EP3225823B1 - Schiffsantriebssystem - Google Patents

Schiffsantriebssystem Download PDF

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Publication number
EP3225823B1
EP3225823B1 EP16194927.6A EP16194927A EP3225823B1 EP 3225823 B1 EP3225823 B1 EP 3225823B1 EP 16194927 A EP16194927 A EP 16194927A EP 3225823 B1 EP3225823 B1 EP 3225823B1
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EP
European Patent Office
Prior art keywords
cylinders
fuel injection
limit
gas engine
propeller
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.)
Active
Application number
EP16194927.6A
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English (en)
French (fr)
Other versions
EP3225823A1 (de
Inventor
Yosuke Nonaka
Tomoaki KIZUKA
Satoru FUKAO
Shigeharu FUJIHARA
Towa HIRAYAMA
Hiroyoshi Ishii
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.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
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Filing date
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Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Publication of EP3225823A1 publication Critical patent/EP3225823A1/de
Application granted granted Critical
Publication of EP3225823B1 publication Critical patent/EP3225823B1/de
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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
    • F02D41/008—Controlling each cylinder individually
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/10—Propeller-blade pitch changing characterised by having pitch control conjoint with propulsion plant control
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
    • 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
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines

Definitions

  • the present disclosure relates to a ship propulsion system including a gas engine.
  • JP2014-177918A ship propulsion systems including a gas engine have been developed in terms of crude-oil resource amount problem, emission control problem, etc.
  • a supercharger or a turbocharger is typically mounted on the gas engine.
  • the gas engine has a knock range and a misfire range in a relation between an air-fuel ratio (excess air ratio) and a brake mean effective pressure (BMEP). That is, the gas engine at a high load is operable in a narrow range between the knock range and the misfire range.
  • BMEP brake mean effective pressure
  • the misfire may also occur in the gas engine due to reasons other than the air-fuel ratio, such as wear of ignition plugs and abnormalities of ignition coils. In such a case, the misfire continuously occurs over a plurality of cycles. If the continuous misfire occurs in any of the cylinders of the gas engine, it may be desirable to suspend an injection of fuel gas from a fuel injection valve corresponding to the cylinder (i.e., a cylinder cutoff). This prevents unburnt fuel gas from being discharged.
  • the injection amounts of the fuel gas cannot be increased, and, conversely, it is necessary to reduce the injection amounts of the fuel gas.
  • the output of the gas engine may fall greatly, and in order to enable a continuous operation, it is necessary to determine the specification of the supercharger in consideration of the cylinder cutoff.
  • the specification of the supercharger may be determined such that an air amount sufficiently greater than the air amount needed for a normal operation of the compressor of the supercharger is discharged therefrom and, during the normal operation, the excessive air discharged from the compressor is allowed to escape to the atmosphere. In that case, the normal operation efficiency is lowered.
  • One purpose of the present disclosure is to provide a ship propulsion system which maintains an output of a gas engine as high as possible after a cylinder cutoff, without lowering efficiency during a normal operation.
  • the injection amount of the fuel gas is large at a high load, the injection amount of the fuel gas is reduced by lowering the limit of the fuel injection amount.
  • an engine speed of the gas engine once drops; however, since the pitch of the variable pitch propeller can be reduced, the engine speed of the gas engine increases by the reduced amount. Therefore, since energy of exhaust gas discharged from the gas engine per unit time increases, it is possible to increase air fed to the gas engine from a compressor of a supercharger. As a result, the injection amount of the fuel gas is increased. Accordingly, the output of the gas engine is maintained as high as possible after a cylinder cutoff. In addition, since the specification of the supercharger can be determined without taking the cylinder cutoff into consideration, the efficiency during the normal operation will not be lowered.
  • the limit may be a first limit
  • the control device may determine a second limit of the fuel injection amount of the plurality of fuel injection valves based on temperature and pressure of air fed to the gas engine, and an actual engine speed of the gas engine, and may use one of the first limit and the second limit that is smaller than the other, as the limit. According to this structure, a shift of an operating point to a knock range is certainly prevented.
