients and determine the initial value ranges for the proportional, integral, and derivative components. Subsequently, the coefficients are iteratively optimized through simulation, taking into account the operating characteristics of different test scenarios. Coefficients are adapted for different scenarios such as typical operating loads, ship stop conditions, and overspeed conditions to ensure the speed and stability of the adjustment process. Finally, during the bench test, the coefficients are fine-tuned on-site through small-amplitude step response tests. Overshoot, settling time, and steady-state error are used as evaluation indicators to ultimately determine the optimal PID control coefficients that fit the entire test process, ensuring that the closed-loop control process has no significant overshoot, converges quickly, and meets the test requirements in steady-state accuracy.

[0036] To further enhance the stability and safety of the adjustment process, the system incorporates constraints throughout, imposing multi-dimensional limitations on the engine's operating state. These constraints cover the safe upper and lower limits of engine speed and the safe range of load torque, while also limiting the maximum rate of change of speed and load torque to prevent sudden changes in speed or torque due to excessive adjustment. Furthermore, the system sets allowable deviations for speed and torque trajectory tracking, ensuring that engine operating parameters always closely match the theoretical values ​​of the operating condition switching trajectory. Through real-time constraints and adjustments, overshoot and oscillation phenomena that may occur during engine operation are effectively suppressed, ensuring a smooth and controllable adjustment process. Specifically, this is illustrated below: in This refers to the engine's real-time speed. For real-time load torque, , To ensure safe upper and lower speed limits, , Within the safe range of load torque, , These are the maximum permissible rates of change of speed and torque, respectively. , The theoretical value of the preset working condition switching trajectory, , Allowable deviation for trajectory tracking.

[0037] When the system detects that both the real-time speed deviation and the real-time torque deviation are less than the preset steady-state allowable deviation, and this state continues for the preset steady-state judgment duration, it determines that the engine operating condition has stabilized within the stable range of the target test scenario, and the closed-loop stability adjustment process is completed. At this point, the engine operating parameters are stable within the target range, and the subsequent stability testing phase can begin, laying a solid foundation for the accurate acquisition of test data.

[0038] (4) Remote testing and data management After the engine operating conditions are adapted and stabilized within the operating range of the target test scenario, the system enters the formal testing and data management phase. This phase is the final step in verifying the thermal efficiency and emission characteristics of methanol and ammonia engines and ensuring the integrity and reliability of test data. It also takes into account the automated workflow requirements for continuous testing in multiple scenarios, solving problems such as data dispersion, cumbersome operation, and low efficiency in scenario switching in traditional testing processes.

[0039] Once the system determines that the engine's operating state meets the steady-state requirements, the remote operation platform sends a stability control command to the engine test bench control system, locking the current speed, load torque, and other core operating parameters. It then coordinates with the test bench control system to maintain the engine's stable test state, ensuring that the operating conditions are stable and the parameters are not deviated during the test, thus providing a stable operating foundation for the accurate acquisition of test data.

[0040] The engine bench control system continuously collects comprehensive test data from the engine at a preset communication frequency, covering key indicators such as load torque, engine set speed, actual speed, output power, fuel consumption rate, methanol / ammonia fuel consumption rate, concentration of various emissions, exhaust temperature, boost air temperature, exhaust pressure, boost air pressure, and shaft vibration value. The collected real-time data is transmitted back to the remote operation platform via an established remote communication link. Upon receiving the data, the remote operation platform automatically classifies and stores it, establishing standardized test data archives. Simultaneously, it presents real-time curves and values ​​of engine operating parameters through a visual interface, facilitating real-time monitoring of the test status by operators. After testing, the platform supports exporting complete test data and performance reports in a preset format, providing data support for engine performance analysis and compliance verification.

[0041] After data acquisition and management are completed, the system executes subsequent processes according to testing requirements: If multi-scenario continuous testing is required, the remote operation platform automatically switches to the next target test scenario, reconfigures the corresponding load model parameters, repeats the entire process of condition adaptation, closed-loop adjustment and stability testing, and realizes automated continuous execution of multi-condition testing; if all test items are completed, the remote operation platform issues a shutdown command, coordinates with the engine bench control system to gradually reduce the engine load and shut down the engine, and sequentially shuts down the bench control system and the remote operation platform to complete the safe shutdown of the entire in-loop test system and avoid damage to the equipment due to forced shutdown.

