JP3483743B2 - Multi-cylinder internal combustion engine - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a first engine central control unit and at least an actuator mounted on a cylinder for injecting fuel into the cylinder depending on a signal received from the engine control unit. With several cylinder interfaces to provide control signals to
A multi-cylinder internal combustion engine with an electronic control device, in particular a two-stroke cross for propulsion of a ship, in which the control device provides control signals to actuators of cylinder exhaust valves and also to actuators of other cylinder components. Head type engine.

[0002]

2. Description of the Related Art Electronic control systems for internal combustion engines have long been known. For example, U.S. Pat. No. 4,009,695 describes a four-stroke gasoline engine that includes an exhaust valve, an intake valve, an electronic control unit that electronically controls fuel supply and ignition. This patent refers to such a control device as an "electronic camshaft" and is fully described for its advantages, including the fact that it is not necessary to set the number of valve opens and closes depending on the current operating mode of the engine. There is. Electronic control of all actuators is based on signals received regarding fuel quality, air density, crankshaft movement, desired engine power, and current engine performance, directly from a single central engine controller. Done. The control device described is
It is extremely susceptible to ambient conditions, and failure of the processor results in interruption of control of the entire engine.

US Pat. No. 4,933,862 describes a four-stroke engine which electronically controls the fuel supply, air supply, and exhaust gas recirculation of the engine. The control is split and most of the calculation of the signals for this purpose is done by the auxiliary equipment distributed with the processor for each cylinder or pair of cylinders. It is described that if a part of this calculation is distributed to a larger number of processors, the operational reliability of the engine is improved, and failure of one processor does not necessarily result in engine shutdown.

In an attempt to improve the operational reliability of the first-type two-stroke diesel engine described above, EP 0,509,189 discloses a single central engine control unit for each cylinder. And an electronic control device which outputs at least two control signals for controlling the fuel injection device and the exhaust valve of the cylinder.
The central engine controller outputs signals to the cylinder controller regarding fuel quality, fuel timing, exhaust valve timing, and crankshaft movement. If the engine controller fails, all cylinder controllers will be affected by the stoppage of the signal supply and the engine will stop. Furthermore, if the controller fails, it is of course necessary to deactivate the cylinder, especially if the controller has a built-in cylinder lubrication function, and to temporarily stop the engine. There is a disadvantage that. If one cylinder is unlubricated, its piston cannot work in the unlubricated cylinder liner, so it is necessary to disengage the piston from the crankshaft before reactivating the engine. If the cylinder is correctly removed, the control device described above has the advantage of being able to restart the engine so that it can be operated by the other cylinders, but if the engine is the propulsion engine of a ship, Stopping, even temporarily, is highly undesirable or unacceptable.

An electronic processor with a central processor using two processors, one of which is so-called energized and placed in a standby state, ie by constantly supplying the same input signal as the operating processor. The operational reliability of the control device can be improved. This operating processor is monitored by a switch device which, if a fault is identified, switches its control device to a stand-by spare processor and activates the spare processor immediately. You can As such switching devices can also fail, the control system lacks the requisite operational reliability when controlling the propulsion engine of a ship.

[0006] It is further known to provide an electronically controlled marine engine with a fully mechanically actuated backup device, for example WO 94/29577, but this leads to undesired high costs. Become.

[0007]

SUMMARY OF THE INVENTION It is an object of the present invention to provide an internal combustion engine equipped with an electronic control unit in which the tolerance for error is extremely large, so that the risk of a shutdown due to a failure of the control unit is minimized. Is to provide.

[0008]

In view of this, the engine according to the invention is such that the electronic control unit comprises at least another central engine control unit which functions in parallel with the first central engine control unit, Even if one of the engine central control units fails, the engine can be operated electronically and the electronic control units detect the angular position of the crankshaft and its movement, independent of each other. At least first and second sensor devices and at least two separate communication lines between the central engine controller and the interface of the cylinder, wherein the first sensor device is different from the second sensor device. The engine can be operated under electronic control even when one of the communication lines is interrupted by being connected to the communication line of The cylinder interface receives signals from both the first and second central engine controls, and the cylinder interface is associated with a selection function that validates the signals received from the central engine control. Characterize.

