HIL simulation system for the main engine in the automation engine room

Abstract

To provide an HIL emulation system for a main engine of an automation engine room.SOLUTION: A system includes: a server arranged in a centralized control room; a main engine auxiliary system provided inside an engine room; a main engine physical model; and a local control box. The server is utilized for execution of combustion chamber pressure monitoring software and HIL system software. The HIL system software includes: a system maintenance management module; an evaluation function module; a communication function module; a main engine digital model; a fuel injection model; a main engine load model; a main engine heat exchange model; and an interactive type interface. The main engine auxiliary system, the main engine physical model, and the local control box all carry out communication connection with the server. This invention carries out detailed design, technology improvement, and optimizing of the main engine, the main engine auxiliary system, and other additional systems and builds an HIL simulation system for the main engine of an automated engine room organically integrating the simulation system and the automated engine room having merits of both.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to the technical field of marine engines, and in particular, to a HIL simulation system for the main engine in an automated engine room.

Background Art

[0002] The main diesel engine (abbreviated as the main engine) is a marine main power plant that attaches a propeller via a shafting device to rotationally drive the propeller, and thereby transmits its power to the hull to move the ship. This is the largest and most expensive single facility on board. To ensure the safe navigation of the ship, a marine engineer needs to receive operation training and evaluation of the main engine before officially working on the ship.

[0003] Currently, related universities and maritime administrations mainly conduct related operation training using automated engine rooms or simulation systems. Among them, since the automated engine room uses the actual main engine and its auxiliary system, the on-site operation experience is quite good and the training effect is good. However, the actual main engine brings various problems such as high construction costs, many hidden dangers, heavy pollution emissions, and a large amount of maintenance work.

[0004] The advantages and disadvantages of the simulation system are the opposite of those of the automated engine room. General simulation systems include turbine simulation consoles, main engine semi-physical simulation systems, HIL simulation systems, etc. Although these simulation products have different names, they are similar in essence, and mainly use mathematical models or 3D models to simulate and replace the actual main engine. The main engine auxiliary system is numerically simulated in the turbine simulation console, but it is usually omitted in the main engine semi-physical simulation system and the HIL simulation system, and is input into the mathematical model of the main engine with a fixed value as the limit. Moreover, these simulation products form a semi-physical simulation system by arranging some control panels and peripheral control systems. Due to the difference between the simulated control panel and the actual control system, the on-site operation experience is poor, it is difficult to grasp the structure and operation principle of the equipment and the system, and the training plan is incomplete. As a result, the training effect of the simulation system is not as good as that of the automated engine room.

[0005] If these two can be properly integrated, it may be possible to fully utilize the advantages of the imitation system and the automated engine room and overcome their disadvantages. However, in the automated engine room, since all equipment and systems use real objects, it must necessarily involve the use of real flowing media such as fuel, lubricating oil, compressed air, high-temperature cooling water, and low-temperature cooling water. In the prior art, there is a lack of a technical solution that can fully, rationally, and effectively realize the signal interaction between the real attached devices and the imitation system of the main engine. Furthermore, after the main engine imitation model replaces the real main engine, how the fuel consumption, heat exchange of lubricating oil / cooling water, compressed air consumption, etc. correspond in the relevant real object system also becomes a major technical obstacle to be overcome.

Summary of the Invention

Problems to be Solved by the Invention

[0006] The present invention provides a HIL imitation system for the main engine of an automated engine room. After the main engine imitation model replaces the real main engine in the prior art, the interaction between the real attached devices and the main engine imitation system cannot be effectively carried out, and there are technical problems such as the fuel consumption, heat exchange of lubricating oil / cooling water, compressed air consumption, etc. not corresponding in a coordinated manner. The present invention conducts detailed design, technical improvement, and optimization on the main engine, the main engine auxiliary system, and other attached systems, and constructs a HIL imitation system for the main engine of an automated engine room that organically integrates the imitation system and the automated engine room and combines the advantages of both.

Means for Solving the Problems

[0007] A HIL imitation system for the main engine of an automated engine room, which is an aspect of the present invention, includes a server arranged in the centralized control room, a main engine auxiliary system provided inside the engine room, a main engine physical model, and a local control box. The server is used for the execution of combustion chamber pressure monitoring software and HIL system software. The HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface. The combustion chamber pressure monitoring software is used to display the combustion chamber pressure of the diesel engine and the crankshaft rotation angle data calculated by the main engine digital model, check the combustion chamber operating condition parameters of the diesel engine, and analyze the operating state of the diesel engine online. The main engine auxiliary system, the main engine physical model, and the on-site control box are all communicatively connected to the server.

[0008] Furthermore, the HIL simulation system of the main engine further includes a main engine remote control system and a monitoring and warning system, and both the main engine remote control system and the monitoring and warning system are communicatively connected to the server.

[0009] On the one hand, the main engine remote control system receives the operation command of the user for the simulated main engine, performs logical judgment according to the start preparation state, and then outputs a control signal to the main engine pneumatic control system to control the operation of the relevant solenoid valve, and completes the logic of the air circuit for the remote control start, shutdown, and conversion of the main engine. On the other hand, it receives the operation command of the user for the simulated main engine, transfers the operation instruction to the engine control system through the HIL system, and finally transmits the control signals for fuel injection and exhaust valve to the main engine digital model installed on the server through the logical operation of the engine control system.

[0010] Furthermore, the main engine physical model includes the relevant fuel, lubricating oil, cooling fresh water, and compressed air systems on the main engine, is designed according to the actual medium flow, and is equipped with a fuel consumption simulation device and a compressed air consumption simulation device. The fuel consumption simulation device is used to simulate the fuel consumption during the operation process of the main engine physical object, and the compressed air consumption simulation device is used to simulate the compressed air consumption during the operation process of the main engine physical object, and discharges the compressed air entering the combustion chamber into the atmosphere.

