CN105275649B - Method for operating an internal combustion engine and engine control unit - Google Patents
Method for operating an internal combustion engine and engine control unit Download PDFInfo
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- CN105275649B CN105275649B CN201510303023.4A CN201510303023A CN105275649B CN 105275649 B CN105275649 B CN 105275649B CN 201510303023 A CN201510303023 A CN 201510303023A CN 105275649 B CN105275649 B CN 105275649B
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
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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
- F02D41/22—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/005—Fuel-injectors combined or associated with other devices the devices being sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
- F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L23/00—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid
- G01L23/22—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L23/00—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid
- G01L23/26—Details or accessories
- G01L23/32—Apparatus specially adapted for recording pressure changes measured by indicators
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/08—Testing internal-combustion engines by monitoring pressure in cylinders
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D2041/3881—Common rail control systems with multiple common rails, e.g. one rail per cylinder bank, or a high pressure rail and a low pressure rail
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0614—Actual fuel mass or fuel injection amount
- F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0618—Actual fuel injection timing or delay, e.g. determined from fuel pressure drop
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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
- F02D41/008—Controlling each cylinder individually
- F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/24—Fuel-injection apparatus with sensors
- F02M2200/247—Pressure sensors
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- 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
Abstract
The invention relates to a method and an engine control unit for operating a marine diesel engine, in particular a marine diesel engine operated with heavy fuel oil, wherein fuel is injected into the cylinders of the marine diesel engine with an injector (1) of a fuel supply system, in particular a common rail fuel supply system, wherein a pressure signal is detected individually directly on the injector (1) by a measurement for each injector (1) with the aid of a pressure sensor (15) assigned to the injector (1), wherein at least one characteristic of the hydraulic needle stroke timing and/or the injection rate and/or the number of injections is determined individually from the individual pressure signal for each injector of the injectors (1).
Description
Technical Field
The invention relates to a method for operating a marine diesel engine and an engine control unit for implementing the method.
Background
Fig. 1A and 1B show a basic configuration of a common rail fuel supply system of a marine diesel engine known according to the related art. This construction is known from DE 10157135B 4. The common rail fuel supply systems of fig. 1A and 1B thus each comprise at least one injector (fig. 1A: pressure-controlled injection valve, fig. 1B stroke-controlled reservoir injector) 1 for each cylinder. Via the injector 1, fuel can be injected into each cylinder. The common rail fuel supply system furthermore comprises at least one low-pressure pump 5, at least one high-pressure pump 2 and a pumping device 3 with a high-pressure pump reservoir 8 for conveying fuel from a low-pressure region 4 of the common rail fuel supply system into a high-pressure region 6 thereof, wherein in the high-pressure region 6 between the pumping device 3 and the injector 1a pressure reservoir 7 is provided which is permanently at high pressure. The pressure reservoir 7, which is permanently under high pressure (called common rail), comprises a plurality of reservoir units 9. The reservoir unit 9 is connected to the pumping device 3 and between them via a high-pressure line 10 which is permanently at high pressure.
FIG. 1A: in addition, the pressure reservoir 7, i.e., the reservoir unit 9, is connected to the injector via a high-pressure line 11, which is sometimes at a high pressure based on the injection cycle. A high-pressure line 11 connecting the injector 1 to the reservoir unit 9, which is sometimes at a high pressure based on the injection cycle, is assigned a switching valve 12 that supplies fuel to the injector 1 based on the injection cycle. One of the reservoir units 9 of the pressure reservoir 7 is assigned a pressure limiting valve 13 and a pressure relief valve 14.
FIG. 1B: the pressure reservoir 7, i.e. the reservoir unit 9 and the injector 1, is also connected via a high-pressure line 11 which is permanently at high pressure. In the injector 1, which is permanently at high pressure, the switching valve 12 is integrated so that the nozzle control chamber 21 is depressurized according to the injection cycle to trigger the injection. One of the reservoir units 9 of the pressure reservoir 7 is assigned a pressure limiting valve 13 and a pressure relief valve 14.
