EP3325799B1 - 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 Download PDF

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Publication number
EP3325799B1
EP3325799B1 EP16734559.4A EP16734559A EP3325799B1 EP 3325799 B1 EP3325799 B1 EP 3325799B1 EP 16734559 A EP16734559 A EP 16734559A EP 3325799 B1 EP3325799 B1 EP 3325799B1
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EP
European Patent Office
Prior art keywords
spark plug
determined
internal combustion
combustion engine
electrode spacing
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EP16734559.4A
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German (de)
English (en)
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EP3325799A1 (fr
Inventor
Markus Raindl
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Rolls Royce Solutions GmbH
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MTU Friedrichshafen GmbH
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    • 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 for carrying out the operation of an internal combustion engine according to claim 1.
  • Spark plugs in use with gasoline engines, especially gas engines, are subject to considerable fluctuations in terms of their service life.
  • low combustion-accelerating combustion air ratios are used to meet transient times, which lead to high combustion chamber temperatures and high wear on the spark plug due to the additional heat flow in the wear element of the spark plug.
  • This increased wear shows a high degree of variability in terms of tool life reliability, which can disadvantageously lead to an unforeseen failure.
  • an electrode distance of a spark plug is determined based on a breakdown voltage and the cylinder pressure.
  • the present invention is based on the object of specifying a method on the basis of which a failure can be predicted.
  • a method for execution with the operation of an internal combustion engine which has a spark plug which is arranged on a combustion chamber of a cylinder of the internal combustion engine.
  • the internal combustion engine is preferably, for example, a gas engine, generally preferably a gasoline engine, in the context of the present invention in particular a large engine, furthermore in particular a large engine running in lean operation, for example for a commercial vehicle such as a ship, a special vehicle, for example also for industrial applications.
  • the spark plug is preferably a prechamber spark plug which - in a manner known per se - can have a spark plug housing or a spark plug body, furthermore a prechamber cap which - together with the spark plug housing - defines a prechamber combustion chamber of the spark plug, i.e. an antechamber.
  • the spark plug has an (ignition) electrode arrangement, particularly preferably accommodated in the prechamber combustion chamber, the ignition electrodes of which are spaced apart, i.e. an electrode gap (at the spark gap).
  • the electrode arrangement comprises in particular a central electrode and at least one ground electrode, which define the distance between the electrodes (which varies with the burn-up of the electrodes over the life of the spark plug, in particular increases).
  • the spark plug arranged on the combustion chamber is furthermore provided for spark ignition of the fuel mixture which has been introduced into the combustion chamber.
  • a higher-level sequence control of the internal combustion engine e.g. an ECU (ECU: Electronic Control Unit; central engine control unit) or generally a control unit
  • ECU Electronic Control Unit
  • central engine control unit central engine control unit
  • a breakdown (ignition) voltage at the spark plug are recorded or determined (as the ignition point the time at which the ignition spark is triggered on the spark plug is designated in the context of the invention).
  • a cylinder pressure sensor is provided for the cylinder pressure detection, while the breakdown voltage can be detected by a suitable device.
  • a suitable device can e.g. comprise a temporally high-resolution measuring arrangement, e.g. delivering measurement signals in the gigahertz range, which e.g. taps voltage signals on an ignition voltage line (to the spark plug) 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 state, is now determined based on the detected cylinder pressure, the detected breakdown voltage and a (proportionality) constant.
  • 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 it generally increases over the running time of the spark plug, i.e. as a result of the spark electrodes burning off (melting)).
  • the usual safety surcharges on the service life can subsequently be reduced, so that the wear-related costs can advantageously be reduced.
  • the proportionality constant used in the second step is determined as a system-specific variable on the internal combustion engine, in particular once, and is based on a previously known electrode distance of the spark plug, a correspondingly determined cylinder pressure at the time of ignition and a breakdown voltage of the spark plug, which in turn is determined accordingly.
  • the known electrode spacing is defined by the manufacturer, for example, that electrode spacing according to the delivery state of the spark plug.
  • the proportionality constant is determined, for example, on a measurement setup comprising the internal combustion engine, ignition voltage and cylinder pressure measurement technology, the engine preferably being brought to a predetermined operating point.
  • K U ZZP p zzp EA known "EA known” means the known electrode spacing, "U ZZP” the breakdown voltage (at the ignition point), " p zzp " the cylinder pressure (at the ignition point) and " K " the proportionality constant.
