CN115750108A

CN115750108A - Multifunctional speed regulation driving system and method for marine high-power diesel engine

Info

Publication number: CN115750108A
Application number: CN202211509147.4A
Authority: CN
Inventors: 张秦峰; 桂栋; 王晨磊
Original assignee: Shanghai Ship and Shipping Research Institute Co Ltd
Current assignee: Shanghai Ship and Shipping Research Institute Co Ltd
Priority date: 2022-11-29
Filing date: 2022-11-29
Publication date: 2023-03-07
Anticipated expiration: 2042-11-29
Also published as: CN115750108B

Abstract

The invention provides a multifunctional speed regulation driving system and a method of a marine high-power diesel engine, wherein the system comprises an IO module and a main engine rotating speed control module: the main engine rotating speed control module utilizes a PID algorithm to perform fixed rotating speed control, a CAN communication module, a parking module, a power balance distribution module, a fault speed reduction module, load limitation, scavenging pressure limitation, a smoke limitation processing module, a limiting parameter protection module and a main engine auxiliary pump control module. The method solves the problem that the prior art does not have a multifunctional speed regulation driving system suitable for a high-power diesel engine with the power of more than 10000kW, realizes the speed regulation of the diesel engine in various environments such as a normal constant speed process, a parallel operation transition process, a split transition process, an empty vehicle operation process and the like, provides the speed regulation requirements for application scenes such as the starting, the steady state operation, the large-range fluctuation of load, the environmental disturbance and the like of the high-power diesel engine, gives consideration to the speed regulation control in various control modes of single-machine control and double-machine parallel control, and has no functions of the existing electronic speed regulator.

Description

Multifunctional speed regulation driving system and method for marine high-power diesel engine

Technical Field

The invention relates to the field of speed regulation driving of marine diesel engines, in particular to a multifunctional speed regulation driving system and method of a marine high-power diesel engine.

Background

A diesel engine with 12000kW of power is a medium-speed high-power diesel engine introduced for the first time in China, and is also used as a marine propulsion system host for the first time at home and abroad.

The marine main engine has the following characteristics in the using process: 1) The load range is large in change, and the load range from no load to full load generally has the requirement of frequent use; 2) The requirement on the speed regulation performance is high, and indexes of a diesel engine, such as steady-state speed regulation rate, transient speed regulation rate, rotating speed stabilization time, rotating speed fluctuation rate and the like, have strict index requirements; 3) The propulsion system has various types, and can be used as the output power of a single host machine or the output power of a parallel host machine.

A set of stable and reliable speed regulating system is a key guarantee for normal operation of a diesel engine, and the diesel engine speed regulating system generally comprises a speed regulator, an actuating mechanism, measurement, feedback and other links. The electronic speed regulator is based on embedded computer hardware and automatic control principle, has no complex mechanical structure except a control module, has no complex maintenance requirement except calibration parameters, and is the mainstream configuration of the existing diesel engine speed regulator. However, a mature electronic speed regulator in the prior art is generally applied to a diesel engine with a power less than 10000kW, but for a diesel engine with a high power of more than 10000kW and serving as a marine propulsion system host, the existing mature electronic speed regulator cannot give consideration to the load characteristics, the speed regulation characteristics, the functional characteristics and the diversified propulsion type requirements of the diesel engine, and cannot simultaneously realize various functions such as CAN communication, start interlocking, host rotation speed control, power balance distribution, load limitation, scavenging pressure limitation, smoke generation limitation processing, limitation parameter protection, host auxiliary pump control and the like, that is, a multifunctional speed regulation control system which is adapted to the diesel engine is not available in the prior art.

Disclosure of Invention

The invention provides a multifunctional speed regulation driving system and a method of a marine high-power diesel engine, aiming at solving the problem that the prior art does not have a multifunctional speed regulation control system suitable for a high-power diesel engine with the power of more than 10000kW, and meeting the speed regulation requirements of a propulsion type single engine and a dual engine, and simultaneously realizing various functions of CAN communication, starting interlocking, main engine rotating speed control, power balance distribution, load limitation, scavenging pressure limitation, smoke limitation processing, limited parameter protection, main engine auxiliary pump control and the like, meeting the speed regulation requirements of various application scenes of starting, steady-state operation, large-range fluctuation of load, environmental disturbance and the like of the high-power diesel engine, and also meeting the speed regulation control under various control modes of single engine control and dual engine parallel operation control.

The specific scheme is as follows:

a multifunctional speed regulation driving system of a marine high-power diesel engine comprises:

an IO module: the IO module realizes the input/output of switching value, the input/output of analog quantity and the input of frequency quantity of the high-power diesel engine by calling a driving function;

a CAN communication module: the CAN communication module receives related data of a remote control CAN network and sends the data to the remote control CAN network; the data comprises an auxiliary decision suggestion formed by comprehensively analyzing various logics in the speed regulation driving module;

the main engine rotating speed control module: the host rotating speed control module controls the constant rotating speed by using a PID algorithm; the main engine rotating speed control module comprises a starting submodule for controlling the rotating speed in the main engine starting process, an operating submodule for controlling the rotating speed in the main engine operating process and a given rotating speed selection submodule; the starting submodule comprises a normal starting unit, an emergency starting unit, a triple repeated starting unit, a starting time overlong unit and a starting self-locking unit; the starting self-locking unit comprises a starting interlocking module; the operation sub-module comprises rotation speed control of a single machine disconnection process, a single machine connection and disconnection process, a double-machine parallel operation process and a disconnection process; the given rotating speed selection submodule can select a processing mode of the given rotating speed according to a control mode, and the given rotating speed selection module comprises an automatic control unit, a semi-automatic control unit and a manual control unit;

a parking module: the parking module comprises a host normal parking processing unit, a fault parking processing unit and an emergency parking processing unit.

