EP0254005B1 - Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé - Google Patents

Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé Download PDF

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Publication number
EP0254005B1
EP0254005B1 EP19870108248 EP87108248A EP0254005B1 EP 0254005 B1 EP0254005 B1 EP 0254005B1 EP 19870108248 EP19870108248 EP 19870108248 EP 87108248 A EP87108248 A EP 87108248A EP 0254005 B1 EP0254005 B1 EP 0254005B1
Authority
EP
European Patent Office
Prior art keywords
shaft
torsional vibrations
engine
torsional
cylinders
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.)
Expired - Lifetime
Application number
EP19870108248
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German (de)
English (en)
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EP0254005A1 (fr
Inventor
Jean Jenzer
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.)
Sulzer AG
Original Assignee
Gebrueder Sulzer AG
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Publication date
Application filed by Gebrueder Sulzer AG filed Critical Gebrueder Sulzer AG
Publication of EP0254005A1 publication Critical patent/EP0254005A1/fr
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Publication of EP0254005B1 publication Critical patent/EP0254005B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • 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
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • F02D2041/288—Interface circuits comprising means for signal processing for performing a transformation into the frequency domain, e.g. Fourier transformation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the present invention relates to a method for improving the synchronism with a three- or multi-cylinder reciprocating piston internal combustion engine in the stationary operating state, in which the indicated mean pressure of at least one cylinder is changed, and to a reciprocating piston internal combustion engine for practicing the method.
  • the control and monitoring of the synchronism of such reciprocating internal combustion engines has hitherto been carried out by monitoring the speed of the output shaft or the shaft of a machine driven by the engine.
  • the regulation itself is carried out by changing the injection quantity of all injection pumps, which are connected to the individual cylinders in a certain cycle.
  • the invention provides a remedy here and ensures that the reciprocating piston internal combustion engine has a significantly improved synchronism behavior in this respect.
  • such a method for improving the synchronism of a three- or multi-cylinder reciprocating piston internal combustion engine is characterized in that the torsional vibrations of at least one order of the drive shaft system are minimized by:
  • the torsional vibrations on the drive shaft or on a shaft kinematically connected to the drive shaft are measured with a torsional vibration measuring device
  • the measured torsional vibrations are subjected to a Fourier analysis for torsional vibrations
  • correction factors for the change in the indicated mean cylinder pressure of at least two cylinders are determined from the determined amounts and phase positions of the torsional vibration amplitudes and from the comparison with predetermined torsional vibrations caused by the individual cylinders,
  • the correction factors cause a change in the injection quantity per injection process of the injection pump in at least one of these two cylinders.
  • the invention further relates to a reciprocating piston internal combustion engine according to claim 5 for carrying out the method and advantageous special embodiments of the method and the reciprocating piston internal combustion engine.
  • the six-cylinder two-stroke diesel engine 1 with turbocharger 11 and with the shaft 12 drives a generator 2, the rotor of the generator, such as drawn, mounted directly on the extension of the shaft 12 or the rotor shaft can be coupled to the shaft 12 of the diesel engine 1.
  • the torsional vibrations or their amplitudes and angular position are continuously measured with the torsional vibration meter 3 at the shaft end 123 and fed to the Fourier analyzer 4.
  • the Fourier decomposition of the torsional vibrations into members of different orders is carried out.
  • the cranking method is a simple approximation method, for example, the torsional vibrations are minimized iteratively, i.e. in several cycles or steps. Correction signals are generated at each step and are supplied to the relevant injection pumps 61, 62, 63, 64, 65, 66. Due to the corrections, a new steady state is established in the course of the diesel engine 1. After this has been reached, the torsional vibrations are measured and analyzed again in a further control cycle, and other correction signals are generated on the basis of the analysis results and the torsional vibrations are further minimized.
  • the control cycle advantageously extends over the time of several working cycles (revolutions) of the diesel engine 1. This ensures that the stochastic changes in the indicated cylinder mean pressure from ignition to ignition of the individual cylinders 161, 162, 163, 164, 165, 166 are the ones to be evaluated Only negligibly affect the torsional vibration signal.
  • torsional vibrations e.g. a device available on the market under the name angle encoder (optical incremental encoder, type G 70 from Litton).
  • An injection pump that is suitable for changing the injection quantity is e.g. described in DE-OS 31 00 725.2-13.
  • Fourier analyzers are also known and commercially available (e.g. CAT 2515 from Genrad).
  • the two-stroke diesel engine 1 from FIG. 2 with the six cylinders 161 to 166 drives the marine propeller 7 via the shaft 22.
  • the other end of the crankshaft 22 of the diesel engine is connected via a clutch 18 to a transmission gear 8, which drives a hydraulic pump 81 .