[0011] Furthermore, the fuel injection model is modeled based on the fuel injection system of the upper computer, imitates the operating process of the fuel high-pressure oil pump and the fuel injection process of the main engine, calculates the injection start angle, injection end angle and fuel consumption, and after collecting the pressure, temperature and flow rate of the fuel supply of the main engine from the local sensors by AMS, it is necessary to transmit them to the HIL system via Ethernet.

[0012] Furthermore, the main engine heat exchange model is modeled according to the characteristic parameters of the prototype equipment of the main engine and the auxiliary system in the engine room, mainly including the combustion chamber liner cooling water heat exchange model, the low-temperature fresh water heat exchange model and the lubricating oil heat exchange model, imitates the heat exchange between the main engine and the combustion chamber liner cooling water, low-temperature cooling water and lubricating oil, and is used to calculate the parameters of the auxiliary system such as the outlet temperature of the cooling water and lubricating oil.

[0013] Furthermore, a resistance device is added to the fuel system, lubricating oil system and combustion chamber liner cooling water system of the main engine physical model to ensure that the pressure gauge display of the main engine model and the collected signal of the pressure sensor are consistent with the main engine physical object. Sensors, primitive instruments and secondary instruments are arranged on the main engine physical model according to the requirements of the prototype machine and the HIL simulation system. The secondary instruments are connected to the actual system pipeline and installed at the position of the replaced primitive instrument, and the displayed data is the simulation data provided by the HIL system.

[0014] Furthermore, the local control box includes a main engine side control box, an auxiliary blower control box and a hydraulic pump control box. The rotation speed setting value current signal output from the main engine side control box is collected by the I / O board together with the main engine side forced control signal, and then transmitted to the HIL system server via Ethernet. The appearance and layout of the auxiliary blower control box, the hydraulic pump control box, and the instruments, display lamps and buttons on them are consistent with the main engine prototype. The instruments for output control of the required simulation signals in the auxiliary blower control box and the hydraulic pump control box use secondary instruments. An IO board is installed in each control box to realize the emulation operation and interaction of the control box via Ethernet.

[0015] Furthermore, the main engine auxiliary system includes a main engine fuel supply system, a main engine combustion chamber liner cooling water system, a main engine low-temperature cooling water system, a main engine lubricating oil system, and a main engine compressed air system. Each auxiliary system is designed and constructed according to the actual medium flow and the system physical object of normal operation. The equipment power is provided by the ship's power plant. The parameters required for emulation and display are calculated by the HIL system software and output to the display. The corresponding instruments use secondary instruments.

[0016] Furthermore, the HIL emulation system of the main engine further includes an I / O communication board. The I / O communication board is arranged in the equipment of the auxiliary engine room, collects the on-site data of the engine room equipment, executes the data calculated by the HIL system software to the equipment, and is used to output the data to the display of the instrument. The I / O communication board has functions of Ethernet, serial interface, and CAN communication interface.

[0017] The present invention has the following beneficial effects compared with the prior art.

[0018] 1. The present invention organically integrates the main engine emulation system and the engine room physical object, designs the entire system (including all the equipment, system pipelines, control boxes, instruments, sensors, etc. in the engine room) according to the layout of the engine room physical object, ensures a highly consistent appearance, sound, and operation experience, makes the operator imagine that he is operating the ship's main engine physical object, and realizes an effect that is very consistent with operating the ship's main engine physical object. Moreover, compared with the main engine system physical object, the present invention solves various problems such as the high construction cost of the engine room physical object, many hidden dangers, heavy pollution emissions, and a large amount of maintenance work.

[0019] 2. In the present invention, the main engine auxiliary system (including the main engine fuel supply system, the main engine combustion chamber liner cooling water system, the main engine low-temperature cooling water system, the main engine lubricating oil system, and the main engine compressed air system) is designed and constructed according to the actual medium flow and the system physical object of normal operation to ensure consistency with the ship physical system. Moreover, a solution for the interaction between the auxiliary system physical object and the HIL simulation system is designed to ensure the organic integration of the entire system.

[0020] 3. The appearance, materials, and various pipeline joints (fuel, lubricating oil, combustion chamber oil, cooling water, starting air, control air) of the main engine physical model in the present invention are consistent with the main engine prototype. Inside the main engine model, resistance devices are added to the fuel system, lubricating oil system, and combustion chamber liner cooling water system to ensure that the pressure gauge display of the main engine model and the collected signals of the pressure sensors are consistent with the main engine physical object.

[0021] 4. In the present invention, a fuel consumption simulation device is added to the fuel system pipeline of the main engine, and a compressed air consumption simulation device is added to the compressed air system, so that the fuel and compressed air consumption amounts are consistent with the actual diesel engine system.

[0022] 5. In the present invention, the main engine lubricating oil system, the main engine combustion chamber liner cooling water system, and the main engine low-temperature cooling water system are designed according to the system physical object to ensure the authenticity of the working environment. In order to reflect the heat exchange between the main engine during operation and the lubricating oil, combustion chamber liner cooling water, and low-temperature cooling water exactly like the physical object, on the basis of establishing the lubricating oil heat exchange model, the combustion chamber liner cooling water heat exchange model, and the low-temperature fresh water heat exchange model, the temperature display methods of the main engine body and the main engine auxiliary system are designed so that the virtual and the real are linked, so that all temperature parameters in the system are consistent with the main engine system physical object.

[0023] 6. The present invention arranges a MOP control station and an engine control system for the electronically fuel-injected main engine to simultaneously meet the training and evaluation requirements for the conventional main engine and the electronically fuel-injected main engine.

[0024] 7. In the present invention, a multi-type dedicated communication board that can be flexibly arranged according to the number and type of signals is designed and developed to meet the requirements for collecting and transmitting multiple different types of signals in multiple systems.

