EP3143267A2 - Surveillance de moteurs au moyen de capteurs de pression individuels aux cylindres, de préférence dans le cas de moteurs à gaz pauvres à chambre de précombustion rincée - Google Patents

Surveillance de moteurs au moyen de capteurs de pression individuels aux cylindres, de préférence dans le cas de moteurs à gaz pauvres à chambre de précombustion rincée

Info

Publication number
EP3143267A2
EP3143267A2 EP15725990.4A EP15725990A EP3143267A2 EP 3143267 A2 EP3143267 A2 EP 3143267A2 EP 15725990 A EP15725990 A EP 15725990A EP 3143267 A2 EP3143267 A2 EP 3143267A2
Authority
EP
European Patent Office
Prior art keywords
chamber
pressure
engine
cylinder
gas
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.)
Withdrawn
Application number
EP15725990.4A
Other languages
German (de)
English (en)
Inventor
Christian Kunkel
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP3143267A2 publication Critical patent/EP3143267A2/fr
Withdrawn legal-status Critical Current

Links

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
    • F02D41/0025—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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
    • F02B19/1085—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber controlling fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/02—Engines characterised by means for increasing operating efficiency
    • F02B43/04—Engines characterised by means for increasing operating efficiency for improving efficiency of combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • F02D35/026—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • 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
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines
    • 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
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • 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
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1512—Digital data processing using one central computing unit with particular means concerning an individual cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • 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
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • F02P5/1521—Digital data processing dependent on pinking with particular means during a transient phase, e.g. starting, acceleration, deceleration, gear change
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine having at least one cylinder, in particular for operating a gas engine, preferably a lean gas engine.
  • the mixture is enriched in an antechamber.
  • additional fuel gas is introduced into the prechamber via a gas injection valve.
  • a stable ignition of the prechamber charge is guaranteed.
  • conventional technology e.g. open candle or by means of unsprayed
  • Prechamber candle can not inflame such air conditions.
  • the volume of purged atria is in the range of 0.5 to 4% of the compression volume. Thanks to this technology, the engine can be relieved thermally, except for the area in the prechamber, due to the high combustion air ratio and the efficiency-optimal burn-through. Furthermore, due to the high removability, very low nitrogen oxide emissions as well as an extension of the knock limits can be represented.
  • Main combustion chamber Thus lean mixtures can be safely ignited even in large combustion chambers.
  • the prechamber is usually purged during the charge exchange with fuel gas.
  • fresh gas also enters the antechamber so that at the time of ignition there is a near-stoichiometric mixture which can be ignited even more reliably and which leads to a more intensive pre-combustion of the combustion chamber with ignition jets penetrating deeper into the main combustion chamber.
  • the object can be achieved in a method for operating an internal combustion engine having at least one cylinder, in particular a gas engine, preferably a lean-burn gas engine, by providing an antechamber for igniting a mixture in a main chamber, the pressure profile being from a pressure sensor in the main chamber is determined depending on a desired power and / or a desired torque and / or a desired speed of the internal combustion engine, the supplied amount of fuel in the pre-chamber and / or in the main chamber preferably cylinder-individually using the pressure sensor or controlled ,
  • load changes can be using a sensor that detects the pressure curve in the cylinder as a function of the crank angle of the combustion process and thus the power output of the individual cylinder are computationally detected. For example, increases the separately measured speed, the fuel gas supply can be reduced in the intake of the cylinder, so as to keep the speed constant.
  • the cylinders can use a so-called
  • Cylinder pressure indexing which is used to detect the internal pressure prevailing in the cylinder as a function of crankshaft angle or the time, the cylinders are compared with each other, for example, to detect errors or adjust the fuel supply cylinder individually so that the combustion process is operated in each cylinder in the optimum range. For this purpose, calculated from the cylinder pressure variables such as the focus of combustion and / or the