In order to be able to accurately control or regulate the operation of such marine diesel engines, it is important that the so-called injection rate or the number of injections of the injector is always accurately determined during operation of the internal combustion engine. In this respect, only dispensing injector needle stroke sensors are known so far, with the aid of which the mechanical stroke of the needle of the injector can be monitored and evaluated in order to determine the injection rate and/or the injection quantity of the injector in this way. However, the use and mounting of a needle stroke sensor on an injector involves great effort and high costs and is therefore not well feasible for series applications. In addition to this, the life of the needle stroke sensor depends on the operating conditions of the internal combustion engine. In particular, in the case of marine diesel engines operated with heavy fuel oil, the life of the needle stroke sensor is greatly limited.
Disclosure of Invention
Therefore, there is a need for a method for operating a marine diesel engine and an engine control unit for implementing said method, with the aid of which the injection rate and/or the number of injections of an injector of a marine diesel engine can be determined particularly easily, cost-effectively and easily and reliably without effort. From this point on, the invention is based on the object of creating a novel method for operating a marine diesel engine. This object is solved by a method according to the invention. According to the invention, the pressure signal is detected by directly measuring the injector for each injector individually with the aid of a pressure sensor assigned to the injector, wherein at least one characteristic of the hydraulic needle stroke timing and/or the injection rate and/or the number of injections is determined individually from the individual pressure signal for each injector.
The object of the invention is to detect the individual pressure signals of the injector measuring injectors of a fuel supply system of a marine diesel engine. At least one individual characteristic of the hydraulic needle stroke timing and/or the individual injection rate of the injector and/or the individual injection quantity of the injector is determined for each injector as a function of the individual injector pressure signal. The use of a needle stroke sensor may be omitted entirely. The determination of the pressure signal with the aid of the pressure sensor is also easily, cost-effectively and reliably feasible for marine diesel engines operating with heavy fuel oil. The or each desired parameter, i.e. the or each characteristic of the injection rate and/or the number of injections and/or the hydraulic stroke timing, can be easily and reliably determined from the injector-individual pressure signal.
Preferably, each injector has an individual injector reservoir volume, wherein the reservoir pressure signal of the respective injector reservoir volume is detected by measurement as an individual pressure signal with the aid of a pressure sensor for each injector, wherein the or each characteristic of the injection rate and/or the number of injections and/or the hydraulic needle/timing is determined individually from each individual reservoir pressure signal for each injector.
The or each characteristic of the injection rate and/or the number of injections and/or the hydraulic needle stroke timing may be determined particularly advantageously from the pressure signal, in particular when a reservoir pressure signal of an injector reservoir volume of the respective injector is determined as the pressure signal of the respective injector. The injector-individual reservoir pressure signal is not influenced by other components of the fuel supply system, so that at least one of the above parameters, i.e. the or each characteristic of the injection rate and/or the injection quantity and/or the hydraulic stroke timing, can then be determined particularly accurately and reliably.
According to an advantageous further development, the or each characteristic of the injection rate and/or the injection quantity and/or the hydraulic needle stroke timing of the respective injector is determined as a function of time by measuring the detected injector-individual pressure signal, wherein the or each characteristic of the injection rate and/or the injection quantity and/or the hydraulic needle stroke timing of the respective injector is determined as a function of the differentiated injector-individual pressure signal. This evaluation of the pressure signal for determining the or each characteristic of the injection rate and/or the number of injections and/or the hydraulic needle stroke timing is particularly preferred due to the reliability, ease and accuracy.
Preferably, the injection rate of the respective injector is determined from the differentiated injector-individual pressure signal according to the following equation:
dm/dt=V*(dp/dt)/c(p)2
where dm/dt is the injection rate, where V is the individual injector reservoir volume, where dp/dt is the injector individual pressure signal differentiated according to time t, where c (p) is the sound speed depending on the injector individual pressure p. This determination of the injection rate of the respective injector is easy, reliable and accurate.
Preferably, the start of injection and/or the reaching of the hydraulic maximum stroke and/or the leaving of the hydraulic maximum stroke and/or the end of injection are determined individually for each injector in dependence of an injector-individual pressure signal as a feature of the hydraulic needle stroke timing of the injection cycle for the respective injector.
It is noted here that the hydraulic needle stroke timing is different from the mechanical needle stroke timing.
