EP3325799A1 - Procédé à mettre en oeuvre lors du fonctionnement d'un moteur à combustion interne - Google Patents

Procédé à mettre en oeuvre lors du fonctionnement d'un moteur à combustion interne

Info

Publication number
EP3325799A1
EP3325799A1 EP16734559.4A EP16734559A EP3325799A1 EP 3325799 A1 EP3325799 A1 EP 3325799A1 EP 16734559 A EP16734559 A EP 16734559A EP 3325799 A1 EP3325799 A1 EP 3325799A1
Authority
EP
European Patent Office
Prior art keywords
spark plug
internal combustion
combustion engine
determined
ignition
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
EP16734559.4A
Other languages
German (de)
English (en)
Other versions
EP3325799B1 (fr
Inventor
Markus Raindl
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 EP3325799A1 publication Critical patent/EP3325799A1/fr
Application granted granted Critical
Publication of EP3325799B1 publication Critical patent/EP3325799B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F02D41/02—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
    • 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
    • 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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T13/00—Sparking plugs
    • H01T13/58—Testing
    • 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
    • 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
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F02P2017/121—Testing characteristics of the spark, ignition voltage or current by measuring spark voltage

Definitions

  • the present invention relates to a method of execution with the operation of a
  • the object of the present invention is to provide a method based on which a failure can be predicted.
  • the internal combustion engine is preferably a gas engine, in particular a large engine, furthermore in particular a large engine running in lean operation, eg for a commercial vehicle such as a ship, a special vehicle, eg also for industrial applications.
  • the spark plug is preferably a pre-chamber spark plug, which - in a known manner - may have a spark plug housing or a spark plug body, furthermore an antechamber cap which - together with the spark plug housing - defines an antechamber combustion chamber of the spark plug, ie an antechamber.
  • the spark plug has an (ignition) electrode arrangement, particularly preferably accommodated in the prechamber combustion chamber, whose ignition electrodes are at a distance from each other, ie an electrode gap (at the spark gap).
  • the electrode arrangement comprises, in particular, a center electrode and at least one ground electrode, which define the electrode spacing to one another (which varies with the burnup of the electrodes over the life of the spark plug, in particular increases).
  • the arranged on the combustion chamber spark plug is further provided for the spark ignition in the combustion chamber registered fuel mixture.
  • a cylinder pressure at the ignition time at the combustion chamber and a breakdown (ignition) voltage is detected at the spark plug in a first step (in an ignition) (as ignition is referred to in the context of the invention, the time of triggering of the spark at the spark plug).
  • a cylinder pressure sensor is provided in this context, while the breakdown voltage can be detected by a device suitable for this purpose.
  • a device may e.g. comprise a high-resolution measuring arrangement, e.g. in the gigahertz range, supplying measuring signals which are e.g. on an ignition voltage line (to the spark plug) picks up voltage signals to provide the breakdown voltage information, or e.g. on a measuring line.
  • a current electrode spacing of the ignition electrodes which represents a current ignition electrode wear condition, is now determined based on the detected cylinder pressure, the detected breakdown voltage and a (proportionality) constant.
  • Equation 1 UZZP
  • the determined electrode spacing advantageously serves as a wear indicator (since, as already mentioned, the electrode spacing varies with the operating time of the spark plug, in particular over the running time of the spark plug, as a rule, that is to say by burning (melting) of the ignition electrodes).
  • the wear-related costs can be advantageously reduced.
  • the proportionality constant used in the second step is preferably determined as a system-specific variable on the internal combustion engine, in particular once and based in particular on a previously known electrode spacing of the spark plug, furthermore a corresponding cylinder pressure at the ignition point and a correspondingly determined breakdown voltage of the spark plug.
  • the previously known electrode spacing of the spark plug furthermore a corresponding cylinder pressure at the ignition point and a correspondingly determined breakdown voltage of the spark plug.
  • Electrode spacing is e.g. defined by the manufacturer, e.g. that electrode spacing according to the state of delivery of the spark plug.
  • the proportionality constant is e.g. determined on a test setup of internal combustion engine, ignition voltage and cylinder pressure measurement, the engine is preferably brought into a predetermined operating point. With the known electrode spacing, the proportionality constant or Paschen constant can then be determined:
  • a service life of the spark plug is determined in a further step, which is based on the current electrode spacing of the ignition electrodes determined in the second step.
  • the determined life may be an elapsed life, i. an age, alternatively or additionally, and preferably a residual life.
  • a characteristic curve can be used with which the determined electrode distance is correlated. The end of life is reached when the maximum electrode distance is reached, hence the maximum electrode wear.
  • EA max and EAmj n can now be generated in a simple way, for example, be empirically determined or model-based life characteristic curve.
  • an information signal based on the determined actual electrode spacing or the life time determined thereon can be sent to one
  • Operators are issued, in particular caused by the control unit, i. in particular with the aim of prompting user intervention as needed, e.g. a spark plug change or cylinder deactivation.
  • the ignition energy can now also be made available to the spark plug as required (eg via the ECU (and ignition system)), a combustion time or injection duration adjusted (combustion duration or combustion progression controller), or further parameters can be set as low as desired as a function of the determined electrode spacing.
  • the method may use a characteristic curve or a model which relates the determined electrode spacing with a combustion parameter, in particular with a conversion point, a combustion air ratio, a blow-in duration or a different parameter, i. for combustion-optimizing correction purposes.
  • a characteristic curve or a model which relates the determined electrode spacing with a combustion parameter, in particular with a conversion point, a combustion air ratio, a blow-in duration or a different parameter, i. for combustion-optimizing correction purposes.
  • the method advantageously also opens up the possibility of testing a respective spark plug for its originality or usability with the internal combustion engine.
  • the method can be carried out with an unused spark plug (and known, system-specific proportionality constant), wherein the determined electrode spacing is compared with a new state desired electrode spacing. If the determined electrode spacing does not correspond to the nominal distance, it can be recognized that a spark plug other than an original or intended for use with the internal combustion engine has been arranged on the combustion chamber, eg also signaled to a user via suitable signaling.
  • an internal combustion engine is also proposed, which is set up to carry out the method as discussed above.