[0009] Together, at least two central engine control units, which, during normal operation, send signals to the interconnects of the cylinders via at least two separate communication lines, allow for errors in the control units. The degree can be extremely high. The reason is that even if an error occurs in one engine control device or one communication line, the operation of receiving a signal in the interface of the cylinder does not stop. Therefore, even if one engine control device fails or one communication line fails, it is possible to continue operating the engine in a state in which all the cylinders are completely electronically controlled. During normal operation, some engine control units output signals via their communication lines, so that even if one engine control unit fails, the signal from the other engine control unit is Can be used directly in the interface.
In this way, when one engine controller fails, it is avoided that the control signal flow stops at the particular point in time when the failure occurred. This is usually important for control of cylinders that contain time-critical signals.

For the present invention, it is essential that the selection function be associated with the interface of the cylinder, not the central engine controller, because the function of validating the signal output from the engine controller is the cylinder. This is because the interfaces of are distributed on the engine cylinders in the same way as they are distributed on the cylinders. If one device performing this selection function fails, the failure only affects the engine cylinders that are controlled in dependence on the signal transmitted by that device (the device in which the selection function has failed). Similarly, if an interface fails, the failure affects only the engine cylinders that are wholly or partially controlled by the controller in which the failure occurred.

Further, the structure of the control device, which has at least two sensor devices independent of each other, for detecting the angular position of the crankshaft and its movement, the engine continues to operate if one sensor device fails. To be able to do.

Over a long period of time, the piston will reciprocate for a long period after a number of normal cylinders cease to function due to a localized failure of the cylinder of the controller (eg, a failure caused by a malfunction in the cylinder interface). It is essential to keep the inside of the cylinder in a lubricated state in order to continue. It is also possible within the scope of the invention to temporarily stop the engine in order to remove the piston in the usual way and then allow the engine to run with the cylinder removed. In one preferred embodiment, the engine ensures that operation will continue in the event of an interface failure and that the cylinders will be interfaced with at least two different cylinders, preferably cylinder interfaces associated with adjacent pairs of cylinders. Since the cylinder lubrication state is controlled, it is not necessary to temporarily stop the operation. When one of the interfaces fails, the lubrication point controlled by that interface ceases to lubricate, but the lubrication point controlled by the other interface retains lubrication, thereby maintaining an oil film on the inner surface of the cylinder lining. , Prevents the piston from operating in the cylinder without lubrication. By controlling the lubrication of the lubrication points both in its own cylinder and in the adjacent cylinders by means of the interfaces of adjacent pairs of cylinders, the communication lines are shortened and the number of interfaces is relatively small, for example cylinders. It is possible to use only one device per time. Also, the interface of at least two different cylinders associated with the same cylinder
It is also possible to control the cylinder lubrication state of one cylinder.

Also, the cylinder lubrication state of one cylinder, whether or not physically located within a single or several interfaces of the same or more cylinders, is determined by at least two of each cylinder. It is further possible to control by a separate control processor. If lubrication is controlled by two different interfaces in the manner described above, the control is provided by two control processors.

Control a portion of the lubrication of a cylinder when a failure of the interface of the other processor or cylinder that controls another portion of the lubrication of the cylinder is detected 1
The interface of one processor or cylinder can supply excess lubricant. If combustion residues are generated, a considerable amount of lubricating oil in the cylinder is consumed,
Continuing operation in this manner is particularly advantageous if the failure condition does not interrupt combustion in the cylinder. If the combustion of the cylinder is interrupted, the amount of excess lubrication at the remaining effective lubrication points will be less.

Each of the cylinder interfaces may optionally be provided with at least one communication and control processor, which processor is based on a signal received from the first and / or second central engine controller.
The signal processing for determining the control signal of the actuator is performed. Decentralized computation within this interface improves the reliability of the controller. This is because the calculation is performed as close as possible to the point of use, and at the same time, depending on the nature of the calculation, the amount of signal transmission in the communication line can be advantageously reduced. . The signals received from the engine controller preferably include basic parameters such as the current operating mode and the position of the crankshaft involved in the calculation of the actuator control signal.

The engine control system includes a marine vessel maneuvering signal received from a ship bridge, a propeller pitch related signal,
Suitably, it is the point of collecting external control signals, such as commands given by the engine operator. These signals are sent to the interface of the cylinder with a signal that selects one of several possible predetermined modes of operation.

