• 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
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    • 专利摘要:
    null
    公开号:FI20185828A1
    申请号:FI20185828
    申请日:2018-10-03
    公开日:2019-04-06
    发明作者:Hendrik Grosse-Löscher；Niclas Meyer
    申请人:Man Energy Solutions Se；
    IPC主号:
    专利说明:

    METHOD AND CONTROL DEVICE FOR OPERATING A SYSTEM OF MULTIPLE INTERNAL COMBUSTION ENGINES
    The invention relates to a method for operating a system of multiple internal combustion engines. The invention, furthermore, relates to a control device for carrying out the method.
    From ship applications, systems of multiple coupled internal combustion engines are known, which are coupled in such a manner that part drive outputs provided by the internal combustion engines are taken off by at least one common consumer. Here, the part drive outputs provided by the internal combustion engines of the system provide, in sum, a total output which is taken off by the or each common consumer. The respective consumer can be a mechanical consumer or an electrical consumer or a hydraulic consumer, wherein in the mechanical consumer this is referred coupled internal combustion engines, case of a common to as mechanically in the case of a common electrical consumer this is referred to as electrically coupled internal combustion engines and in the case of a common hydraulic consumer this is referred to as hydraulically coupled internal combustion engines. Accordingly it is known from ship applications that a system of mechanically coupled internal combustion engines, as common mechanical consumer, mechanically drives a ship's
    20185828 prh 03 -10- 2018 propeller. It is known, furthermore, that a system of electrically coupled internal combustion engines, as common electrical consumer, drives a generator for generating electric energy, wherein the generated electric energy can be utilised for example for driving an electric motor and/or other consumer. It is also possible that internal combustion engines, dependent on the configuration of multiple common consumers, are mechanically and/or electrically and/or hydraulically coupled.
    20185828 prh 03 -10- 2018
    From DE 10 2014 017 500 Al a method for operating a system of multiple internal combustion engines is known, in which, providing the required output for each running internal combustion engine, an individual operating point is determined and the respective internal combustion engine is operated in this individual operating point, namely in such a manner that, maintaining emission values, minimal operating costs are incurred for the system.
    There is a need for further improving the operation of a system of multiple internal combustion engines.
    Departure out from this, the present invention is based on the object of creating a new type of method for operating a system of multiple internal combustion engines and a control device for carrying out the method.
    This object is solved through a method according to Patent Claim 1. The method for operating a system of multiple internal combustion engines according to the invention, namely for the cost-optimal and/or emission-optimal operation of the system along a total route composed of multiple route sections or over a total operating duration composed of multiple periods, comprises at least the following steps:
    For the operation of the system, at least one operating parameter map is preset, wherein each operating parameter map, over rotational speed and output dependent on valve control times and/or charge pressure and/or injection pressure and/or injector control times and/or type of fuel, maps a specific operating resource consumption and/or a specific emission output, and wherein along the total route or over the total operating duration the respective operating parameter map is invariable for each internal combustion engine.
    20185828 prh 03 -10- 2018
    For each route section or period, a total output of the system requested for the respective route section or period is divided up into part outputs between the individual internal combustion engines.
    For each route section or period, rotational speeddependent costs vectors and/or emission vectors are determined for each internal combustion engine and for each operating parameter map, wherein from each of these cost vectors and/or emission vectors, that rotational speed and those costs and/or emissions for the associated operating parameter map and the associated route section or period is determined, for which the associated internal combustion engine, providing the respective part output, is costoptimally and/or emission-optimally operated.
    For each operating parameter map and each internal combustion engine, the sum of the costs and/or the sum of the emission outputs is determined over all route sections or periods and in particular when the same presets multiple operating parameter maps, that operating parameter map is determined, for which the respective internal combustion engine, along the total route or over the total operating duration, is cost-optimally and/or emission-optimally operated.
    Dependent on the preferentially cost-optimal and/or emission-optimal operating parameter map of each internal combustion engine, the total costs/or total emission of the system is determined, which are minimised as target quantity.
    In the method according to the invention, the optimisation of the operation of a system of multiple internal combustion engines is effected dependent on at least one operating parameter map which, along the total route or during the total operating duration, is invariable and thus constant for each internal combustion engine.
    Furthermore, the optimisation of the operation of the system of multiple internal combustion engines takes place dependent on route sections of the total route or dependent on periods of the total operating duration.