  • Pre-chamber gas valves possible.
  • Pre-chamber gas valves may have other manufacturing tolerances or Eindüsmasse, since these are corrected. This results
  • Equal precombustion combustion ensures that each cylinder has a similar to the same combustion and thus the overall engine is operated efficiency-optimal.
  • equality can take place via the valve-individual gas pressure; in the case of electrically actuated valves, equality can preferably take place via actuation duration and the gas pressure.
  • the antechamber is rinsed at each cycle and for igniting a fuel, preferably gas, in the antechamber via a Prechamber valve is introduced.
  • a fuel preferably gas
  • the reliable ignition of the charge in the antechamber can also be monitored safely by means of cylinder pressure indication.
  • the ignition in the antechamber is recognizable by a peak in the ascending branch of the pressure curve, but in particular also of the heating or combustion process.
  • This pressure profile is linked via known formulas with the amount of heat released by the combustion.
  • the amount of fuel injected via the prechamber valve can be used for so-called equalization of the cylinders.
  • an indexing quartz, a pressure sensor with strain gauge technology or an optical sensor be used as the pressure sensor
  • Pressure sensor is used, which with optical measuring methods (for example by means of
  • Laser interference works.
  • other parameters such as the exhaust gas temperature at the cylinder outlet or by evaluating and comparing the rotational irregularity with a setpoint, it can be determined whether the combustion in a cylinder actually deviates from the remaining cylinders. It can thereby also be recognized, for example, whether the cylinder pressure sensor of the relevant cylinder is defective.
  • the pressure curve preferably the combustion or heating course, on appearance of a leveling peak in the rising branch of the pressure curve, preferably the firing or
  • Heat history is evaluated, this is an indication that the pre-chamber ignition is done.
  • the pre-chamber ignition is done.
  • this signal can advantageously be used for a known methane number to determine the distance from a knock threshold and / or for a prediction serve a knock behavior. This information can then be processed by the controller so that such operating conditions are avoided.
  • an adaptive feedforward control and / or a regulation of an air ratio can also advantageously take place in such a way that no knocking occurs. Especially when increasing the load, this value can be used with a defined
  • quartz defect in particular in the case of piezoresistive sensors, if an integration of the pressure signal takes place. If the slope at the end of the integrated signal is not horizontal or zero, this can be an indication of a defect in the sensor or the engine or corresponding measurement technology does not work properly.
  • Methane number of the fuel gas can be determined as needed and used to control, for example, the maximum enrichment for transient processes for improved pre-control of the transient process. In applications where the methane number can suddenly change, such as mobile stationary power generation or
  • Methane number determination carried out as soon as possible after engine start. It is also possible, with knowledge of this methane number, to determine a knocking distance as a temperature difference in the unburnt state without having to start up motor knocking. A check of the fuel-compatible engine operation, ie compliance with the minimum methane number, can thus be determined.
  • transient engine operation which is optimized by Gemischanfettung in the main combustion chamber, can be controlled very quickly to this knock limit if necessary. With some safety distance, without the engine must be driven directly into the knock and the knock control must intervene. Thus, the engine damaging knocking can be minimized.
  • the emission values of the internal combustion engine can be reduced, or maximize the efficiency of the entire engine, if equalization of multiple cylinders by adjusting or equalizing an air ratio on the Vorschgasventil in the pre-chamber.
  • the method provides in a further embodiment, that a self-test of the engine and / or the pressure crystals by comparing a SumAb360 course or
  • an indicated mean pressure is determined from the pressure curve and, taking into account a predetermined friction power, an effective power of the internal combustion engine is calculated and a control, preferably for the implementation of protective measures, is provided.
  • the effective power of the engine can be determined in a very good approximation. With additional measurement or derivation of the effective engine power, this value can also be used to assess the mechanical or tribological state of the engine and, if necessary.
  • Countermeasures or protective measures are taken by the control unit.
  • Figure 2 is a schematic view of the cylinder head according to viewing direction II-II in
