• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Method for operating an internal combustion engine, in particular a gas engine, having at least two cylinders (1), wherein the amount of fuel supplied to each of the at least two cylinders (1) is cylinder-specific depending on a desired power and / or a desired torque and / or a desired speed of the internal combustion engine controlled or regulated by means of a fuel metering device and a cylinder pressure sensor (2).
    公开号:AT511001A1
    申请号:T66/2011
    申请日:2011-01-18
    公开日:2012-08-15
    发明作者:
    申请人:Ge Jenbacher Gmbh & Co Ohg；
    IPC主号:
    专利说明:

    1
    The invention relates to a method for operating an internal combustion engine having at least two cylinders, in particular a gas engine. Furthermore, the invention relates to an internal combustion engine for carrying out a respective method.
    Methods for operating multi-cylinder internal combustion engines are already known. The methods described in the prior art and control systems for operating internal combustion engines (eg DE 196 21 297 C1, EP 1 688 601 A2, DE 10 2006 024 956 B4, DE 10 2007 000 443 A1) are primarily for engine control of smaller gasoline and Diesel engines suitable, as used for example for the operation of passenger cars. Therefore, the examples given therein generally relate to the use of liquid fuels. For fixed gas engines with engine power above 3 MW, which are used for example for the production of energy, the proposed control concepts are not suitable because it by the physically large dimensions of these engines (for example, the mixture rails) to an undesirably large time delay between the control signal and the effect on the combustion process in the corresponding cylinder comes. In addition, given the dimensions of mixed-supercharged engines, the same pressure is not applied to all cylinders, or the pressure can not be accurately detected due to flow effects.
    The object of the invention is to provide a method with which the performance of an internal combustion engine, in particular a gas engine, can be controlled precisely and quickly. This applies in particular to the so-called island operation, in which the gas engine must respond to a fluctuating power requirement of the power network to be supplied. Here, a fast and precise control of the output power of the gas engine is required.
    This object is achieved in that is controlled or regulated in accordance with a desired performance and / or a desired torque and / or a desired speed of the internal combustion engine each of the at least two cylinders supplied amount of fuel cylinder individually using a fuel metering device and a cylinder pressure sensor. 67895 30 / hn
    ··· * * * ft ftp • ft ftp • ft ftp ft ftpftftft «« * · * «» 2
    In the following, the terms fuel, propellant gas and gas as well as the terms internal combustion engine, gas engine and engine are used synonymously.
    As a reference variable for controlling or regulating the power and / or the torque and / or the rotational speed of the internal combustion engine in this case the pressure in each of the cylinders is used. The pressure in the combustion chamber is detected by cylinder pressure sensors. The work performed by the respective cylinder or delivered power can be calculated from the measured cylinder pressure via known thermodynamic relationships. The power is thereby primarily influenced by the amount of fuel available for the combustion process (amount of propellant gas). From known or to be detected parameters such. Pressure in the combustion chamber, pressure and temperature of the applied air, pressure and temperature of the adjacent propellant gas and speed is calculated to achieve the required power during the next combustion gas amount of gas and this corresponding amount of fuel or fuel-air mixture via appropriate introduction devices the cylinders Internal combustion engine supplied.
    In this case, each of the at least two cylinders compressed air and fuel, preferably propellant, are each supplied in a separate form. Of course, however, a premix can be carried out and a corresponding fuel-air mixture can be supplied.
    In a further embodiment of the invention, this can be designed so that the cylinders are made to be equivalent depending on the respective cylinder pressure, preferably cylinder tip pressure, or quantities derived therefrom with respect to the output and / or emissions, preferably NOx emissions, from the cylinders. Different geometries in the air intake duct and in the gas line as well as different valve characteristics can lead to unequal combustion processes in the individual cylinders. It is advantageous to equate the combustion in the different cylinders in terms of power output or NOx emissions by appropriate means. For this purpose, variables such as peak pressure or combustion center of gravity can be determined from the cylinder pressure signals, which can be used for equality. It would also be possible to derive important parameters such as the excess air ratio from these pressure-indicated parameters for combustion, which can then likewise be used for equality or for general engine control. A cylinder equalization can be done via a cylinder-specific control or
    Control of the ignition timing and / or the opening duration and / or the fuel supply pressure of the respective introduction device for the fuel can be brought about. The reference variable for a cylinder equalization control may preferably be the cylinder tip pressure or the cylinder center pressure or the cylinder-specific excess air number determined from the cylinder pressure curve.
