Common rail redundant engine control system and method

Abstract

The application discloses a common rail redundant engine control system and relates to the technical field of engine electronic control, and solves the technical problem that the existing electronic control unit pump cannot meet the development demand of the ship electric field. The engine connecting end of the first control unit is electrically connected with the first sensing assembly, the engine connecting end of the second control unit is electrically connected with the second sensing assembly, the whole machine end of the second control unit and the whole machine end of the first control unit are electrically connected with the control instrument, the engine connecting end of the first control unit and the engine connecting end of the second control unit are electrically connected with the switching unit, the switching unit is connected with the execution assembly, and the switching unit is provided with a manual switching switch. The application further discloses a common rail redundant engine control method. The application realizes high rail pressure control from low speed to high speed in all working conditions.

Description

Technical Field

[0001] This invention relates to the field of engine electronic control technology, and more specifically, to a common rail redundant engine control system and method. Background Technology

[0002] The redundant electronic control system is a "backup control unit" for electronically controlled marine engines. If the main control unit experiences a serious problem during navigation, it automatically switches to the backup control unit. Since functional failures in the electronic control system can affect the normal operation of the main propulsion diesel engine, ocean-going vessels should have dual electronic control systems, such as electronic control units and crankshaft angle measuring devices. Both systems should be identical in type and function. If one fails, the other system can automatically take over to maintain normal diesel engine operation and simultaneously issue relevant alarms.

[0003] Currently, the electronically controlled unit pump uses a modular high-pressure control system. The injection pressure increases with the speed, and the injection pressure is low at low speeds. This requires a large torque output to ensure the start-up process, which requires high torque at low speeds. In low-speed conditions, excessive fuel injection can easily lead to black smoke. Secondly, the pump's injection pressure changes with the speed, and the relationship between emissions and performance cannot be dynamically controlled. Finally, the unit pump has a large drive torque, resulting in high fuel consumption. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a common rail redundant engine control system and method to address the shortcomings of the existing technology and solve the technical problem that the existing electronically controlled unit pumps cannot meet the development needs of the marine electrical field.

[0005] The present invention discloses a common rail redundant engine control system, which includes a control instrument, a switching unit, a first control unit, a second control unit, an execution component, a first sensing component, and a second sensing component; The engine connection terminal of the first control unit is electrically connected to the first sensing component, the engine connection terminal of the second control unit is electrically connected to the second sensing component, the complete unit of the second control unit and the complete unit of the first control unit are both electrically connected to the control instrument, the engine connection terminals of the first control unit and the second control unit are both electrically connected to the switching unit, the switching unit is connected to the execution component, and the switching unit is equipped with a manual switching switch.

[0006] With further improvements, the first sensing component includes a first fuel temperature sensor, a first rail pressure sensor, a first lubricating oil pressure and temperature sensor, a first boost pressure and temperature sensor, a first coolant temperature sensor, and a first crankshaft speed sensor.

[0007] Furthermore, the second sensing component includes a second fuel temperature sensor, a second rail pressure sensor, a second lubricating oil pressure and temperature sensor, a second boost pressure and temperature sensor, a second coolant temperature sensor, and a second crankshaft speed sensor.

[0008] Furthermore, an electronic throttle is connected between the main unit of the first control unit and the main unit of the second control unit.

[0009] Furthermore, the first control unit is electrically connected to a first power source, and the second control unit is electrically connected to a second power source.

[0010] Furthermore, the actuators include a fuel metering valve, a pressure relief valve, a camshaft speed sensor, and fuel injectors for each cylinder.

[0011] A method for applying the above-mentioned common rail redundant engine control system, the method comprising, When the engine starts working, the first power supply is controlled to supply power to the first control unit, and the second power supply is controlled to supply power to the second control unit. The switching unit controls the first control unit to connect with the execution component so that the first control unit controls the execution component. The status of the first power supply is obtained. When the status of the first power supply is undervoltage, the control instrument issues an audible and visual alarm. The operating status of the first control unit is obtained. When the first control unit diagnoses a serious fault, burns out, has too low a power supply voltage, or disconnects the manual switch, the switching unit controls the second control unit to connect with the execution component so that the second control unit controls the execution component.

[0012] As a further improvement, when the first control unit is in working mode, the main ECU indicator light on the control instrument is lit, and the backup ECU indicator light on the control instrument is off; when the second control unit is in working mode, the main ECU indicator light on the control instrument is off, and the backup ECU indicator light on the control instrument is lit.