In one preferred embodiment, the engine controller calculates the load-dependent fuel supply, while the signal processor in the control processor determines the desired injection process and the relevant control signals. calculate. Both types of calculations are a significant burden on the processor, and so dividing this calculation is, first of all, the effect of allocating the processor load to a suitably fast-running controller type. Is obtained. Second, when setting the fuel delivery to individual cylinders, the statistical error caused by differences in the physical injectors of each cylinder must be taken into account. This includes differences in the nozzle area of the fuel injector, differences in its opening / closing pressure, differences in the amount of leakage of the fuel pump, differences in the flow resistance of the pipe connection between the pump and the injector, and the like. . In addition, the fuel supply amount must also take into consideration the engine speed (RPM) that changes during a single engine rotation. For this reason, the feed must be based on the average RPM. The calculation of the supply amount includes the integration factor (addition, or calculation of integral term) used for calculation of all cylinders, and correction of an error that occurs over a long period of time such as several engine revolutions. It is possible to compensate the statistical error due to. By calculating this supply in the engine controller, the integration factor obtained in the previous calculation can be used directly in the current calculation. By calculating the injection process in the interface, a time-dependent supply quantity can be determined and a desired quantity of fuel can be injected during one engine cycle.
An example thereof is to divide the supply amount into a pre-injection portion and a main injection portion, or into some intermittent injection portions. In the simpler embodiment, where the injection is done in a substantially constant amount, the interface does not calculate any of the injection process.

In another embodiment, the basic parameters received from the engine controller include data regarding the current and desired engine load, and the control processor controls the load dependent fuel supply and the associated actuator. At least one of the control signals is calculated and the control processor outputs a signal used for correction of a statistical error in the fuel supply to the cylinder to at least one of the other cylinder interface and / or the engine controller. . This output signal is typically the above-mentioned integration factor, which is part of the calculation of the supply signal. This signal can be circulated to all devices or can be specifically recalled to one or more devices by means of an indicator.

The cylinder interface preferably comprises a timing processor for synchronizing the control signals with the position of the crankshaft. This design with a separate timing processor offloads the control processor and facilitates the processing of signals that take place within the cylinder's interface. This is particularly advantageous when the cylinder interface receives signals directly from a large number of sensor devices.

It is also possible to facilitate the processing of signals in the cylinder interface by providing the cylinder interface with a separate coprocessor to control the injection of fuel. The calculations for determining the control signals for fuel injection are the most burdensome on the interface, and the separation of these calculations, as can be done in a separate auxiliary processor, allows the cylinder actuators to operate during a single engine cycle. It makes it possible to calculate all the required control signals most quickly.

In one preferred embodiment, at least two of the mutually independent sensors supply signals both to the central controller and directly to the cylinder interface. This has the advantage that a signal intended to calculate the current angular position of the crankshaft and its movement is available for all devices. This makes it possible to determine the timing signals in all devices independently of the other devices, which also increases the reliability of the operation of the control device.

In one alternative embodiment, which makes it possible to simplify the wiring between the sensor and the device concerned, at least two sensors which are independent of one another are directly connected to the engine control unit. , Supply the signal. Based on the signals from these sensors, the engine controller calculates the current angular position of the crankshaft and its movement and is required to actuate the actuator at the correct timing relative to the cylinder interface. Provide a signal. Each of the sensors preferably provides signals to both engine controls.

In a further development of this alternative embodiment, both the engine controller and the cylinder interface have clocks that are synchronized with each other and the cylinder interface receives from the engine controller. The signals are associated with data regarding when to generate control signals for the individual actuators. The cylinder interface can then perform the necessary signal processing to provide the actuator control signals before the signal is generated, after which the local clock of its own produces a predetermined signal. When the time is reached, a control signal is generated.

In yet another embodiment, the engine controller completes the calculation of the signal for the purpose of controlling at least one of the actuators of the interface of the cylinder, a predetermined time before the actuator is activated,
Producing the signal, the cylinder interface exclusively validates the signal and sends the signal to the actuator. As a result, the structure of the interface of the cylinder is very simple and the calculation of the signal is performed by the engine control unit. The predetermined time must be a period corresponding to the time required to send the signal to the interface and the time required to confirm the validity. In this case, the interface does not need to control the generation of the signal to the actuator with respect to the local clock, it only has to send the signal immediately.
However, it is preferred that the predetermined time is considerably longer and the actuation of the actuator is synchronized with the engine cycle using the locally synchronized clock as described above, so that the controller is more accurate. Next to
Moreover, it is less susceptible to changes in the amount of signal transmission that occur when a large number of components of the control device fail.

