EP2955355A1 - Moteur à combustion interne avec un cycle d'allumage sauté - Google Patents

Moteur à combustion interne avec un cycle d'allumage sauté Download PDF

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Publication number
EP2955355A1
EP2955355A1 EP15001583.2A EP15001583A EP2955355A1 EP 2955355 A1 EP2955355 A1 EP 2955355A1 EP 15001583 A EP15001583 A EP 15001583A EP 2955355 A1 EP2955355 A1 EP 2955355A1
Authority
EP
European Patent Office
Prior art keywords
ignition
cylinder
control
combustion engine
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15001583.2A
Other languages
German (de)
English (en)
Other versions
EP2955355B1 (fr
EP2955355B8 (fr
Inventor
Herbert Kopecek
Nikolaus Spyra
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Innio Jenbacher GmbH and Co OG
Original Assignee
GE Jenbacher GmbH and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GE Jenbacher GmbH and Co OHG filed Critical GE Jenbacher GmbH and Co OHG
Publication of EP2955355A1 publication Critical patent/EP2955355A1/fr
Publication of EP2955355B1 publication Critical patent/EP2955355B1/fr
Application granted granted Critical
Publication of EP2955355B8 publication Critical patent/EP2955355B8/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
    • F02P5/14—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on specific conditions other than engine speed or engine fluid pressure, e.g. temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/1455—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means by using a second control of the closed loop type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque

Definitions

  • the present invention relates to an internal combustion engine having the features of the preamble of claim 1 and a method for operating an internal combustion engine having the features of the preamble of claim 15.
  • the individual combustion chambers of the internal combustion engine are designed as piston-cylinder units (often referred to as cylinders for short).
  • cylinders for short.
  • the ignition device is usually assigned to the antechamber.
  • the patterns are advantageously matched to the number of cylinders so that circumferential Ausblendsequenzen result, d. H. within a very short time each cylinder is relieved.
  • the object of the invention is to provide an internal combustion engine and a method for operating an internal combustion engine, in which or in which excessive mechanical loads or wear by skip firing are avoided.
  • fuel is understood to mean either pure fuel, such as fuel gas, or a fuel-air mixture.
  • Cycle is understood to mean a working cycle of the engine, that is to say in the case of a four-stroke engine a crankshaft rotation of 720 °, in the case of a two-stroke engine a crankshaft rotation of 360 °, 360 ° corresponding to a full angle.
  • ignition also means “ignition”, ie when "no ignition takes place in one cycle", it is to be understood that in this cycle the mixture does not ignite, ie that the respective ignition device and / or Fuel introduction device remains inactive.
  • the characteristic temperature may be, for example, an exhaust gas temperature, a temperature in the cylinder itself, a temperature of a connecting rod bearing or of individual parts of the cylinder (for example cylinder head, fire plate, piston or liner).
  • the sensors are to be arranged accordingly in the internal combustion engine, as is familiar to the expert.
  • control or regulating device is designed to control or regulate the fuel introduction device of the at least one selected cylinder during the at least one cycle so that the introduction of fuel into the at least one selected cylinder is interrupted.
  • a possibly provided ignition device can remain active or switched on, since in any case no ignitable fuel is present in the combustion chamber.
  • control or regulating device is designed to switch off or not to activate the ignition device of the at least one selected cylinder during the at least one cycle.
  • a possibly provided fuel introduction device remains active or switched on, since fuel in the combustion chamber is not ignited.
  • the fuel introduction devices may be designed, for example, as port injection valves, as variable intake valves of a variable valve train or as in-cylinder injectors.
  • the injectors can be designed for the direct injection of fuel in an Otto engine or for the injection of diesel in a diesel engine.
  • the ignition devices - if they are present - can be designed, for example, as spark ignition devices, corona ignition devices, glow plugs or as laser ignition devices.
  • an output pattern is stored in an electronic memory of the control or regulating device, according to which the ignition devices and / or fuel introduction devices by the control or regulating device so can be controlled or regulated that in at least one selected cylinder during at least one cycle, no ignition, wherein the control or regulating device is adapted to, in a first operating mode, the ignition device and / or fuel introduction devices without taking into account the signals of the at least one measuring device according to the output pattern to control or regulate.
  • the output pattern may be chosen so that the sequence of firings or omissions results in the most even distribution possible of the mechanical and thermal load on the engine, as already known from the prior art.
  • the output pattern for the cylinder deactivation can be matched to the current power requirement of the internal combustion engine.
  • control or regulating device is designed, in the event that the characteristic temperature of at least one of the cylinders reaches or exceeds a predeterminable upper value, to control or regulate this cylinder so that no ignition takes place.
  • this measure can be provided as a second operating mode in which the first operating mode is changed. This ensures that a cylinder with a particularly high characteristic temperature is excluded from the ignition, thereby reducing the thermal load on the corresponding cylinder.
  • control or regulating device is designed, in the event that the characteristic temperature of at least one of the cylinders reaches or falls below a predeterminable lower value, to control or regulate this cylinder in such a way that ignition takes place.
  • This measure can be carried out in isolated form or in combination with one of the measures described above. This ensures that a cylinder with a particularly low characteristic temperature is not excluded from the ignition, so from the next cycle so ignites, and thereby the thermal load is increased to the corresponding cylinder.
  • the upper and / or lower value is determined based on the average temperature of all cylinders (or in a variant only selected ones, for example only those cylinders of a cylinder bank).
  • the average temperature can be determined by the arithmetic mean or median.
  • the upper and lower limits are calculated from the average temperature and an offset.
  • the offset can be chosen differently, depending on how many cylinders are intended for non-ignition.
  • the offset thus corresponds to the band deviation from the average temperature over which the affected cylinder receives the command for non-ignition or under which the affected cylinder receives the command to ignite.
  • the average temperature of the temperatures determined directly at the outlet valve is 350 ° C
  • the offset is selected to be 100 ° C.
  • the upper limit at which the affected cylinder receives the non-ignition command is 450 ° C.
  • the lower limit at which the affected cylinder receives the command to ignite is then 250 ° C.
  • the offset thus determines how wide the band is in which the individual cylinder temperatures may be before their ignition status is changed. It may be narrower, for example, 30-40 ° C, which has many control actions on the ignition status of the cylinders. With a wider choice of the band, so by a larger offset, the cylinder temperatures may vary more widely. The aim of the measure, however, is to keep the cylinder temperatures in the narrowest possible band, ie to achieve a uniform temperature distribution over all cylinders. In practice, the offset would be chosen asymmetrically with respect to the average temperature, i. For example, the lower offset, which defines the lower temperature limit of a cylinder, is chosen to be greater in magnitude than the upper offset, which defines the upper temperature limit of a cylinder.