  • the control device may perform a PID control of the plurality of fuel injection valves so that an actual engine speed of the gas engine is adjusted to a target engine speed, and when the continuous misfire occurs in any of the plurality of cylinders, the control device may raise the target engine speed with a rated engine speed being used as an upper limit thereof. According to this structure, the output of the gas engine is maintained at a higher level.
  • the control device determines per cycle based on the measurements of the pressure gauges whether a misfire occurs in each of the plurality of cylinders.
  • a ratio of the lowered limit of the fuel injection amount with respect to a maximum fuel injection amount of each of the fuel injection valves may be a value that is 10% or more less than (T-M)/T, where the total number of cylinders is T and the number of cylinders where the continuous misfire occurs is M. According to this structure, a knock is effectively controlled.
  • the output of the gas engine is maintained as high as possible after the cylinder cutoff, without lowering the efficiency during the normal operation.
  • FIG. 1 A ship propulsion system 1 according to one embodiment of the present disclosure is illustrated in Fig. 1 .
  • This system 1 includes a variable pitch propeller 15, and a gas engine 2 which rotates the propeller 15.
  • a supercharger 11 is mounted on the gas engine 2. Note that the supercharger 11 is illustrated separately from the gas engine 2 in order to facilitate understandings in Fig. 1 .
  • the propeller 15 includes a pitch change mechanism 16 which changes a pitch P of the propeller 15 (i.e., an angle of propeller blades).
  • the gas engine 2 is coupled to the propeller 15 via a transmission 14 to directly rotate the propeller 15.
  • the propeller 15 may be coupled to an electric motor via the transmission 14, the gas engine 2 may be coupled to a power generator, and the gas engine 2 may indirectly rotate the propeller 15 via the power generator and the electric motor.
  • the gas engine 2 is a four-stroke engine. Note that the gas engine 2 may be a two-stroke engine. Alternatively, the gas engine 2 may be a single-fuel gas engine which burns only fuel gas or gaseous fuel (e.g., natural gas), or may be a dual-fuel engine which burns one or both of gaseous fuel and liquid fuel.
  • gas engine 2 may be a four-stroke engine. Note that the gas engine 2 may be a two-stroke engine. Alternatively, the gas engine 2 may be a single-fuel gas engine which burns only fuel gas or gaseous fuel (e.g., natural gas), or may be a dual-fuel engine which burns one or both of gaseous fuel and liquid fuel.
  • the gas engine 2 includes a plurality of in-line cylinders 21 which are arranged parallel to axial directions of a crankshaft (not illustrated).
  • the number of cylinders 21 is 5 to 18 (only three cylinders are illustrated in order to simplify the illustration in Fig. 1 ).
  • a piston (not illustrated) is fitted into each cylinder 21. If the gas engine 2 is a four-stroke engine, one cycle of the gas engine 2 is performed in each cylinder 21 by the piston reciprocating twice (i.e., intake, compression, expansion, and exhaust).
  • a phase angle (0° to 720°) of the gas engine 2 during one cycle of each cylinder 21 is detected by a phase angle detector 7.
  • the phase angle may be detected based on a rotation angle of the crankshaft (crank angle), a position of the piston, etc.
  • the phase angle detector 7 is an electromagnetic pickup, a proximity switch, or a rotary encoder.
  • the phase angle detector 7 also detects an actual engine speed N of the gas engine 2.
  • the cylinder 21 is connected with a compressor 12 and a turbine 13 of the supercharger 11 via an intake passage 3 and an exhaust passage 4, respectively.
  • the intake passage 3 leads air discharged from the compressor 12 to the cylinders 21, and the exhaust passage 4 leads exhaust gas discharged from the cylinders 21 to the turbine 13.