Brief Description of the Drawings

[0025] To more clearly explain the technical solutions in the embodiments of the present invention or the prior art, the following briefly introduces the attached drawings required for the description of the embodiments or the prior art. The following attached drawings are some embodiments of the present invention, and it goes without saying that those skilled in the art can obtain other attached drawings based on these attached drawings without creative labor.

[0026]

Figure 1

Modes for Carrying Out the Invention

[0027] To make the objectives, technical means, and advantages of the embodiments of the present invention clearer, the following clearly and completely describes the technical means in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. It goes without saying that the described embodiments are only some embodiments of the present invention, not all embodiments. Other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative labor shall all be included in the scope protected by the present invention.

[0028] As shown in FIG. 1, the present invention provides a HIL simulation system for the main engine of an automated engine room. The HIL simulation system for the main engine includes a server disposed in a centralized control room, a main engine auxiliary system provided inside the engine room, a main engine physical model, and a local control box. The server is used for executing combustion chamber pressure monitoring software and HIL system software. The HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface. The combustion chamber pressure monitoring software displays the combustion chamber pressure of the diesel engine and the crankshaft rotation angle data calculated by the main engine digital model, checks the combustion chamber pressure parameters of the diesel engine, and is used for online analysis of the operating state of the diesel engine. The main engine auxiliary system, the main engine physical model, and the local control box are all communicatively connected to the server.

[0029] The present invention constructs a simulation model with a marine main engine as the object of simulation, and interconnects the main engine physical model, the engine control system (abbreviated as ECS), the main engine remote control system (abbreviated as RCS), the monitoring and alarm system (abbreviated as AMS), and the main engine auxiliary system to construct a hardware-in-loop system (abbreviated as HIL) for the main engine. The HIL system collects on-site data through sensors and data collection devices, receives operation signals from the main engine remote control system, local control boxes, etc., inputs them into a mathematical model for calculation, obtains the real-time operating state and data of the main engine, and then outputs them to instruments and equipment for operation and display. The overall goal of the HIL system is that when an operator operates the simulated main engine, the HIL system operates in place of the actual main engine, and simulates the operating state of the actual main engine in real time and exactly like the real thing, so that the operator can imagine that they are operating the actual marine main engine, and achieve an effect that is very consistent with operating the actual marine main engine.

[0030] The HIL system can achieve all working conditions of the operation of the ship's main engine, such as startup preparation, startup, acceleration, program loading, rotational speed control, emergency operation, deceleration, shutdown, conversion, reverse startup, etc., instead of the actual main engine. The rotational speed signal generated by simulating the HIL system drives the flywheel of the main engine through a frequency conversion motor to simulate the operation of the main engine, and each secondary instrument on the main engine is also controlled by the output signal of the HIL system. The display of the thermomechanical parameters and the acoustic effects of the main engine physical model (including the related fuel, lubricating oil, cooling fresh water, and compressed air systems on the main engine) are required to be consistent with the actual object.

[0031] The main engine auxiliary system (including fuel system, lubricating oil system, combustion chamber liner cooling water system, low-temperature fresh water system, compressed air system, etc.) is designed and constructed according to the actual medium flow rate and the system object of normal operation, and the equipment power is provided by the ship's power plant. The influence of the main engine on the auxiliary system is displayed through secondary instruments, and the steady-state values and dynamic processes are required to be consistent with the actual main engine.

[0032] Specifically, the HIL system mainly includes a set of servers (including a set of HIL system software and combustion chamber pressure monitoring software respectively), a set of main engine physical models, a set of local control boxes, a set of engine control systems (ECS), a main engine auxiliary system, a main engine remote control system, a monitoring and alarm system, a set of MOP control stations (including a set of MOP simulation software), a network switch, a set of amplified acoustic equipment, and a set of I / O communication boards.

[0033] The entire system (including all equipment, system pipelines, control boxes, instruments, etc. in the engine room) is designed according to the layout of the actual engine room to ensure a very consistent appearance and operating experience. The user can control the main engine remote control system and send various control commands to the simulated main engine through the HIL system, but it is necessary to ensure that the auxiliary system is operating normally. The HIL system collects the status data of the auxiliary system in real time, judges the operating state of the auxiliary system, and controls the operation of the main engine simulation model accordingly. When the auxiliary system is abnormal, the simulated main engine gives an operation or response according to the actual main engine to ensure consistency with the actual ship system.

[0034] Each module of the system will be described as follows.

[0035] 1. Server The server is arranged on the centralized control console in the centralized control room of the engine room and is composed of a high-performance PC desktop and a computer display unit. It is the core of the entire HIL system. The recommended settings for the PC desktop are as follows: 8-core CPU + 512G, 16G of RAM, 250TB SSD P1000 4G discrete graphics.

[0036] The server collects on-site signals, AMS communication data, and commands for the main engine of the RCS in real time, and outputs the performance parameters of the simulated main engine and the auxiliary system to the secondary instruments, RCS, AMS, and frequency converters of the drive motors in the engine room in real time through calculations in the mathematical simulation model in the HIL system software.

[0037] On the server, the HIL system software and the cylinder pressure monitoring software are being run. Both pieces of software are developed in the C# language of the.NET platform, and the interactive interface is developed using the WPF interface framework. The combustion chamber pressure monitoring software tabulates the combustion chamber pressure of the diesel engine and the crankshaft rotation angle data calculated by the host digital model, and by displaying them in the form of a bar graph and a curve graph, it is used to check the combustion chamber pressure parameters of the diesel engine and analyze the operating state of the diesel engine online. The HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a host digital model, a fuel injection model, a host load model, a host heat exchange model, and an interactive interface.

[0038] The system maintenance management module is equipped with a self-diagnosis program for monitoring the operating states of the system, network, and I / O board in real time. When a failure occurs, it can give an acoustic-optical display and at the same time record and save the operation history and history data.