    In a preferred embodiment of the invention it can be provided that the amount of fuel supplied to each of the at least two cylinders is determined by the opening duration and / or by the fuel supply pressure and / or the opening cross section of the respective fuel introduction device. In this case, the fuel quantity and the feed characteristic can be determined via the respective opening and closing time of the introduction device of a cylinder. The
    Insertion devices can be designed as port-injection valves, wherein the respective opening duration of such a port-injection valve can be determined by the properties of the valve and the operating conditions. The introduction device can be designed so that it can have substantially only the two positions fully open and fully closed.
    The amount of fuel or propellant gas that is supplied to a gas engine is the primary factor influencing the output of the gas engine. The gas metering at a port injection valve thus represents a primary control element for the performance. The following relationship is important:
    Where Pmech is the output power of the internal combustion engine, mgas the amount of gas required for the entire internal combustion engine, Hu the lower calorific value of the gas, nmot the efficiency of the internal combustion engine, and n the rotational speed of the engine Internal combustion engine is in rpm.
    Since the amount of gas m9as primarily affects engine power, torque or engine speed, the setpoint of the amount of gas injected into the gas engine can be calculated according to the desired setpoint of the controlled variable «* * * * * * * • • •« * * • • · · · · · · · «· * · · 4
    The fuel quantity mgas for a desired power Paon can accordingly be determined by the following formula: If m gas is 120 n
    The calculation is based on the lower heating value Hu of the gas, the motor efficiency qmot and the speed n of the motor. The efficiency of the internal combustion engine nmot can be determined in each case by evaluating the cylinder pressure curve during the last combustion cycle or, for example, from an engine characteristic curve.
    With regard to exhaust control and ignition control, the mixture ratio of the fuel-air mixture may not be set to any value. The mixture ratio (Lambda value) must be set so that the emissions are lower than a defined emission limit and at the same time the
    Combustion misfire limit is not reached. The corresponding lambda value is in this case e.g. indicated by a corresponding combustion control or by a characteristic or table. The specified lambda value is used to determine the fuel quantity of a corresponding air quantity for the entire engine. In this case, a cylinder can receive only a certain amount of air. The amount of air that can be poured into a cylinder is a function of boost pressure and volumetric efficiency. In the control device, the cylinder air quantity can be determined by the permanently measured charge pressure and the calculated delivery rate. Depending on the amount of gas required for a desired power then a corresponding number of cylinders can be determined, in which the gas can be distributed evenly. In the active, so to be supplied with gas cylinders, the gas is injected through appropriate introduction devices, such as port injection valves. The opening duration of a valve decides how much gas is injected into a cylinder. The opening times of the valves can be supplied by the control device as a manipulated variable. The actual value of the engine power can be determined by detecting the cylinder pressure curve (cylinder pressure indexing) or by measuring the electrical power in grid parallel operation and can be used by the control device as a feedback signal or reference variable.
    In this case, a time-staggered control concept can be used. Preferably, it may be provided that in a first control cycle in the range of about 1 * * 1 a * * * fr * I * * fr fr t »MI *« * fr * * * i * * fr fr * * · « 2 to 100 combustion cycles, the amount of fuel per cylinder is controlled and / or in a second control cycle in the range of about 10 to 1000 combustion cycles, a regulation is carried out by tracking the fuel quantity of a regulated charge air quantity and / or in a third control cycle in the range of about 100 to 10,000 combustion cycles, a control of the fuel supply pressure per cylinder takes place.
    As a result, a time sequence of control actions can be defined, wherein the time periods are determined by the number of combustion cycles over which the intervention takes place. The first control cycle, which is preferably used in the range of 2 to 100 combustion cycles, serves pure power control and is referred to as a gas-controlled control principle. In this case, the specification of the amount of gas represents the primary control intervention, wherein a secondary control intervention can take place in that the necessary charge air quantity is adapted according to the amount of gas. Such a control intervention is particularly suitable for a short-term power control, in which highly dynamic interventions < z. cycle-based monitoring, speed deviations) can be achieved by means of cycle-synchronous, direct intervention in the gas quantity. Furthermore, such a control intervention is particularly suitable for rapidly achieving a cylinder equalization.
    However, a pure short-term power control has the disadvantage that thus changed operating conditions, such. a changed gas composition, low-calorific gases, wear, high ambient temperatures, etc. can not be taken into account. Therefore, further longer-term control cycles can be provided by the longer-term control interventions to maintain high efficiency and / or favorable emission developments are possible in addition to the possibility of short-term gas-based control, for example to remedy short-term disturbances.
