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
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/10—Introducing corrections for particular operating conditions for acceleration
  • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
• • 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
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• • 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
• • 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
  • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
  • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
  • F02D41/1458—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with determination means using an estimation
• • 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
  • F02D41/3005—Details not otherwise provided for
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
• • 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
  • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
• • 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
  • F02D2041/1413—Controller structures or design
  • F02D2041/1422—Variable gain or coefficients
• • 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
  • F02D2200/0611—Fuel type, fuel composition or fuel quality
• • 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
  • F02D2200/101—Engine speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/18—Control of the engine output torque
• • 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
  • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

• the invention relates to a method for controlling the speed of an internal combustion engine and a speed control loop for carrying out the method.
• a speed controller which influences the operation of the internal combustion engine by specifying a manipulated variable such that the rotational speed is kept as constant as possible at the predetermined level, which corresponds to a desired rotational speed, whereby interference effects are reduced.
• controllers Different types are known whose behavior is determined by controller parameters and can be influenced by their choice.
• the document DE 10 2004 023 993 Al describes a method for speed control of an internal combustion engine generator unit with a clutch during the starting process. In the method, after the start of the first ramp-up with detection of the closing of the
• Clutch changed from a first parameter set to a second parameter set, after which the first parameter set is deactivated.
• a second ramp-up ramp is set as decisive for specifying the setpoint speed.
• This coupling signal must be available as an external signal.
• Manipulated variable of the speed controller described is the fuel injection quantity.
• a method having the features of claim 1 and a speed control loop according to claim 12 are presented.
• the fuel energy per injection is used as the output variable of the speed controller or as a control variable of the speed control loop, so that the use in systems with two or more fuels is possible.
• the controller parameters are tracked via internally available signals, for example the engine speed, the fuel energy and the speed control deviation.
• use of the load signal can be used to improve the speed controller dynamics.
• Fuel energy is understood to mean the energy content of the fuel per injection typical for a fuel grade.
• the speed controller described can be automatically adapted to the operating point-dependent behavior of the controlled system.
• a better dynamics of the speed control loop is achieved by calculating the proportional coefficient as a function of the speed control deviation and by using the load signal.
• the total fuel energy is used as the manipulated variable of the speed controller and not the desired torque or the injection quantity as in previously known speed controllers.
• the proposed method has, at least in its design, the following overall features:
• the speed control circuit is fuel energy based, d. H.
• the manipulated variable of the speed control loop is the total fuel energy injected per cylinder for one combustion process.
• the controller behavior is calculated as a function of controller parameters.
• a stationary proportional coefficient is calculated in proportion to the fuel energy and inversely proportional to the engine speed.
• the stationary proportional coefficient can be limited downwards.
• the controller behavior can furthermore be adjusted as a function of a second controller parameter, the dynamic proportional coefficient, wherein the dynamic
• Proportional coefficient additionally depends on the speed control deviation.
• the proportionality factor of the steady-state proportionality coefficient consists of two multipliers, with a first multiplier being dependent on the application and having the value 2 for the Schiff application and the value 1 for the Generator application.
• a second multiplier reflects an operator definable Rreisverstärkung the open speed control loop and is independent of the application.
• the proportional component of the speed controller depends on the dynamic speed
• the integral part of the speed controller is dependent on the stationary
• the differential component of the speed controller is dependent on the stationary
• Another controller parameter, the derivative time is tracked linearly via the fuel energy to calculate the differential component.
• an output signal of the speed controller a fuel energy load signal can be added, the
• Fuel energy load signal is calculated from a plant signal that is generated when occurring load circuit.
• the dynamic proportional coefficient depends on the speed control deviation and improves the dynamics of the speed control loop.
• the method can be used in a speed control circuit in particular also in systems in which two or more fuels of different types for a
• Combustion process are injected (diesel, gasoline, .).
• the presented method has, at least in some of the embodiments, a number of advantages. Since the manipulated variable of the speed control loop is the total fuel energy, the speed control loop can be used in motors in which two or more Fuels are injected. By tracking the steady-state proportional coefficient over the fuel energy and the engine speed becomes the operating point-dependent stationary
• FIG. 1 shows an embodiment of a speed control loop for carrying out the presented method.
