EP1561022A1 - Verfahren zur regelung einer brennkraftmaschinen-generator-einheit - Google Patents
Verfahren zur regelung einer brennkraftmaschinen-generator-einheitInfo
- Publication number
- EP1561022A1 EP1561022A1 EP03776890A EP03776890A EP1561022A1 EP 1561022 A1 EP1561022 A1 EP 1561022A1 EP 03776890 A EP03776890 A EP 03776890A EP 03776890 A EP03776890 A EP 03776890A EP 1561022 A1 EP1561022 A1 EP 1561022A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- ramp
- speed
- actual
- ist
- hlr
- 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
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
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
- F02D41/1482—Integrator, i.e. variable slope
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
-
- 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
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
-
- 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
- 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
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
- F02D41/1488—Inhibiting the regulation
- F02D41/1491—Replacing of the control value by a mean value
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2454—Learning of the air-fuel ratio control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
-
- 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
- F02D2200/1012—Engine speed gradient
-
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
Definitions
- the invention relates to a method for controlling a
- An internal combustion engine provided as a generator drive is usually delivered to the end customer by the manufacturer
- Coupling and generator delivered The coupling and the generator are only assembled at the end customer.
- the internal combustion engine is operated in a speed control loop.
- the speed of the crankshaft is recorded as a controlled variable and compared with a target speed, the reference variable.
- the resulting control deviation is converted via a speed controller into a manipulated variable for the internal combustion engine, for example a target injection quantity.
- the electronic control unit Since the manufacturer often has no reliable data about the coupling properties and the generator moment of inertia before the internal combustion engine is delivered, the electronic control unit is supplied with a robust controller parameter set, the so-called standard parameter set.
- a speed ramp or a ramp speed is stored in this standard parameter set for the starting process. To enable the fastest possible startup lie, this parameter is set to a large value, e.g. B. 550 revolutions / (minute by second).
- the previously described speed control circuit and a speed ramp are known, for example, from DE 101 22 517 C1 by the applicant.
- the invention is based on the object of reducing the coordination effort of an internal combustion engine generator unit for the starting process.
- the invention provides that an actual ramp-up ramp is determined from the actual speed of the internal combustion engine and the target ramp-up ramp is set to this actual ramp-up ramp.
- a learning system is mapped, which adapts itself to the local conditions. This eliminates further adjustments to the standard parameter set. This also suppresses a significant change in the target injection quantity. Therefore, the target injection quantity reaches the stationary predetermined value faster.
- the consequence of this during startup is that the calculated start of injection and the target rail pressure correspond better with the stationary values, ie the values are saved. These stationary values are determined by the manufacturer in test bench tests and stored in the standard parameter set.
- the change in speed of the actual speed is observed within an assigned time interval.
- the actual ramp-up ramp can then be calculated, for example, by averaging.
- the ramp will only take place if it is within the limit values.
- Fig. 2 is a block diagram
- 3A, B, C is a timing diagram of a starting process; 4 shows a characteristic curve;
- FIG. 1 shows a system diagram of the overall system of an internal combustion engine generator unit 1.
- This comprises an internal combustion engine 2 with a generator 4.
- the internal combustion engine 2 drives the generator 4 via a shaft with a transmission element 3.
- support member 3 contain a clutch.
- the fuel is injected via a common rail system. This comprises the following components: pumps 7 with a suction throttle for delivering the fuel from a fuel tank 6, a rail 8 for storing the fuel
- the operating mode of the internal combustion engine 2 is regulated by an electronic control unit (EDC) 5.
- the electronic control unit 5 contains the usual components of a microcomputer system, for example a microprocessor, I / O modules, buffers and memory modules (EEPROM, RAM).
- the operating data relevant to the operation of the internal combustion engine 2 are applied in characteristic maps / characteristic curves in the memory modules.
- the electronic control unit 5 uses these to calculate the output variables from the input variables.