Each of the cylinder interfaces distributed to the cylinders can act on several cylinders, for example two or three cylinders.
This reduces the total number of interfaces to a particular engine and reduces the cost of the controller, but at the same time reduces operational reliability and causes failure of one interface to several engine cylinders. Affected. Therefore, in order to realize an engine with extremely high operational reliability, it is preferable that at least one cylinder interface be present for each cylinder.

It is possible to design the engine according to the invention such that at least one of the actuators associated with the cylinder interface can act on at least two cylinders. As an example, an actuator driven lubricator with several feed pistons actuated simultaneously feeds the lubrication points to the lubrication points in one or more cylinders, so that in a simple manner at least two different The interface allows one cylinder to lubricate the cylinder. If one interface acts on more than one cylinder, the fuel injection actuators preferably act on two cylinders and the exhaust valve actuators preferably act on two cylinders. In this case, the number of cylinder interfaces can be equal to the number of actuators of the same type.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will now be described in detail with reference to the extremely simplified drawings. For the sake of simplicity, the following description of different embodiments uses the same symbols for components having the same function.

FIG. 1 shows a large crosshead type low speed 2
The stroke diesel engine is indicated generally by the numeral 1. The engine can be a ship propulsion engine, or a stationary generator-driven engine that produces power to the power grid. This engine has a large number of cylinders, generally 4 to 14 cylinders, in the example shown six cylinders 2, each of which has an exhaust valve, a fuel system with a fuel injection arrangement and a cylinder. It has a lubrication point, a start or control air valve, and sensors that monitor cylinder operation, such as cylinder pressure, exhaust temperature and pressure, and selected cylinder component temperatures. The controlled components of the cylinder are typically hydraulically driven by an actuator (not shown). The individual components with the associated actuators are of the prior art and need not be described in detail. Today, engine power per cylinder is typically in the range of 400 to 5900 kW. The low speed engine in this application has a nominal speed of 30 to 20.
It shall mean an engine in the range of 0 RPM. However, the present invention requires 100 to 1000 RPM.
And the output per cylinder is 100 to 1000k
It is also applicable to a W medium speed four stroke engine for propulsion of a ship. In this case, each of the cylinders also has a suction valve.

The electronic control unit for this engine comprises several sensor units 3 for detecting the current angular position of the crankshaft and its movement, several central engine control units 4,
Several cylinder interfaces 5 and the devices 4, 5
And several communication lines 6 between.

These sensor devices 3 are well known in the art and can be of the electromagnetic-electronic type, such as an optical incremental encoder, or of the optoelectronic type, for example.
This optical incremental encoder detects, for example, by one or more sensors that a measuring point arranged on a member that follows the rotational movement of the crankshaft has passed. For example, axis 1
There can be 2048 measuring points and zero pulse generators per revolution. These measuring points can also be coded, depending on their position on the axis. In that case, the zero pulse generator is not needed. Based on the collected clock signal, the current angular position, angular velocity and acceleration of the axis can be determined in a known manner. The at least two sensors are mechanically independent of each other and can be located, for example, at each end of the engine.

The engine control unit 4 is a central processor which receives global monitoring and adjustment signals from several sensors mounted on the engine unit and from external units, which processor interface 5 to the cylinder. , And signals to common engine equipment such as combustion, water and hydraulic feed pumps, auxiliary blowers, control air compressors, and the like.

The engine control unit 4 receives a monitoring signal 7 from, for example, an interface of an engine turbine supercharger system, a scavenging system, a system for supplying liquid fluid to a cylinder actuator, a fuel supply system, a shaft and propeller system, and a cylinder. To receive. Some of the typical signal types are listed below. In the case of a turbocharger system, the signal can be related to rotational speed (RPM), turbocharger vibration parameters, and intake and exhaust parameters such as temperature and pressure. The signal from this scavenging system is
Typically, it is a measurement of pressure and temperature within the scavenging device. The hydraulic system signal is typically a measurement of supply pressure. The signal from the fuel supply system can be related to the temperature and pressure of the fuel supplied to the cylinder, as well as parameters of the fuel quality. The signals from the shaft and propeller system may be related to shaft speed (RPM), and in the case of CP propellers, the current pitch of the propeller. In addition, the engine controller can receive signals from any shaft generator and ship safety equipment.