    With the invention it is possible to particularly advantageously make possible a cost-optimal and/or emission-optimal operation of the system of multiple internal combustion engines.
    Preferentially, multiple operating parameter maps are preset wherein the operating parameter maps differ from one another by the valve control times and/or charge pressures and/or injection pressures and/or injector control times and/or type of fuel. In particular during the operation of a ship, multiple operating parameter maps are preset. Based on each internal combustion engine, however, only one of the operating parameter maps can always be utilised along the total route or over the total operating duration. Only after the end of the total operating duration or on reaching the destination of the total route is it possible to change an operating parameter map for an internal combustion engine.
    20185828 prh 03 -10- 2018
    Preferentially, an internal combustion engine- individual operating parameter map is preset which is exclusively valid for the respective internal combustion engine, and/or at least one operating parameter map is preset, which is jointly valid for multiple internal combustion engines.
    According to an advantageous further development, the respective total output of the system in each route section or period is divided up into part outputs of the internal
    20185828 prh 03 -10- 2018
    - 5 combustion engine subject to minimising the target quantity.
    The control device according to the invention is defined in Patent Claim 6.
    Preferred further developments of the invention are obtained from the subclaims and the following description. Exemplary embodiments of the invention are explained in more detail by way of the drawing without being restricted to this. There it shows:
    Fig. 1: a block diagram for illustrating the invention.
    The invention relates to a method and to a control device for operating a system of multiple internal combustion engines .
    In particular, the invention relates to a method and to a control device for operating a system of multiple internal combustion engines of a ship.
    However, the invention is not restricted to this preferred application. On the contrary, the system of multiple internal combustion engines can also be a power plant.
    In particular when the method is utilised in order to operate a system of multiple internal combustion engines of a ship, the system is to be cost-optimally and/or emissionoptimally operated over a total route, for example between a departure port and a destination port, wherein the total route between the departure port and the destination port is composed of multiple route sections, for example of a departure from the departure port, a voyage near the cost, a sea-going voyage, and entering the destination port. The above route sections in this case are purely exemplary in nature. The above route sections require different outputs.
    In particular when as system a system of multiple internal combustion engines of a power plant is to be cost-optimally and/or emission-optimally operated, the optimised operation takes place over a total operating duration composed of multiple periods, wherein the periods can be for example different periods of a day, in which different outputs are requested.
    As already explained, the invention is described in the following for the application in which the system of multiple internal combustion engines to be operated is an internal combustion engine system of a ship, which is to be preferentially cost-optimally operated while maintaining given emission limit values along a total route composed of multiple route sections.
    In the following, the invention is described making reference to the block diagram of Fig. 1.
    In Fig.
    1, the blocks Ml, M2, M3 and Mn illustrate the internal combustion engines of the system of multiple internal combustion engines, wherein the system shown in
    Fig. 1 accordingly has a total number n of internal combustion engines M.
    20185828 prh 03 -10- 2018
    Furthermore, Fig. 1 illustrates that the total route to be covered is composed of multiple route sections Xl, X2 and Xi .
    Accordingly, the route section XI can be a port entry or port departure. The route section X2 can be a voyage near the coast. The route section Xi can be a sea-going voyage.
    Fig. 1, furthermore, shows that multiple operating parameter maps MAP 1, MAP 2, MAP 3 and MAP 4 are get ready or preset. Each of the operating parameter maps MAP 1 to
    20185828 prh 03 -10- 2018
    MAP 4 over a rotational speed and an output maps a specific operating resource consumption and/or a specific emission output, namely as a function of valve control times of gas exchange valves and/or as a function of a charge pressure and/or as a function of an injector pressure and/or as a function of injector control times and/or as a function of a type of fuel. In the exemplary embodiment, the maps are marked with MAP 1 to MAP 4 here, obviously the number of the maps can be indefinitely extended (MAP 1, MAP 2 ... MAP n, n = whole positive numbers).
    Here, each of the operating parameter maps MAP 1, MAP 2, MAP 3 and MAP 4 maps as specific operating resource consumption a specific fuel consumption as well as a specific lubricating oil consumption. In particular when the internal combustion engine in the exhaust gas aftertreatment utilises an SCR catalytic converter, in which a selective catalytic reduction of nitrogen oxides and/or sulphur oxides using urea takes place, each of the operating parameter maps moreover s also maps a specific urea consumption.
    As specific emission output, each operating parameter map preferentially maps a specific nitrogen oxide output and a specific sulphur oxide output.