[0039] The evaluation function module is developed based on weighted value distribution, parameter threshold identification, and fuzzy identification, and can realize intelligent evaluation and scoring for host operations. For specific evaluation items, information such as score weighted values, evaluation periods, keywords of evaluation elements, categories of evaluation functions, and thresholds can be flexibly arranged in the XML file according to requirements.

[0040] The communication function module is developed according to the TCP / IP communication protocol and is used to realize communication with the I / O communication board, ECS system, MOP, AMS, and RCS.

[0041] The main engine digital model is modeled by the zero-dimensional modeling method of the engine based on the operating principle and characteristic parameters of the upper computer. First, the modeling and calibration are carried out in MABLAB / SIMULINK. Next, based on the adjusted SIMULINK diesel engine model, the engine mathematical model is developed in C# language. Compared with the case of implementing the packaged file of SIMULINK, the main engine digital model directly developed in C# in the system software operates more efficiently and is more flexible in debugging and setting. The main engine digital model simulates the operating process of the main engine and calculates and outputs the thermal mechanical parameters such as the efficiency of the main engine, scavenging pressure, scavenging temperature, exhaust pipe pressure, exhaust pipe temperature, exhaust temperature of each combustion chamber, rotational speed of the turbine, and temperature at the rear of the turbine in real time. A fault mechanism model is incorporated into the main engine digital model so that typical faults of the main engine can be simulated. The simulated working parameters of the main engine digital model basically match the data of the diesel engine, and the starting, stopping, conversion, speed adjustment, and dynamic process of the main engine digital model are consistent with the actual ship, and it has the functions of starting preparation operation, berthing and departure, constant speed navigation, emergency operation, and equipment and system fault analysis. Furthermore, the control logic method and mathematical model of the main engine auxiliary blower and the hydraulic control system are used to control the auxiliary blower and the hydraulic pump and simulate the state and parameter display.

[0042] The fuel injection model is modeled and developed based on the fuel injection system of the upper computer. By detecting the operating state of the actual main engine, it judges the fuel supply and flow state, and then simulates the operating process of the fuel high-pressure oil pump and the fuel injection process of the main engine, and calculates the injection start angle, injection end angle, and fuel consumption. The pressure, temperature, and flow rate of the fuel supply of the main engine need to be collected by AMS from the local sensors and then transmitted to the HIL system in real time via Ethernet. The HIL system judges the fuel supply and flow rate through these signals. That is, the pressure, temperature, and flow rate entering the main engine utilize the actual signals, and the injection start angle, injection end angle, and fuel consumption are calculated through simulation.

[0043] The main engine load model is developed by considering various influencing factors such as severe sea conditions, hull fouling, draft, and navigation area, and combining the characteristics of the ship and thruster. It includes the mathematical model of the ship's straight-line motion and the four-quadrant dynamics model of the propeller, simulates the propeller load of the ship, realizes the coordinated operation of the main engine and propeller under various working conditions, and can simulate the propulsion situation of the ship under various influences such as severe sea conditions, hull fouling, draft, and navigation area.

[0044] The main engine heat exchange model is modeled according to the characteristic parameters of the prototype equipment of the main engine and auxiliary system in the engine room, and mainly includes the combustion chamber liner cooling water heat exchange model, the low-temperature fresh water heat exchange model, and the lubricating oil heat exchange model. It simulates the heat exchange between the main engine and the combustion chamber liner cooling water, low-temperature cooling water, and lubricating oil, and is used to calculate the parameters of the auxiliary system such as the outlet temperature of the cooling water and lubricating oil.

[0045] The combustion chamber liner cooling water heat exchange model is established based on the main engine high-temperature cooling water system and main engine characteristic parameters in the engine room. It simulates the cooling performance of the cooling water system for the main engine, calculates the temperature change of the cooling water under various operating conditions of the main engine, and the condition is that the change law of the thermodynamic parameters of the high-temperature fresh water basically coincides with the data of the prototype machine or sea trial. AMS needs to collect the signals of the pressure and inlet temperature of the main engine combustion chamber liner fresh water cooling system from the local sensors and then transmit them to the HIL system server in real time. The combustion chamber liner cooling water heat exchange model calculates the cooling water temperature at the outlet of each combustion chamber and the main pipeline of the main engine according to the working conditions of the main engine and sends it to the local secondary instruments via the I / O board for display. The AMS alarm and display temperature sensor simulation signal are transmitted from the HIL system server to AMS via Ethernet.

[0046] The equipment in the main engine that needs to be cooled with low-temperature fresh water includes the main engine air cooler, lubricating oil cooler, and combustion chamber liner water cooler. Here, after cooling the lubricating oil cooler with low-temperature fresh water, the combustion chamber liner water cooler is cooled, while the main engine air cooler is cooled individually with low-temperature water. The low-temperature fresh water heat exchange model is established based on the main engine low-temperature fresh water system in the engine room and the main engine characteristic parameters, simulates the cooling effect of the low-temperature fresh water system on the main engine air cooler, lubricating oil cooler, and combustion chamber liner water cooler, calculates the temperature change of the cooling water under each operating condition of the main engine, and the condition is that the change law of the thermodynamic parameters of the low-temperature fresh water basically coincides with the data of the prototype machine or sea trial. AMS needs to collect the signals of the pressure of the low-temperature fresh water cooling system of the main engine and the inlet temperature of the lubricating oil cooler from the local sensors and then transmit them to the HIL system server in real time. The low-temperature fresh water heat exchange model calculates the outlet temperature of the cooling water of the main engine air cooler, lubricating oil cooler, and combustion chamber liner water cooler according to the operating conditions of the main engine and sends it to the local secondary instruments via the I / O board for display. The temperature sensor simulation signals for AMS alarm and display are transmitted from the HIL system server to AMS via Ethernet.