The engine controller can receive external control signals 8 from, for example, the command bridge of the ship, the engine control room, or the emergency operation desk. Examples of such signal types may be instructions to start or stop the engine, instructions to change the load, special operating modes, or instructions to manually operate optimization parameters to operate the engine.

The engine control device preferably confirms the validity of the received sensor signal. If the signal from one or more sensors disappears, the engine controller will still be able to approximate the disappeared signal based on the signals from the other sensors and / or based on the previous signal of its disappeared type. Calculate. The approximation calculation utilizes a predetermined and programmed description of the state of the engine component system to which the extinguished signal belongs.

This engine control device outputs a control signal 9 to a general engine device. Such a signal may be used, for example, to control hydraulic pressure in a hydraulic system having a preliminary structure, control air pressure in a control air system having a preliminary structure, or in a fuel system having a preliminary structure. It can be used as a signal for controlling the fuel pressure, and for controlling the auxiliary blower, the turbocharger, and the like.

This engine controller also outputs a signal to the cylinder interface 5. Examples of signals used in that embodiment include signals for selecting the current desired mode of operation and signals for changing engine load, where calculations are made to the extent possible in the interface. can do. This interface can include, for example, pre-programmed calculation procedures for the operating modes. Start of the engine, stopping the engine, the low speed operation, operation operation of low fuel consumption, generation of the NO _X during combustion is minimal, operating the engine load increases, operating the engine load decreases, the load is constant Operation in the safety mode. In another embodiment, the calculation is to the extent possible.
It can be done in the engine controller. This means that the calculation procedure for the different modes of operation is stored in the engine controller, which then signals the cylinder interface, the fuel, to open and close the exhaust valve at a particular point in time. Actuator actuation signals, in particular signals for starting and stopping fuel injection at specific times (this can be intermittent, continuous injection, or consist of a preliminary injection and a main injection). ) Means outputting a specific time signal for operating the cylinder, and a specific time signal for supplying control air. The former embodiment is more preferable. The reason for this is that as a result of distributing the calculations in the interface, a controller with higher reliability and less transmission of communication lines is provided. Of course, this control device is
It is also possible to design as an intermediate choice between the two extreme forms.

During normal operation, the cylinder interface 5 receives signals from both or all engine control units 4 and verifies the validity of the received signals, whereby one for each signal type. Only the signal from the engine controller should be selected. Whether or not it works correctly, the engine controller has very little computational error. If the engine's control device outputs an erroneous signal, this is always due to an error in the input signal to the device (for example, due to a faulty sensor monitoring the engine). Thus, validating the signal within the interface can include comparing the magnitudes of the signals from the controllers of the different engines. If the signals are the same or different from each other within a predetermined limit, the signal from one of the control units of the engine has the highest priority and this signal is selected and depends on the interface. To be used. If, as a result of this comparison of the signals, there is a difference above a predetermined limit value, several choices can be made. The simplest choice is to receive the signal that is least different from the previously validated signal of the same type if no signal has been received to change the mode of operation. If the mode of operation changes, one can first select the signal that best fits the pre-programmed standard signal values associated with the new mode of operation. Also, the method of comparing the current operating mode with the relevant standard value can be the method of choice when the operating mode does not change. If all received signals of the same type fall outside the predetermined range associated with its current mode of operation, the interface rejects the received signal,
Predetermined signal values can be used and pre-programmed to allow safe but non-optimal cylinder operating conditions. For example, with respect to the supply of fuel, the signal results in the injection of a relatively small amount of fuel, and the operation of the exhaust valve is such that the valve is opened and closed in a known manner that limits the maximum pressure of the cylinder during combustion. Can be selected. Further, when lubricating the cylinder, it is possible to supply a predetermined large amount of lubricating oil.

When only one signal is received, the absence of a signal from the other engine control means that the communication line to this device has failed or is broken, so that the signal is supplied. Based on the speculation that it is not done, the validation phase can receive this signal.

The communication line 6 is formed as at least a double connection, each of the devices 4, 5 being connected to at least two communication lines and able to communicate with each other via each of the lines. The communication line is shown in the drawing as a multi-drop line, i.e. in the form of an open string in which the devices are connected in parallel. Alternatively, the communication line is
It may be embodied as a ring net, i.e. as a closed string connecting the devices in parallel.