    In the operating parameter maps MAP 1 to MAP 4, rotational speed limits for internal combustion engines can be mapped, furthermore, for example minimum rotational speed and maximum rotational speeds of internal combustion engines.
    In particular when, as shown in Fig. 1, multiple operating parameter maps MAP 1 to MAP 4 are preset, these operating parameter maps can differ from one another in particular by valve control times and/or charge pressures and/or injection pressures and/or injector control times and/or rotational speed limits and/or type of fuel.
    20185828 prh 03 -10- 2018
    The operating parameter maps MAP 1 to MAP 4 shown in Fig. 1 are valid in all route sections XI to Xi for all internal combustion engines Ml to Mn. The route sections XI to Xi can be assigned route section-specific emission limit values. It is also possible that for at least one internal combustion engine at least one internal combustion engineindividual operating parameter map is preset, which is exclusively valid for the respective internal combustion engine. This is the case for example in particular when at least one internal combustion engine significantly differs from the other internal combustion engines of the system in terms of its design.
    For each route section Xl, X2 and Xi, a total output of the system of multiple internal combustion engines requested for the respective route section Xl, X2, Xi is divided up into part outputs between the individual internal combustion engines Ml to Mn.
    In Fig. 1, these part outputs are visualised by circles, wherein for the route section XI the part outputs Ρμι,χι of the internal combustion engine Ml, Pm2,xi of the internal combustion engine M2, Pm3,xi of the internal combustion engine and Ρμπ,χι of the internal combustion engine Ml are valid. The sum of the part outputs Ρμι,χι, Pm2,xi, Pm3,xi and Ρμπ,χι thus corresponds to the total output requested for the route section XI.
    The respective requested total output is also divided up into part outputs for the route sections X2 and Xi, namely for the route section X2 into the part outputs PMi,x2 of the internal combustion engine Ml, Pm2,x2 of the internal combustion engine X2, Pm3,x2 of the internal combustion engine M3 and Ρμπ,χ2 of the internal combustion engine Mn and for the route section Xi into the part output PMi,xi for the internal combustion engine Ml, Pm2,xi for the internal combustion engine M2, PM3,Xi for the internal combustion engine M3 and PMn,Xi for the internal combustion engine Mn.
    The dividing-up of the part outputs P requested for the respective route section Xl, X2, and Xi is effected via the block 30 in terms of an optimisation via an optimisation algorithm, wherein details of a particle swarm algorithm are familiar to the person skilled in the art described here and do not require more detailed explanation. With regard to the particle swarm algorithm, reference is made to for example DE 10 2010 003 725 Al. The selection of a suitable algorithm in the block 30 is incumbent on the person skilled in the art addressed here and is not limited to a particle swarm algorithm.
    20185828 prh 03 -10- 2018
    For each route section Xl, X2 and Xi, cost vectors and/or emission vectors are determined for each internal combustion engine Ml, M2, M3 and Mn for each operating parameter map MAP 1, MAP 2, MAP 3 and MAP 4 which is valid for the respective internal combustion engine Ml, M2, M3 and Mn. In the exemplary embodiment shown in Fig. 1, corresponding cost vectors K are determined, while emission vectors which are not shown can also be alternatively or additionally determined.
    In Fig. 1, the rotational speed-dependent cost vectors K determined for each route section Xl, X2 and Xi for each operating parameter map are merely shown for the internal combustion engine Ml. Analogously, corresponding cost vectors can also be determined for the internal combustion engines Ml, M2, M3 and Mn. Accordingly, the cost vector Κμι,χι,μαρι is a rotational speed-dependent cost vector for the internal combustion engine Ml in the route section XI utilising the operating parameter map MAP 1. The cost vector ΚΜιλχ2,μαρ3 is the cost vector determined in the route section X2 for the internal combustion engine Ml using the operating parameter map MAP 3. The cost vector ΚΜιλΧιλΜΑΡ4 is
    20185828 prh 03 -10- 2018 the rotational speed-dependent cost vector determined for the internal combustion engine Ml in the route section Xi using the parameter map MAP 4. Cost vectors ΚΜιλΧιλΜΑΡι to Κμπ,χι,μαρ4 are determined.