[0047] The lubricating oil heat exchange model is established based on the main engine lubricating oil system in the engine room and the main engine characteristic parameters, simulates the lubrication and cooling effects of the lubricating oil system, and outputs parameters such as the lubricating oil outlet temperature. The lubricating oil heat exchange model receives the operation / stop signal of the main lubricating oil pump, the lubricating oil inlet pressure, and the lubricating oil outlet pressure, and then calculates parameters such as the outlet temperature of each connection point of the main engine lubricating oil system and transmits them to AMS for display on the secondary instruments of the main engine lubricating oil system.

[0048] 2. Main Engine Physical Model The appearance, materials, and various pipeline joints (fuel, lubricating oil, combustion chamber oil, cooling water, starting air, control air) of the main engine physical model are consistent with the main engine prototype.

[0049] The main engine physical model has a complete shape and structure. Inside the main engine model, resistance devices are added to the fuel system, lubricating oil system, and combustion chamber liner cooling water system to ensure that the pressure gauge display of the main engine model and the collected signals of the pressure sensors are consistent with the actual diesel engine system. Outside the main engine model, a fuel consumption simulation device is added to the fuel system pipeline, and a compressed air consumption simulation device is added to the compressed air system. Sensors and display instruments are arranged on the main engine model based on the prototype and HIL system requirements. To control the simulation signals, the original instruments of the prototype need to be replaced with secondary instruments. The secondary instruments are connected to the actual system pipeline, and the displayed data is the simulation data provided by the HIL system.

[0050] The main engine physical model directly drives the short shaft at the output end and the flywheel to rotate through a frequency conversion motor, simulating the rotation of the main engine. The frequency conversion motor is arranged on the model base. The frequency conversion motor is directly supplied from the power grid through a distribution box, and its power is determined according to the main engine and the rotation speed.

[0051] The control console on the main engine side of the main engine physical model is designed according to the prototype, and can realize the main engine side operations including starting, stopping, conversion, and conversion of the machine side / remote control position.

[0052] The main engine lathe device and the lathe control box are designed according to the prototype, perform operations such as lathe disengagement / closure and main engine lathe, and can be interlocked with the gas circuit of the pneumatic control system.

[0053] 3. Local control box The local control box includes the main engine side control box, the auxiliary blower control box, and the hydraulic pump control box.

[0054] The rotation speed setting knob of the main engine side control box outputs a 4-20mA current signal, which is collected by the I / O board together with the main engine side forced control signal, and then transmitted to the HIL system server via Ethernet.

[0055] The appearance and layout of the auxiliary blower control box, hydraulic pump control box, and the instruments, indicator lamps, and buttons on them shall be consistent with the main engine prototype. It is necessary to replace the original instruments for HIL simulation signal output control with secondary instruments. The operating time is designed according to the prototype machine and is controlled by 24V DC. The I / O board installed in the control box can realize the simulation operation and interaction of the control box via Ethernet.

[0056] 4. Engine Control System For the electronic fuel injection main engine, an engine control system (ECS) including hardware and software function simulation shall be arranged. The hardware part retains the prototype ECS control box, whose outer shape resembles the actual main engine control system. Remove the internal prototype control device and install a special ECS simulation board to realize data collection and output control through communication. The software functions are specifically developed according to the prototype ECS system functions and include functions such as main engine rotational speed control, fuel supply control, fuel injection control, starting timing, exhaust timing, and fuel injection in the combustion chamber.

[0057] 5. Main Engine Auxiliary System The main engine auxiliary system includes the main engine fuel supply system, main engine combustion chamber liner cooling water system, main engine low-temperature cooling water system, main engine lubricating oil system, and main engine compressed air system. All auxiliary systems are designed and constructed according to the actual medium flow rate and the system physical objects of normal operation. The equipment power is provided by the ship's power plant. The parameters that require simulation and display are calculated by the HIL system software and output to the display. The corresponding instruments use secondary instruments, and other pressure gauges and thermometers use the original instruments to display the actual pressure and temperature values of the system. The corresponding sensor signals are collected by the AMS and transmitted to the HIL system server via Ethernet.

[0058] To simulate the fuel consumption of the main engine, a valve with a continuously adjustable opening is added to the fuel supply line of the main engine (after the inlet flow meter of the main engine and before the outlet flow meter of the main engine). The HIL system software controls the opening degree and duration of the valve according to the operating conditions of the main engine, and simulates fuel consumption by diverting the fuel flow rate.

[0059] The coolant thermometers at each combustion chamber outlet and the main pipeline in the main engine combustion chamber liner coolant system utilize secondary instruments and are calculated by the HIL system software and output to the display. Other instruments collect and display real signals using original instruments.

[0060] The three thermometers at the outlet of the coolant of the lubricating oil cooler and the combustion chamber liner water cooler in the main engine low-temperature coolant system, and at the outlet of the coolant of the air cooler of the main engine utilize secondary instruments and are calculated by the HIL system software before being output to the display. Other instruments collect and display real signals using original instruments.

[0061] The instruments for the lubricating oil temperature after the lubricating oil cooler in the main engine lubricating oil system, the outlet temperature of the supercharger lubricating oil, and the outlet temperature of the piston cooling oil in each combustion chamber of the main engine utilize secondary instruments and are calculated by the HIL system software before being output to the display. Other instruments collect and display real signals using original instruments.

[0062] The main engine compressed air system and the pneumatic control system are designed according to the actual object and retain the sensors, pressure switches, and instruments of the prototype system. To simulate the compressed air consumption during the starting process of the main engine, the compressed air entering the combustion chamber is discharged into the atmosphere. To avoid noise pollution, a damping device is installed in the compressed air discharge pipe. To avoid possible dangers when discharging high-pressure starting air, a pressure reducing device is installed before the starting air enters the starting control system to reduce the compressed air from 30 bar to 10 bar.

