• 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:
    A method for the cost-optimal and/or emission-optimal operation of a system of multiple internal combustion engines along a total route composed of multiple route sections or over a total operating duration composed of multiple periods. For each route section or period, section data (20) and section conditions (10) are preset, wherein the section data (20) for each route section or period define data such as a requested total output of the system and/or rotational speed limits for each of the internal combustion engines and/or emission limit values, and wherein the section conditions (10) for each route section or period define peripheral conditions to be maintained such as a load reserve and/or a minimum number of internal combustion engines to be operated and/or a load spread between the internal combustion engines. For each route section or period, a total output 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, those operating parameters and those costs for the associated route section or period are determined for each internal combustion engine, for which the associated internal combustion engine, subject to providing the respective part output, is cost and/or emission-optimally operated. It is checked if these operating parameters fulfil or violate the section conditions (10), wherein in particular when these operating parameters violate the section conditions, the respective costs are subjected to a penalty term (70).
    公开号:FI20185829A1
    申请号:FI20185829
    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
    20185829 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.
    20185829 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.
    Starting 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 each route section or for each period, section data on the one hand and section conditions on the other hand are preset.
    The section data define for each route section or for each period data such as a requested total output of the system of the multiple internal combustion engines and/or rotational speed limits for each of the internal combustion engines and/or emission limit values.
    20185829 prh 03 -10- 2018
    The section conditions define peripheral conditions to be maintained for the operation such as a load reserve and/or a minimum number of the internal combustion engines to be operated and/or a load spreading between the internal combustion engines.
    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, those rotational speed-dependent costs vectors and/or those emission vectors are determined for each internal combustion engine and for each operating parameter map, for which the associated internal combustion engine, providing the respective part output, is cost-optimally and/or emission-optimally operated.
    It is checked if these determined operating parameters fulfil the section conditions or violate the same, wherein in particular when these determined operating parameters violate the section conditions, the respective costs are subjected to a penalty term.
    With the invention it is possible, to make possible particularly advantageously a cost and/or emission-optimal operation of the multiple internal combustion engines.
    For the operation of the system, at least one operating parameter map is preset according to an advantageous further development, 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 .
    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.
    20185829 prh 03 -10- 2018
    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.
    Accordingly, the optimisation of the operation of a system of multiple internal combustion engines preferentially takes place 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.
    20185829 prh 03 -10- 2018
    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. 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.
    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 combustion engine subject to minimising the target quantity.
    The control device according to the invention is defined in Patent Claim 7.
    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 firstinvention,blockanddiagramforillustratingtheFig. 2:a secondblockdiagramforillustratingthe invention.
    20185829 prh 03 -10- 2018
    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 total 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 diagrams of Fig. 1 and 2.
    In Fig.
    2, 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. 2 accordingly has a total number n of internal combustion engines M.
    20185829 prh 03 -10- 2018
    Furthermore, Fig. 2 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 .
    For each route section Xl, X2, Xi, section data 20 on the one hand and section conditions 10 on the other hand are preset according to Fig. 1.
    The section data 20 define for each route section Xl, X2, Xi a requested total output of the system of the multiple internal combustion engines and rotational speed limits for each of the internal combustion engines and emission limit
    20185829 prh 03 -10- 2018
    - 8 values. Furthermore, the section data 20 can also preset a type of fuel for each route section Xl, X2, Xi.
    The section conditions 10 define for each route section XI, X2, Xi peripheral conditions such as a load reserve and a limited number of internal combustion engines to be operated and a load spread between the internal combustion engines and/or minimum values and maximum values of a load to be maintained for each internal combustion engine. Furthermore, the section conditions 10 can be a minimum number of the internal combustion engines to be operated for each engine room.
    Furthermore, operating resource costs 80 of the operating resources to be employed such as of the fuels to be employed and if applicable of the reduction agents of an SCR exhaust gas aftertreatment to be employed are preset.
    The section data 20 and the operating resource costs 80 are provided to an optimising function 40 as shown in detail in Fig. 2. The optimising function 40 co-operates with a superordinate optimising function 30.
    For each route section Xl, X2, Xi, a total output of the system reguested for the respective route section Xl, X2, Xi is divided up into part outputs PMi,xi to PMn,xi between the individual internal combustion engines Ml, M2, M3, Mn, namely by the superordinate optimising function 30.
    For each route section Xl, X2, Xi, those operating parameters and those costs for the associated route section Xl, X2, Xi are determined by the optimiser 40 for each internal combustion engine Ml, M2, M3, for which the associated internal combustion engine Ml, M2, M3, Mn is cost and/or emission-optimally operated subject to providing the respective part outputs PMi,Xi to PMn,xi·
    In a block 50 it is checked if these operating parameters determined by the optimising function 40 fulfil or violate the section conditions 10. In particular when it is determined in block 50 that the operating data determined by the optimising function 40 violate the section conditions 10, the respective costs are subjected to a penalty term in a block 70 and subsequently made available to the superordinate optimising function 30 as costs subjected to the penalty term. In particular when it is determined in block 50 that the operating data determined by the optimising function 40 fulfil the section conditions 10, the respective costs are made available in a block 60 without penalty term to the superordinate optimising function 30.
    20185829 prh 03 -10- 2018
    The superordinate optimising function 30 determines as target quantity the total costs of the system so that the same are minimised as target quantity.
    Further details of the optimisation function 40 is shown by Fig. 2.
    Accordingly, Fig. 2, shows that multiple operating parameter maps MAP 1, MAP 2, MAP 3 and MAP 4 are kept ready or preset. Each of the operating parameter maps MAP 1 to 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).
    20185829 prh 03 -10- 2018
    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 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, the 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. 2, 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.