Further comprising:

a power balance distribution module: the power balance distribution module ensures load balance of two hosts working in parallel in the running process by controlling the throttle of the hosts;

the fault speed reduction module automatically reduces the load of the host to a specified value by receiving fault speed reduction and fault stop signals through the control system, so that the fault speed reduction of a single machine or double machines is realized, one machine is in fault stop or emergency stop when each shaft of double machines is provided, and the other machine executes the fault speed reduction;

load limit, scavenging pressure limit, smoking limit processing module: the device comprises a parameter setting unit for setting parameters of a main engine rotating speed, scavenging pressure and a main engine throttle limit curve and a processing unit for processing load limit, scavenging pressure limit and smoke generation limit; the processing unit judges load limitation, scavenging pressure limitation and smoke limitation according to the host rotation speed, scavenging pressure and a limit curve corresponding to the host throttle, and processes the given rotation speed and the host master control throttle after meeting the limitation;

a limiting parameter protection module: judging and processing the lowest stable rotating speed limit, the maximum rotating speed limit and the maximum throttle limit;

host computer auxiliary pump control module: comprises an electric fuel pump, an automatic control of an electric sea water pump and an automatic control of a pre-supply lubricating oil pump.

The switching value input includes: the method comprises the steps of driving a function, calling an original value obtained by the driving function, and carrying out anti-jitter processing on the original value to obtain an effective value; the refreshing time of the switching value input is less than or equal to 200ms;

the analog quantity input comprises: the driving function calls an original value obtained by the driving function, the original value is filtered to obtain an effective value, and the refreshing time of the analog input is less than or equal to 500ms;

the frequency quantity input includes: the driving function calls an original value obtained by the driving function, the original value is filtered to obtain an effective value, and the refreshing time of the frequency quantity input is less than or equal to 500ms;

the triple repeated starting unit comprises a continuous triple repeated starting module and a starting failure module, wherein the continuous triple repeated starting module can be used for automatically and repeatedly starting three times continuously when the rotating speed of the main engine is greater than the ignition rotating speed but less than the starting success rotating speed in the starting process; the starting failure module sends a starting failure signal if the third starting still fails, and automatically stops starting; the start-up procedure can be executed again only after manual reset.

The starting time overlong unit can send a signal of overlong starting time, and the signal is specifically as follows: when the main engine is started, the rotating speed does not reach the ignition rotating speed within the specified time, namely, a signal of overlong starting time is sent out, and the starting program can be executed again after manual reset is needed.

The starting self-locking unit executes starting self-locking when starting interlocking, emergency stop, and the rotating speed of a host is greater than the ignition rotating speed or no reset signal exists when manual reset is needed; the starting interlocking module executes starting interlocking if a signal related to the starting interlocking appears when the host computer does not run, and the host computer cannot be started in a remote control state; the start interlock is cancelled in emergency situations, including low water outlet temperature of the main engine cylinder cover, low temperature of the main engine lubricating oil inlet, and no disengagement of the clutch.

The parking module comprises a host normal parking processing unit, a fault parking processing unit and an emergency parking processing unit:

the normal parking processing unit outputs a minimum accelerator instruction to the actuator after pressing the remote control parking button under the condition that the clutch is disengaged, simultaneously sends a remote control parking instruction to the electromagnetic valve, and outputs parking control air to the host until the host stops;

and the fault parking processing unit executes a fault parking program after receiving the fault parking signal and outputs parking control air to the host until the host stops.

The host machine rotating speed control module applies PID algorithm including basic PID algorithm and improved PID algorithm, the improved PID algorithm includes meet limit weakening integral, incomplete differential, variable speed integral, variable proportion, variable PID parameter combination and high intensity differential of control upper limit.

The given rotating speed selection submodule comprises an automatic control unit, a semi-automatic control unit and a manual control unit, wherein the automatic control unit receives a remote control given rotating speed sent from the CAN communication module as a given rotating speed during automatic control; the semi-automatic control unit is used for reading the state of a semi-automatic rotating speed plus-minus button to change the given rotating speed of the host machine during semi-automatic control; the manual control unit: during manual control, the state of a reading machine side rotating speed plus-minus button changes the given rotating speed of the host.

When the two machines run in parallel, the control throttle of the master control machine is calculated by a PID algorithm, the slave control machine receives the control throttle and the actual rotating speed of the master control machine, and then the control throttle of the slave control machine is directly calculated through a relative power mapping table.

The load limitation, scavenging pressure limitation and smoke limitation processing module comprises a load limitation unit, a scavenging pressure limitation unit and a smoke limitation processing unit;

the load limiting unit includes a load limit determination and a load limit process; the load limitation is judged to be load limitation when the main control accelerator or the feedback accelerator of the host reaches the torque limitation accelerator at the current rotating speed; the load limitation processing includes that the given throttle is not increased any more during load limitation, the given rotating speed is not allowed to be increased any more, and the throttle of the diesel engine is limited below a torque limiting curve;

the scavenging limit unit includes scavenging limit determination and scavenging pressure processing; the scavenging limit is determined as the scavenging pressure limit when the scavenging pressure of the main engine reaches the corresponding limit value at the current running rotating speed; the scavenging pressure processing is processing and load limiting processing during scavenging pressure limiting;

the smoking restriction unit includes smoking restriction determination and smoking restriction processing: the smoking limit is determined as the smoking limit when the throttle feedback of the main engine reaches the limited throttle corresponding to the current main engine supercharging pressure (scavenging pressure); the smoke limit treatment is to stop increasing the set rotating speed of the main engine when smoke is limited, so that the diesel engine does not accelerate too fast, and the smoke amount generated by insufficient combustion is reduced.