In the embodiment shown in FIG. 1, the sensor device 3 is connected to both the device 4 and the device 5 via separate dual signal lines 10. In the embodiment shown in FIG. 2, the sensor device 3 is connected to each engine control device 4 via a signal line 10a.
Optionally, the sensor device 3 is connected via signal line 10b to the engine control device of the other sensor device, both engine control devices being provided with separate, preferably electrically separated signal inputs. You may make it receive a signal from both sensor apparatuses via. This improves the operational reliability of the device. In this case, the engine controller may be able to verify the validity of the signals received from the sensor device 3 as two or more signal inputs. In the embodiment shown in FIG. 3, the processor device 3a is inserted between the sensor device 3 and the dual communication line 6, which connects the pulse signal received from the sensor 3 to the crankshaft. The current position and its movements are converted into a signal which allows the calculation to be performed centrally before being distributed to the devices 4, 5.

The interface 5 of the cylinder can be designed in different ways. One possibility is
All the calculations for validation and determination of actuator control signals are collected in a single communication line and control processor, which is connected to two separate communication lines 6 and It is connected to various actuators associated with a single cylinder 2. Another possibility is illustrated in FIG. 4, in which the cylinder interface 5 comprises a communication line and control processor 12 and a timing processor 13, which are, for example, in the device 5. Are communicated with each other via the internal busbars 14 of. The pulse signal 15 from the sensor device 3 is provided to the timing processor 13. This can be done via signal line 10, as shown in FIG.

The processor 12 of FIG. 4 sends control signals to the actuator 16 in the fuel system that supplies the fuel. The actuator is actuated by these signals to inject fuel through the multiple injectors 17 at a desired timing related to the engine cycle. The fuel system may include a fuel pump hydraulically driven and electronically controlled by an actuator, and the fuel pump is connected to a relatively low pressure fuel supply. In operation, the fuel pump delivers fuel at high pressure to one or more injectors. In an alternative embodiment, the fuel system can be connected to a high pressure fuel supply. This high-pressure fuel supply source can be opened and closed by an actuator to start and stop the injection process, that is, a so-called general rail type fuel device.

The processor 12 also provides a control signal to the lubrication device 18 of the cylinder to provide an amount of lubrication suitable for the current operating condition, preferably at a particular point in the engine cycle. To be done.

If the timing processor 13 is connected to one or more sensors 3 via a separate signal line 10, then the processor validates the received pulse signal. The validity of this sensor signal can easily be verified, since the engine is well defined and relatively narrow limits are imposed on the speed at which it changes speed. In its simplest form, verification of its validity can include: That is, if one signal has a first priority and uses that signal as long as it keeps a predetermined interval, and the first signal disappears or is out of that range, It can be ensured that the other signal is used.

The timing processor can, for example, convert the received pulse signal into a signal indicating the current angular position of the crankshaft and its movement. The processor may also calculate when different control signals should be applied to the actuators of the cylinder, for example during an engine cycle, and in response output the essential signals of the processor 12. Further, this timing processor directly connects to the actuator 19 of the exhaust valve 20.
It is possible to supply the control signal and also to supply the control signal directly to the actuator 21 of the control air valve during start-up and reverse rotation.

FIG. 5 illustrates one embodiment in which the interface 5 comprises a separate auxiliary processor 22 which performs the calculation of the fuel injection process. In this case, the timing processor 13 can supply data to both the processor 12 and the auxiliary processor 22 at the cylinder timing. The processor 12 sets the control signals to each of the actuators 18, 19, 21, which lubricate the cylinders, the exhaust valve 20 and the supply of control air.

FIG. 6 illustrates one embodiment in which two independent interfaces of substantially the same type as shown in FIG. 4 are connected in a common outer housing. The interface 5 comprises two separate communication and control processors 12 with respective timing processors 13. One processor 12 controls the supply of fuel via actuator 16 and also
It controls the actuator 18 that lubricates the cylinder. The other processor 12 controls the exhaust valve 20, the supply device of control air, and the second actuator 18 which separately lubricates the cylinders in the same cylinder.

