EP3314111A1 - Dispositif de commande d'une soupape de dérivation et du point d'allumage dans un moteur à combustion interne à suralimentation - Google Patents

Dispositif de commande d'une soupape de dérivation et du point d'allumage dans un moteur à combustion interne à suralimentation

Info

Publication number
EP3314111A1
EP3314111A1 EP16740928.3A EP16740928A EP3314111A1 EP 3314111 A1 EP3314111 A1 EP 3314111A1 EP 16740928 A EP16740928 A EP 16740928A EP 3314111 A1 EP3314111 A1 EP 3314111A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
wastegate
ignition
piston
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.)
Pending
Application number
EP16740928.3A
Other languages
German (de)
English (en)
Inventor
Herbert Kopecek
Nikolaus Spyra
Josef Thalhauser
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 EP3314111A1 publication Critical patent/EP3314111A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • F02P5/151—Digital data processing using one central computing unit with means for compensating the variation of the characteristics of the engine or of a sensor, e.g. by ageing
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • 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
    • F02P5/1516—Digital data processing using one central computing unit with means relating to exhaust gas recirculation, e.g. turbo
    • 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

Definitions

  • the present invention relates to an internal combustion engine with the features of the preamble of claim 1.
  • the combustion center of gravity of combustion designates the state in which half of the fresh charge is burned and is expressed by the corresponding crankshaft angle. This is also known as MFB 50, which means that 50% of the mass is burned (mass fraction burned).
  • MFB 50 means that 50% of the mass is burned (mass fraction burned).
  • the entire exhaust gas of all piston-cylinder units or selected groups flows through the exhaust gas turbine, which causes a very high charge of the piston-cylinder units of the internal combustion engine via the compressor connected to the exhaust gas turbine. Due to the high compression of the propellant gas-air mixture increase both the pressure of the propellant gas-air mixture before the intake valves (boost pressure) and the mass flow, which can be introduced into the piston-cylinder units.
  • a leaner propellant gas-air mixture can be used, whereby a constant ignition timing can be selected with constant NOx emissions, which in turn increases the combustion efficiency.
  • Wastegate maximum open the pistons of the piston-cylinder units have to work against the very high back pressure of the exhaust gas turbine, which reduces the charge exchange efficiency. Wastegate maximum open:
  • a maximum possible amount of exhaust gas from all piston-cylinder units or selected groups is routed around the exhaust gas turbine via the wastegate so that only a small amount of drive of the compressor takes place through the exhaust gas turbine.
  • the piston has to do less charge change work, but at the cost of a lower charge (lower charge pressure).
  • a richer propellant gas-air mixture must be used, which in order to avoid an increase in NOx emissions, a later ignition must be selected, which in turn reduces the combustion efficiency.
  • the piston of the piston-cylinder units only have to work against a very low back pressure of the exhaust gas turbine, which increases the charge exchange efficiency.
  • the overall efficiency of the internal combustion engine (also referred to in the literature as "internal efficiency") is a product of various factors, of which Combustion efficiency and the charge interaction efficiency are two factors. The remaining factors are not affected by the invention and therefore can be considered constant in the present disclosure.
  • the object of the invention is to provide a generic internal combustion engine, in which the overall efficiency is optimized when changing the ignition timing.
  • the ignition timing of the ignition of the at least one piston-cylinder unit and the wastegate between the two extremes discussed above are adjusted so that the highest overall efficiency can be achieved for each operating condition of the internal combustion engine.
  • the procedure according to the invention is such that the ignition timing of the ignition device is brought to the optimum of the overall efficiency by the control device and the opening degree of the wastegate is changed to provide the required output power of the internal combustion engine.
  • both the ignition timing and the opening degree of the wastegate are changed so that the overall efficiency is optimized as a function of combustion efficiency and charge interaction efficiency.
  • the ignition timing of the ignition of the individual piston-cylinder units and the Adjusting the degree of opening of the wastegate may also be required to accommodate changed environmental conditions (eg, ambient temperature and pressure).
  • Aging of the internal combustion engine means, for example, a modified by wear or deposits operating characteristic of intake and exhaust valves, changed charge exchange by deposits, combustion chamber deposits, etc.
  • the adjustment of the ignition timing is slow and the operation of the wastegate quickly.
  • Ignition timing and the degree of opening of the wastegate can be changed simultaneously.
  • the functional relationship can be stored in the control device, preferably in the form of a map.
  • the control device can itself calculate at least parts of the functional relationship via a simulation.
  • the trial and error method described below may be used.
  • an internal combustion engine has a plurality of piston-cylinder units and each piston-cylinder unit is separated by the control device assigned controllable ignition device, so that the ignition timing can be selected individually for each piston-cylinder unit.
  • the controller may individually affect the degree of opening of each wastegate.