The automatic control of the electric fuel pump and the electric seawater pump is that when the engine is stopped, the engine directly starts the pump when a starting command is given or the starting of the host is found; when the vehicle is parked, the pump is turned off in a delayed manner, and the delay time can be set;

the automatic control of the pre-supply lubricating oil pump is that the pump is automatically started when the pressure is lower than a certain value in the running process of the host; when the pressure is higher than a certain value, the pump is automatically stopped; after the host machine is stopped, the pump is forcibly stopped after the pump continues to operate for a period of time, and the delay time can be set.

A multifunctional speed regulation driving method of a marine high-power diesel engine comprises the steps of controlling the rotating speed in the starting process of a main engine and controlling the rotating speed in the running process of the main engine, and specifically comprises the following steps:

the method for controlling the rotating speed in the starting process of the host comprises the following steps: starting a starting process, starting timing by a timer, and if the timing time is up and the deviation of the rotating speed is less than 1, adopting a starting stable PID parameter; if the timing time is not reached or the timing time is reached but the rotating speed deviation is more than or equal to 1, adopting a PID parameter in the starting process; after the PID parameters are determined, normal PID calculation is carried out, the accelerator is output, and tasks are completed and returned;

the method for controlling the rotating speed of the host in the running process comprises the following steps: firstly, selecting an operation mode, and sequentially selecting whether single machine disconnection control, single machine connection and disconnection control, connection and disconnection process control, double-machine parallel operation control and disconnection process control are performed, if so, executing a corresponding method; the double-machine parallel operation control comprises double-machine parallel operation local main control and double-machine parallel operation opposite main control.

The method of selecting the operation mode is that,

s1: under the condition that the local machine is not connected and has no connection command, judging that the local machine is not a slave machine and the local machine is not a main control machine, and outputting a Mode0;

s2: under the condition that the local machine is not connected and has a connection command, judging that the local machine is not a slave machine and the local machine is not a main control machine, and outputting a Mode2;

s3: the machine is connected and another machine is a main control machine, the machine is connected and arranged after the machine is judged to be connected and arranged, the machine is a slave machine, the machine is a non-main control machine, and a Mode4 is output;

s4: the machine is connected and the other machine is not a master control machine and is a slave machine, the other machine is judged to be connected and then is parallel, the machine is not the slave machine and is the master control machine, and the Mode3 is output;

s5: the machine is connected and is not a master control machine of another machine and is not a slave machine of another machine, the machine which is not connected and is not connected with the other machine is judged to be the master control machine, the machine is connected and is not the slave machine of the other machine, and the machine is output in a Mode1;

s6: after the Mode4 is output in S3 or the Mode3 is output in S4, if the machine has no load, the other machine has no load, the machine is judged to be a slave machine, the non-master control machine of the machine is judged, and the Mode5 is output;

the single machine drainage control method comprises the following steps: adopting a single-machine dislocation PID parameter, carrying out normal PID calculation, outputting a PID calculation result by the accelerator and returning the result;

the single-machine connecting and arranging control method comprises the following steps: firstly, judging whether the throttle breakpoint is exceeded or not, and if the throttle breakpoint is exceeded, adopting a single machine to connect and arrange PID parameters of a high-load section; if not, adopting the PID parameter of the single-machine row-connecting low-load section; carrying out PID calculation by using the selected parameters, and outputting and returning a PID calculation result by the accelerator;

the double-machine parallel operation control method comprises the following steps: firstly, judging whether the throttle breakpoint is exceeded or not, and if the throttle breakpoint is exceeded, adopting a PID parameter of a high-load section connected by two machines; if not, adopting the PID parameters of the low-load section of the double-machine row; and performing PID calculation by using the selected parameters, and outputting and returning a PID calculation result by the accelerator.

The parallel operation control method comprises the following steps: firstly, selecting manual, semi-automatic or full-automatic control; if the control is manual, executing a manual parallel operation command to send a clutch connecting and discharging command; if the control is semi-automatic, executing a semi-automatic parallel operation command to send a clutch connecting and arranging command; if the control is full-automatic, executing a parallel operation command by using an instruction received from the CAN communication module, adjusting the rotating speed, and if the rotating speed is not equal to the rotating speed of the connecting and discharging machine, continuing to adjust the rotating speed; if the rotating speed of the connecting and exhausting machine is reached, a clutch connecting and exhausting command is sent; if the connection and the arrangement are finished after the clutch connection and the arrangement command is sent, calculating the load transfer of the power balance accelerator, and judging whether the two-engine accelerator is in an error range; if the connection is not finished, a clutch connection command is continuously sent; if the two throttles are not in the error range, continuously calculating the load transfer of the power balance throttle; if the two-engine throttle is in the error range and the power balance is completed, the vehicle order is changed from the single-engine working condition to the double-engine working condition, and the operation is completed and returned;

the method for controlling the splitting process comprises the following steps:

s1: firstly, judging whether manual control is adopted, if the manual control is adopted, carrying out manual no-load, then carrying out automatic power transfer, and pressing a stripping button;

s2: if the control is not manual control, judging whether the control is semi-automatic control, if the control is semi-automatic control, then carrying out semi-automatic disconnection command, then carrying out automatic power transfer, and pressing a dislocation button;

s3: if the control is not manual, not semi-automatic and full-automatic control, executing a splitting command by using an instruction received from the CAN communication module, automatically changing a double-locomotive command into a single-locomotive command, carrying out automatic power transfer, and waiting for sending a clutch disengagement command if the power transfer is finished; if the power transfer is not completed, then automatic power transfer is carried out;

s4: and after the operations of S1-S3 are finished, a clutch disengagement command is sent, the main engine runs in an idling mode, and the operation returns after the disconnection is finished.