The hydraulic maximum stroke thus corresponds to a needle stroke in which the throttling effect of the needle seat of the injector is equal to or less than the throttling effect of the nozzle or injection holes of the respective injector. From this point on, the hydraulic nozzle through-flow of the nozzle of the injector remains constant, while the mechanical maximum stroke can continue to rise.
Other differences between mechanical needle stroke timing and hydraulic needle stroke timing include: when leaving the hydraulic maximum stroke, the nozzle through-flow of the injector is reduced, i.e. the throttling effect of the needle seat of the respective injector is greater than the throttling effect of the nozzle bore. In contrast, mechanical walk-off of the maximum stroke of the machine typically occurs in advance.
Drawings
Preferred further developments of the invention result from the following description. Exemplary embodiments of the invention are explained in more detail with the aid of the figures, but are not limited thereto. Showing:
FIG. 1A: a schematic representation of a common rail fuel supply system with pressure controlled injection valves (injectors 1) of an internal combustion engine together with an engine control unit;
FIG. 1B: a schematic representation of a common rail fuel supply system with stroke controlled reservoir injectors (injectors 1) of an internal combustion engine together with an engine control unit;
FIG. 2: a first diagram for illustrating a method for operating a marine diesel engine according to the present invention;
FIG. 3: a second diagram for illustrating further examples of methods for operating a marine diesel engine according to the invention; and
FIG. 4: a third diagram for illustrating further examples of the method for operating a marine diesel engine according to the invention.
Detailed Description
The present invention relates to a method for operating a marine diesel engine, in particular a marine diesel engine operated with heavy fuel oil, wherein such a marine diesel engine comprises a fuel supply system which is preferably designed as a co-rail fuel supply system. The basic configuration of such a common rail fuel supply system of a marine diesel engine has been described with reference to fig. 1A and 1B. Therefore, reference is made to the above explanation with respect to fig. 1A and 1B. Here, for the sake of completeness, only the following is explained once again: such a fuel supply system for each cylinder comprises at least one injector 1, wherein via the injector 1 fuel can be injected into the cylinder of the marine diesel engine.
According to fig. 1A and 1B, each injector 1 is assigned a pressure sensor 15. With the aid of the pressure sensor 15, the pressure signal for each injector 1 individually is detected by directly taking the measurements according to the invention for the injector 1.
Preferably, each injector 1 comprises an individual injector reservoir volume (not shown), wherein the reservoir pressure signal of the respective injector reservoir volume of the respective injector 1 is subsequently detected as an individual pressure signal for each injector 1 by measurement with the aid of the pressure sensor 15.
According to the invention, at least one characteristic of the injection rate of the respective injector 1 and/or of the number of injections of the respective injector 1 and/or of the hydraulic needle stroke timing of the respective injector 1 is also determined individually as a function of the individual pressure signal of each injector for each injector 1, wherein, as a characteristic of the hydraulic needle stroke timing, the beginning of the injection and/or the reaching of the hydraulic maximum stroke and/or the leaving of the hydraulic maximum stroke and/or the end of the injection is determined.
It is noted here that the hydraulic needle stroke timing is different from the mechanical needle stroke timing. The hydraulic maximum stroke is thus achieved with a needle stroke in which the throttling effect of the needle seat of the respective injector 1 is equal to or less than the throttling effect of the nozzle or outlet openings of the respective injector 1, wherein the through-flow of the hydraulic nozzle is constant during this needle stroke. In contrast, the mechanical maximum stroke may be further increased relative to the hydraulic maximum stroke. In particular, when the throttling effect of the needle seat of the respective injector is greater than the throttling effect of the nozzle bores of the respective injector, a hydraulic maximum stroke is left, wherein the mechanical maximum stroke is usually left before the hydraulic maximum stroke.
Preferably, the or each characteristic of the injection rate and/or the injection quantity and/or the hydraulic needle stroke timing of the respective injector is determined from the differentiated injector-individual pressure signal. From the differentiated injector-individual pressure signal (which is preferably a differentiated reservoir pressure signal), the injection rate of the respective injector is preferably determined according to the following equation:
dm/dt=V*(dp/dt)/c(p)2
where dm/dt is the injection rate, where V is the individual injector reservoir volume, where dp/dt is the injector individual pressure signal differentiated according to time t, where c (p) is the sound speed depending on the injector individual pressure p.