- the following input variables are shown by way of example in FIG. 1: a rail pressure pCR, which is measured by means of a rail pressure sensor 9, an actual speed signal nM (IST) of the internal combustion engine 2, an input variable E and a signal START for the start specification.
- the start specification is activated by the operator.
- the input variable E includes, for example, the charge air pressure of a turbocharger and the temperatures of the coolants / lubricants and the fuel.
- FIG. 1 shows a signal ADV for controlling the pumps 7 with a suction throttle and an output variable A as output variables of the electronic control unit 5.
- the desired rail pressure pCR (SW) is determined via the signal ADV.
- the output variable A is representative of the other control signals for controlling and regulating the internal combustion engine 2, for example the start of injection SB and the injection duration SD.
- FIG. 2 shows a block diagram for calculating the start of injection SB, the desired rail pressure pCR (SW) and the injection duration SD.
- a speed controller 11 calculates a target injection quantity QSW1 from the actual speed nM (IST) of the internal combustion engine and the target speed nM (SW). This is limited to a maximum value via a limit 12.
- the output variable, corresponding to the target injection quantity QSW represents the input variable of the maps 13 to 15. Via the map 13, depending on the target injection quantity QSW and the actual speed nM (ACTUAL)
- Start of injection SB calculated.
- the set rail pressure pCR (SW) is calculated via the map 14 as a function of the set injection quantity QSW and the actual speed nM (ACT).
- the injection duration SD is determined via the characteristic diagram 15 as a function of the target injection quantity QSW and the rail pressure pCR.
- the block diagram shows that a large control deviation leads to a significant increase in the target injection quantity QSW1. Limitation 12 limits this significant increase to a maximum value.
- This maximum value of the target injection quantity in turn causes an incorrect start of injection SB and an incorrect target rail pressure, the injection pressure, to be calculated.
- Figure 3 consists of the partial figures 3A to 30. These each show over time: a speed curve of the target and actual speed in the initial state (Figure 3A), a target and actual speed curve after the adaptation (Figure 3B) and a course of the target injection quantity QSW (FIG. 30).
- the target injection curve with the solid line corresponding to the curve with points A to D, corresponds to the initial state.
- the dash-dotted line corresponding to the curve with points A, E and D, shows a course after the adaptation.
- the sequence of the method in the initial state is first explained.
- the engine Generator unit operated according to the standard parameter set. In the following, a generator with a large moment of inertia is assumed.
- the start is initiated at time zero.
- the target speed nM (SW) is set to a first value nST, for example 650 revolutions / minute.
- a target injection quantity QSW, value QST, is specified via the speed controller.
- a target ramp-up ramp HLR (SW) is specified by the electronic control unit.
- a typical value for the slope of the target ramp is 550 revolutions / (minute by second).
- the speed controller calculates a higher set injection quantity QSW, ie the course of the set injection quantity QSW in FIG. 3C changes from point A in the direction of point B.
- the increasing control deviation causes a significant increase in the set injection quantity CSC.
- This target injection quantity is set by limiting it to a maximum value. This limitation is shown in FIG. 30 as a two-dot chain line running parallel to the abscissa. The maximum value is referred to here as QDBR.
- the target injection quantity QSW is consequently limited to the value QDBR in point B.
- the actual speed nM (IST) reaches an idling speed, for example 1500 revolutions / minute. This speed value is designated as nLL in FIG. 3A.
- the actual speed nM (ACTUAL) swings beyond the idling speed nLL and finally settles at this level. Since there is now a control deviation of almost zero, the speed controller calculates a stationary value of the target injection quantity. This is shown in FIG. 30 with the value QLL. Consequently falls in the period t3 to t4 the target injection quantity QSW from the limiting value of point C to the stationary value of point D.
- FIG. 3A shows two pairs of values as examples.
- a first pair of values consists of the time interval dt (l) and the speed change dn (l).
- the second pair of values consists of the time interval dt (i) and the speed change dn (i).