  • the proportionality constant depends, for example, on the gas mixture at the spark gap (electrode gap), the work function of the electrons, the electrode material and other parameters, so that the proportionality constant in the The scope of the invention is determined individually for each system (system of internal combustion engine and spark plug).
  • a service life of the spark plug is now determined.
  • the determined service life can be an elapsed service life, i.e. an age, alternatively or additionally, and preferably a remaining life.
  • a characteristic curve can be used to determine the service life, with which the determined electrode spacing is correlated. The end of the service life is reached when the maximum electrode distance is reached, and therefore the maximum electrode wear.
  • EA max denotes the maximum electrode distance which characterizes the end of the service life
  • EA min the initial electrode distance which characterizes the start of the service life
  • d wear body the thickness of the consumable electrode material.
  • an information signal can be output to an operator based on the determined current electrode distance or the life span determined on the basis thereof, in particular prompted by the control unit, i.e. in particular with the aim of initiating user intervention as required, e.g. a spark plug change or cylinder deactivation.
  • the method are preferably also provided in such a way that based on the electrode distance determined in the second step, in a further step, for example and preferably also in addition to determining the service life, at least one combustion parameter of the internal combustion engine is set or the current electrode distance is tracked, in particular a combustion air ratio (Lambda).
  • a combustion air ratio Libda
  • the ignition energy can now also be made available on the spark plug as required (e.g. via ECU (and ignition system)), a burning time or blowing time adjusted (burning time or burning process controller) or other parameters depending on the determined electrode spacing can be set in a way that is favorable for combustion.
  • the method can use a characteristic curve or a model which relates the determined electrode distance to a combustion parameter, in particular a conversion point, a combustion air ratio, a blowing time or a parameter different therefrom, i.e. for combustion-optimizing correction purposes.
  • the invention provides that the method is carried out iteratively and continuously, and consequently the distance between the ignition electrodes is continuously determined or monitored.
  • a continuous, electrode distance-dependent influencing of the combustion - as discussed above - is also provided, in addition e.g. also continuous lifespan determination and signaling.
  • the method also advantageously opens up the possibility of checking a 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), the determined electrode distance being compared with a new, target-electrode distance. If the determined electrode distance does not correspond to the target distance, it can be recognized that a spark plug other than the original one or the spark plug intended for use with the internal combustion engine has been arranged on the combustion chamber, e.g. can also be signaled to a user via suitable signaling.
  • an internal combustion engine which is set up to carry out the method as discussed above.
  • the internal combustion engine can have, in particular, 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 on the spark plug (tapping, for example, on the ignition line), in addition, a sequence control or control unit for controlling the method is preferred, in particular in the form of the ECU.
  • Program code for carrying out the method can also be implemented in this and / or a data carrier, for example also characteristic curves or models that can be used with the method.
  • Fig. 1 shows an example and schematically, particularly greatly simplified, an internal combustion engine 1, with the operation of which the inventive method can be carried out.
  • the internal combustion engine 1 provided as a (lean-fueled) gas engine with fuel gas injection, for example fuel gas in the form of natural gas, biogas, special gas, landfill gas, hydrogen, has a cylinder 3 in which a combustion chamber 5 is defined, ie between a reciprocating piston 7 and one Combustion chamber deck 9.
  • a spark plug 11 for igniting the fuel gas / air mixture.
  • the spark plug 11 is provided as a prechamber spark plug and is connected via a plug connector 13 together with the ignition line 15 to an ignition system 17 of the internal combustion engine 1, which Receives ignition signals from a higher-level control unit 19, 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 ignition sparks are generated between the electrodes (not shown) of the spark plug 11.
  • the current electrode spacing EA of the ignition electrodes which comprise a center and a ground electrode, that is to say for the formation of the spark gap, is decisive for the ignition energy required to generate an ignition spark.
  • a measuring device 23 is also provided, which likewise provides the breakdown voltage information to the engine control 19.
  • the measuring or scanning device 23 which in particular dissolves high frequencies and which scans in the GHz range, is coupled to the spark plug 11 via a measuring line 23a.
  • combustion process or combustion duration controller 25 In active connection with the motor control 19 and controlled by it, there is also a combustion process or combustion duration controller 25, via which the combustion process is regulated and which can be influenced by the engine control 19 by target values.
  • a user interface 27 in the form of an operator information system is also provided on the internal combustion engine 1, which can be activated by the engine control unit 19 in a signaling manner.
  • the user interface 27 can be permanently 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.