  • the internal combustion engine may in particular comprise a cylinder with a combustion chamber, a spark plug arranged on the combustion chamber, a cylinder pressure sensor and a device for detecting the breakdown voltage at the spark plug (tapping, for example, on the ignition line),
  • a sequence control or control unit for controlling the method in particular in the form of the ECU, is furthermore preferred.
  • program code for carrying out the method can be implemented, for example also characteristics or models that can be used with the method.
  • FIG. 1 shows by way of example and schematically greatly simplified an internal combustion engine which is set up to carry out the method.
  • the internal combustion engine 1 shows an example and schematically, in particular greatly simplified, an internal combustion engine 1, with the operation of the inventive method is executable.
  • the internal combustion engine 1 provided as a (lean-burned) gas-fuel injected gas engine, e.g. of fuel gas in the form of natural gas, biogas, special gas, landfill gas, hydrogen, has one
  • Cylinder 3 in which a combustion chamber 5 is defined, i. between a reciprocating piston 7 and a combustion chamber deck 9.
  • a spark plug 11 On the combustion chamber 5, in particular on the cylinder head or combustion chamber deck 9 of the cylinder 3, arranged and protruding so far into the combustion chamber 5 is a spark plug 11 for igniting the fuel gas-air mixture.
  • the spark plug 11 is provided as Vorschzündkerze and connected via a spark plug 13 together with the ignition line 15 with an ignition system 17 of the internal combustion engine 1, which Ignition signals from a higher-level control unit 19 receives, that is from an engine control or ECU. Depending on the control of the ignition system by the ECU 19, the spark plug 11 is supplied with ignition voltage by the ignition system 17 so that sparks between the electrodes (not shown) of the spark plug 11 are generated.
  • a measuring device 23 is also provided, which also provides the breakdown voltage information to the motor controller 19.
  • a user interface 27 in the form of an operator information system is further provided on the internal combustion engine 1, which is signal-controlled by the engine control unit 19.
  • the user interface 27 may be firmly connected to the internal combustion engine 1, alternatively or additionally provide a remote interface module, for example in the form of a tablet PC or smartphone.
  • About the user interface 27 information can be preferably visualized or acoustically displayed.
  • the higher-level control unit 19 is within the scope of the present invention.
  • Program code along with characteristic curves are stored, in particular stored in a non-volatile memory, which the Motorêtang 19 for sequencing the
  • a (proportionality) constant or Paschen constant K as a system-specific variable at the Determined internal combustion engine, that is in the context of a measurement setup and using the above-mentioned equation 2), according to which applies:
  • EAknown designate a previously known electrode distance (at the spark gap) and " Pzzp” the cylinder pressure at the ignition point.
  • the previously known electrode spacing EA is known here as an electrode gap of a new one
  • the actual electrode spacing EA of the ignition electrodes (at the spark gap), which represents a current ignition electrode wear state , is determined based on the cylinder pressure p zzp detected in the first step, the detected breakdown Voltage UZZP and - determined as described above - proportionality constant K, ie by the ECU 19. The determination is used in particular the above-mentioned
  • Equation 1) Uzzp
  • Fig. 2 shows by way of example a characteristic curve for the spark plug 11, as it can be used for the lifetime determination, e.g. determined empirically.
  • the electrode spacing EA is over the
  • Electrode distance to that at the end of service life (EA max ), ie the maximum possible electrode distance (with maximum possible electrode wear).
  • the maximum possible electrode spacing EA max can be determined based on the above-mentioned equation 3) according to:
  • the current determined electrode distance EA is correlated with the characteristic.
  • the distance (thus determined by subtraction) of the operating hours actually achieved (corresponding to the actual electrode gap) from the end of life (corresponding to the maximum electrode gap) now indicates the remaining service life, which is signaled by the ECU 19 via the user interface 27, ie with an information signal.
  • a spark plug exchange is advantageously possible demand.
  • parallel to the lifetime determination and signaling in the method according to the invention in a step after the second step - in particular again continuously with the operation of the internal combustion engine - set a combustion parameter of the internal combustion engine 1 based on the determined in the second step electrode spacing, in particular a combustion air ratio.
  • the setting is based on the knowledge that the electrode spacing EA decisively determines the burning rate or the flow velocity in the combustion chamber 5, given otherwise unchanged requirements. For example, with a relatively small electrode gap E A, for example when the spark plug 11 is in a new state, combustion would be initiated only slowly, in particular as only a small spark jumps over the spark gap between the electrodes. As a result, the entire combustion would take place slowly, since the pressure difference between the prechamber and the combustion chamber 5 is unfavorable, thus only a small ignition-radiation penetration depth into the combustion chamber 5 is achieved, the combustion in the combustion chamber 5 being carried off in the sequence.
  • the combustion air ratio ⁇ adapt to the actual electrode spacing EA, so that for an above-described KerzenMap example, an increased amount of fuel gas is blown into the combustion chamber 5, that is on the running (in lean operation) internal combustion engine 1, an enriched mixture is adjusted so that the burning rate is increased, thus allowing faster combustion with lower exhaust gas temperature and improved emission levels.
  • the electrode spacing EA increases (due to wear), the enrichment can be correspondingly reduced, e.g. the injection time can be shortened, so that with the invention always optimized combustion and emission conditions are advantageously easy to achieve.
  • it is provided to influence the combustion process as a function of the current, determined electrode spacing EA, i. by setting at least one firing parameter.
  • suitable control signals are sent to the combustion or combustion duration controller 25, i. from the ECU 19.
  • the spark plug 11 also bead formation on the spark plug 11 can be recognized, which conception the formation of very small beads on the surface the electrodes referred to, which can grow from a few microns to eg 100 ⁇ . These beads are formed by the melting of the electrode and solidify after the spark is extinguished. From a certain size, the beads can serve as a surface for further beads, so that a kind of stalagmite is formed, which can reduce the electrode distance EA so that the spark volume for a mixture ignition is too low, thus a mixture ignition can not take place.
  • an ignition energy control is advantageously also possible, in which the ignition energy supplied to the spark plug 11 is supplied to the spark plug 11 as a function of the determined actual electrode distance EA, i. advantageous as needed (so that bead formation due to high temperature, for example, can be advantageously avoided).
  • Such a method for controlling the ignition energy is e.g. from the publication DE 10 2013 010 685 AI, the disclosure content of which is incorporated herein by reference.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Spark Plugs (AREA)