    From these rotational speed-dependent cost vectors ΚΜιλΧιλΜΑΡι to KMn r xi r maP4 , that cost-optimal rotational speed for the respective part output to be provided for the respective internal combustion engine Ml to Mn is determined via a minimisation function, wherein in the respective cost vector ΚΜιλΧιλΜΑΡ to ΚΜηΛΧιΛΜΑΡ4 this optimal rotational speed is stored together with the associated costs.
    The block 10 is provided with these cost vectors, namely the costs determined for each internal combustion engine Ml to Mn in each of the route sections XI to Xi for the part outputs P, wherein in the block 10 for each operating parameter map MAP 1 to MAP 4 and each internal combustion engine Ml to Mn the sum of the costs over all route sections is determined, wherein in the block 20 that operating parameter map is subsequently determined for each internal combustion engine, for which the respective internal combustion engine Ml to Mn is cost-optimally and/or emission-optimally operated along the total route.
    In the block 30, as already explained, the respective requested total outputs for the individual route sections XI to Xi are divided up into the part outputs PMi,xi to PMn,xi of the internal combustion engines, namely in such a manner that the total costs and/or total emissions of the system determined dependent on the cost-optimal and/or emissionoptimal operating parameter map of each internal combustion engine as target quantity are minimised.
    As already explained, the method can also be utilised in order to optimise a system of multiple internal combustion engines of a power plant over a total operating duration.
    Here, operating parameter maps can then be kept ready which differ from one another with respect to the type of fuel used. As type of fuel, heavy fuel oil or gas or coal or the like can be utilised in power plants.
    The invention, furthermore, relates to a control device for carrying out the method, wherein the control device carries out the method according to the invention automatically.
    For this purpose, the control device comprises hardware and software means, wherein the hardware means are data interfaces, a processor and a memory. Data interfaces serve for the exchange of data between the individual components, a memory serves for the data storage and a processor for the data processing. Software means can be program modules which are stored in the memory and are executed by the processor in order to carry out the method according to the invention.
    权利要求:
    Claims (5)
    [1]
    A method for operating a system comprising a plurality of internal combustion engine machines (M1, M2, M3, Mn), namely, for a cost-optimal and / or emission-optimum operation over a total trip portion (X1, X2, Xi) or over a total period of several periods:
    at least one operating parameter map (MAPI, MAP2, MAP3, MAP4) is preset for system operation, wherein each operating parameter map (MAPI, MAP2, MAP3, MAP4) determines valve control times and / or feed pressure and / or injection control and / or injector control times and / or as a function of fuel type, at least one internal combustion engine engine (M1, M2, M3, Mn) has a specific fuel consumption and / or emission, and whereby, over the total distance traveled or during the entire period, , Mn), for each trip portion (X1, X2, Xi) or each time period, the total system power required for each trip portion (X1, X2, Xi) or period is divided by the individual power units (M1, M2, M3, Mn) to partial power (Ρμι, χι - Ρμπ, χι), for each part of the journey (Xl, X2, Xi) or for axo, for each internal combustion engine machine (M1, M2, M3, Mn) and for each operating parameter map (MAPI, MAP2, MAP3, MAP4), speed-dependent cost vectors (Κμι, χι, μαρι - Κμπ, xl map4) and / or emission vectors, the cost vectors (Κμι, χι, μαρι - Κμπ, xl map4) and / or the emission vectors determine the respective RPM and the respective costs and / or emissions for the associated service parameter map (MAPI, MAP2, MAP3, MAP4) and the associated travel segment (Xi, X1). or for the time period for which the associated internal combustion engine (M1, M2, M3, Mn) is used in a cost-optimal and / or emission-optimal manner, with the pre-set partial power (Ρμι, χι - Ρμπ, χι), each operating parameter map (MAPI, MAP2, MAP3) and for each internal combustion engine (M1, M2, M3, Mn), the sum of the costs and / or emissions is determined for each of the trip parts (X1, X 2, Xi), or when more than one operating parameter map (MAPI, MAP2, MAP3, MAP4) is preset, determine the operating parameter map (MAPI, MAP2, MAP3, MAP4) for which the respective internal combustion engine (M1, M2, M3, Mn) is used size
    20185828 prh 03 -10-2018 for women's travel section or total life cycle cost-optimally and / or emission-optimally, depending on the cost-optimal and / or emission-optimal operating parameter map 5 (MAPI, MAP3, ) determine the total cost of the system or total emissions that will be minimized as a target variable.