[0013] Beneficial effects The advantages of this invention are: This invention includes a control instrument, a switching unit, a first control unit, a second control unit, an execution component, a first sensing component, and a second sensing component. It upgrades the common rail system by adding electronic components such as a rail pressure sensor, fuel metering valve, pressure control valve, and fuel temperature sensor. This results in higher software control precision requirements, more types of faults, and a more comprehensive fault diagnosis process. It achieves high rail pressure control across all operating conditions, from low to high speeds. The high rail pressure provides better atomization, and compared to unit pumps, emissions are easier to control, resulting in more flexible control and lower fuel consumption. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the common rail redundant engine control system of the present invention; Figure 2 This is a simplified schematic diagram of the common rail redundant engine control system of the present invention.

[0015] The components are as follows: 1-Control instrument, 2-Switching unit, 3-First control unit, 4-Second control unit, 5-Manual switching switch, 6-First fuel temperature sensor, 7-First rail pressure sensor, 8-First lubricating oil pressure and temperature sensor, 9-First boost pressure and temperature sensor, 10-First coolant temperature sensor, 11-First crankshaft speed sensor, 12-Second fuel temperature sensor, 13-Second rail pressure sensor, 14-Second lubricating oil pressure and temperature sensor, 15-Second boost pressure and temperature sensor, 16-Second coolant temperature sensor, 17-Second crankshaft speed sensor, 18-Electronic throttle, 19-First power supply, 20-Second power supply, 21-Fuel metering valve, 22-Relief valve, 23-Injectors for each cylinder, 24-Camshaft speed sensor, 25-Actuation component. Detailed Implementation

[0016] The present invention will be further described below with reference to embodiments, but this does not constitute any limitation on the present invention. Any limited modifications made by any person within the scope of the claims of the present invention are still within the scope of the claims of the present invention. See Figures 1-2 The present invention provides a common rail redundant engine control system, such as... Figure 1 As shown, the system includes a control instrument 1, a switching unit 2, a first control unit 3, a second control unit 4, an execution component 25, a first sensing component, and a second sensing component.

[0017] The engine connection end of the first control unit 3 is electrically connected to the first sensing component, the engine connection end of the second control unit 4 is electrically connected to the second sensing component, the whole machine end of the second control unit 4 and the whole machine end of the first control unit 3 are both electrically connected to the control instrument 1, the engine connection end of the first control unit 3 and the engine connection end of the second control unit 4 are both electrically connected to the switching unit 2, the switching unit 2 is connected to the execution component 25, and the switching unit is equipped with a manual switching switch 5.

[0018] The first sensing component includes a first fuel temperature sensor 6, a first rail pressure sensor 7, a first lubricating oil pressure and temperature sensor 8, a first boost pressure and temperature sensor 9, a first coolant temperature sensor 10, and a first crankshaft speed sensor 11.

[0019] The second sensing component includes a second fuel temperature sensor 12, a second rail pressure sensor 13, a second lubricating oil pressure and temperature sensor 14, a second boost pressure and temperature sensor 15, a second coolant temperature sensor 16, and a second crankshaft speed sensor 17.

[0020] An electronic throttle 18 is connected between the main unit of the first control unit 3 and the main unit of the second control unit 4. The electronic throttle is a dual-potential throttle, receiving two voltage signal inputs. The high voltage is connected to the main ECU, and the low voltage is connected to the backup ECU. The corresponding voltage signal is received according to the corresponding ECU.

[0021] like Figure 2 As shown, the first control unit 3 is electrically connected to the first power supply 19, and the second control unit 4 is electrically connected to the second power supply 20.

[0022] The actuator 25 includes a fuel metering valve 21, a pressure relief valve 22, a camshaft speed sensor 24, and fuel injectors for each cylinder.

[0023] A method for applying the above-mentioned common rail redundant engine control system, the method comprising, Sensors collect engine operating information in real time and transmit it to the corresponding ECU. The ECU receives engine information from sensors, etc., analyzes, judges and processes it, and sends drive signals to the execution component 25 according to the pre-written control strategy software. It also performs fault diagnosis, network communication, calibration and monitoring. When the first control unit 3 (hereinafter referred to as the main ECU) diagnoses a serious fault, the main ECU burns out, the power supply voltage is too low or the manual switch 5 is disconnected, the switching box detects the information and immediately switches to the second control unit 4 (hereinafter referred to as the backup ECU) after diagnosis and analysis. The backup ECU starts working. Since the ECU power supply has a power-off delay function, the main and backup ECUs can be seamlessly switched to ensure the normal operation of the engine.