The pressure-dependent sound speed is in this case preferably determined from the measured injector-individual pressure on the basis of the characteristic or characteristic diagram.
From the injection rates determined above, the injection rate of the respective injector 1 can be determined by integration thereof over time.
Fig. 2 shows two signal curves 20, 21 over time, wherein signal curve 20 is the injector-specific pressure signal measured for injector 1 with the aid of pressure sensor 15, i.e. the injector-specific reservoir pressure signal. The signal curve 21 is the time derivative or time differential of the measured pressure signal.
As already explained above, the injection rates for the respective injectors 1 are preferably calculated from the differentiated injector-individual pressure signals 21 using the above-mentioned formula, wherein in fig. 4 the calculated injection rates are represented by the signal curves 22. By comparison with the signal curve 23 corresponding to the measured injection rate, it is clear that with the aid of the method according to the invention, the injection rate of the injector 1 can be determined reliably and accurately. In fig. 4, signal curve 24 shows the injection rate of the respective injector calculated from signal curve 22 by integration over time.
Furthermore, as is apparent from fig. 2, at least one characteristic of the hydraulic needle stroke timing of the respective injector can be easily and reliably determined from the differentiated injector-individual pressure signal. Thus, time t1 corresponds to the start of an injection and time t4 corresponds to the end of an injection cycle. At time t2, the hydraulic maximum stroke is reached, and at time t3, the hydraulic maximum stroke is left.
From these features, the needle stroke signal of the needle of the respective injector 1 can be calculated from the signal curve 25 of fig. 3, wherein the times t1 to t4 of fig. 3 correspond to the times t1 to t4 of fig. 2. Thus, time t1 corresponds to the start of injection, at time t2 the hydraulic maximum stroke is reached, at time t3 the hydraulic maximum stroke is left, wherein at time t4 the end of injection is reached.
In fig. 3, the calculated needle stroke signal 25 is compared with the needle stroke signal 26 detected by measurement with the aid of a needle stroke sensor, wherein it is evident from the comparison of the signal curves 25 and 26 that the calculated needle stroke signal shows a good agreement with the needle stroke signal detected by measurement.
With the aid of the invention, at least one characteristic of the injection rate of the injector and/or the injection quantity of the injector and/or the hydraulic needle stroke timing of the injector can be determined easily and reliably during operation of the marine diesel engine.
Based on at least one of the above parameters determined from the injector-individual pressure signal, a functional diagnosis and/or a wear diagnosis for the respective injector 1 may be carried out. Therefore, wear of the injector 1 can be inferred from the injection rate of the injector 1 changing with time, so that component maintenance or component replacement can be started later in time. With the method according to the invention, this can take place during normal operation of the marine diesel engine, so that functional or wear checking of the separate measuring test stand can be omitted accordingly.
With the aid of the method according to the invention, for example, the injection rate or the number of injections can be determined precisely for each cylinder individually. By means of this, individual control of the operation of the internal combustion engine is then possible. In particular, the method is suitable for use with marine diesel engines operating on heavy fuel oil.
The invention further relates to an engine control unit 16 for carrying out the method. Fig. 1A and 1B show an engine control unit 16 comprising means (tools) 17, 18, 19 for implementing the method. The means 17 is at least one data interface in order to exchange data, in particular with the pressure sensor 15, i.e. to read pressure measurement signals that can be made by the pressure sensor 15. Means 18 is hardware means and means 19 is software means for implementing the method according to the invention. In particular, the hardware means 18 are a data memory unit for storing data and a data processor for processing data. The software means 19 are program modules for implementing the method according to the invention.
With the aid of the method according to the invention and the engine control unit 16 according to the invention, at least one characteristic of the injection rate and/or the injection quantity and/or the hydraulic needle stroke timing of the respective injector 1 can be determined easily and reliably and automatically during normal operation of the marine diesel engine, which is operated in particular with heavy fuel oil. For this purpose, it is only necessary to detect and evaluate the pressure measurement signal directly for the respective injector 1, in particular for the individual reservoir volumes of the injectors, in the manner described above.