• Figure 2 shows a discrete algorithm of a Pl DT speed controller.
• FIG. 3 shows the calculation of a dynamic proportional coefficient.
• FIG. 4 shows the calculation of a static proportional coefficient.
• FIG. 5 shows the calculation of a derivative time tv.
• FIG. 6 shows the calculation of a load signal.
• Figure 1 illustrates in a block diagram a speed control circuit, which is designated overall by the reference numeral 10.
• This speed control circuit 10 operates on fuel energy based.
• the illustration shows a controller 12, in this case a PI DT controller, a fuel energy restriction block 14, a filter 16, a speed filter 18, an engine management system 20 and an internal combustion engine 22.
• a controller in this case a PI DT controller
• a fuel energy restriction block 14 a filter 16
• a speed filter 18 a speed filter 18, an engine management system 20 and an internal combustion engine 22.
• P ⁇ DT ⁇ controller instead of a P ⁇ DT ⁇ controller
• a PI controller, PID controller or (PID) T controller use find.
• the input signal of the speed control loop 10 is the setpoint speed 30.
• the difference between this setpoint speed 30 and the measured engine speed 32 represents the speed control deviation 34.
• the speed control deviation 34 is the input of the PI DT speed controller 12.
• the speed regulator is the PliDT fuel energy 36, which is related to an injection for a combustion process of a cylinder of the internal combustion engine.
• the output variable 36 of the speed controller 12, the load signal fuel energy 38 is added up. This addition represents a feedforward control. It serves to improve the dynamics of the speed controller 12.
• the sum of speed regulator output 36 and load signal fuel energy 38 is then limited up to the maximum fuel energy 40 and down to the negative fuel frictional energy 42 per cylinder through block 14.
• the maximum fuel energy 40 depends on the engine speed, the charge air pressure and other variables.
• the limited fuel energy 44 represents the manipulated variable of
• Fuel frictional energy 46 is understood to mean the fuel energy which corresponds to the friction losses of the internal combustion engine. Frictional losses are u. a. Friction losses in the
• Cylinders of the internal combustion engine The sum of the required fuel energy is finally passed to the engine management 20 and converted by this into the injection quantity.
• this is the injection quantity 48 and, in the case of a fuel injection system with dual fuel injection, additionally the gasoline injection quantity 50.
• the engine speed 52 is detected and filtered by means of the speed filter 18.
• Output of the speed filter 18 is the measured speed 32nd
• Figure 2 shows the time discrete algorithm of the P ⁇ DT ⁇ speed controller, indicated generally by reference numeral 12.
• the output variable 36 of the speed controller algorithm is a Sum of three components: the proportional component 74, the integrating component 76 and the DT i component 78.
• the proportional component 74 represents the product of the speed control deviation 34 and the so-called dynamic proportional coefficient 80.
• the dynamic proportional coefficient 80 is a controller parameter of the speed controller - Algorithmusses, the calculation of this parameter is shown in detail in Figure 3.
• the integrating portion 76 of the speed controller represents the sum of current, delayed by one sample (delay element 82), limited integrating component and the product of the gain factor 84 and the sum of current and delayed by a sampling step (delay element 86) Speed control deviation 34.
• the integral part of the speed controller is doing up to the maximum
• the calculation of DTVAnteils 78 is shown in the lower part of Figure 2.
• the DT share 78 is the sum of two products.
• the first product 92 results from the multiplication of the factor 94 by the DT i fraction 78 delayed by one sampling step (delay element 96).
• the second product 98 results from the multiplication of the factor 100 by the output of a switch 102 whichever position the switch 102 is in, the factor 100 becomes either the difference of current speed droop 34 and the one-step delayed (delay 86) speed droop
• Switch position 2 is here always favored when the engine target speed 30 is not or only slightly, such as. In generator applications changes.
• the amplification factors 84 and 100 of the I component or of the DT V component depend on the so-called stationary one
• Proportional coefficient 80 depends.