The communication and control processor 12 can be designed as shown in FIG. Two communication lines 6
Connection to two separate wire drivers / receivers 22
(Which can be, for example, an RS485 model). Power supply 23, which can be a 24V battery
Are connected in parallel with the two DC / DC converters 25 via the circuit 24. These two DC / DC converters 2
Reference numeral 5 has a separate input portion and output portion that are electrically separated, and supplies a voltage of, for example, 5 V to each communication circuit. Each of the circuits 22 is connected to the associated communication controller 26 via a number of signal paths 27, such as three (holding separate electrically isolated members 28 such as optocouplers or capacitors). The control device 26
It is connected via an internal bus 29 to a processor 30, which is programmed to carry out signal validation and to make the desired calculations.
The processor 30 is connected to a power supply 23 via a DC / DC converter 31. This structure is such that the two communication lines 6 of the parties involved in the communication and control processor are completely electrically decoupled, and the processor 30 allows the circuit 22 to operate.
Ensure it is electrically isolated from. Thus, due to a voltage overload of one line 6 such as a poor connection with the 220V power supply and consequently degradation of the circuit 22 directly connected to the line, the processor 30 or the processor is directly connected to the processor 30. The other lines 6 with the marked circuit 22 are not damaged in any way.

As mentioned above, the cylinder lubrication of each cylinder 2 is preferably controlled by two independent processors, or an interface 5 of the two cylinders. FIG. 8 illustrates one embodiment in which each of the cylinders is connected to two interfaces, each of which interfaces a portion of the lubrication points 32 of the cylinder liner. Each of the lubrication points may have a specific supply or may have one supply that supplies lubricating oil to several lubrication points. In the first case the ring 33 represents the signal line to the supply line and in the second case the ring represents the pipe that distributes the lubricating oil from the supply device to the lubrication point.

FIG. 9 shows one embodiment in which each of the cylinders has an interface 5, in which case the lubrication control devices for the cylinders are arranged in pairs. Thus, the interface associated with one cylinder of the pair of controllers controls lubrication to a portion of the lubrication point on its own cylinder, and one of the lubrication points of the other cylinder in the pair. Controls lubrication to parts.

The structural details of the different embodiments of the invention described above can be combined to provide further embodiments within the scope of the invention. One or both of the separate processors 12, 13 shown in FIG. 6 may be formed, for example, as shown in FIG.
It is also possible to control 8, 19, 21.

[Brief description of drawings]

FIG. 1 is one of the overall communication lines between engine controls.
It is a figure which shows two forms.

FIG. 2 is a diagram showing a communication line in a form different from that of FIG.

FIG. 3 is a diagram showing a communication line in a form different from that of FIG.

FIG. 4 illustrates one embodiment of a cylinder interface.

FIG. 5 shows another embodiment of the cylinder interface.

FIG. 6 is a view showing still another embodiment of the interface of the cylinder.

FIG. 7 is a diagram illustrating an example of a communication and control processor.

FIG. 8 is a schematic diagram showing an example of a state in which lubrication of a cylinder is controlled.

FIG. 9 is a schematic view showing another example of the state in which the lubrication of the cylinder is controlled.

[Explanation of symbols]

2 cylinder 3 sensor device 3a processor device 4 central engine control device 5 cylinder interface 6 communication line 7 monitoring signal 8 control signal 9 control signal 10 signal line 12 control processor 13 timing processor 14 internal bus 15 pulse signal 16, 18 actuator 17 injection device 19, 21 Actuator 20 Exhaust valve 22 Auxiliary processor 23 Power supply 24 Circuit 25 DC / DC
Converter 26 Communication control device 27 Signal path 28 Member 29 Internal bus bar 30 Processor 31 DC / DC
Transducer 32 Cylinder liner lubrication point 33 Ring

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI F02D 41/04 380 F02D 41/04 380Z 41/22 380 41/22 380M 41/28 41/28 (72) Inventor Jorn Skoger・ Andersen Denmark Deko-2860 Servo, Eng Krogen 11 (56) Reference JP-A-5-233577 (JP, A) JP-A-2-227741 (JP, A) JP-A-63-208646 (JP, A) JP 7-4294 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F02D 45/00 374 F02D 45/00 305 F02D 41/04 380 F02D 41/22 380 F02D 41/28

Claims (15)