The invention has the following beneficial effects:

the invention provides a multifunctional speed regulation driving system and a method of a marine high-power diesel engine, which solve the problem that the prior art does not have a multifunctional speed regulation driving system suitable for a high-power diesel engine with more than 10000kW, and the system comprises: an IO module: a CAN communication module: the host rotating speed control module: the host rotating speed control module controls the constant rotating speed by using a PID algorithm; the system comprises a parking module, a power balance distribution module, a fault speed reduction module, a load limitation module, a scavenging pressure limitation module, a smoke limitation processing module, a limiting parameter protection module and a host auxiliary pump control module. The invention realizes the speed regulation of the diesel engine under various environments such as a normal constant speed process, a parallel operation transition process, a split transition process, an empty operation process and the like through the modules, provides the speed regulation requirement for meeting application scenes such as starting, steady operation, large-range fluctuation of load, environmental disturbance and the like of a high-power diesel engine, gives consideration to speed regulation control under various control modes of single-machine control and double-machine parallel operation control, and has no function of the existing electronic speed regulator.

Meanwhile, the high-strength differential algorithm for increasing the upper control limit in the improved PID algorithm is specially adapted to the diesel engine host, and the rotating speed fluctuation rate can be rapidly converged under the action of the high-strength differential and the limiting value when the diesel engine runs empty. The invention provides a multifunctional speed regulation driving system and a method suitable for a high-power diesel engine for a ship, which are more than 10000kW, and the system is integrated with the current digital and networked new technology on the basis of complete matching with the actual ship application of a certain type of medium-speed high-power diesel engine, so that the informatization level of bottom equipment of a diesel engine control system is improved.

Drawings

Fig. 1 is a structure diagram of a multifunctional speed-regulating driving system of a marine high-power diesel engine.

FIG. 2 is a flow chart of a method for controlling the rotating speed of a marine high-power diesel engine in the starting process of a main engine.

FIG. 3 is a flow chart of a method for controlling the rotating speed of a main engine of a marine high-power diesel engine in the running process.

FIG. 4 is a flow chart of a method for selecting an operating mode of a marine high-power diesel engine

FIG. 5 is a flow chart of a single-engine emission control method of a marine high-power diesel engine.

FIG. 6 is a flow chart of a single-engine row-connecting control method of a marine high-power diesel engine.

Fig. 7 is a flow chart of a double-engine parallel operation control method of a marine high-power diesel engine.

FIG. 8 is a flow chart of a parallel operation control method of a marine high-power diesel engine.

FIG. 9 is a flow chart of a splitting process control method of a marine high-power diesel engine.

Detailed Description

The invention is further illustrated with reference to the following figures and examples.

As shown in fig. 1, a multifunctional speed-regulating driving system of a marine high-power diesel engine comprises:

an IO module: the IO module realizes the input/output of switching value, analog input/output and frequency input of the high-power diesel engine by calling a driving function;

a CAN communication module: the CAN communication module receives related data of the remote control CAN network and sends the data to the remote control CAN network; the data comprises an auxiliary decision suggestion formed after various logics in the comprehensive analysis speed regulation driving module;

Further comprising:

the host computer assists the pump control module: comprises an electric fuel pump, an automatic control of an electric sea water pump and an automatic control of a pre-supply lubricating oil pump.

the frequency quantity input includes: the drive function calls an original value obtained by the drive function, the original value is filtered to obtain an effective value, and the refreshing time of the frequency quantity input is less than or equal to 500ms.

The starting self-locking unit executes starting self-locking when starting interlocking, emergency stop, and the rotating speed of a host is greater than the ignition rotating speed or no reset signal exists when manual reset is needed; the starting interlocking module is used for executing starting interlocking if a signal related to starting interlocking appears when the host computer does not run, and the host computer cannot be started in a remote control state; the start interlock is cancelled in emergency situations, including low water outlet temperature of the main engine cylinder cover, low temperature of the main engine lubricating oil inlet, and no disengagement of the clutch.

The given rotating speed selection submodule comprises an automatic control unit, a semi-automatic control unit and a manual control unit, wherein the automatic control unit receives a remote control given rotating speed received from the CAN communication module as a given rotating speed during automatic control; the semi-automatic control unit is used for reading the state of a semi-automatic rotating speed plus-minus button to change the given rotating speed of the host machine during semi-automatic control; the manual control unit: during manual control, the state of a reading machine side rotating speed plus-minus button changes the given rotating speed of the host.

When the two machines run in parallel, the control throttle of the main control machine is calculated by a PID algorithm, the slave control machine receives the control throttle and the actual rotating speed of the main control machine, and then the control throttle of the slave control machine is directly calculated through a relative power mapping table.

the load limiting unit includes a load limit determination and a load limit process; the load limitation is judged to be load limitation when the main control accelerator or the feedback accelerator of the host reaches the torque limitation accelerator at the current rotating speed; the load limiting processing is that the given throttle is not increased any more during the load limiting, the given rotating speed is not allowed to be increased any more, and the throttle of the diesel engine is limited below a torque limiting curve;

the smoking restriction unit includes smoking restriction determination and smoking restriction processing: the smoking limit is determined as smoking limit when the throttle feedback of the host reaches the limit throttle corresponding to the current host supercharging pressure (scavenging pressure); the smoking limitation treatment is to stop increasing the given rotating speed of the main engine when the smoking is limited, so that the diesel engine does not accelerate too fast, and the smoking amount generated by insufficient combustion is reduced.

as shown in fig. 2, the method for controlling the rotation speed in the host starting process includes: starting a starting process, starting timing by a timer, and if the timing time is up and the deviation of the rotating speed is less than 1, adopting a starting stable PID parameter; if the timing time is not reached or the timing time is reached but the rotating speed deviation is more than or equal to 1, adopting a PID parameter in the starting process; after the PID parameters are determined, normal PID calculation is carried out, the throttle is output, the task is completed, and the return is carried out;

as shown in fig. 3, the method for controlling the rotational speed of the main engine in the operation process comprises the following steps: firstly, selecting an operation mode, and sequentially selecting whether single machine disconnection control, single machine connection and disconnection control, connection and disconnection process control, double-machine parallel operation control and disconnection process control are performed, if so, executing a corresponding method; the double-machine parallel operation control comprises double-machine parallel operation local main control and double-machine parallel operation opposite main control.