• the stationary proportional coefficient is thus proportional to the integral component E'soii and inversely proportional to the measured engine speed n ls t.
• the proportionality factor is the product of two multipliers. The first multiplier is the factor f, the second multiplier is the circle gain v.
• the factor f depends on the application. For the Ship application f takes the value 2, for the Generator application the value 1.
• the loop gain v can be specified by the operator, which is the dimensionless loop gain of the open speed control loop. If v assumes large values, the dynamics of the speed control loop are large, but if v takes on small values, the dynamics of the speed control loop are small.
• the stationary proportional coefficient kpStat is limited down to the specifiable minimum proportional coefficient kpmin: kpStat> kpmin
• FIG. 3 illustrates the calculation of the dynamic proportional coefficient 80.
• the dynamic proportional coefficient 80 is calculated as an additive value from the stationary proportional coefficient kpStat 152 and a speed-dependent control component 154. This is activated when the switch 156 assumes the position 1. On the other hand, if the switch 156 assumes the position 0, then the dynamic proportional coefficient 80 is with the stationary one
• Switch 156 assumes position 1 when switch 158 changes to position 2. In this case, the switch 158 switches a logic 1 on the switch 156, whereby it assumes the position 1. The switch 158 assumes the position 2 when the signal 160 has the logical value of 1. This is the case when the measured engine speed 32 is greater than or equal to the predetermined activation speed 164 and the speed control deviation 34 is simultaneously less than or equal to the value 0. For the starting process of the engine, this means the following: When the engine speed reaches 32 after starting the engine
• Proportionalbeiiere kpStat 152 and one of the speed control deviation 34 dependent Proportion 154 is calculated. If a motor stall is detected, the logic signal 165 has the value 1 and the switch 158 assumes the position 1. Thus, a logical 0 is switched by the switch 158, whereby the switch 156 assumes the position 0. In this case, the dynamic proportional value 80 is again identical to the stationary proportional coefficient kpStat 152.
• the proportion 154 dependent on the speed control deviation 34 is calculated as follows: If the speed control deviation 34 is greater than the predefinable value e min pos , then the additive proportion 154 of the dynamic proportional coefficient 80 which is dependent on the speed control deviation 34 is increased linearly until the speed control deviation 34 reaches the value e max . With a further increase in the speed control deviation, the additive component 154 remains constant. If, however, the speed control deviation 34 is negative and smaller than the predefinable value e mm neg , the additive component 154 is increased linearly until the speed control deviation 34 reaches the negative predefinable value e max . Will the
• FIG. 4 shows the calculation of the stationary proportional coefficient kpStat 152
• kpStat 152 (f * v * E I soii) / n is (1)
• the I component E ⁇ oii must be limited down to the value E mln , so that the stationary proportional coefficient kpStat not too small or identical 0 and thus the speed controller has not too low dynamics. With a proportional coefficient of 0 would be the
• nj St Proportional component of the speed controller no longer active.
• the engine speed nj St must be limited down to at least the detection limit of the engine speed, this is, for example, 80 1 / min.
• kpStat will eventually be down to the bottom
• Equation (1) represents the control law of the fuel energy-based speed controller. This control law characterizes the calculation of the steady-state proportional coefficient kpStat.
• the stationary proportional coefficient kpStat is proportional to the fuel energy E'soii or Esoii Filtered and inversely proportional to the engine speed ⁇ ; 8 ⁇ .
• the proportionality factor is a product of two multipliers: the factor f and the circle gain v, where the factor f depends on the application and the loop gain v is specified by the operator.
• the angular velocity w is calculated as follows:
• the fuel energy E so ii per injection is related to the engine torque M m as follows:
• Equation (6) shows that the gain of the engine is small at low engine speed and high at high engine speed. At low fuel energy, the gain of the engine is large and at high fuel energy, so high load, small. Since according to the above-mentioned rule law at less
• Engine speed is a large kpStat and at high engine speed a small kpStat is calculated, the overall loop gain of the open speed control loop is kept constant.
• the fuel energy At low fuel energy, a small kpStat and at high fuel energy a large kpStat is calculated, whereby the loop gain can be kept constant in this case as well.