  • Information can preferably be visualized or also represented acoustically via the user interface 27.
  • the superordinate control unit 19 has program code, in addition characteristic curves are stored, in particular stored in a non-volatile memory, which enable the engine control 19 to control the sequence of the method according to the invention, which is described in more detail below.
  • the known electrode spacing EA is known here as an electrode spacing of a new spark plug or the spark plug 11 when new, as specified by the manufacturer, and how this is used to determine the proportionality constant K once or initially.
  • the other variables "U ZZP " and "p zzp " are determined by measurement using the new spark plug 11, that is to say by means of the cylinder pressure sensor 21 and the device 23 for measuring the breakdown voltage. From this, the proportionality constant K is now determined for the method according to the invention that can be carried out with the internal combustion engine 1, in particular stored in the method-controlling control unit 19.
  • a cylinder pressure at the ignition point (p zzp ) at the combustion chamber 5 and a breakdown voltage (U ZZP ) at the spark plug 11 are recorded in a first step.
  • the cylinder pressure sensor 21 and the device 23 for determining the breakdown voltage each (continuously) supply suitable measurement signals to the ECU or the higher-level control unit 19.
  • the current electrode spacing EA is thus continuously known with continuous implementation of the method, which is preferably also used in the context of the invention for determining the service life, i.e. in a further step.
  • Fig. 2 shows an example of a characteristic curve for the spark plug 11 as it can be used for determining the service life, for example empirically determined.
  • the electrode distance EA is plotted over the operating hours Bh, and therefore the service life, the minimum (previously known) electrode distance corresponding to that at zero operating hours (EA (0Bh)), the maximum electrode distance that at the end of the service life (EA max ), i.e. the maximum possible electrode spacing (with the maximum possible electrode erosion).
  • EA max EA min + d Wear body
  • EA max denotes the maximum electrode distance which characterizes the end of the service life
  • EA min the initial electrode distance which characterizes the start of the service life
  • d wear body the thickness of the consumable electrode material
  • the currently determined electrode distance EA is correlated with the characteristic curve.
  • the distance that can thus be determined (by forming a difference) between the currently reached operating hours (corresponding to the current electrode distance) and the end of the service life (corresponding to the maximum electrode distance) now indicates the remaining service life, which is signaled by the ECU 19 via the user interface 27, that is to say with an information signal.
  • a combustion parameter of the internal combustion engine 1 in particular a combustion air ratio, is set in a step after the second step, in particular again continuously with the operation of the internal combustion engine.
  • the setting is based on the knowledge that the electrode spacing EA decisively determines the burning rate or the flow rate in the combustion chamber 5 - with otherwise unchanged conditions. For example, with a relatively small electrode spacing EA, for example when the spark plug 11 is new, the combustion would only be initiated slowly, in particular when only a small ignition spark jumps over the spark gap between the electrodes. As a result, the entire combustion would take place slowly, since the pressure drop between the prechamber and the combustion chamber 5 is disadvantageous, and consequently only a small depth of ignition beam penetration into the combustion chamber 5 is achieved, and the combustion in the combustion chamber 5 is subsequently carried over.
  • the invention now provides for the combustion air ratio ⁇ to be adapted to the current electrode spacing EA, so that, for example, for a candle state as described above, an increased amount of fuel gas is blown into the combustion chamber 5, that is to say on the internal combustion engine (which is running in lean operation) 1, an enriched mixture is set so that the burning rate is increased, which means that faster combustion can be achieved at lower exhaust gas temperatures and improved emission values.
  • the enrichment can be reduced accordingly, e.g. the blowing time is shortened, so that the combustion and emission conditions which are always optimized with the invention can advantageously be easily achieved.
  • provision is made to influence the course of the burn as a function of the current, determined electrode distance EA, i.e. by setting at least one firing parameter.
  • suitable control signals are transmitted to the combustion process or combustion duration controller 25, i.e. on the part of the ECU 19.
  • the invention also makes it possible to recognize pearl formation on the spark plug 11, which terminology means the formation of the smallest spheres on the surface referred to the electrodes, which can grow from a few micrometers to, for example, 100 ⁇ m. These beads form when the electrode melts and solidify after the spark is extinguished. From a certain size, the pearls can serve as a surface for further pearls, so that a kind of stalagmite is formed which can reduce the electrode spacing EA in such a way that the spark volume becomes too small for a mixture ignition, and mixture ignition can therefore no longer 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, current electrode distance EA, i.e. advantageous according to need (so that pearl formation due to excessive temperature can be avoided, for example).
  • Such a method for regulating the ignition energy is, for example, from the publication DE 10 2013 010 685 A1 known.