  • This pump 81 is part of a hydrostatic transmission which, together with the hydrostatic motor 82, forms a closed hydraulic pressure medium circuit.
  • the supply of this circuit with hydrostatic pressure medium, e.g. Oil is carried out by the low pressure station 83, which contains a pressure medium reservoir, a feed pump, an overflow line with an overflow valve, filter, etc.
  • the hydrostatic motor 82 drives the electric generator 9 via a shaft 89.
  • the speed of the shaft 89 and thus of the generator 9 is monitored by the sensor 84, from which the measured actual value is fed to the speed controller 85 and in which the actual value is also included the specified target value is compared.
  • the generator delivers the electrical energy to the vehicle electrical system 100.
  • the quantity of pressure medium flowing through the hydrostatic motor 82 is prevented by the control signals being fed via the signal line 86 to an actuator in the motor 82.
  • the torsional vibration meter 3 measures the torsional vibrations of the shaft of the generator 9.
  • the determination of the correction signals which are fed to the injection pumps 61, 62, 63, 64, 65, 66 are carried out in the same way as for the system from FIG. 1 described, determined.
  • the torsional vibrations generated by the diesel engine 1 are partially transmitted to the engine 82 and the shaft of the generator via the hydrostatic circuit.
  • the shaft 17 drives the diesel engine 1 via the coupling 71 and shaft 73 the adjustable ship propeller 72.
  • the shaft 17 of the diesel engine 1 on the other side of the diesel engine drives the generator 9 via a transmission 91, which outputs the electrical current to the electrical system 100.
  • the torsional vibrations or their amplitudes and angular position are measured with the torsional vibration meter 3 on the shaft of the generator and continuously fed to the Fourier analyzer 4.
  • the Fourier decomposition of the torsional vibrations into links of different orders is carried out in the Fourier analyzer 4 and a comparison with predefined target values then takes place.
  • the correction signals for the change in the injection quantity of the injection pumps 61, 62, 63, 64, 65, 66 are in the injection pump controller 5, which comprises a computer, on the basis of, for example, the elements of the first and second order, e.g. determined by the Kurbeister method, which is explained with reference to FIG. 3.
  • the shaft 17 of the diesel engine drives over the Coupling 71, the shaft 73 with the adjustable ship propeller 72.
  • the gear 92 is connected as a secondary gear to the shaft of the diesel engine 1 and drives the generator 9 via a coupling 94.
  • the generator supplies electrical energy to the vehicle electrical system 100.
  • the torsional vibrations of the Shaft of the generator with the torsional vibration meter 3 continuously determined according to amplitude and angular position and fed to the Fourier analyzer 4.
  • the torsional vibrations are broken down into links of different orders in the Fourier analyzer 4 and then compared with predetermined target values.
  • the shaft 17 of the diesel engine 1 drives the shaft 73 with the adjustable ship propeller 72 via the coupling 71.
  • the transmission 93 is driven directly by the shaft 73 and in turn drives the generator via the coupling 94 9.
  • the generator 9 supplies electrical energy to the vehicle electrical system 100.
  • the amplitude and angular position of the torsional vibrations are continuously measured on the shaft of the generator 9 and fed to the Fourier analyzer 4.
  • the torsion vibrations are broken down into the members of different orders, and then a comparison with predetermined target values takes place.
  • the correction signals for the injection pumps 61, 62, 63, 64, 65 and 66 can be determined in the systems of FIGS. 2A, 2B and 2C in the same way as described for FIG. 1.
  • the firing order of the engine is 1, 6, 2, 4, 3, 5.
  • the calculated torsional vibration vectors 191 to 196 are first order of the shaft of a six-cylinder engine for all six cases that one of the cylinders has a 5% reduction in yields mean indicated cylinder pressure, shown in dashed lines.
  • These vectors 191 to 196 form the so-called first-order correction crank stars.
  • the ends of these vectors 191 to 196 lie on a circle whose center M does not lie in the zero point P of the pole diagram, but is shifted by a vector 190.
  • This vector 190 corresponds to the ideal torsional vibration vector, i.e. fully balanced engine.
  • This calculated Kurbeistern 191 'to 196' is now used to determine the corrections to the mean indicated cylinder pressure in one or two cylinders.
  • each fault can be attributed to two faulty cylinders, for example, generally makes it necessary to carry out the iteration iteratively, ie in several steps.
  • a single correction factor for only one cylinder results when the Vek the measured disturbance coincides with one of the vectors 191 'to 196'.
  • correction factors for the first-order disturbances has been explained here for the sake of clarity using a graphic example, it is expedient to calculate the correction factors in the injection pump control 5 arithmetically, i.e. to be determined numerically.
  • the correction factors for minimizing the second-order torsional vibrations can also be determined in an analogous manner.
  • the described way of minimizing the torsional vibrations has proven to be very favorable in practice.
  • the invention is in no way limited to the exemplary embodiments described, but rather comprises any method for improving the synchronism of reciprocating piston internal combustion engines, in which correction factors acting on the indicated medium pressure are determined in a different way.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (11)