• the circle gain v is a predefinable parameter. By increasing this parameter, the dynamics of the speed control loop can be increased.
• - Stationary proportional coefficient is inversely proportional to the engine speed.
• - Stationary proportional coefficient is proportional to the circle gain v, which can be specified by the operator.
• the derivative time tv is used in Figure 2 to calculate the gain 100 of the DIV component.
• the derivative time tv can be constant or alternatively, as shown in Figure 5, in Dependence of the fuel energy can be calculated.
• As fuel energy either the I component E'soii of the speed controller or alternatively the filtered fuel target energy Esoii Filtered can be used.
• FIG. 5 shows the progression of the derivative time tv 250 as a function of the fuel energy 248. The illustration shows that the derivative time tv 250 is identical to the value tv m i n 252 if the fuel energy is less than the predefinable value ⁇ " ⁇ ⁇ 254. If the fuel energy is greater than the predefinable value E max 256, then tv is identical to the value tv max 258. Is the
• the values tVmin 252 and tv max 258 can be specified by the operator.
• FIG. 1 shows that the load signal fuel energy 38 is added to the output 36 of the PI (DTi) speed controller.
• the load signal fuel energy 38 is a disturbance of the speed control loop. It has the task to improve the dynamics of the speed controller in unsteady operations, eg. During load and Lastabschaltvor réellen.
• FIG. 6 shows the calculation of the load signal fuel energy 38.
• the load signal fuel energy is calculated from a plant signal which, for example, is a
• the System signal is provided as 0 ... 10 V or 4 ... 20 mA signal from the plant operator. If the switch 341 has the position 1, then a voltage signal U (0 ... 10 volts) is used, the switch 341 has the position 2, then a current signal I (4 ... 20 mA) is used.
• the respective input signal 302 or 304 is first converted over a two-dimensional curve 306 or 308 in percent. This results in the signal 310 defined in percent.
• the predefinable maximum load signal fuel energy 312, z. B. identical to the value 20000 J, is divided by the value 100 and multiplied by this percentage converted value.
• the result 316 of this multiplication is now amplified by a DTi member 318.
• the predeterminable parameters of the DTi algorithm are the derivative time tVLoad and the
• the output 320 of the DTi system 318 is processed by the block "Hysteresis" 322 as follows: If the output of the DTV system exceeds an upper limit, eg 1000 J, or if it falls below a lower limit, eg -1000 J, the output becomes of the DTV System switched, ie activated. In this case, the output 324 of the hysteresis block is identical to the output of the DTr system. By contrast, if the output of the DTr system falls short of an additional limit value, for example 50 J, then this becomes
• the load signal fuel energy 38 is identical to the output 324 of the hysteresis block 322 when the switch 330 is in the 1 position. This is the case when the engine speed 32 is greater than or equal to the predetermined speed 334 and the parameter "Load Signal Active" 340 is identical to 1 at the same time. This means that the load signal fuel energy 38 is released when the engine speed 32 reaches the predeterminable speed 334 and the predefinable parameter "Load Signal Active" 340 is set to the value 1. In all other cases, the load signal fuel energy 38 is identical to 0.
• the task of the load signal fuel energy 38 is to assist the speed controller in load-on and -off operations. If a load is switched on or off with a generator, the generator output increases or decreases.
• the signal is amplified with the aid of the DTV song and applied to the speed controller as a disturbance variable, whereby the dynamics, i. H. the responsiveness of the speed control loop is improved.

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• 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)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Feedback Control In General (AREA)

Applications Claiming Priority (2)

Publications (1)

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• 2013
  • 2013-12-13 DE DE102013021523.4A patent/DE102013021523A1/de not_active Ceased
• 2014
  • 2014-12-08 WO PCT/EP2014/003283 patent/WO2015086141A1/de active Application Filing
  • 2014-12-08 US US15/104,048 patent/US9909518B2/en active Active
  • 2014-12-08 CN CN201480068357.1A patent/CN105793544B/zh active Active
  • 2014-12-08 EP EP14816128.4A patent/EP3080420A1/de active Pending

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