As shown in fig. 4, the method for selecting the operation mode includes:

s1: under the condition that the machine is not connected and the connecting command is not generated, judging that the machine is not a slave machine and the machine is not a master controller, and outputting a Mode0;

s2: under the conditions that the machine is not connected and the connecting command exists, judging that the machine is not a slave machine and a main control machine, and outputting a Mode2;

s6: after Mode4 is output in S3 or Mode3 is output in S4, if the machine has no load, and the other machine has no load, the machine is judged to be a slave machine and is not a master machine, and Mode5 is output.

As shown in fig. 5, the single-machine emission control method includes: adopting a single-machine dislocation PID parameter, carrying out normal PID calculation, outputting a PID calculation result by the accelerator and returning the result;

as shown in fig. 6, the single-machine connecting and draining control method includes: firstly, judging whether the breakpoint of the accelerator is exceeded or not, and if the breakpoint of the accelerator is exceeded, adopting a PID (proportion integration differentiation) parameter of a single-machine connecting and discharging high-load section; if not, adopting the PID parameter of the single-machine row-connecting low-load section; carrying out PID calculation by using the selected parameters, and outputting and returning a PID calculation result by the accelerator;

as shown in fig. 7, the dual-engine parallel operation control method includes: firstly, judging whether the throttle breakpoint is exceeded or not, and if the throttle breakpoint is exceeded, adopting a PID parameter of a high-load section connected by two machines; if not, adopting the PID parameter of the low-load section of the double-machine connecting row; and performing PID calculation by using the selected parameters, and outputting and returning a PID calculation result by the accelerator.

As shown in fig. 8, the parallel operation control method includes: firstly, selecting manual, semi-automatic or full-automatic control; if the control is manual, executing a manual parallel operation command to send a clutch connecting and discharging command; if the control is semi-automatic, executing a semi-automatic parallel operation command to send a clutch connecting and arranging command; if the control is full-automatic, executing a parallel operation command by using an instruction received from the CAN communication module, adjusting the rotating speed, and if the rotating speed is not equal to the rotating speed of the connecting and discharging machine, continuing to adjust the rotating speed; if the rotating speed of the connecting and exhausting machine is reached, a clutch connecting and exhausting command is sent; if the connection and the arrangement are finished after the clutch connection and the arrangement command is sent, calculating the load transfer of the power balance accelerator, and judging whether the two-engine accelerator is in an error range; if the connection is not finished, continuing to send a clutch connection command; if the two throttles are not in the error range, continuously calculating the load transfer of the power balance throttle; if the two-engine throttle is in the error range and the power balance is completed, the vehicle order is changed from the single-engine working condition to the double-engine working condition, and the operation is completed and returned;

as shown in fig. 9, the method for controlling the splitting process includes:

s3: if the control is not manual, not semi-automatic and full-automatic control, executing a splitting command by using an instruction received from the CAN communication module, automatically changing a double-locomotive command into a single-locomotive command, carrying out automatic power transfer, and waiting for sending a clutch disengagement command if the power transfer is finished; if the power transfer is not finished, then automatic power transfer is carried out;

The improved PID algorithm comprises:

(1) meet limit and weaken integral

The integration is weakened by meeting the limit so as to deal with the integration saturation phenomenon: if the actuator reaches the limit position, the deviation still cannot be eliminated, and due to the effect of integration, although the operation result of the PID continues to increase or decrease, the actuator does not have corresponding action, and the control signal enters a deep saturation region. The result of the integration continuation operation is likely to aggravate overshoot. The idea of the algorithm is as follows: once the control amount enters the saturation region, the operation of increasing the integral is stopped.

(2) Incomplete differential

During PID operations, proportional and differential saturation phenomena may also occur, which manifest in a form that is not overshoot, but rather slows down the dynamic process. The saturation can be avoided by using incomplete differentiation, i.e. by executing an excessive control output several times. Which is equivalent to adding a digital low-pass filtering element.

The algorithm is as follows: incomplete differential term = (1- α) complete differential term + α previous differential term;

alpha is a low-pass filter coefficient, 0< alpha <1

(3) Variable speed integral

The idea of variable speed integration is to try to change the rate of accumulation of the integral term to correspond to the magnitude of the deviation. When the deviation is large, the integral accumulation speed is slow, and the integral action is weak; otherwise, when the deviation is small, the integral accumulation speed is accelerated, and the integral effect is enhanced. Its advantages (compared to ordinary PID) are as follows:

the ideal regulation characteristic that the large deviation is eliminated by using the proportional action and the small deviation is eliminated by using the integral action is realized, so that the probability of the integral saturation phenomenon is effectively reduced.

Greatly reducing the overshoot, easily stabilizing the system and improving the quality of adjustment.

The adaptability is strong, the parameter setting is easy, and the mutual influence among the parameters is small.

The variable speed integral is very similar to the integral separation, but the adjustment is different. The integral separation adopts 'on-off' control to the integral term, and the variable speed integral changes the speed of the integral term according to the error, belonging to linear control. Therefore, the latter regulation quality is greatly improved, and the method is a novel PID control.