1. Procédé d'amélioration de la régularité de marche d'un moteur à combustion à pistons tri- ou multi- cylindre en fonctionnement stationnaire, dans lequel la pression moyenne indiquée d'au moins un cylindre est modifiée, caractérisé par le fait que les oscillations de torsion d'au moins un ordre sont réduites grâce au fait que, dans une première étape du procédé, les oscillations de torsion sont relevées au moyen d'un dispositif capteur (3) des oscillations de torsion, au niveau de l'arbre moteur ou d'un arbre cinématiquement solidaire de celui-ci (12, 22), que, dans une deuxième étape du procédé, les oscillations de torsion lues sont soumises à une analyse des oscillations de torsion selon Fourier, que, dans une troisième étape du procédé, un dispositif calculateur détemrine, à partir des valeurs et des déphasages mesurés des amplitudes des oscillations de torsion, et à partir d'une comparaison de celles-ci avec des valeurs d'oscillations de torsion prédéterminées, engendrées par les différents cylindres (161, 162, 163, 164, 165, 166), des facteurs correcteurs visant à faire varier la presio moyenne indiquée d'au moins deux cylindres, et que, dans une quatrième étape du procédé, les facteurs correcteurs provoquent la modification du volume injecté à chaque course d'injection de la pompe d'injection (61, 62, 63, 64, 65, 66) d'au moins un des deux cylindres.
2. Procédé selon la revendication 1, caractérisé par le fait que l'on réduit les oscillations de torsion de premier et de deuxième ordre.
3. Procédé selon une des revendications 1 et 2, carctérisé par le fait que la réduction des oscillations de torsion se fait de manière itérative, en plusieurs étapes.
4. Procédé selon une des revendications 1 à 3, caractérisé par le fait que l'on mesure les oscillations de torsion au niveau de l'arbre (123) d'un générateur électrique (2, 9; 91, 92, 93) qui est entraîné soit directement par l'arbre (12) du moteur à combustion à pistons, soit par l'intermédiaire d'une transmission (8, 81, 82, 83), ou qui forme une prolongation (123) de l'arbre (12) du moteur à combustion à pistons, et par le fait que la réduction des oscillations de torsion de l'arbre (123, 89) du générateur engendre en même temps une réduction des oscillations de torsion de l'arbre (12) du moteur à combustion à pistons.
5. Moteur à combustion à pistons utilisant le procédé selon la revendication 1, caractérisé par un dispositif (3) destiné à relever les oscillations de torsion de l'arbre d'entraînement ou d'un autre arbre qui y est accouplé, par un analyseur (4) de Fourier recevant les valeurs de lecture des oscillations de torsion, et par un dispositif calculateur (5) déterminant, à partir du déphasage et de l'amplitude des composantes dérivées de l'analyse de Fourier, et à partir d'une comparaison avec des valeurs d'oscillations de torsion prédéterminées, engendrées par les cylindres (161,162,163,164,165,166), des signaux correcteurs agissant sur le volume de carburant injecté d'au moins un cylindre, et caractérisé ensuite par un dispositif (61, 62, 63, 64, 65, 66) d'injection qui reçoit le signaux correcteurs et effectue l'injection du volume de carburant, modifié sous l'effet des signaux correcteurs, dans les cylindres concernés, modifiant ainsi la pression moyenne indiquée de ces cylindres.
6. Moteur à combustion à pistons selon la revendication 5, caractérisé par le fait qu'il comporte trois à douze cylindres.
7. Moteur à combustion à pistons selon la revendication 5 ou 6, caractérisé par le fait qu'il est constitué sous forme d'un moteur Diesel lent à deux temps.
8. Moteur à combustion à pistons selon une des revendications 5 à 7, caractérisé par le fait qu'une prolongation axiale de l'arbre du moteur à combustion à pistons est réalisée sous forme d'un arbre d'un générateur électrique et que le dispositif (3) destiné à relever les oscillations de torsion est placé de telle façon qu'il mesure les oscillations de torsion de l'arbre (123) du générateur.
9. Moteur à combustion à pistons selon une des revendications 5 à 8, caractérisé par le fait qu'une transmission (8, 81, 82, 83; 91, 92, 93) est disposée entre l'arbre principal (12) du moteur (1) à combustion à piston et un arbre auxiliaire (89), et que le dispositif (3) destiné à relever les oscillations de torsion est placé de telle façon qu'il mesure les oscillations de torsion de l'arbre auxiliaire (9, 89).
10. Moteur à combustion à pistons selon une des revendications 5 à 9, caractérisé par le fait qu'il existe un dispositif calculateur commun qui effectue l'analyse de Fourier des oscillations de torsion, la comparaison avec les valeurs de consigne prédéterminées et la détermination du signal correcteur destiné à provoquer la modification de l'opération d'injection exécutée par le dispositif (61, 62, 63, 64, 65, 66) d'injection.
11. Moteur à combustion à pistons selon une des revendications 5 à 10, caractérisé par le fait qu'une transmission est placée entre l'arbre principal (12) du moteur (1) à combustion à pistons et l'arbre auxiliaire, et que le dispositif (3) destiné à relever les oscillations de torsion est placé de telle façon qu'il mesure les oscillations de torsion de l'arbre auxiliaire (9, 89).
EP19870108248 1986-06-23 1987-06-06 Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé Expired - Lifetime EP0254005B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH2524/86 1986-06-23
CH252486A CH674398A5 (fr) 1986-06-23 1986-06-23