[0042] Example 2 Please refer to Figure 3 This embodiment 2 provides a marine engine in-loop testing system based on an integrated platform, including: The remote communication and parameter configuration unit is used to start the remote operation platform and the engine bench control system, complete the communication configuration and communication connection validity verification between the two parties to establish a remote communication link, and complete the parameter configuration of the target test scenario and the corresponding load model through the remote operation platform. The optimal transition trajectory generation unit is used to collect the current operating status parameters of the engine and the target test scenario setting parameters, establish the operating condition deviation function, solve the optimal transition adjustment amount of speed and load through the state matching method, and generate a smooth and continuous operating condition switching trajectory. The closed-loop stable operating condition convergence unit is used to perform closed-loop stable adjustment of the engine based on the optimal transition adjustment amount and the operating condition switching trajectory. It uses constraints to suppress the overshoot and oscillation of the engine operating state, so that the engine operating condition can be quickly converged to the stable range of the target test scenario. The remote testing and data management unit is used to issue stability control commands to the remote operation platform after the operating condition adaptation is completed. The remote operation platform coordinates with the engine bench control system to control the engine to enter the stable test state. The engine bench control system collects test data and sends it back to the remote operation platform. The remote operation platform completes the storage, presentation and export of data, and then switches to the next test scenario according to the test requirements and repeats the operating condition adaptation and test process, or directly shuts down the engine and the entire in-loop test system.

[0043] This embodiment 3 also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can implement any step of a marine engine in-loop testing method based on an integrated platform.

[0044] The computer-readable storage medium may include various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0045] For a description of the computer-readable storage medium provided in this application, please refer to the above method embodiments; further details will not be repeated here.

[0046] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for loop testing of marine engines based on an integrated platform, characterized in that, include: S1. Start the remote operation platform and engine bench control system, complete the communication configuration and communication connection validity verification between the two parties to establish a remote communication link, and complete the parameter configuration of the target test scenario and corresponding load model through the remote operation platform; S2. Collect the current operating status parameters of the engine and the target test scenario setting parameters, establish the operating condition deviation function, solve the optimal transition adjustment amount of speed and load through the state matching method, and generate a smooth and continuous operating condition switching trajectory. S3. Based on the optimal transition adjustment amount and the operating condition switching trajectory, the engine is subjected to closed-loop stability adjustment. The constraints are used to suppress the overshoot and oscillation of the engine operating state, so that the engine operating condition can be quickly converged to the stable range of the target test scenario. S4. After the operating condition adaptation is completed, the remote operation platform issues a stability control command, which, together with the engine bench control system, controls the engine to enter a stable test state. The engine bench control system collects test data and transmits it back to the remote operation platform. The remote operation platform completes the storage, presentation and export of the data, and then switches to the next test scenario according to the test requirements and repeats the operating condition adaptation and test process, or directly shuts down the engine and the entire in-loop test system.

2. The method for on-loop testing of marine engines based on an integrated platform according to claim 1, characterized in that, The load model in S1 includes, but is not limited to: typical operating condition load model, minimum stable speed control model, overspeed adjustment model, and ship stop condition simulation model; the typical operating condition load model is adapted to test scenarios with different load levels, the minimum stable speed control model is adapted to engine idling and stability boundary test scenarios, the overspeed adjustment model is adapted to dynamic response test scenarios under sudden load unloading, and the ship stop condition simulation model is adapted to full-speed inertial ship stop and full-speed reverse ship stop test scenarios.

3. The method for on-loop testing of marine engines based on an integrated platform according to claim 1, characterized in that, The parameter configuration of the load model in S1 includes, but is not limited to: load level parameters, speed reference parameters, torque constraint parameters, stable running time parameters, and transition response parameters, each of which corresponds to the requirements of the test scenario. The load level parameter corresponds to different test load standards, the speed reference parameter defines the test operating speed range, the torque constraint parameter limits the operating torque threshold, the stable operating time parameter ensures the stability of test data acquisition, and the transition response parameter ensures the smoothness during operating condition switching.

4. The method for on-loop testing of marine engines based on an integrated platform according to claim 1, characterized in that, The operating condition deviation function in S2 is derived and constructed step by step in three stages to achieve the step-by-step correction of the deviation between the current operating condition and the target operating condition of the engine. In the initial stage of operating condition switching, in order to quickly reduce the large deviation between the actual engine speed, actual load torque and target set value, a rapid iteration stage deviation function is constructed by superimposing the square term of speed deviation and the square term of torque deviation, so as to achieve rapid reduction of the overall deviation. After entering the operating condition transition phase, in order to solve the problem of speed fluctuation and overshoot, the square term of the real-time speed change rate is introduced as a constraint on the deviation function of the rapid iteration phase, and the deviation function of the steady adjustment phase is constructed to limit the speed change range and ensure the smooth adjustment process. During the convergence phase of the operating conditions, in order to achieve full-dimensional matching between the engine operating parameters and the target operating conditions, the speed change rate constraint is optimized into the squared term of the difference between the actual speed change rate and the target speed change rate. The original steady-state deviation term is superimposed to construct the correction stage deviation function, thereby completing the matching of speed, torque and speed change rate.