The algorithm is as follows: setting a coefficient f [ e (k)]It is a function of e (k), f [ e (k) when | e (k) | increases]Decreasing, otherwise increasing. After each sampling, use f [ e (k)]Multiply by e (k) and accumulate. I.e. term of integral action

Is rewritten as

f[e(k)]The setting relationship is as follows: and | ω 1| is the integration window width. The window width is generally set to a steady-state fluctuation ratio allowable range.

(4) Variable gain

In a real-time control system, strictly speaking, the controlled object has nonlinearity, and in order to compensate for this nonlinearity of the controlled process, the gain Kp of the PID may be varied as the control process is varied.

The control characteristics of the diesel engine are changed in a low-load control area and a high-load control area. To compensate for the too high (too low) gain of the system under load, we replace the gain Kp with Kp'. Which is a variable gain related to the output throttle control amount u.

(5) Variable ratio window

For the purpose of eliminating large deviation by proportional action without influencingQuality of control at steady state. Setting a proportional amplification factor KP, changing the proportional action item to' K _p ’K _pp e (k) ". The action intensity changes are only directed to the proportional term and do not affect the integral and differential intensities. The magnitude of KPP is related to the rotational speed deviation e.

And | omega 2| is the width of the proportional window, a low-proportion action zone is arranged in the window, and a high-proportion action zone is arranged outside the window. The window width cannot be set too narrow to prevent oscillation.

(6) High-intensity differential algorithm for controlling upper limit

In a low-load region, a high-strength differential link is adopted, and meanwhile, in order to prevent instability of a speed regulating system caused by disturbance, the upper limit of the effect of the differential link is limited, and the risk of rotation speed control oscillation is reduced. Therefore, the dynamic response speed of speed regulation is improved, and the robustness of speed regulation control is guaranteed by limiting the range of differential action strength.

(7) Variable PID parameter control

On a real ship we know: the inertia, or control characteristic, of the system is certainly not the same when the diesel engine is deplustered and when it is connected. For this purpose, the control system sets the off-line PID parameter and the on-line PID parameter separately to cope with these two different states. The off-line PID parameter and the on-line PID parameter belong to the normal control mode PID parameter. It is known that in start-up mode, a separate PID parameter is also provided. Whether variable-speed integral, variable-gain, variable-ratio, etc., they are actually included in the category of variable-PID parameter control.

2) Control strategy and algorithm application

(1) Diesel engine start control strategy

The starting method aims to meet the requirements that the diesel engine is started quickly and stably and can be applied to emergency belt-type starting, cold-machine starting, first starting after long-time shutdown and the like under different conditions. The starting process is treated as a special mode, and the specific strategy is as follows:

(1) and immediately driving the starting electromagnetic valve after the starting command is effective, and opening the main starting valve. When the rotating speed of the main machine reaches the 'closing starting electromagnetic valve rotating speed' (generally set at the ignition rotating speed, and can be slightly higher), or the time for opening the electromagnetic valve exceeds 6 seconds, the starting electromagnetic valve is closed.

(2) When the speed reaches 5% of the rated speed (slightly lower than the ignition speed) from the beginning of blowing, the 'starting mode' is considered to be entered, and then the oil supply is started. And when the rotating speed reaches the set idling rotating speed, the starting mode is carried out.

(3) PI control is adopted in the stage that the rotating speed is increased from 5% of the rated rotating speed to the set idling rotating speed, proper overshoot during starting is allowed, and starting success is guaranteed.

(4) During the starting process of the diesel engine, the output throttle is not allowed to exceed the starting limit throttle, and the diesel engine is prevented from galloping due to the fact that the throttle is too large during the starting process.

(2) Speed regulation control strategy in normal constant speed operation

In the normal operation process of the diesel engine, the closed-loop control of the rotating speed is carried out by taking the given rotating speed as a target, and the variable PID parameter control is adopted according to different operation states, so that the speed regulation response of the diesel engine under different operation working conditions is rapid and stable.

(1) Meet limit attenuate integral application: the forward integral accumulation function is cancelled when the diesel engine is limited by collision load, smoke generation and maximum accelerator in the operation process; and if the minimum throttle limit is met, the reverse integral accumulation function is cancelled.

(2) Incomplete differential application: the pulse height of the differential output in the first sampling period is reduced by setting an incomplete differential coefficient alpha, and then the pulse height is gradually attenuated according to a set proportion. (when α =0, it is equivalent to restoration to a complete differentiation). The influence of impact and step interference can be effectively overcome by adopting incomplete differentiation, and the control characteristic is relatively ideal.

(3) Variable speed integral application: setting an endpoint A and an endpoint B of a variable speed integral window, selecting corresponding integral intensity according to the actual rotating speed difference, and when the deviation is large, the integral accumulation speed is slow, and the integral action is weak (until no); otherwise, when the deviation is small, the integral accumulation speed is accelerated, and the integral effect is enhanced. The integrated intensity coefficient f [ e (k) ] is set as follows:

(4) variable gain application: after the diesel engine is connected with the diesel engine, a high load region and a low load region are distinguished through a set gain breakpoint of an output throttle, the gain of the low load region is fixed and unchanged, the gain of the high load region is changed linearly along with the output of the throttle, the larger the throttle is, the larger the gain is, and the gain is realized by setting a gain slope.

(5) Application of the scaling window: when the difference value between the given rotating speed and the actual rotating speed exceeds the set threshold value, the proportion term is increased according to the set variable proportion coefficient, and therefore the speed regulation response time is shortened. If the load suddenly increases or the rotating speed difference rapidly expands during sudden unloading in the normal operation of the diesel engine, the algorithm is triggered.