List of reference numerals
1 ejector
2 high pressure pump
3 Pumping device
4 low pressure region
5 Low pressure pump
6 high pressure region
7 pressure reservoir
8 high-pressure pump reservoir
9 reservoir unit
10 high-pressure line
11 high-pressure line
12 switching valve
13 pressure limiting valve
14 pressure relief valve
15 pressure sensor
16 engine control unit
17 interface
18 hardware means
19 software means
20 signal curve
21 signal curve
22 signal curve
23 signal curve
24 signal curve
25 signal curve
26 signal curve.
Claims (8)
1. A method for operating a marine diesel engine, in which fuel is injected into the cylinders of the marine diesel engine by means of injectors (1) of a fuel feed system, characterized in that a pressure signal is detected directly on the injectors (1) by measuring each injector (1) individually with the aid of a pressure sensor (15) assigned to the injector (1), and at least one characteristic of the hydraulic needle stroke timing and/or the injection rate and/or the number of injections is determined individually from the individual pressure signal for each injector of each injector (1);
wherein each characteristic of the hydraulic needle stroke timing and/or the injection rate and/or the injection quantity of the respective injector is determined from the detected injector-individual pressure signal derived or differentiated from time and from the differentiated injector-individual pressure signal; and
wherein the injection rate of the respective injector is determined according to the following equation from the differentiated injector-individual pressure signal:
dm/dt=V*(dp/dt)/c(p)2
wherein dm/dt is an injection rate, wherein V is an individual injector reservoir volume, wherein dp/dt is the injector-individual pressure signal differentiated according to time t, wherein c (p) is a sound speed depending on the injector-individual pressure p;
wherein each injector (1) has an individual injector reservoir volume, wherein, with the aid of a pressure sensor (15) for each injector (1), as an individual pressure signal, the reservoir pressure signal of the respective injector reservoir volume is detected by measurement, and each characteristic of the hydraulic needle stroke timing and/or the injection rate and/or the number of injections is determined individually from each individual injector reservoir pressure signal for each injector (1).
2. The method of claim 1, wherein the marine diesel engine is a marine diesel engine operated with heavy fuel oil.
3. The method of claim 1, wherein the fuel supply system is a common rail fuel supply system.
4. The method of claim 1, wherein the speed of sound is determined from a signature or signature dependent on the measured injector-individual pressure.
5. The method of claim 4, wherein the injection rate of a respective injector is determined by integrating the injection rate over time.
6. Method according to any of claims 1-5, characterized in that the beginning of an injection and/or the reaching of a hydraulic maximum stroke and/or the leaving of the hydraulic maximum stroke and/or the end of an injection is determined as a characteristic of the hydraulic needle stroke timing for an injection cycle of the respective injector (1) depending on the injector-individual pressure signal for each injector (1).
7. Method according to claim 1, characterized in that a functional diagnostic check and/or a wear diagnosis for each respective injector (1) is carried out on the basis of each characteristic of the hydraulic needle stroke timing and/or the injection rate and/or the injection number.
8. An engine control unit (16) of a marine diesel engine, wherein the marine diesel engine comprises a fuel supply system, characterized in that the engine control unit (16) comprises means (17, 18, 19) for carrying out the method according to any one of claims 1 to 7.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102014007963.5 | 2014-06-04 | ||
| DE102014007963.5A DE102014007963A1 (en) | 2014-06-04 | 2014-06-04 | Method for operating an internal combustion engine and engine control unit |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105275649A CN105275649A (en) | 2016-01-27 |
| CN105275649B true CN105275649B (en) | 2021-01-15 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510303023.4A Active CN105275649B (en) | 2014-06-04 | 2015-06-04 | Method for operating an internal combustion engine and engine control unit |
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| Country | Link |
|---|---|
| JP (1) | JP6522423B2 (en) |
| KR (1) | KR102184034B1 (en) |
| CN (1) | CN105275649B (en) |
| DE (1) | DE102014007963A1 (en) |
| FI (1) | FI129818B (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE102014007963A1 (en) | 2015-12-17 |
| KR102184034B1 (en) | 2020-11-27 |
| CN105275649A (en) | 2016-01-27 |
| JP6522423B2 (en) | 2019-05-29 |
| FI129818B (en) | 2022-09-15 |
| JP2015230004A (en) | 2015-12-21 |
| KR20150139771A (en) | 2015-12-14 |
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