  • FIG. 1 A first figure.
  • FIG. 3 shows a typical heating curve of a cylinder pressure indexing
  • Figure 4 shows the course of the integrated heating process
  • FIG. 5 shows the typical course of a temperature measurement in the unburned over the
  • Figure 1 is an example of a vertical section through a cylinder of a
  • Figure 2 shows a schematic view of
  • the air-gas mixture 3 of a gas engine is burned in a main chamber 4.
  • the outer lower boundary of the main chamber 4 forms the cylinder 1, the side walls are formed by the cylinder sleeve 23 enclosing the cylinder and the cylinder head 24 (FIG. 2) closes the main chamber upwards.
  • the cylinder head 24 (FIG. 2) closes the main chamber upwards.
  • the main chamber 4 flows a mixture of air and gas through the intake pipes 25 under control of intake valves 27. After ignition and combustion, the exhaust gas, controlled by the exhaust valves 28, then leaves the combustion chamber 4 through the exhaust pipes 26 (FIG. 2).
  • the ignition device 29 shown in Figure 1 with its pre-chamber 5 is injected into the prechamber 5 for igniting by injecting a 30 as a pre-chamber valve 10 for igniting regularly.
  • the introduction of the gas into the pre-chamber is preferably carried out at a gas pressure level of up to 10 bar in the charge cycle UT. Also a high pressure gas injection in the
  • ignition jets 31 leave the ignition openings 32 of the antechamber 5.
  • the ignition jets ignite in the main chamber 4 then the compressed mixture 3 located there.
  • a pressure sensor 7 for monitoring the main chamber 4, which measures the pressure profile 6 as a function of the crank angle 8 is arranged in the cylinder head.
  • Pressure sensor 7 is an indexing quartz 1 1 is used, which measures the pressure profile 6 shown in Figure 3 as a function of the crank angle KW and as a signal to
  • FIG. 3 shows such a typified heating process or heat release process 6, which is obtained from the pressure curve by means of a heat history analysis. Clearly visible in the ascending branch 13 of the heating curve 6, a leveling tip 12 can be seen, which is due to the ignition in the antechamber. From the position of the level peak 12 to the maximum pressure 33 can be on the dynamics of the
  • the heating curve 6 corresponds to the amount of heat dQ resulting from the combustion.
  • the graph shown in FIG. 4 represents the integral of the heating curve shown in FIG. 3 with the crank angle.
  • FIG. 5 shows the temperature profile in the unburned from the two-zone model.
  • the temperature of the unburned Tu By a horizontal line 36, the temperature of the knock threshold is indicated.
  • the maximum of the measured temperature 37 keeps this knock threshold 36 at a distance 14. From this, the control can close to the inherent reserves of the combustion process and / or avoid knocking conditions.
  • the control unit determines the knock distance as
  • Temperature difference or takes a value from a previous determination, which is determined by a targeted start of the knock limit or a value corresponding to one of the control set methane number.
  • the controller then causes the enrichment of the mixture to the knock limit. This corresponds to the maximum permissible temperature in unburned. In this way, the best response of the Achieve engine on load jump requirements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un moteur à combustion interne disposant d'au moins un cylindre, en particulier un moteur à gaz, de préférence un moteur à gaz pauvres. L'invention vise à améliorer le processus de combustion et à cet effet pour enflammer un mélange dans une chambre principale, il est prévu une chambre de précombustion, l'évolution de la pression étant déterminée par un capteur de pression dans la chambre principale en fonction d'un angle de vilebrequin et en fonction d'une puissance voulue et/ou d'un couple voulu et/ou d'un régime voulu du moteur à combustion interne, la quantité de combustible acheminée est commandée ou réglée de manière individuelle aux cylindres au moyen d'un dispositif de dosage de combustible et du capteur de pression.
EP15725990.4A 2014-05-13 2015-05-08 Surveillance de moteurs au moyen de capteurs de pression individuels aux cylindres, de préférence dans le cas de moteurs à gaz pauvres à chambre de précombustion rincée Withdrawn EP3143267A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014007009.3A DE102014007009B4 (de) 2014-05-13 2014-05-13 Motorüberwachung mittels zylinderindividueller Drucksensoren vorzüglich bei Magergasmotoren mit gespülter Vorkammer
PCT/EP2015/000945 WO2015172873A2 (fr) 2014-05-13 2015-05-08 Surveillance de moteurs au moyen de capteurs de pression individuels aux cylindres, de préférence dans le cas de moteurs à gaz pauvres à chambre de précombustion rincée

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WO2015172873A8 (fr) 2016-03-31
WO2015172873A3 (fr) 2016-01-07
CN106460704A (zh) 2017-02-22
DE102014007009A1 (de) 2015-12-03
US20170101948A1 (en) 2017-04-13
DE102014007009B4 (de) 2018-01-18
WO2015172873A2 (fr) 2015-11-19

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