5. The method for on-loop testing of marine engines based on an integrated platform according to claim 1, characterized in that, The process of solving for the optimal transient adjustment of speed and load in S2 is as follows: Using the deviation function of the three-stage operating conditions as the optimization objective, constraints are imposed within the safe operating speed range. Safe operating range constraints for load torque and speed change rate limit constraint The following solution is obtained using a piecewise gradient concatenation algorithm, which is applied at the transition time between adjacent stages. Satisfying gradient continuity constraints and ; in, , , These are the deviation functions for the three-stage operating conditions; for Real-time engine speed. , The upper and lower limits for safe engine speed operation; for Real-time engine load torque , The upper and lower limits for safe operation of the engine under load torque; for Real-time rate of change of engine speed. This is the maximum permissible value for the rate of change of engine speed; This refers to the switching time between adjacent adjustment phases. , The first The partial derivatives of the stage deviation function with respect to speed and load torque; By minimizing the deviation function at each time step and combining numerical integration, the discrete adjustment is fitted into a continuous-time function, ultimately yielding the optimal transient speed adjustment curve that changes continuously with time. With load torque optimal transition adjustment curve , and the curve is a first-order differentiable continuous trajectory; in, for The optimal transition adjustment amount for engine speed at any given time. for The optimal transition adjustment amount of engine load torque at all times.

6. The method for on-loop testing of marine engines based on an integrated platform according to claim 1, characterized in that, The smooth and continuous operating condition switching trajectory in S2 is as follows: In time As independent variables, the optimal transition adjustment curve of the speed is... Optimal transition adjustment curve of load torque When superimposed with the initial operating parameters, a first-order continuously differentiable speed time trajectory is formed. With load torque timing trajectory ; in Initial speed for switching operating conditions The initial load torque is used for switching operating conditions; the trajectory satisfies the gradient continuity constraint of speed and torque at the transition time of the three stages, with no sudden changes or overshoot, so that the engine operating condition converges to the target operating condition state along a single smooth time sequence trajectory.

7. The method for on-loop testing of marine engines based on an integrated platform according to claim 1, characterized in that, The process of performing closed-loop stability adjustment on the engine in S3 is as follows: Real-time acquisition of actual engine operating parameters and calculation of time Speed ​​deviation Torque deviation The adjustment value is obtained by using incremental PID closed-loop correction: The correction amount is then added to the current control amount in real time to constrain the engine state tracking operating condition switching trajectory. , And the duration reaches the preset steady-state time. Complete closed-loop stable regulation; in , This refers to the engine's real-time speed and load torque. , This is the theoretical value of the trajectory. and These are the PID adjustment coefficients for speed and torque, respectively. , This represents the allowable deviation in steady state.

8. The method for on-loop testing of marine engines based on an integrated platform according to claim 1, characterized in that, The constraints in S3 are: in This refers to the engine's real-time speed. For real-time load torque, , To ensure safe upper and lower speed limits, , Within the safe range of load torque, , These are the maximum permissible rates of change of speed and torque, respectively. , The theoretical value of the preset working condition switching trajectory, , Allowable deviation for trajectory tracking.

9. A marine engine in-loop testing system based on an integrated platform, characterized in that, include: The remote communication and parameter configuration unit is used to start the remote operation platform and the engine bench control system, complete the communication configuration and communication connection validity verification between the two parties to establish a remote communication link, and complete the parameter configuration of the target test scenario and the corresponding load model through the remote operation platform. The optimal transition trajectory generation unit is used to collect the current operating status parameters of the engine and the target test scenario setting parameters, establish the operating condition deviation function, solve the optimal transition adjustment amount of speed and load through the state matching method, and generate a smooth and continuous operating condition switching trajectory. The closed-loop stable operating condition convergence unit is used to perform closed-loop stable adjustment of the engine based on the optimal transition adjustment amount and the operating condition switching trajectory. It uses constraints to suppress the overshoot and oscillation of the engine operating state, so that the engine operating condition can be quickly converged to the stable range of the target test scenario. The remote testing and data management unit is used to issue stability control commands to the remote operation platform after the operating condition adaptation is completed. The remote operation platform coordinates with the engine bench control system to control the engine to enter the stable test state. The engine bench control system collects test data and sends it back to the remote operation platform. The remote operation platform completes the storage, presentation and export of data, and then switches to the next test scenario according to the test requirements and repeats the operating condition adaptation and test process, or directly shuts down the engine and the entire in-loop test system.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program is executed by a processor according to any one of claims 1-8, a method for testing marine engines in the loop based on an integrated platform.

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