    [2]
    Method according to Claim 1, characterized in that the plurality of operating parameter maps (MAPI, MAP2, MAP3, MAP4) differ in valve control times and / or feed pressures and / or injection pressures and / or in-
    10 for jector control times and / or fuels.
    [3]
    Method according to Claim 2, characterized in that at least one internal engine-specific and use param parameter map is preset for at least one internal combustion engine, which is valid only for the respective internal combustion engine.
    15
    [4]
    Method according to Claim 2 or 3, characterized in that at least one operating parameter map (MAPI, MAP2, MAP3, MAP4) which is common to several internal combustion engine machines (M1, M2, M3, Mn) is preset.
    A method according to any one of claims 1 to 4, wherein
    20 for each segment (X1, X2, Xi) or time period, the total power of the system is divided by the target power into the partial power of the internal combustion engine (Ρμι, χι - Ρμπ, χι).
    6. A control unit for a system comprising a plurality of internal combustion engine machines (M1, M2, M3, Mn) which presets the system to be cost-optimal and / or
    At least one operating parameter map (MAPI, MAP2, MAP3, MAP4) for the emission-optimum operation over the total distance portion of the plurality of trip segments (X1, X2, Xi), wherein each operating parameter map determines the speed and power of 30 val as a function of feed pressure and / or injection pressure and / or injector control times and / or fuel type, at least one internal combustion engine (M1, M2, M3, Mn) specific vehicle fuel consumption and / or specific emissions, and MAP over MAP4) is 35 unchanged for each internal combustion engine (M1, M2, M3, Mn),
    20185828 prh 03 -10-2018 for each trip portion (X1, X2, Xi) or period, the total system power required for each trip portion (X1, X2, Xi) or period is divided by the individual internal combustion engine (M1, M2, M3, Mn) fractional power (Ρμι, χι - Ρμπ, Χι),
    For each trip portion (X1, X2, Xi) or time period, for each internal combustion engine machine (M1, M2, M3, Mn) and each operating parameter map (MAPI, MAP2, MAP3, MAP4), the speed-dependent cost vectors (Κμι, χι, μαρι - xl map4) and / or emission vectors, and for each of these cost vectors (Κμι, χι, μαρι - Κμπ, xi, map4) and / or emission vectors, 10 respective revolutions and the respective costs and / or emissions for the associated operating parameter map (MAPI, MAP2, MAP4) and the associated distance section (X1, X2, Xi) or the time period for which this internal combustion engine (M1, M2, M3, Mn) is used in a cost-optimal and / or emission-optimal manner, with the respective partial power (Ρμι, χι - Ρμπ, χι )
    For each of the 15 operating parameter maps (MAPI, MAP2, MAP3, MAP4) and each internal combustion engine (M1, M2, M3, Mn), the sum of the costs and / or emissions is determined for each distance segment (X1, X2, Xi) or time intervals operating parameter maps (MAPI, MAP2, MAP3, MAP4), determine the operating parameter map (MAPI, MAP2, MAP3, MAP4) for which the respective internal combustion engine (M1, M2, M3, Mn) is used for the total distance traveled or the total operating time / emission optimally and / or optimally, depending on the preferably cost-optimal and / or emission-optimum operating parameter map (MAP1, MAP2, MAP3, MAP4) of each internal combustion engine (M1, M2, M3, Mn), the total system cost or total emission is determined and minimized.
    Control device according to Claim 6, characterized in that the plurality of operating parameter maps (MAPI, MAP2, MAP3, MAP4) differ from valve control times and / or feed pressures and / or injection pressures and / or in-
    30 for jector control times and / or fuel type.
    Control device according to Claim 7, characterized in that it comprises at least one internal combustion engine (M1, M2, M3, Mn) at least one internal combustion engine specific and operating parameter map (MAP1, MAP2, MAP3, MAP4) which applies only to the respective internal combustion engine (M1, M2). ,
    35 M3, Mn).
    Control device according to Claim 7 or 8, characterized in that it comprises at least one operating parameter map (MAP1, MAP2, MAP3, MAP4) which applies in common to several internal combustion engine machines (M1, M2, M3, Mn}).
    [5]
    A method according to any one of claims 6 to 9, characterized in that it divides the total power for each travel section or time period (X1, X2, Xi) into partial powers (Ρμι, χι - Ρμπ, xij), namely to minimize the target variable.
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102017123040.8A|DE102017123040A1|2017-10-05|2017-10-05|Method and control device for operating a system of several internal combustion engines|
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