- the actual ramp-up can be calculated, for example, by averaging these pairs of values:
- HLR (IST) SU (dn (i)) / SUM (dt (i))
- HLR ACTUAL
- the target run-up ramp HLR (SW) is set to the values of the actual run-up ramp HLR (IST).
- FIG. 3B shows the adapted target run-up ramp HLR (SW) from FIG. 3A.
- the set ramp-up ramp was adapted in such a way that the set speed nM (SW) and the actual speed nM (ACT) are almost identical during the period t1 to t3.
- QLL the stationary value
- ie the curve with points A, E and D.
- HLR (SW) (SUM (dn (i)) / (SUM (dt (i)) + K)
- FIG. shows several target ramp-ups over time.
- the reference ramp HLR1 represents the desired ramp-up in the initial state, as is shown in the standard parameter set when the internal combustion engine is delivered.
- the target ramp ramp HLRl is according to the invention depending on the
- FIG. 4 shows two additional ramp-up ramps HLR2 and HLR3 as examples.
- the target run-up ramp HLR3 will set in an internal combustion engine generator unit with a large moment of inertia.
- the target run-up ramp HLR2 is set in an internal combustion engine generator unit with a very small moment of inertia.
- a first limit value GW1 and a second limit value GW2 are additionally shown for error protection of the overall system. The adaptation of the nominal ramp-up ramp therefore only takes place if the new nominal ramp-up ramp lies within a tolerance band TB, the tolerance band TB due to the first limit value GW1 and second limit value GW2 is defined.
- a program flow chart is shown in FIG.
- the target ramp ramp HLR (SW) is read in at S1. It is then checked at S2 whether the actual speed nM (ACTUAL) is greater than the starting speed nST, for example 650 revolutions / minute. If this is not the case, a waiting loop is run through at S3. If the query at S2 is positive, the actual run-up ramp HLR (IST) is determined at S4 from the course of the actual speed nM (IST). At S5 it is then checked whether the actual speed hM (IST) has reached an idling speed nLL, for example 1500 revolutions / minute. If the idling speed nLL has not yet been reached, the program flowchart branches back to step S4.
- the target ramp-up ramp HLR (SW) in S7 is set to the values of the actual ramp-up ramp HLR (IST).
- the desired ramp-up ramp HLR (SW) is set to the sum of the actual ramp-up ramp HLR (IST) and a constant. The program then branches to program point A.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10252399 | 2002-11-12 | ||
DE10252399A DE10252399B4 (de) | 2002-11-12 | 2002-11-12 | Verfahren zur Regelung einer Brennkraftmaschinen-Generator-Einheit |
PCT/EP2003/012480 WO2004044408A1 (de) | 2002-11-12 | 2003-11-08 | Verfahren zur regelung einer brennkraftmaschinen-generator-einheit |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1561022A1 true EP1561022A1 (de) | 2005-08-10 |
EP1561022B1 EP1561022B1 (de) | 2006-08-02 |
Family
ID=32239977
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03776890A Expired - Fee Related EP1561022B1 (de) | 2002-11-12 | 2003-11-08 | Verfahren zur regelung einer brennkraftmaschinen-generator-einheit |
Country Status (4)
Country | Link |
---|---|
US (1) | US7072759B2 (de) |
EP (1) | EP1561022B1 (de) |
DE (2) | DE10252399B4 (de) |