[0024] When the engine starts working, the first power supply 19 supplies power to the first control unit 3, the second power supply supplies power to the second control unit 4, and the switching unit controls the first control unit 3 to connect with the execution component 25 so that the first control unit 3 controls the execution component 25.

[0025] The status of the first power supply 19 is obtained. When the status of the first power supply 19 is undervoltage, the control instrument 1 issues an audible and visual alarm.

[0026] The operating status of the first control unit 3 is obtained. When the first control unit 3 diagnoses a serious fault, burns out, has an excessively low power supply voltage, or disconnects the manual switch 5, the switching unit 2 controls the second control unit 4 to connect with the execution component 25, so that the second control unit 4 controls the execution component 25. When the system is fault-free, the main ECU operates by default; when the system malfunctions, the system switches to the backup ECU for control.

[0027] When the first control unit 3 is in working mode, the main ECU indicator light on the control instrument 1 is lit, and the backup ECU indicator light on the control instrument 1 is off; when the second control unit 4 is in working mode, the main ECU indicator light on the control instrument 1 is off, and the backup ECU indicator light on the control instrument 1 is lit.

[0028] If switching unit 2 fails, the engine can be connected to any of the control units and will function normally.

[0029] The electronic control system is a high-pressure common rail system with high rail pressure control across all operating conditions, from low to high speeds. With the support of high rail pressure, better atomization effect can be achieved. Compared with a single pump, the emission volume is easier to control, more flexible, and has lower fuel consumption.

[0030] The above description is only a preferred embodiment of the present invention. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention, and these will not affect the effectiveness of the implementation of the present invention or the practicality of the patent.

Claims

1. A common rail redundant engine control system, characterized in that, The system includes a control instrument (1), a switching unit (2), a first control unit (3), a second control unit (4), an execution component (25), a first sensing component, and a second sensing component; The engine connection end of the first control unit (3) is electrically connected to the first sensing component, the engine connection end of the second control unit (4) is electrically connected to the second sensing component, the whole machine end of the second control unit (4) and the whole machine end of the first control unit (3) are both electrically connected to the control instrument (1), the engine connection end of the first control unit (3) and the engine connection end of the second control unit (4) are both electrically connected to the switching unit (2), the switching unit (2) is connected to the execution component (25), and the switching unit is provided with a manual switching switch (5).

2. The common rail redundant engine control system according to claim 1, characterized in that, The first sensing component includes a first fuel temperature sensor (6), a first rail pressure sensor (7), a first lubricating oil pressure and temperature sensor (8), a first boost pressure and temperature sensor (9), a first water temperature sensor (10), and a first crankshaft speed sensor (11).

3. The common rail redundant engine control system according to claim 1, characterized in that, The second sensing component includes a second fuel temperature sensor (12), a second rail pressure sensor (13), a second lubricating oil pressure and temperature sensor (14), a second boost pressure and temperature sensor (15), a second water temperature sensor (16), and a second crankshaft speed sensor (17).

4. The common rail redundant engine control system according to claim 1, characterized in that, An electronic throttle (18) is connected between the main unit of the first control unit (3) and the main unit of the second control unit (4).

5. A common rail redundant engine control system according to claim 1, characterized in that, The first control unit (3) is electrically connected to a first power source (19), and the second control unit (4) is electrically connected to a second power source (20).

6. A common rail redundant engine control system according to claim 1, characterized in that, The actuator (25) includes a fuel metering valve (21), a pressure relief valve (22), a camshaft speed sensor (24), and injectors for each cylinder.

7. A method for applying the common rail redundant engine control system according to any one of claims 1-6, characterized in that, The method includes, When the engine starts working, the first power supply (19) is controlled to supply power to the first control unit (3), and the second power supply is controlled to supply power to the second control unit (4). The switching unit (2) controls the first control unit (3) to connect with the execution component (25) so that the first control unit (3) controls the execution component (25). The state of the first power supply (19) is obtained. When the state of the first power supply (19) is undervoltage, the control instrument (1) issues an audible and visual alarm. The working status of the first control unit (3) is obtained. When the first control unit (3) diagnoses a serious fault, burns out, low power supply voltage or disconnects the manual switching switch (5), the switching unit (2) controls the second control unit (4) to connect with the execution component (25) so that the second control unit (4) controls the execution component (25).

8. The common rail redundant engine control method according to claim 7, characterized in that, When the first control unit (3) is in working mode, the main ECU indicator light on the control instrument (1) is lit, and the backup ECU indicator light on the control instrument (1) is off; when the second control unit (4) is in working mode, the main ECU indicator light on the control instrument (1) is off, and the backup ECU indicator light on the control instrument (1) is lit.

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