  • Fig. 1 is a schematic representation of an inventive
  • Fig. 2 is an illustration of the overall efficiency over the ignition timing of an internal combustion engine for different aging states.
  • Fig. 1 Recognizable in Fig. 1 is a schematically illustrated internal combustion engine 1 with a plurality of piston-cylinder units 4 and a control device 2. It is a turbocharger 5 is provided, the output side of the piston-cylinder units 4, an exhaust gas turbine 7 and the input side piston-cylinder units 4 has a compressor 8. By engaging the control device 2 on a wastegate 6, the amount of exhaust gas can be adjusted, which flows around the exhaust gas turbine 7 and so does not contribute to a drive of the compressor 8.
  • Each piston-cylinder unit 4 is associated with an ignition device 3, for igniting a propellant-air mixture in the respective piston-cylinder unit 4.
  • the ignition of the ignition device 3 can be adjusted by the control device 2.
  • the control device 2 may be formed as part of an overall control of the internal combustion engine 1 or as a separate unit.
  • FIG. 2 shows a 2D representation of a family of curves, the family being shown for constant power and for constant NO x emission, where each curve shows the overall efficiency ⁇ , of the internal combustion engine 1 for a given state of aging and for certain boundary conditions (eg ambient pressure, ambient temperature ).
  • the curves are designated Aging 1, Aging 2 and Aging 3.
  • the overall efficiency ⁇ of the internal combustion engine 1 is plotted as a function of the control variables ignition timing and opening degree of the wastegate WG, which are independent of each other.
  • the ignition point is plotted as a variable on the x-axis. This does not mean that the opening degree of the wastegate WG is kept constant. Rather, a specific opening degree of the wastegate WG results for each ignition time.
  • the determination of the optimum overall efficiency ⁇ , for given boundary conditions / aging state can take place, for example, via a stored routine, according to which the internal combustion engine 1 changes the ignition timing at a specific operating point and measures in dependence thereon the quantity of propellant gas necessary to provide the required power and comparing this with the amount of LPG required prior to the ignition timing adjustment. If the amount of propellant gas required after the ignition timing adjustment is less than that required before the adjustment, the overall efficiency is higher than before and vice versa.
  • the internal combustion engine by a trial and eor-ror method ie by trial and error
  • search algorithms known to those skilled in the art can be used to find a maximum.
  • the overall efficiency ⁇ is a function of the charge interaction efficiency r
  • i fi (r
  • L w is in turn a function of a charging efficiency ⁇ ⁇ ⁇ , the exhaust gas temperature T 3 and the degree of opening WG of the wastegate 6:
  • the combustion efficiency ⁇ ⁇ is a function of the ignition timing, where the ignition timing can be expressed as the center of gravity MFB50: r
  • V f 3 (MFB50) It should be noted that there is a known relationship between the exhaust gas temperature T 3 and the ignition timing.
  • the supercharging efficiency ⁇ ⁇ ⁇ is present for each turbocharger in the form of two maps, namely as a map for the exhaust turbine 7 and as a map for the compressor. 8 Since the individual functions f- 1 , f 2 , f3 are known to the person skilled in the art and are accessible, it is possible using a customary simulation software, such as eg. B. GT Power ® Gamma Technologies GmbH a 2D representation (simplified in Fig. 2 shown) are created, the overall efficiency ⁇ , the internal combustion engine 1 is plotted on the two independent control variables ignition timing and opening degree of the wastegate WG.
  • the two manipulated variables are subject to boundary conditions, namely a predetermined output of the internal combustion engine to be delivered and a predetermined NOx emission.
  • boundary conditions namely a predetermined output of the internal combustion engine to be delivered and a predetermined NOx emission.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Theoretical Computer Science (AREA)
  • Supercharger (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne (1) comportant un dispositif de régulation (2) et au moins un dispositif d'allumage (3) servant à enflammer un mélange air-carburant dans au moins un ensemble cylindre-piston (4). Un turbocompresseur (5) et une soupape de décharge (6) sont agencés côté échappement de l'ensemble ou des ensembles cylindre-piston (4), un flux pouvant contourner une turbine à gaz d'échappement (7) du turbocompresseur (5) en passant par la soupape de décharge (6), la turbine à gaz d'échappement (7) entraînant un compresseur (8) agencé côté entrée de l'ensemble ou des ensembles cylindre-piston (4), le dispositif de régulation (2) effectuant lors de la détection d'une condition de déclenchement prédéfinie un décalage du point d'allumage et du degré d'ouverture de la soupape de décharge (6) de telle manière que le rendement total du moteur à combustion interne est optimisé. Le dispositif de régulation (2) rapproche le point d'allumage du dispositif d'allumage (3) du rendement total optimal et le degré d'ouverture de la soupape de décharge (6) est modifié pour délivrer la puissance fournie nécessaire du moteur à combustion interne.
EP16740928.3A 2015-06-29 2016-06-17 Dispositif de commande d'une soupape de dérivation et du point d'allumage dans un moteur à combustion interne à suralimentation Pending EP3314111A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA412/2015A AT517111B1 (de) 2015-06-29 2015-06-29 Brennkraftmaschine mit einer Regeleinrichtung
PCT/AT2016/050211 WO2017000008A1 (fr) 2015-06-29 2016-06-17 Dispositif de commande d'une soupape de dérivation et du point d'allumage dans un moteur à combustion interne à suralimentation