    In a second control cycle can therefore be provided that the charge air quantity is used as a primary control intervention and the corresponding fuel quantity of the charge air quantity is tracked (air-controlled control principle). This control principle is particularly suitable for power regulation and for controlling quasi-stationary processes, such as e.g. the startup of a gas engine up to its rated load.
    In a third control cycle, higher-level stationary processes can be controlled by adjusting the fuel supply pressure. • · ··· · «# 6 (gas-pressure-controlled control principle), with optimization processes in turn being able to take place by adaptation of the gas quantity with a low time requirement corresponding to the first control cycle.
    According to a particularly preferred embodiment, it can be provided that individual cylinders are selectively switched off by the regulation or control, wherein the cylinders not switched off deliver the desired power and / or provide the desired torque and / or the desired speed of the internal combustion engine. Preferably, it may be provided that individual cylinders are switched off in the case of a power requirement of the internal combustion engine in the range of 0% to 30% of the rated power of the internal combustion engine. A power or speed control in Teillastfali and idle can be done by shutting down or connection of individual cylinders instead of using conventional actuators such as Umblaseventil or throttle. This results in a throttle damper-free and therefore lower-loss operation and a simpler control characteristic for the entire internal combustion engine, in particular related to a turbocharger control. A cylinder shutdown during load shedding can of course also generally in the entire load range, from 0% to 100% of the rated power of the internal combustion engine, take place.
    Depending on the current load situation, it may thus be provided that, when the load is reduced or increased by more than 25% of the nominal load per combustion cycle, individual cylinders are selectively switched off or switched on. For example, if an internal combustion engine is used for power generation, sensor values characterizing the network condition {e.g. Grid voltage, frequency, energy demand profile of the utility) can be used to detect load transients in advance and to respond to it in the short term. If the internal combustion engine is in isolated mode, electrical load measurements may be taken (e.g., load request, wind speed measurements or solar intensity measurements). If the internal combustion engine is used as a drive for e.g. For example, measurements on an air compressor provided in the internal combustion engine (e.g., compressor inlet pressure, compressor outlet pressure) may be used to quickly detect load shifts or even brief load jolts. Also torque and / or speed measurements can be used to detect load changes.
    In the case of a load connection, individual cylinders or even all cylinders during the transient phase can be supplied with an enriched fuel-air mixture with the help of the individual gas injection to provide a short time more power available to an exhaust gas turbocharger provided in the internal combustion engine and thus the known turbo lag Effect faster to overcome. At the same time, the ignition timing can be shifted accordingly to avoid knocking.
    The ability to control the supply of fuel gas cylinder individually or can also be used to shut off the gas for a short time (eg, for one or two combustion cycles) to detect the pure compression curve and to be able to detect possible valve damage or wear , Therefore, it can be provided that for monitoring the function of a cylinder, the fuel supply for one or more combustion cycles, preferably one to two combustion cycles, switched off and the resulting temporal course of the cylinder pressure is determined. A phase without combustion can also be used to balance the cylinder pressure sensors. Such adjustment may be necessary to adjust parameters such as e.g. to be able to calculate the combustion center position with sufficient accuracy from the cylinder pressure signals. Also, valve wear or deposits that result in a change in the compression ratio may be detected via the determination of the pumping agent pressure or corresponding pumping losses during such a phase. If the values of several sensors are compared, u. a. Sensor defects of real malfunction of the
    Internal combustion engine can be distinguished.
    Particularly advantageous is that embodiment of the invention in which the respective combustion processes of the at least two cylinders are monitored by a cylinder sensor system, preferably cylinder pressure indexing. The so-called
    Cylinder pressure indication serves to detect the internal pressure prevailing in the cylinder as a function of crankshaft angle or time. In particular, in conjunction with other parameters, such as the exhaust gas temperature at the cylinder outlet or the torque, it can be determined whether the combustion in a cylinder actually deviates from the remaining cylinders or if, for example, the cylinder pressure sensor of the relevant cylinder is defective. In addition, cylinder pressure indexing can be used to monitor combustion cycle-based constraints such as knocking or misfiring, as well as multi-cycle optimization and monitoring and response to fluctuating gas quality • t · · «· · · · · · ·» * φ · I ** ** ** * * * * * * * * * *........... For this purpose, mathematically determined from the cylinder pressure size such as the focal point of combustion and the mean pressure can be used.