Abstract

Procédé à mettre en oeuvre lors du fonctionnement d'un moteur à combustion interne (1) comprenant une bougie d'allumage (11) disposée dans une chambre de combustion (5) d'un cylindre (3) du moteur à combustion interne (1), ledit procédé comprenant une première étape consistant à mesurer la pression d'un cylindre au point d'allumage (pzzp) au niveau de la chambre de combustion (5) ainsi qu'une tension de claquage (UZZP) au niveau de la bougie d'allumage (11), - une seconde étape consistant à déterminer l'écartement actuel (EA) des électrodes, qui représente l'état d'usure des électrodes d'allumage, sur la base de la pression de cylindre (pzzp) mesurée, de la tension de claquage (UZZP) mesurée, et d'une constante de proportionnalité (K).
EP16734559.4A 2015-07-17 2016-07-01 Procédé à mettre en oeuvre lors du fonctionnement d'un moteur à combustion interne Active EP3325799B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015009248.0A DE102015009248B4 (de) 2015-07-17 2015-07-17 Verfahren zur Ausführung mit dem Betrieb einer Brennkraftmaschine
PCT/EP2016/001122 WO2017012695A1 (fr) 2015-07-17 2016-07-01 Procédé à mettre en oeuvre lors du fonctionnement d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3325799A1 true EP3325799A1 (fr) 2018-05-30
EP3325799B1 EP3325799B1 (fr) 2020-03-25