[0063] 6. Main Engine Remote Control System The host remote control system (RCS) utilizes the actual RCS system including the safety protection system function. The RCS collects the Engaged / Disengaged signal of the lathe, the Service / Blocked signal of the main starting valve, the Service / Blocked signal of the starting air distributor, the control air pressure signal, the starting control air pressure signal, and each starting blocking signal to judge the starting preparation state. Then, according to the control instructions of the operator, it performs logical operations and directly controls the electromagnetic valves for starting, stopping, forward rotation, and reverse rotation of the pneumatic control system with the electrical signals output, thus realizing the function of remotely controlling starting, stopping, and direction change. The RCS performs rotational speed limitation according to the command from the operation carriage and then transmits the rotational speed set value to the HIL system server as a 4 - 20 mA current signal. Moreover, the RCS needs to have the function of fault shutdown and fault deceleration, and transmits the relevant signals to the HIL system server in the form of the opening and closing amount.

[0064] 7. Monitoring and Alarm System The monitoring and alarm system (AMS) utilizes the actual AMS system. The AMS data source includes two parts. One is the signal collected from the actual system through sensors. Signals such as scavenging pressure and temperature, exhaust pressure and temperature, etc., if they cannot be collected from the actual system, are calculated by the digital model of the HIL system and transmitted to the AMS via TCP communication. The necessary actual system parameter signals of the HIL system are transmitted from the AMS system to the HIL system server via TCP communication. When the AMS monitors and alarms at least 1,000 points, it can realize functions such as the display, setting, printing, panel operation, extended alarm and grouping, alarm point locking, and measurement point display of the system graphics and parameters.

[0065] 8. MOP Control Station For the electronic fuel injection main engine, a set of MOP control stations including two independent MOPA and MOPB devices used for the execution of MOP software and deployed on the centralized control console are arranged. MOPA and MOPB can operate simultaneously and execute simultaneously, and can play a redundant backup role, and can communicate with the HIL system server via Ethernet.

[0066] The MOP control station is composed of two 15-inch industrial touch sensor integrated computers, and the recommended settings are as follows: Intel high-performance and low-power consumption quad-core CPU, dominant frequency 2.0GHz, 8GB memory, Windows 10 operating system, full-plane 5-wire resistive screen, 15 inches, screen aspect ratio 4:3. Interface types: serial interface, USB, gigabit Ethernet port, HDMI.

[0067] The MOP control station is equipped with MOP interactive simulation software for monitoring the operation of the electronic fuel injection main engine. The MOP software is developed in the C# language of the.NET platform, and its interactive interface is developed using the WPF interface framework.

[0068] 9. Network switch Two 16-port network switches are installed in the centralized control room and are used to collect the signals of the I / O communication board.

[0069] 10. Amplified audio equipment A set of amplified audio equipment is arranged in the centralized control room and the attached engine room and is used to simulate the operating sound of the main engine.

[0070] 11. I / O communication board A set of I / O communication boards designed and developed in accordance with the requirements of the HIL system are arranged near the related equipment in the annex engine room, used to collect on-site data of the engine room equipment, execute the data calculated by the HIL system software to the equipment, and output it for display to the instruments. The I / O communication board has functions of Ethernet, serial interface and CAN communication interface.

[0071] The I / O communication board includes three types: a general-purpose distributed signal processing unit (DPU), an analog variable distribution processing unit (DPA), and an electronic fuel injection control system simulation board (ECU). The specific settings are as follows.

[0072] The DPU includes 32 channels of open / close variable output (DC24V), 32 channels of open / close variable input, 8 channels of analog variable output (4 - 20mA), and 6 channels of analog variable input (4 - 20mA).

[0073] The DPA includes 32 channels of analog variable output (4 - 20mA) and 8 channels of AI variable input (4 - 20mA).

[0074] The ECU is an electronic fuel injection control system simulation board for the engine, and the number of channels and types match the actual board.

[0075] The simulation system can achieve data interaction with on-site equipment, the data update speed is less than 1 second, the dynamic change process is continuous, transmit the main engine and its system signals such as fuel, lubricating oil, and cooling water to the HIL system, and receive and display the parameters of the diesel engine and its fuel, lubricating oil, and cooling water systems simulated by the HIL system.

[0076] Finally, the following should be explained. Each of the above embodiments is merely for explaining the technical means of the present invention and does not limit it. Although the present invention has been described in detail with reference to each of the above embodiments, it is also possible to modify the technical means described in each of the above embodiments or perform equivalent replacements for some or all of their technical features. It is obvious to those skilled in the art that the essence of the corresponding technical means does not deviate from the scope of the technical means of each embodiment of the present invention due to these modifications and replacements.

[0077] (Appendix) (Appendix 1) It includes a server arranged in the centralized control room, a main engine auxiliary system provided inside the engine room, a main engine physical model, and a local control box. The server is used for the execution of combustion chamber pressure monitoring software and HIL system software. The HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface. The combustion chamber pressure monitoring software displays the combustion chamber pressure of the diesel engine and the crankshaft rotation angle data calculated by the main engine digital model, checks the combustion chamber operating condition parameters of the diesel engine, and is used for online analysis of the operating state of the diesel engine. The main engine auxiliary system, the main engine physical model, and the local control box are all communicatively connected to the server. A HIL simulation system for the main engine of an automated engine room, characterized by this.

[0078] (Appendix 2) It further includes a main engine remote control system and a monitoring and alarm system. The main engine remote control system and the monitoring and alarm system are both communicatively connected to the server. On the one hand, the main engine remote control system receives an operation command from the user's simulated main engine, and after performing logical judgment according to the startup preparation state, it outputs a control signal to the main engine pneumatic control system to control the operation of the related solenoid valves, and completes the logic of the air circuit for the remote control startup, shutdown and conversion of the main engine. On the other hand, while receiving an operation command from the user's simulated main engine, it transfers an operation instruction to the engine control system through the HIL system, and finally transmits the control signals for fuel injection and exhaust valves to the main engine digital model installed on the server via the logical operation of the engine control system. The HIL simulation system of the main engine in the automated engine room described in Appendix 1 is characterized by the above.