(6) Variable PID parameter control application: the method comprises the steps of firstly selecting an initial PID parameter according to the on-off state of the diesel engine, then carrying out superposition operation on a proportional term, an integral term and a differential term according to a set improved PID algorithm, and outputting the sum.

(7) The high intensity differential algorithm for controlling the upper limit applies: the high load region and the low load region are distinguished by setting the throttle breakpoint, and the low load region

And the high load region is respectively provided with a differential limiting value, and the low load region limiting value is larger than the high load region, so that the rotating speed fluctuation rate can be quickly converged under the action of high-intensity differential and limiting values when the diesel engine runs empty.

(3) Speed regulation control strategy in parallel operation transition process

The speed regulation control strategy of the diesel engine in the parallel operation transition process is different from the control strategy in the normal operation, and before the parallel operation process is finished, the waiting-to-be-connected machine performs closed-loop control by taking a target accelerator as a set value and taking an actual output accelerator as a feedback value.

And in the parallel operation transition process, the transition time end and the target are the output accelerator, so that the parallel operation transition process is slightly disturbed by the outside. Therefore, PI closed-loop control is adopted, fixed parallel operation KP and parallel operation KI parameters are set, and a meet limit weakening integral algorithm is applied in integral link calculation.

(4) Speed regulation control strategy in splitting transition process

The speed regulation control strategy of the diesel engine in the splitting transition process is similar to the control strategy in the parallel operation transition process, and before the splitting process is finished (the accelerator reaches the splitting accelerator), the machine to be detached is subjected to closed-loop control by taking the minimum accelerator as a set value and taking an actual output accelerator as a feedback value. The control strategy adopts PI closed-loop control, sets fixed splitting KP and splitting KI parameters, and applies a meet limit weakening integral algorithm in the integral link calculation.

It should be noted that the above-described embodiments may enable those skilled in the art to more fully understand the present invention, but do not limit the present invention in any way. Therefore, although the present invention has been described in detail with reference to the drawings and examples, it will be understood by those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention.

Claims

1. A multifunctional speed regulation driving system of a marine high-power diesel engine is characterized by comprising:

an IO module: the IO module realizes the input/output of switching value, analog input/output and frequency input of the high-power diesel engine by calling a driving function, and further controls the rotating speed of the host;

the host rotating speed control module: the host machine rotating speed control module receives switching value input/output, analog value input/output and frequency value input signals of the IO module and performs fixed rotating speed control by using a PID algorithm; the main engine rotating speed control module comprises a starting submodule for controlling the rotating speed in the main engine starting process, an operating submodule for controlling the rotating speed in the main engine operating process and a given rotating speed selection submodule; the starting submodule comprises a normal starting unit, an emergency starting unit, a triple repeated starting unit, a starting time overlong unit and a starting self-locking unit; the starting self-locking unit comprises a starting interlocking module; the operation sub-module comprises rotation speed control of a single machine disconnection process, a single machine connection and disconnection process, a double-machine parallel operation process and a disconnection process; the given rotating speed selection submodule can select a processing mode of the given rotating speed according to a control mode, and the given rotating speed selection module comprises an automatic control unit, a semi-automatic control unit and a manual control unit; the connecting and discharging process is a process of changing from a disconnecting state to a connecting and discharging state;

a CAN communication module: the CAN communication module receives remote control CAN network data and sends the data to a remote control CAN network; the data comprises an auxiliary decision suggestion formed after comprehensively analyzing various logics in the host speed regulation driving module;

2. The multifunctional speed-regulating driving system of the marine high-power diesel engine as claimed in claim 1, characterized in that the system further comprises:

a power balance distribution module: the power balance distribution module ensures load balance of two hosts working in parallel in the operation process by controlling the throttle of the hosts;

3. The multifunctional speed-regulating driving system of the marine high-power diesel engine is characterized in that according to the claim 1 or 2,

the frequency quantity input includes: the drive function calls the original value obtained by the drive function, the original value is filtered to obtain an effective value, and the refresh time of the frequency quantity input is less than or equal to 500ms.

4. The multifunctional speed-regulating driving system of the marine high-power diesel engine as claimed in claim 1 or 2, characterized in that the triple repeated starting unit comprises a continuous triple repeated starting module and a failed starting module, wherein the continuous triple repeated starting module is capable of automatically and repeatedly starting for three times when the rotating speed of the main engine is greater than the ignition rotating speed but less than the successful starting rotating speed during the starting process; the starting failure module sends a starting failure signal if the third starting still fails, and automatically stops starting; the start-up procedure can be executed again only after manual reset.

5. The multifunctional speed-regulating driving system of the marine high-power diesel engine according to claim 1 or 2, wherein the start time overlength unit can send a signal of the start time overlength, specifically: when the main engine is started, the rotating speed does not reach the ignition rotating speed within the specified time, namely, a signal of overlong starting time is sent out, and the starting program can be executed again after manual reset is needed.

6. The multifunctional speed-regulating driving system of the marine high-power diesel engine as claimed in claim 1 or 2, characterized in that the starting self-locking unit performs starting self-locking when starting interlocking, emergency stop, main engine rotating speed greater than ignition rotating speed or no reset signal is provided when manual reset is required; the starting interlocking module executes starting interlocking if a starting interlocking signal occurs when the host computer does not run, and the host computer cannot be started in a remote control state; the starting interlock can be cancelled in emergency situations, wherein the emergency situations comprise low temperature of a water outlet of a cylinder cover of the main engine, low temperature of a lubricating oil inlet of the main engine and non-disengagement of a clutch.