    Furthermore, it can be provided that the at least two cylinders are operated with different fuels. In this case, for example, individual cylinders can be operated with diesel. Such a mixed operation may be advantageous to be able to dynamically control the turbine performance and thus the charge with the diesel-operated cylinders due to their wider combustion window as needed. The gas-powered cylinders are essentially constant and are used, for example, only for slow control interventions (for example, NOx control).
    The objects underlying the present invention are also achieved by an internal combustion engine with the features of claim 14. Advantageous developments of this internal combustion engine are set forth by the dependent claims.
    Further details and advantages of the present invention will be explained in more detail below with reference to the description of the figures with reference to the exemplary embodiments illustrated in the drawings. Show:
    Fig. 1 is a schematic representation of a cylinder with insertion device and
    Cylinder pressure sensor and
    Fig. 2 is a schematic block diagram of a proposed
    Control concept.
    1 shows schematically a cylinder 1 of an internal combustion engine with a piston 6 located therein. A delivery device 4 serves for injecting propellant gas into the combustion space 5. A cylinder pressure sensor 2 delivers, for example, continuously or time-discretely and / or depending on the angle with the piston 6 associated crankshaft (not shown here) corresponding measurement data of the pressure in the combustion chamber 5 of the cylinder 1 to a control or regulating device 3, which is used to control or regulate power and / or torque and / or speed of the internal combustion engine. Depending on the desired control variable is metered by the control or regulating device 3, a corresponding amount of fuel for the cylinder 1 and injected by means of introduction device 4 into the combustion chamber 5. Thus takes over in this 9
    Example, the control or regulating device 3 together with the introduction device 4, the function of a fuel metering device.
    Fig. 2 shows a schematic block diagram of a proposed gas-controlled control concept by a control or regulation device 3 for controlling the amount of fuel for a cylinder 1 in response to the desired target size S. The target size S and the actual size I can be the engine power, the torque or e.g. affect the speed. In the cylinder 1, the cylinder pressure profile is detected by at least one, not shown, cylinder pressure sensor 2 and evaluated by a cylinder pressure indicating device 7. By such a cylinder pressure indexing, the cylinder pressure can be detected as a function of the time and / or the angle of a crankshaft connected to the piston 6 of the cylinder 1 (not shown here). Based on the cylinder pressure profile, by the
    Cylinder pressure indicating device 7 is provided to an evaluation device 8, by the evaluation device 8 relevant parameters such. the engine power, the engine efficiency, the degree of delivery, the current lambda value and the
    Cylinder tip pressure can be determined. One or more of these determined additional data Z can be supplied to the control or regulating device 3 in order, for example, to determine the number of cylinders to be supplied with fuel and the opening durations of the cylinders
    To determine delivery devices 4 (e.g., port injection valves). By the
    Insertion device 4, the correspondingly required amount of fuel can then be injected into the respective cylinder 1.
    Innsbruck, January 17, 2011
    权利要求:
    Claims (19)
    [1]


    1. A method for operating an internal combustion engine having at least two cylinders (1), in which in particular gas engine, characterized in that in dependence on a desired power and / or a desired torque and / or a desired speed of the internal combustion engine each of the at least two cylinders (1) supplied amount of fuel cylinder individually controlled by means of a Brennstoffdosiereinrichtung and a cylinder pressure sensor (2) or regulated.
    [2]
    2. The method according to claim 1, characterized in that each of the at least two cylinders (1) compressed air and fuel, preferably propellant, are supplied in each case in a separate form.
    [3]
    3. The method according to claim 1 or 2, characterized in that as a reference variable for controlling or regulating the power and / or the torque and / or the rotational speed of the internal combustion engine, the pressure in each of the cylinder (1) is used,
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that the each of the at least two cylinders (1) supplied amount of fuel through the opening period and / or by the fuel supply pressure and / or through the opening cross-section of the respective introduction device (4) the fuel is determined.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that a cylinder equalization via a cylinder-specific control or regulation of the ignition timing and / or the opening duration and / or the fuel supply pressure of the respective introduction device (4) for the fuel is brought about.
    [6]
    6. The method according to claim 5, characterized in that the cylinder (1) depending on the respective cylinder pressure, preferably cylinder tip pressure, or derived therefrom variables in relation to the output from the cylinders (1) power and / or emissions, preferably NOx emissions to be assimilated. 67895-36 / fr
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that in a first control cycle in the range of about 2 to 100 combustion cycles, a control of the amount of fuel per cylinder (1) and / or in a second control cycle in the range of about 10 to 1000 combustion cycles is controlled by the fact that the fuel quantity of a regulated charge air quantity is tracked and / or in a third control cycle in the range of about 100 to 10,000 combustion cycles, a regulation of the fuel supply pressure per cylinder (1).