[0079] (Appendix 3) The main engine physical model includes related fuel, lubricating oil, cooling fresh water and compressed air systems on the main engine, is designed according to the actual medium flow, and is equipped with a fuel consumption simulation device and a compressed air consumption simulation device. The fuel consumption simulation device is used to simulate the fuel consumption during the operation of the actual main engine, and the compressed air consumption simulation device is used to simulate the compressed air consumption during the operation of the actual main engine, and discharges the compressed air entering the combustion chamber into the atmosphere. The HIL simulation system of the main engine in the automated engine room described in Appendix 1 is characterized by the above.

[0080] (Appendix 4) The fuel injection model is modeled based on the fuel injection system of the upper computer. While simulating the operation process of the fuel high-pressure oil pump and the fuel injection process of the main engine, it calculates the injection start angle, injection end angle and fuel consumption. It is necessary for the AMS to transmit the pressure, temperature and flow rate of the fuel supply of the main engine collected from the local sensors to the HIL system via Ethernet. Subsequently, the HIL system judges the fuel supply and flow situation and calculates the injection start angle, injection end angle and fuel consumption. The HIL simulation system of the main engine in the automated engine room described in Appendix 1 is characterized by the above.

[0081] (Appendix 5) The main engine heat exchange model is modeled according to the characteristic parameters of the main engine in the engine room and the prototype equipment of the auxiliary system, and includes a combustion chamber liner cooling water heat exchange model, a low-temperature fresh water heat exchange model, and a lubricating oil heat exchange model, which mimics the heat exchange between the main engine and the combustion chamber liner cooling water, low-temperature cooling water, and lubricating oil, and is used to calculate the parameters of the auxiliary system such as the outlet temperature of the cooling water and lubricating oil. It is necessary to transmit the signals of the pressure and inlet temperature of the main engine combustion chamber liner fresh water cooling system collected by AMS from on-site sensors to the HIL system server in real time. The combustion chamber liner cooling water heat exchange model calculates the cooling water temperature at the outlet of each combustion chamber of the main engine and the main pipeline according to the working conditions of the main engine, and sends it to the on-site secondary instruments via the I / O board for display. It is necessary to transmit the pressure of the low-temperature fresh water heat exchange model collected by AMS from on-site sensors to the HIL system server in real time. The low-temperature fresh water heat exchange model calculates the temperature of the air cooler of the main engine according to the working conditions of the main engine, and sends it to the on-site secondary instruments via the I / O board for display. The lubricating oil heat exchange model receives the operation / stop signal of the main lubricating oil pump, the lubricating oil inlet pressure, and the lubricating oil outlet pressure, calculates parameters such as the outlet temperature at each connection point of the main engine lubricating oil system, and transmits them to AMS for display on the secondary instruments of the main engine lubricating oil system. The HIL simulation system of the main engine of the automated engine room described in Appendix 1 is characterized by this.

[0082] (Appendix 6) Add resistance devices to the fuel system, lubricating oil system, and combustion chamber liner cooling water system of the main engine physical model to ensure that the pressure gauge display of the main engine model and the collected signal of the pressure sensor are consistent with the main engine physical object. Sensors, primitive instruments, and secondary instruments are arranged on the main engine physical model based on the requirements of the prototype machine and the HIL simulation system. The secondary instruments are connected to the actual system pipeline and installed at the position of the replaced primitive instruments, and the displayed data is the simulation data provided by the HIL system. The HIL simulation system of the main engine of the automated engine room described in Appendix 1 is characterized by this.

[0083] (Appendix 7) The on-site control box includes a main engine side control box, an auxiliary blower control box, and a hydraulic pump control box. The rotational speed set value current signal output from the main engine side control box is collected by the I / O board together with the main engine side forced control signal, and transmitted to the HIL system server via Ethernet. The appearance and layout of the auxiliary blower control box, the hydraulic pump control box, and the instruments, display lamps, and buttons on them are consistent with the main engine prototype. The instruments for output control of the simulation signals required for the auxiliary blower control box and the hydraulic pump control box use secondary instruments. An I / O board is installed in each control box to realize the simulation operation and interaction of the control box via Ethernet. The HIL simulation system of the main engine in the automated engine room described in Appendix 1 is characterized by this.

[0084] (Appendix 8) The main engine auxiliary system includes a main engine fuel supply system, a main engine combustion chamber liner cooling water system, a main engine low-temperature cooling water system, a main engine lubricating oil system, and a main engine compressed air system. Each auxiliary system is designed and constructed according to the actual medium flow and the system physical object of normal operation. The equipment power is provided by the ship's power plant. The parameters that require simulation and display are calculated by the HIL system software and output to the display. The corresponding instruments use secondary instruments. The HIL simulation system of the main engine in the automated engine room described in Appendix 1 is characterized by this.

[0085] (Appendix 9) It further includes an I / O communication board. The I / O communication board is arranged in the equipment of the attached engine room, used to collect the on-site data of the engine room equipment, execute the data calculated by the HIL system software to the equipment, and output it to the display of the instruments. The I / O communication board has functions of Ethernet, serial interface, and CAN communication interface. The HIL simulation system of the main engine in the automated engine room described in Appendix 1 is characterized by this.