7. The multifunctional speed regulation driving system of the marine high-power diesel engine as claimed in claim 1 or 2, wherein the parking module comprises a main engine normal parking processing unit, a fault parking processing unit and an emergency parking processing unit:

and the fault parking processing unit executes a fault parking program after receiving the fault parking signal, and outputs parking control air to the host until the host stops.

8. The multifunctional speed-regulating driving system of the marine high-power diesel engine as claimed in claim 1 or 2, characterized in that the host rotational speed control module applies a PID algorithm comprising a basic PID algorithm and an improved PID algorithm, wherein the improved PID algorithm comprises a meet limit weakening integral, an incomplete differential, a variable speed integral, a variable proportion, a variable PID parameter combination, and a high-strength differential of a control upper limit.

9. The multifunctional speed-regulating driving system of the marine high-power diesel engine as claimed in claim 1 or 2, wherein the given rotation speed selection submodule comprises an automatic control unit, a semi-automatic control unit and a manual control unit, and the automatic control unit receives a remote control given rotation speed received from the CAN communication module as the given rotation speed during automatic control; the semi-automatic control unit is used for reading the state of a semi-automatic rotating speed plus-minus button to change the given rotating speed of the host machine during semi-automatic control; the manual control unit: during manual control, the state of a reading machine side rotating speed plus-minus button changes the given rotating speed of the host.

10. The multifunctional speed-regulating driving system of the marine high-power diesel engine as claimed in claim 2, wherein when the two engines run in parallel, the control throttle of the master control machine is calculated by a PID algorithm, the slave control machine receives the control throttle and the actual rotation speed of the master control machine, and then the control throttle of the slave control machine is directly calculated through a relative power mapping table.

11. The multifunctional speed-regulating driving system of the marine high-power diesel engine as claimed in claim 2, wherein the load limiting, scavenging pressure limiting and smoke limiting processing module comprises a load limiting unit, a scavenging pressure limiting unit and a smoke limiting processing unit;

the smoking restriction unit includes smoking restriction determination and smoking restriction processing: the smoking limit is determined as smoking limit when the throttle feedback of the host reaches the limit throttle corresponding to the current host supercharging pressure (scavenging pressure); the smoke limit treatment is to stop increasing the set rotating speed of the main engine when smoke is limited, so that the diesel engine does not accelerate too fast, and the smoke amount generated by insufficient combustion is reduced.

12. The multifunctional speed-regulating driving system of the marine high-power diesel engine in claim 2 is characterized in that,

13. The method for realizing speed regulation driving by adopting the multifunctional speed regulation driving system of the marine high-power diesel engine as claimed in any one of claims 1 to 12, wherein the method for realizing the speed control of the host by the host speed control module comprises the speed control in the host starting process and the speed control in the host running process, and specifically comprises the following steps:

the method for controlling the rotating speed of the host in the starting process comprises the following steps: starting a starting process, starting timing by a timer, and if the timing time is up and the deviation of the rotating speed is less than 1, adopting a starting stable PID parameter; if the timing time is not reached or the timing time is reached but the rotating speed deviation is more than or equal to 1, adopting a PID parameter in the starting process; after the PID parameters are determined, normal PID calculation is carried out, the throttle is output, the task is completed, and the return is carried out;

14. The multifunctional speed-regulating driving method of the marine high-power diesel engine as claimed in claim 13, characterized in that the method for selecting the operation mode comprises the following steps:

15. The multifunctional speed-regulating driving method of the marine high-power diesel engine according to claim 13 or 14,

the single machine discharging control method comprises the following steps: adopting a single-machine dislocation PID parameter, carrying out normal PID calculation, outputting a PID calculation result by the accelerator and returning the result;

the single-machine connecting and arranging control method comprises the following steps: firstly, judging whether the throttle breakpoint is exceeded or not, and if the throttle breakpoint is exceeded, adopting a single machine to connect and arrange PID parameters of a high-load section; if not, adopting the PID parameters of the single-machine row-connecting low-load section; then PID calculation is carried out by utilizing the selected parameters, and the accelerator outputs and returns the PID calculation result;

16. The multifunctional speed-regulating driving method of the marine high-power diesel engine according to claim 13 or 14, wherein the method for controlling the rotating speed in the running process of the main engine further comprises a method for controlling parallel operation: firstly, selecting manual, semi-automatic or full-automatic control; if the control is manual, executing a manual parallel operation command to send a clutch connecting and discharging command; if the control is semi-automatic, executing a semi-automatic parallel operation command to send a clutch connecting and arranging command; if the control is full-automatic, executing a parallel operation command by using an instruction sent by the CAN communication module, adjusting the rotating speed firstly, and if the rotating speed is not equal to the rotating speed of the connecting and discharging machine, continuing to adjust the rotating speed; if the rotating speed of the connecting and exhausting machine is reached, a clutch connecting and exhausting command is sent; if the connection and the arrangement are finished after the clutch connection and the arrangement command is sent, calculating the load transfer of the power balance accelerator, and judging whether the two-unit accelerator is in an error range; if the connection is not finished, continuing to send a clutch connection command; if the two throttles are not within the error range, continuously calculating the load transfer of the power balance throttle; if the two-engine throttle is in the error range and the power balance is completed, the vehicle order is changed from the single-engine working condition to the double-engine working condition, and the operation is completed and returned.

17. The multifunctional speed-regulating driving method of the marine high-power diesel engine as claimed in claim 13 or 14, wherein the method for controlling the splitting process comprises the following steps:

s3: if the control is not manual, not semi-automatic and full-automatic control, the command sent from the CAN communication module is used for executing a disconnection command, then the double locomotive command is automatically changed into a single locomotive command, automatic power transfer is carried out, and if the power transfer is finished, a clutch disconnection command is waited to be sent out; if the power transfer is not finished, then automatic power transfer is carried out;