(57) [Claims] 1. A multi-cylinder type having an electronic control device.
Two-stroke crosshead for internal combustion engine (1), especially for propulsion of ships
Engine with a first engine central controller (4) and a cylinder (2) for injecting fuel into the cylinder depending on a signal received from the engine controller, at least An interface (5) of at least some cylinders which provides a control signal to an actuator (16), said electronic control device comprising: an actuator (19) of an exhaust valve (20) of the cylinder;
And a multi-cylinder internal combustion engine (1) which also provides control signals to actuators of other cylinder components.
The electronic control device comprises at least another central engine control device (4) which functions in parallel with the first central engine control device (4) ,
Even if one of the units fails, the engine
Can be operated electronically, and the electronic control
The control device detects at least first and second mutually independent sensor devices (3) for detecting the angular position of the crankshaft and its movement, and at least two between the central engine control device and the interface of the cylinder. A separate communication line (6), wherein the first sensor device is connected to another communication line other than the second sensor device and one of the communication lines is interrupted.
The engine is operated electronically
Rukoto can receive signals from both of the normal operation of the electronic control device, the <br/> cylinder interface (5) the first and second central engine control unit (4),
Interface of the cylinder, characterized in that it is associated with a selected functional part to check the validity of the signals received from the central engine control unit, a multi-cylinder internal combustion engine. 2. Internal combustion engine according to claim 1, wherein cylinder lubrication of the cylinders is controlled by an interface (5) of at least two different cylinders, preferably a cylinder interface associated with an adjacent pair of cylinders. An internal combustion engine, characterized in that: 3. Internal combustion engine according to claim 1 or 2, characterized in that the interface (5) of the cylinder comprises at least one communication and control processor (12), which processor comprises a first and / or a second processor. A signal processing for determining a control signal of the actuator is performed based on the signal received from the second central engine control device (4), and the signal received from the control device of the engine is included in the calculation of the control signal of the actuator. An internal combustion engine, which optionally includes basic parameters such as the current operating mode and the position of the crankshaft. 4. The internal combustion engine according to claim 3, wherein the engine control device (4) calculates a load-dependent fuel supply amount while the signal processing in the control processor (12) is desired. Internal combustion engine, characterized in that it calculates an injection process and associated control signals. 5. The internal combustion engine of claim 3, wherein the basic parameters received from the engine controller (4) include data regarding current and desired engine loads, the control processor (12). Calculates at least one of a load dependent fuel supply and a control signal for an associated actuator, the control processor providing a signal used to correct a statistical error in fuel supply to a cylinder. Internal combustion engine, characterized in that it outputs to at least one of the cylinder interface (5) and / or the engine control unit (4). 6. An internal combustion engine according to claim 3, wherein an interface (5) of the cylinder synchronizes a control signal with the position of the crankshaft.
Internal combustion engine, characterized in that it comprises two timing processors (13). 7. Internal combustion engine according to any one of claims 3 to 6, characterized in that the interface (5) of the cylinder comprises a separate auxiliary processor (22) for controlling the injection of fuel. Let's say an internal combustion engine. 8. An internal combustion engine according to claim 1, wherein at least two mutually independent sensors (3) are provided both on the central engine control unit (4) and on the cylinder. Internal combustion engine, characterized in that it supplies signals directly to the interface (5). 9. An internal combustion engine as claimed in any one of claims 1 to 7, characterized in that at least two sensors independent of one another supply signals exclusively directly to the engine control unit, preferably An internal combustion engine, characterized in that each of the sensors supplies a signal to both engine control units. 10. The internal combustion engine of claim 9, wherein both the engine controller and the interface of the cylinder have clocks that are synchronized with each other, and the engine controller is within the interface of the cylinder. An internal combustion engine, characterized in that the signals received from the are associated with data relating to when to generate control signals for the individual actuators. 11. An internal combustion engine according to claim 9 or 10, wherein the engine control unit completes the calculation of signals for the purpose of controlling at least one actuator of the interface of the cylinder, and the actuator is activated. Internal combustion engine, which outputs the signal for a predetermined time before being performed, and the interface of the cylinder exclusively checks the validity of the signal and sends the signal to the actuator. 12. Internal combustion engine according to claim 1, wherein the cylinder lubrication state of one cylinder (2) is controlled by at least two different control processors associated with the same cylinder. An internal combustion engine, characterized in that: 13. An internal combustion engine according to claim 2 and / or 12, wherein the lubrication of the cylinder is confirmed when a malfunction of the other processor or cylinder interface controlling another part of the lubrication of the cylinder is confirmed. An internal combustion engine, characterized in that the interface of the one processor or cylinder controlling a part supplies excess lubricating oil. 14. An internal combustion engine according to any one of claims 1 to 13, characterized in that there is at least one cylinder interface (5) for each cylinder (2). Internal combustion engine. 15. Internal combustion engine according to claim 10, wherein at least one of the actuators associated with the interface (5) of the cylinder is at least two.
Internal combustion engine, characterized in that it acts on two cylinders.