Claims

1. It includes a server arranged in a centralized control room, a main engine auxiliary system provided inside an engine room, a main engine physical model, and a local control box. The server is used for the execution of combustion chamber pressure monitoring software and HIL system software. The HIL system software includes a system maintenance management module, an evaluation function module, a communication function module, a main engine digital model, a fuel injection model, a main engine load model, a main engine heat exchange model, and an interactive interface. The combustion chamber pressure monitoring software displays the combustion chamber pressure of a diesel engine and the crankshaft rotation angle data calculated by the main engine digital model, checks the combustion chamber operating condition parameters of the diesel engine, and is used to analyze the operating state of the diesel engine online. The main engine auxiliary system, the main engine physical model, and the local control box are all communicatively connected to the server. The main engine physical model includes relevant fuel, lubricating oil, cooling fresh water, and compressed air systems on the main engine, is designed according to the actual medium flow, and is equipped with a fuel consumption simulation device and a compressed air consumption simulation device. The fuel consumption simulation device is used to simulate the fuel consumption during the operation of the main engine physical object, and the compressed air consumption simulation device is used to simulate the compressed air consumption during the operation of the main engine physical object, and discharges the compressed air entering the combustion chamber into the atmosphere. A resistance device is added to the fuel system, lubricating oil system, and combustion chamber liner cooling water system of the main engine physical model to ensure that the pressure gauge display of the main engine model and the collected signal of the pressure sensor are consistent with the main engine physical object. Sensors, primitive instruments, and secondary instruments are arranged on the main engine physical model according to the requirements of the prototype machine and the HIL simulation system. The secondary instruments are connected to the actual system pipeline and are attached to the position of the replaced primitive instrument, and the displayed data is the simulation data provided by the HIL system. The main engine auxiliary system includes a main engine fuel supply system, a main engine combustion chamber liner cooling water system, a main engine low-temperature cooling water system, a main engine lubricating oil system, and a main engine compressed air system. Each auxiliary system is designed and constructed according to the actual medium flow and the physical system of normal operation. The equipment power is provided by the ship's power plant. The parameters that need to be simulated and displayed are calculated by the HIL system software and output to the display. The corresponding instruments use secondary instruments. The HIL simulation system of the main engine in the automated engine room is characterized by this.

2. It further includes a main engine remote control system and a monitoring and warning system. Both the main engine remote control system and the monitoring and warning system are communicatively connected to the server. The main engine remote control system, on the one hand, receives the operation instructions of the user for the simulated main engine, and after making a logical judgment according to the start-up preparation state, outputs a control signal to the main engine air pressure control system to control the operation of the related solenoid valve, and completes the logic of the air circuit for the remote control start-up, shutdown and conversion of the main engine. On the other hand, when receiving the operation instructions of the user for the simulated main engine, it transfers the operation instructions to the engine control system through the HIL system, and finally transmits the control signals for fuel injection and exhaust valve to the main engine digital model installed on the server via the logical operation of the engine control system. The HIL simulation system of the main engine in the automated engine room according to claim 1 is characterized by this.

3. The fuel injection model is modeled based on the fuel injection system of the upper computer. When simulating the operation process of the fuel high-pressure oil pump and the fuel injection process of the main engine, it calculates the injection start angle, injection end angle and fuel consumption. AMS needs to transmit the pressure, temperature and flow rate of the main engine fuel supply after collecting from the local sensors to the HIL system via Ethernet. Consequently, the HIL system judges the fuel supply and flow situation and calculates the injection start angle, injection end angle and fuel consumption. The HIL simulation system of the main engine in the automated engine room according to claim 1 is characterized by this.

4. The main engine auxiliary system includes a main engine combustion chamber liner cooling water system and a main engine low-temperature cooling water system. The main engine heat exchange model is modeled according to the characteristic parameters of the prototype equipment of the main engine and the auxiliary system in the engine room, and includes a combustion chamber liner cooling water heat exchange model, a low-temperature fresh water heat exchange model and a lubricating oil heat exchange model. It is used to simulate the heat exchange between the main engine and the combustion chamber liner cooling water, low-temperature cooling water and lubricating oil, and calculate the outlet temperature of the cooling water and lubricating oil. It is necessary to transmit the signals of the pressure and inlet temperature of the main engine combustion chamber liner cooling water system collected by AMS from local sensors to the HIL system server in real time. The combustion chamber liner cooling water heat exchange model calculates the cooling water temperatures at the outlets of each combustion chamber and the main pipeline of the main engine according to the operating conditions of the main engine, and sends them to local secondary instruments via the I / O board for display. It is necessary to transmit the pressure of the main engine low-temperature cooling water system collected by AMS from local sensors to the HIL system server in real time. The low-temperature fresh water heat exchange model calculates the temperature of the air cooler of the main engine according to the operating conditions of the main engine, and sends it to local secondary instruments via the I / O board for display. The lubricating oil heat exchange model receives the operation / stop signal of the main lubricating oil pump, the lubricating oil inlet pressure and the lubricating oil outlet pressure, calculates the outlet temperature of each connection point of the main engine lubricating oil system, and transmits it to AMS for display on the secondary instruments of the main engine lubricating oil system. The HIL simulation system of the main engine in the automated engine room according to claim 1, characterized in that.

5. The local control box includes a main engine side control box, an auxiliary blower control box and a hydraulic pump control box. The rotational speed set value current signal output from the main engine side control box is collected by the I / O board together with the main engine side forced control signal, and transmitted to the HIL system server via Ethernet. The appearance and layout of the auxiliary blower control box, the hydraulic pump control box, and the instruments, display lamps and buttons on them are consistent with the main engine prototype. The instruments for output control of the simulation signals required for the auxiliary blower control box and the hydraulic pump control box utilize secondary instruments. An I / O board is installed in each control box to realize the simulation operation and interaction of the control box via Ethernet. The HIL simulation system of the main engine in the automated engine room according to claim 1, characterized in that.

6. It further comprises an I / O communication board. The I / O communication board is arranged in the equipment of the accessory engine room, used to collect the on-site data of the engine room equipment, execute the data calculated by the HIL system software to the equipment, and output it to the instruments for display. The I / O communication board has functions of Ethernet, serial interface and CAN communication interface. The HIL simulation system of the main engine in the automated engine room according to claim 1, characterized in that.

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