    The operating parameter maps MAP 1 to MAP 4 shown in Fig. 2 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
    20185829 prh 03 -10- 2018 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, as mentioned above, 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 by the superordinate optimising function. In Fig. 2, 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,χΙλ Ρμ2,χ1λ Pm3,xi and PM11,xi 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 optimising function 30 via any suitable optimisation algorithm, in particular via a particleswarm algorithm. Preferentially, the optimising function 40 also utilises a particle swarm algorithm.
    Details of a particle swarm algorithm are familiar to the person skilled in the art described here and do not require
    20185829 prh 03 -10- 2018 a 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.
    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 Fig. 2, 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 ΚΜιλχιλΜΑρι 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 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, xi r MAP4, the 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.
    20185829 prh 03 -10- 2018
    The block 41 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 41 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 42 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 superordinate optimising 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 Ρμι,χι to Ρμιι,χι of the internal combustion engines, namely in such a manner that the total costs of the system determined dependent on the cost-optimal and/or emission-optimal 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 (8)
    [1]
    The claims
    A method for operating a system comprising a plurality of internal combustion engine machines (M1, M2, M3, Mn), namely, for the cost and / or emission optimum use of the system over a total distance portion of multiple journeys (X1, X2, Xi);
    for each trip portion (X1, X2, Xi) or for each time period, first, the portion information (20) and the portion condition (10) are preset, wherein the portion information (20) for each trip portion (X1, X2, Xi) or the required total power and / or speed limits of the resulting system for each internal combustion engine and / or emission limits, and wherein the terms (10) for each trip portion (X1, X2, Xi) or for each time period determine the applicable boundary conditions such as load reserve and / or / or load distribution between internal combustion engine divisions, dividing the total system power required for each travel segment (X1, X2, Xi) or each time period (X1, X2, Xi) or time period for individual internal combustion engine machines (M1, M2, M3, Mn) , χι - Ρμπ, χι), for each trip portion for each of the internal combustion engine (M1, M2, M3, Mn) and the period for which this internal combustion engine (M1) is included, for each internal combustion engine (M1, M2, M3, Mn) , M2, M3, Mn) are used in a cost-and / or emission-optimal manner by setting the respective partial power (Ρμι, χι - Ρμπ, χι), checking whether (10) or these observed operating parameters meet the conditions, in which case the operating parameters observed infringe the terms of the share, a penalty clause is attached to the respective costs (70).
    [2]
    Method according to Claim 1, characterized in that at least one operating parameter map (MAPI, MAP2, MAP3, MAP4) is preset for operating the system, wherein each operating parameter map (MAPI, MAP2, MAP3, MAP4) determines valve control times and / or feed pressure through speed and power. and / or, as a function of injection pressure and / or injector control times and / or fuel type, at least one propulsion unit consumption of at least one internal combustion engine (M1, M2, M3, Mn), and
    20185829 prh 03 -10-2018 for the length of the section or for the entire period, the current operating parameter map (MAPI, MAP2, MAP3, MAP4) is unchanged for each internal combustion engine (M1, M2, M3, Mn), for each section (X1, X2, Xi) or period. for each of the five internal combustion engine machines (M1, M2, M3, Mn) and for each operating parameter map (MAPI, MAP2, MAP3, MAP4), RPM-dependent cost vectors (Κμι, χι, μαρι - Κμπ, xl map4), where (for each of these cost vectors) , μαρι - Κμπ, xl map4) determine the respective operating parameter, preferably the RPM, and the cost for the associated operating parameter map (MAPI, 10 MAP2, MAP3, MAP4) and the associated distance section (X1, X2, Xi) or the period for which this internal combustion engine is (M1, M2, M3, Mn) is used in a cost-and / or emission-optimal manner with the pre-set partial power (Ρμι, χι - Ρμπ, χι), and for a smart operating parameter map (MAPI, MAP2, MAP3, MAP4) and for each of the 15 internal combustion engine machines (M1, M2, M3, Mn), the sum of costs is determined for all travel segments (X1, X2, Xi) or time periods and then when multiple operating parameter maps (MAPI, MAP2) , MAP3, MAP4), determine the operating parameter map (MAPI, MAP2, MAP3, MAP4) for which each internal combustion engine (M1, M2, M3, Mn) is used for the total distance
    20 or over a total operating time, cost and / or emission optimum, depending on the cost and / or emission optimum operating parameter map (MAPI, MAP2, MAP3, MAP4) of each internal combustion engine (M1, M2, M3, Mn), .
    [3]
    Method according to Claim 2, characterized in that the plurality of usage parameter maps (MAPI, MAP2, MAP3, MAP
    [4]
    4) differ in valve control times and / or supply pressures and / or injection pressures and / or injector control times and / or fuels.
    Method according to claim 3, characterized in that at least one internal engine-specific and operating parameter map is preset for the at least one internal combustion engine, which applies only to the respective internal combustion engine.
    [5]
    Method according to claim 3 or 4, 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).
    [6]
    A method according to any one of claims 2 to 4, characterized in that each travel segment (X1, X2, Xi) or
    Minimize the total power output of the 5 method to the partial power of the internal combustion engine (Ρμι, χι - ΡΜη, χί).
    [7]
    7. A control device for operating a system consisting of a plurality of internal combustion engine machines (M1, M2, M3, Mn), namely, for the total cost of travel and / or emission optimized use of a plurality of trip sections (X1, X2, Xi).
    [8]
    10 or a total period of several time periods, characterized in that it carries out the control side of the method according to any one of claims 1 to 6.
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    同族专利:
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    DE102017123044A1|2019-04-11|
    CN109630284A|2019-04-16|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102017123044.0A|DE102017123044A1|2017-10-05|2017-10-05|Method and control device for operating a system of several internal combustion engines|
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