  • control or regulating device in addition to the signals of the measuring device also further, for the speed and / or load specification of the internal combustion engine signals are fed and the control or regulating device is adapted to set in dependence of the further signals, which proportion of the total existing cylinder comes to the ignition.
  • the control or regulating device is adapted to set in dependence of the further signals, which proportion of the total existing cylinder comes to the ignition.
  • such cylinders are preferably controlled or controlled to be ignited by the controller, which has a lower characteristic compared to the other cylinders Have temperature.
  • those cylinders are preferably added to the ignition having a higher characteristic temperature compared to the other cylinders.
  • control or regulating device is designed to control or regulate this cylinder with respect to its ignition according to a predetermined number of past cycles in case of failure of a signal characteristic of a cylinder temperature. This ensures that in case of failure of a sensor, the corresponding cylinder is fired according to the past cycles.
  • the upper and / or lower limit may be set based on the average temperature of all or selected cylinders.
  • the average temperature can be determined by the arithmetic mean or median.
  • Subgroups can be formed, for example, one cylinder bank each, to which the algorithm is applied.
  • FIG. 1 schematically shows the circuit diagram and wiring diagram of an internal combustion engine 1.
  • the internal combustion engine 1 has a plurality of cylinders 2, which can be supplied via fuel introduction devices 4 with fuel. For the sake of clarity, only three cylinders 2 are shown.
  • the tax or Control device 5 receives via the temperature signal line S3 signals from the sensors 6 of the measuring device for determining the characteristic temperature of the cylinder 2 information on the characteristic temperature of the cylinder 2, and also via the signal line S2 signals that are characteristic of the power and speed of the internal combustion engine 1 are.
  • Ignition devices 3 may be present, of course.
  • the control device 5 may provide commands for introducing fuel to the fuel injectors 4 via the fuel supply signal line S1.
  • the fuel is supplied via the fuel supply line G.
  • the air supply takes place here separately through the air supply line L.
  • This embodiment is relevant to, for example, an internal combustion engine equipped with a port injection injection or a variable valve train.
  • FIG. 2 schematically shows the circuit diagram and wiring diagram of an internal combustion engine 1 according to FIG. 1 , wherein ignition devices 3 are shown.
  • the control or regulating device 5 can pass the ignition devices 3 via the ignition signal line S4 commands for ignition or non-ignition.
  • FIG. 3 schematically shows the circuit diagram and line diagram of an internal combustion engine 1, wherein ignition devices 3 and fuel introduction devices 4 are shown.
  • ignition devices 3 and fuel introduction devices 4 are shown.
  • FIG. 4 shows a diagram on the X-axis time is shown.
  • the Y-axis is broken and shows in the upper part for each of the exemplary five illustrated cylinder 2, the characteristic temperature in any units.
  • the five Cylinder 2 selected by way of example can be distinguished and identified therein by the designations Z1 to Z5.
  • each of the five cylinders 2 Z1 to Z5 is shown on the Y axis, where a “1” means that the relevant cylinder 2 is ignited in one cycle and a “0” means that it is not fired in one cycle becomes.
  • the number of cylinders 2 not to be ignited (set by the controller 5 as a function of the power and / or speed requirement of the engine 1) is dependent on that on the X-axis Plotted time shown. It can be seen that no cylinders are skipped (zero) until time t1, and two cylinders (represented by the number 2) are provided for non-ignition as of time t1.
  • the command for non-ignition is given by the controller 5.
  • the specification for non-ignition of two cylinders thus corresponds to the specification of the output pattern, which, for example, reflects the current power requirement on the internal combustion engine 1.
  • the shown number of five cylinders 2 is chosen only as an example, in reality any number of cylinders can be provided, in practice usually between 12 and 24.
  • FIG. 5 shows in a diagram analogous to FIG. 4 the case that at time t2 the transition from two cylinders intended for omission (non-ignition) takes place to only one cylinder which is not to be ignited. For example, it may be necessary to add a cylinder 2 due to increased load demand. It is switched on that cylinder 2 to the ignition, which has the lowest characteristic temperature, in the example shown, this is the cylinder 2 with number Z4. The number of omission cylinders is again shown in a separate graph below the major axis. It can be seen that at time t2 the status of two cylinders intended for omission jumps to one.
  • FIG. 6 shows a diagram analogous to FIG. 5 the case that at time t3, the transition from two to three provided for deletion (non-ignition) cylinders 2 takes place. It may be necessary, for example by reduced load request, to exclude another cylinder 2. The cylinder 2 is switched away from the ignition which has the highest characteristic temperature, in the example shown this is the cylinder 2 with No. 3. Below the main axis is illustrated in a separate graph that at time t3 the status of two non- ignited cylinders on three un-fired cylinders.
  • Internal combustion engines according to the invention are preferably designed as in particular stationary engines (preferably gas Otto engines), which are particularly preferably coupled to an electric generator for power generation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP15001583.2A 2014-06-12 2015-05-26 Moteur à combustion interne avec un cycle d'allumage sauté Active EP2955355B8 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA466/2014A AT515859B1 (de) 2014-06-12 2014-06-12 Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP2955355A1 true EP2955355A1 (fr) 2015-12-16
EP2955355B1 EP2955355B1 (fr) 2018-03-21
EP2955355B8 EP2955355B8 (fr) 2018-06-27