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16734559.4A Active EP3325799B1 (fr) 2015-07-17 2016-07-01 Procédé à mettre en oeuvre lors du fonctionnement d'un moteur à combustion interne

Country Status (5)

Country Link
US (1) US10900431B2 (fr)
EP (1) EP3325799B1 (fr)
CN (1) CN107850035B (fr)
DE (1) DE102015009248B4 (fr)
WO (1) WO2017012695A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018201057A1 (de) * 2018-01-24 2019-07-25 Robert Bosch Gmbh Zündkerze mit Selbstdiagnose und Hochspannungskabel zur Selbstdiagnose einer Zündkerze sowie Verfahren zur Selbstdiagnose einer Zündkerze
JP7176201B2 (ja) * 2018-03-01 2022-11-22 株式会社デンソー 点火制御装置
EP3578804B1 (fr) * 2018-06-07 2024-07-24 Caterpillar Energy Solutions GmbH Détermination du taux d'usure d'une électrode de bougie d'allumage pour un moteur à allumage commandé
DE102019001627A1 (de) * 2018-06-18 2019-12-19 Deutz Aktiengesellschaft Verfahren zur Verschleißerkennung und prädiktiven Verschleißprognose von elektromechanischen Aktuatoren zur Betriebszeit einer Maschine mit Verbrennungsmotor
JP7243488B2 (ja) * 2019-06-28 2023-03-22 株式会社アイシン ヒートポンプ用エンジンの点火プラグのメンテナンス時期算出装置及びヒートポンプ用エンジンの点火プラグのメンテナンス時期算出方法
CN112392610B (zh) * 2020-11-04 2023-05-23 潍柴动力股份有限公司 发动机控制方法、装置及设备
FR3121182B1 (fr) 2021-03-25 2023-11-24 Renault Sas Procédé de pilotage d’injecteurs de carburant d’un moteur à allumage commandé
DE102023128468B3 (de) * 2023-10-17 2025-04-17 Rolls-Royce Solutions GmbH Verfahren zum Betreiben einer Brennkraftmaschine, Steuervorrichtung zur Durchführung eines solchen Verfahrens und Brennkraftmaschine mit einer solchen Steuervorrichtung

Family Cites Families (6)

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Publication number Priority date Publication date Assignee Title
JPH10189213A (ja) 1996-12-24 1998-07-21 Tokyo Gas Co Ltd ガスエンジンの点火プラグ監視装置
DE19756336C1 (de) * 1997-12-18 1999-04-01 Daimler Benz Ag Verfahren und Vorrichtung zur Prüfung der Kompression sowie der Zündanlage einer Verbrennungskraftmaschine
JP2008101585A (ja) * 2006-10-20 2008-05-01 Toyota Motor Corp 内燃機関の制御装置及び方法
JP2011157904A (ja) * 2010-02-02 2011-08-18 Toyota Motor Corp 内燃機関の点火制御装置
DE102011005651A1 (de) * 2011-03-16 2012-09-20 Man Diesel & Turbo Se Verfahren zur Bestimmung des Verschleißes von Elektroden einer Zündkerze und Vorrichtungen hierzu
DE102013010685A1 (de) 2013-06-26 2014-12-31 Mtu Friedrichshafen Gmbh Verfahren zur Regelung der Zündenergie

Also Published As

Publication number Publication date
CN107850035A (zh) 2018-03-27
US20180187620A1 (en) 2018-07-05
DE102015009248A1 (de) 2017-01-19
CN107850035B (zh) 2019-10-01
US10900431B2 (en) 2021-01-26
DE102015009248B4 (de) 2020-01-02
EP3325799B1 (fr) 2020-03-25
WO2017012695A1 (fr) 2017-01-26
HK1252907A1 (zh) 2019-06-06

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