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that selectively controlled by the control individual cylinders (1), wherein the non-deactivated cylinder (1) deliver the desired power and / or the desired torque and / or the desired Provide speed of the internal combustion engine.
    [9]
    9. The method according to claim 8, characterized in that at a power requirement of the internal combustion engine in the range of 0% to 30% of the rated power of the internal combustion engine individual cylinders (1) are turned off.
    [10]
    10. The method according to claim 8 or 9, characterized in that at a reduction or increase in the load by more than 25% of the rated load per combustion cycle selectively individual cylinders (1) off or be switched on.
    [11]
    11. The method according to any one of claims 8 to 10, characterized in that for monitoring the operation of a cylinder (1), the fuel supply for one or more combustion cycles, preferably one to two combustion cycles, switched off and the resulting time course of the cylinder pressure is determined.
    [12]
    12. The method according to any one of claims 1 to 11, characterized in that the respective combustion processes of the at least two cylinders (1) by a cylinder sensor, preferably cylinder pressure, are monitored. 3
    [13]
    13. The method according to any one of claims 1 to 12, characterized in that the at least two cylinders (1) are operated with different fuels.
    [14]
    14. internal combustion engine comprising: at least two cylinders (1), at least one introduction device (4) per cylinder (1), for introducing fuel or a fuel / air mixture into the cylinder (1), a control or regulating device (3) for controlling or regulating at least one of the following desired parameters of the internal combustion engine: power, torque, rotational speed, characterized in that each of the at least one introduction devices (4) per cylinder (1) is controlled by the control device (3) to control or regulate the desired size is controlled.
    [15]
    15. Internal combustion engine according to claim 14, characterized in that per cylinder (1) at least one cylinder pressure sensor (2) is provided, the signals of the control or regulating device (3) can be fed.
    [16]
    16. Internal combustion engine according to claim 14 or 15, characterized in that the at least one introduction device (4) per cylinder (1) is designed as a port-injection device.
    [17]
    17. Internal combustion engine according to any one of claims 14 to 16, characterized in that an air compressor is provided which is in communication with the at least two cylinders (1).
    [18]
    18. Internal combustion engine according to any one of claims 14 to 17, characterized in that the internal combustion engine without throttle, with at least one turbocharger compressor bypass and / or at least one turbocharger turbine wastegate and / or a variable valve timing and / or a variable turbine geometry and / or a variable compressor geometry is formed ,
    [19]
    19. Internal combustion engine according to one of claims 14 to 18, characterized in that the internal combustion engine is designed as a preferably stationary gas engine. Innsbruck, January 17, 2011
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    法律状态:
    2020-09-15| MM01| Lapse because of not paying annual fees|Effective date: 20200118 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA66/2011A|AT511001B1|2011-01-18|2011-01-18|METHOD FOR OPERATING A COMBUSTION ENGINE THROUGHOUT AT LEAST TWO CYLINDER|ATA66/2011A| AT511001B1|2011-01-18|2011-01-18|METHOD FOR OPERATING A COMBUSTION ENGINE THROUGHOUT AT LEAST TWO CYLINDER|
    CN201180065287.0A| CN103314201B|2011-01-18|2011-12-12|For the method running the internal combustion engine with at least two cylinder|
    JP2013548700A| JP5977254B2|2011-01-18|2011-12-12|Method of operating an internal combustion engine with at least two cylinders|
    KR1020137018194A| KR101823720B1|2011-01-18|2011-12-12|Method for operating an internal combustion engine having at least two cylinders|
    CA2824288A| CA2824288A1|2011-01-18|2011-12-12|Method for operating an internal combustion engine having at least two cylinders|
    EP11808555.4A| EP2665905B1|2011-01-18|2011-12-12|Method for operating an internal combustion engine having at least two cylinders|
    AU2011356575A| AU2011356575B2|2011-01-18|2011-12-12|Method for operating an internal combustion engine having at least two cylinders|
    PCT/AT2011/000491| WO2012097389A2|2011-01-18|2011-12-12|Method for operating an internal combustion engine having at least two cylinders|
    US13/944,059| US20130298869A1|2011-01-18|2013-07-17|Method for operating an internal combustion engine having at least two cylinders|
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