Publications (2)

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EP0254005A1 EP0254005A1 (fr) 1988-01-27
EP0254005B1 true EP0254005B1 (fr) 1990-01-31

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EP19870108248 Expired - Lifetime EP0254005B1 (fr) 1986-06-23 1987-06-06 Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé

Country Status (6)

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EP (1) EP0254005B1 (fr)
JP (1) JP2686261B2 (fr)
CH (1) CH674398A5 (fr)
DE (1) DE3761577D1 (fr)
DK (1) DK162853C (fr)
FI (1) FI89404C (fr)

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JP3004307B2 (ja) * 1990-03-23 2000-01-31 三菱重工業株式会社 ディーゼル機関のクランク軸ねじり振動抑制装置
DK9300283U4 (da) * 1993-06-04 1994-10-14 Man B & W Diesel Gmbh Forbrændingsmotor
AR000059A1 (es) * 1994-11-07 1997-05-21 Eaton Corp Disposicion y metodo para medir y analizar la operacion de un componentegiratorio en la linea de transmision de un vehiculo.
DE19911096C2 (de) * 1999-03-12 2001-03-01 Gruendl & Hoffmann Vorrichtung zum Dämpfen von Ungleichförmigkeiten im Antriebsstrang eines verbrennungsmotorgetriebenen Kraftfahrzeuges
ITBO20030001A1 (it) * 2003-01-02 2004-07-03 Ferrari Spa Metodo per la riduzione dei fenomeni di risonanza in una linea
US7082932B1 (en) * 2004-06-04 2006-08-01 Brunswick Corporation Control system for an internal combustion engine with a supercharger
WO2005124133A1 (fr) * 2004-06-17 2005-12-29 Man B & W Diesel A/S Reduction des vibrations par commande des parametres de combustion de moteurs diesels de grande taille
DK1739296T3 (da) * 2005-06-30 2013-06-03 Waertsilae Nsd Schweiz Ag Fremgangsmåde til optimering af en driftsparameter i en stempelforbrændingsmotor samt stempelforbrændingsmotor
FI121150B (fi) 2005-11-30 2010-07-30 Waertsilae Finland Oy Mäntäpolttomoottorisysteemin laitteisto ja menetelmä tunnistamaan epäyhtenäinen sylinteriteho-osuus
CN115217664B (zh) * 2021-06-07 2023-09-29 广州汽车集团股份有限公司 一种气缸压力控制方法、装置及存储介质
CN115031978B (zh) * 2022-04-07 2024-08-02 哈尔滨工程大学 一种基于连杆瞬态应力的柴油机曲轴扭振模型标定方法

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US4539956A (en) * 1982-12-09 1985-09-10 General Motors Corporation Diesel fuel injection pump with adaptive torque balance control
JPS6026131A (ja) * 1983-07-22 1985-02-09 Toyota Motor Corp 内燃機関のトルク制御装置
JPH0650080B2 (ja) * 1984-05-30 1994-06-29 日本電装株式会社 内燃機関用燃料噴射量制御方法

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Publication number Publication date
FI89404B (fi) 1993-06-15
FI871638A (fi) 1987-12-24
DE3761577D1 (de) 1990-03-08
JPS6312864A (ja) 1988-01-20
FI871638A0 (fi) 1987-04-14
JP2686261B2 (ja) 1997-12-08
DK150087D0 (da) 1987-03-24
EP0254005A1 (fr) 1988-01-27
FI89404C (fi) 1993-09-27
DK150087A (da) 1987-12-24
DK162853C (da) 1995-12-04
DK162853B (da) 1991-12-16
CH674398A5 (fr) 1990-05-31

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