Family

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EP15001583.2A Active EP2955355B8 (fr) 2014-06-12 2015-05-26 Moteur à combustion interne avec un cycle d'allumage sauté

Country Status (7)

Country Link
US (1) US9790881B2 (fr)
EP (1) EP2955355B8 (fr)
JP (1) JP6457890B2 (fr)
KR (1) KR101789869B1 (fr)
CN (1) CN105179095B (fr)
AT (1) AT515859B1 (fr)
BR (1) BR102015013209A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017124709B3 (de) 2017-10-23 2018-12-27 Maximilian Geisberger Stromaggregat zur Einspeisung von Energie in ein elektrisches Energieversorgungsnetz und Verfahren hierzu
DE202020102062U1 (de) 2020-04-15 2020-04-21 Innio Jenbacher Gmbh & Co Og Brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
CN107272770B (zh) * 2017-08-08 2018-12-21 黑龙江特通电气股份有限公司 均匀分布导通时间的温控系统功率调节方法及装置
US11352964B2 (en) * 2017-10-06 2022-06-07 Briggs & Stratton, Llc Cylinder deactivation for a multiple cylinder engine
EP3726036A1 (fr) 2019-04-15 2020-10-21 Winterthur Gas & Diesel AG Procédé de fonctionnement d'un grand moteur ainsi que grand moteur
CN113494367B (zh) * 2020-04-01 2023-01-13 长城汽车股份有限公司 一种发动机的停缸控制方法、系统及车辆
US11352967B2 (en) * 2020-07-15 2022-06-07 Tula Technology, Inc. Cylinder charge trapping strategies based on predictive number of skips and staggered implementation of valvetrain dependent operational strategies for internal combustion engines
CN120274276B (zh) * 2025-06-11 2025-08-22 光大环保技术装备（常州）有限公司 无焰燃烧炉及控制方法

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US4134261A (en) * 1976-09-13 1979-01-16 Nissan Motor Company, Limited Variable displacement closed loop fuel controlled internal combustion engine
DE2928075A1 (de) 1979-07-12 1981-02-05 Audi Nsu Auto Union Ag Vorrichtung zum steuern der leistungsabgabe einer fremdgezuendeten brennkraftmaschine
DE4310261A1 (de) 1993-03-30 1994-10-06 Bosch Gmbh Robert Schutzsystem für eine mit Aufladung betriebene Brennkraftmaschine
US5555871A (en) * 1995-05-08 1996-09-17 Ford Motor Company Method and apparatus for protecting an engine from overheating
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017124709B3 (de) 2017-10-23 2018-12-27 Maximilian Geisberger Stromaggregat zur Einspeisung von Energie in ein elektrisches Energieversorgungsnetz und Verfahren hierzu
DE202020102062U1 (de) 2020-04-15 2020-04-21 Innio Jenbacher Gmbh & Co Og Brennkraftmaschine
EP3896270A1 (fr) 2020-04-15 2021-10-20 Innio Jenbacher GmbH & Co OG Moteur à combustion interne
US11536210B2 (en) 2020-04-15 2022-12-27 Innio Jenbacher Gmbh & Co Og Internal combustion engine
US11767801B2 (en) 2020-04-15 2023-09-26 Innio Jenbacher Gmbh & Co Og Internal combustion engine

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US20150361912A1 (en) 2015-12-17
US9790881B2 (en) 2017-10-17
KR101789869B1 (ko) 2017-10-25
JP2016003652A (ja) 2016-01-12
CN105179095B (zh) 2018-10-12
EP2955355B1 (fr) 2018-03-21
AT515859A1 (de) 2015-12-15
JP6457890B2 (ja) 2019-01-23
BR102015013209A2 (pt) 2016-07-19
CN105179095A (zh) 2015-12-23
AT515859B1 (de) 2019-10-15
KR20150143312A (ko) 2015-12-23
EP2955355B8 (fr) 2018-06-27

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