WO (1) | WO2004044408A1 (de) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10315881B4 (de) | 2003-04-08 | 2005-07-21 | Mtu Friedrichshafen Gmbh | Verfahren zur Drehzahl-Regelung |
DE102004023993B4 (de) * | 2004-05-14 | 2007-04-12 | Mtu Friedrichshafen Gmbh | Verfahren zur Drehzahl-Regelung einer Brennkraftmaschinen-Generator-Einheit |
GB2416600B (en) * | 2004-07-23 | 2008-06-04 | Ford Global Tech Llc | System and method for starting a vehicle |
US20090325421A1 (en) | 2008-06-25 | 2009-12-31 | Gills Kenton D | Flexible shroud for power cables |
DE102008036300B3 (de) * | 2008-08-04 | 2010-01-28 | Mtu Friedrichshafen Gmbh | Verfahren zur Steuerung einer Brennkraftmaschine in V-Anordnung |
US9022002B2 (en) * | 2012-06-14 | 2015-05-05 | GM Global Technology Operations LLC | Method of cold starting an internal combustion engine in hybrid applications |
DE102014208932B4 (de) * | 2014-05-12 | 2024-02-08 | Rolls-Royce Solutions GmbH | Verfahren zum Betreiben einer Brennkraftmaschine, Steuergerät für eine Brennkraftmaschine, Brennkraftmaschine sowie Anlage |
CN112576393B (zh) * | 2020-12-08 | 2022-07-26 | 昆明理工鼎擎科技股份有限公司 | 基于瞬时转速的柴油机起动油量斜坡控制方法及存储介质 |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS59229020A (ja) * | 1983-06-09 | 1984-12-22 | Japan Electronic Control Syst Co Ltd | デイ−ゼルエンジンの電子制御燃料噴射装置 |
US4520778A (en) * | 1983-10-11 | 1985-06-04 | Kokusan Denki Co., Ltd. | Method of controlling engine speed for internal combustion engine |
JPS6248940A (ja) * | 1985-08-27 | 1987-03-03 | Hitachi Ltd | エンジン制御装置 |
JPS62258826A (ja) * | 1986-05-01 | 1987-11-11 | Nissan Motor Co Ltd | 車速自動制御方法および装置 |
JPH0678738B2 (ja) * | 1987-01-21 | 1994-10-05 | 株式会社ユニシアジェックス | 内燃機関の空燃比の学習制御装置 |
JPH01187339A (ja) * | 1988-01-18 | 1989-07-26 | Kubota Ltd | エンジン回転数制御装置 |
DE4315362A1 (de) * | 1993-05-08 | 1994-11-10 | Icemaster Gmbh Generatoren Und | Steuerbare Antriebseinheit mit Verbrennungsmotor und Generator |
JPH1162685A (ja) * | 1997-08-28 | 1999-03-05 | Yanmar Diesel Engine Co Ltd | ディーゼルエンジンの電子制御式調速装置 |
JP3775562B2 (ja) * | 2000-03-07 | 2006-05-17 | ジヤトコ株式会社 | パラレルハイブリッド車両 |
US6470851B1 (en) * | 2000-10-30 | 2002-10-29 | Caterpillar Inc | Method and apparatus of controlling the actuation of a compression brake |
JP2002195075A (ja) * | 2000-12-26 | 2002-07-10 | Isuzu Motors Ltd | エンジンの始動制御方法 |
DE10122517C1 (de) * | 2001-05-09 | 2002-06-20 | Mtu Friedrichshafen Gmbh | Drehzahl-Filter |
DE102004023993B4 (de) * | 2004-05-14 | 2007-04-12 | Mtu Friedrichshafen Gmbh | Verfahren zur Drehzahl-Regelung einer Brennkraftmaschinen-Generator-Einheit |
-
2002
- 2002-11-12 DE DE10252399A patent/DE10252399B4/de not_active Expired - Fee Related
-
2003
- 2003-11-08 US US10/533,510 patent/US7072759B2/en not_active Expired - Fee Related
- 2003-11-08 DE DE50304507T patent/DE50304507D1/de not_active Expired - Lifetime
- 2003-11-08 WO PCT/EP2003/012480 patent/WO2004044408A1/de active IP Right Grant
- 2003-11-08 EP EP03776890A patent/EP1561022B1/de not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO2004044408A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE10252399A1 (de) | 2004-06-03 |
US7072759B2 (en) | 2006-07-04 |
DE10252399B4 (de) | 2006-04-27 |
WO2004044408A1 (de) | 2004-05-27 |
DE50304507D1 (de) | 2006-09-14 |
US20050279324A1 (en) | 2005-12-22 |
EP1561022B1 (de) | 2006-08-02 |
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