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  • 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)

Claims (9)

  1. Procédé destiné à être mis en œuvre avec le fonctionnement d'un moteur à combustion interne (1), lequel possède une bougie d'allumage (11) qui est disposée au niveau d'une chambre de combustion (5) d'un cylindre (3) du moteur à combustion interne (1), procédé selon lequel :
    - dans une première étape, une pression de cylindre à l'instant d'allumage (pzzp) au niveau de la chambre de combustion (5) ainsi qu'une tension d'amorçage (UZZP) au niveau de la bougie d'allumage (11) sont détectées,
    - dans une deuxième étape, un écartement des électrodes actuel (EA) des électrodes d'allumage, lequel représente un état d'usure actuel des électrodes d'allumage, est déterminé en s'appuyant sur la pression de cylindre (pzzp) détectée, la tension d'amorçage (UZZP) détectée et une constante de proportionnalité (K), caractérisé en ce que
    - la constante de proportionnalité (K) est déterminée en tant que grandeur spécifique au système sur le moteur à combustion interne (1) en se basant sur un écartement des électrodes préalablement connu (EAbekannt), une pression de cylindre à l'instant d'allumage (pzzp) ainsi qu'une tension d'amorçage (UZZP) de la bougie d'allumage (11).
  2. Procédé selon la revendication 1, caractérisé en ce que
    - dans une étape supplémentaire, une durée de vie de la bougie d'allumage (11) est déterminée en se basant sur l'écartement des électrodes actuel (EA) des électrodes d'allumage déterminé à la deuxième étape.
  3. Procédé selon l'une des revendications précédentes, caractérisé en ce que
    - dans une étape supplémentaire, un paramètre de combustion du moteur à combustion interne (1), notamment un rapport d'air de combustion (λ), est réglé en se basant sur l'écartement des électrodes actuel (EA) déterminé à la deuxième étape.
  4. Procédé selon l'une des revendications précédentes, caractérisé en ce que
    - le procédé est mis en œuvre de manière itérative.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que
    - le procédé est mis en œuvre avec une bougie d'allumage (11) non utilisée, l'écartement des électrodes actuel (EA) déterminé étant comparé avec l'écartement des électrodes de consigne à l'état neuf.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que
    - un signal d'information pour un opérateur est délivré au niveau du moteur à combustion interne (1) en se basant sur l'écartement des électrodes (EA) déterminé.
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce que
    - une courbe caractéristique est utilisée avec le procédé, laquelle met l'écartement des électrodes actuel (EA) déterminé en relation avec une durée de vie ; et/ou
    - une courbe caractéristique est utilisée avec le procédé, laquelle met l'écartement des électrodes actuel (EA) déterminé en relation avec un paramètre de combustion, notamment avec un point de conversion ou un rapport d'air de combustion (λ).
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce que
    - la bougie d'allumage (11) est une bougie d'allumage de chambre de précombustion ; et/ou
    - le moteur à combustion interne (1) est un moteur à gaz.
  9. Moteur à combustion interne (1) comprenant un cylindre (3) ayant une chambre de combustion (5), une bougie d'allumage (11) disposée au niveau de la chambre de combustion (5), un capteur de pression de cylindre (21) ainsi qu'un dispositif (23) destiné à détecter la tension d'amorçage au niveau de la bougie d'allumage (11),
    caractérisé en ce que
    - le moteur à combustion interne (1) est conçu pour mettre en œuvre le procédé selon l'une des revendications précédentes.
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

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

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

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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
EP3325799A1 (fr) 2018-05-30
DE102015009248B4 (de) 2020-01-02
WO2017012695A1 (fr) 2017-01-26
HK1252907A1 (zh) 2019-06-06

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