Publications (1)

Publication Number Publication Date
EP3314111A1 true EP3314111A1 (fr) 2018-05-02

Family

ID=56463959

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16740928.3A Pending EP3314111A1 (fr) 2015-06-29 2016-06-17 Dispositif de commande d'une soupape de dérivation et du point d'allumage dans un moteur à combustion interne à suralimentation

Country Status (5)

Country Link
US (1) US10724494B2 (fr)
EP (1) EP3314111A1 (fr)
AT (1) AT517111B1 (fr)
CA (1) CA2989443C (fr)
WO (1) WO2017000008A1 (fr)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4496286A (en) * 1983-07-18 1985-01-29 J-W Operating Company Control system for engine-driven compressor unit and method of operation thereof

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE457897B (sv) * 1981-02-19 1989-02-06 Volvo Ab Foerfarande och anordning foer att foerhindra kanckande foerbraenning i en turboladdad ottomotor
SE458290B (sv) 1981-02-19 1989-03-13 Volvo Ab Anordning foer styrning av laddtrycket i en turboladdad foerbraenningsmotor
JPS57179372A (en) 1981-04-28 1982-11-04 Nippon Soken Inc Ignition timing control system for internal-combustion engine equipped with supercharger
JPS5993966A (ja) * 1982-11-19 1984-05-30 Toyota Motor Corp 内燃機関の点火時期制御方法
DE19733763A1 (de) * 1997-08-05 1999-02-11 Bosch Gmbh Robert Laufzeitabhängige Brennkraftmaschinensteuerung
DE10049908A1 (de) * 2000-10-10 2002-04-11 Bosch Gmbh Robert Verfahren, Computerprogramm und Steuer- und/oder Regeleinrichtung zum Betreiben eines Kraftfahrzeugs mit einer Brennkraftmaschine
JP5980151B2 (ja) * 2013-03-19 2016-08-31 三菱重工業株式会社 ガスエンジンの排ガス制御装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4496286A (en) * 1983-07-18 1985-01-29 J-W Operating Company Control system for engine-driven compressor unit and method of operation thereof

Also Published As

Publication number Publication date
WO2017000008A1 (fr) 2017-01-05
US20180180015A1 (en) 2018-06-28
AT517111B1 (de) 2016-11-15
CA2989443C (fr) 2023-10-10
CA2989443A1 (fr) 2017-01-05
US10724494B2 (en) 2020-07-28
AT517111A4 (de) 2016-11-15

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