  • the intake passage 3 includes an intake manifold 32, a primary passage 31 which connects the intake manifold 32 with the compressor 12, and a plurality of branch passages 33 which connect the intake manifold 32 with the cylinders 21, respectively.
  • the exhaust passage 4 includes an exhaust manifold 42, a plurality of branch passages 41 which connect the cylinders 21 to the exhaust manifold 42, and a primary passage 43 which connects the exhaust manifold 42 with the turbine 13.
  • An intake blowoff passage 17 is connected with the intake passage 31, and a flow control valve 18 is provided in the intake blowoff passage 17.
  • An amount of air introduced into the cylinders 21 is controllable by operating the flow control valve 18. Note that, although illustration is omitted, the amount of air introduced into the cylinders 21 may also be controlled by connecting an exhaust blowoff passage with the exhaust passage 43, and operating a flow control valve provided in the exhaust blowoff passage.
  • a plurality of fuel injection valves 5 which respectively correspond to the cylinders 21 are provided in the gas engine 2. Each fuel injection valve 5 injects fuel gas into air which is fed into the corresponding cylinder 21.
  • the pitch change mechanism 16 of the propeller 15 and the fuel injection valve 5 which are described above are controlled by a control device 6, for example, based on an operated amount of the ship telegraph (not illustrated) which is a lever to change a ship traveling speed by being operated.
  • a control device 6 for example, based on an operated amount of the ship telegraph (not illustrated) which is a lever to change a ship traveling speed by being operated.
  • a control device 6 for example, based on an operated amount of the ship telegraph (not illustrated) which is a lever to change a ship traveling speed by being operated.
  • a control device 6 for example, based on an operated amount of the ship telegraph (not illustrated) which is a lever to change a ship traveling speed by being operated.
  • the control device 6 performs a PID control of the fuel injection valve 5 so that an actual engine speed N of the gas engine 2 is adjusted to a target engine speed NT.
  • the target engine speed NT is determined, for example, according to the operated amount of the ship telegraph.
  • pressure gauges 83 which measure pressures inside the cylinders 21 are provided to the cylinders 21, respectively.
  • the control device 6 determines per cycle whether a misfire occurs in each cylinder 21 based on the measurement of the corresponding pressure gauge 83, respectively. For example, the control device 6 calculates a difference of the pressures inside the cylinder 21 before and after a top dead center, and determines that the misfire occurs when the difference is below a threshold.
  • thermometer 81 and a pressure gauge 82 are provided in the primary passage 31 of the intake passage 3 described above.
  • the thermometer 81 and the pressure gauge 82 measure a temperature and a pressure of air which is fed to the cylinders 21, respectively.
  • the temperature and the pressure which are respectively measured by the thermometer 81 and the pressure gauge 82 arc inputted into the control device 6.
  • a first limit L1 of the fuel injection amount according to the number of cylinders 21 where the maximum injection amount Qm described above and the continuous misfire occur, and a second limit L2 of the fuel injection amount according to the air amount fed to each cylinder 21 are defined.
  • the control device 6 uses one of the first limit L1 and the second limit L2 which is smaller than the other.
  • the first limit L1 in a normal operation (i.e., when a cylinder cutoff is not performed or when the number of cylinders 21 where the continuous misfire occurs is zero) is set to a value ⁇ 1 greater than the maximum injection amount Qm so that an excessive output is prevented.
  • various limits L1 are defined beforehand according to the engine speed and stored in the control device 6 in the form of a map. Note that the first limit L1 in the normal operation may be equal to the maximum injection amount Qm.
  • the first limit L1 when the cylinder cutoff is performed (i.e., when the number of cylinders 21 where the continuous misfire occurs is one or more) is set to a value ⁇ 2 sufficiently less than the value ⁇ 1.
  • a ratio of ⁇ 2 with respect to the maximum injection amount Qm i.e., ⁇ 2/Qm
  • ⁇ 2/Qm is a value 10% or more less than (T-M)/T, where the total number of cylinders 21 is T and the number of cylinders 21 where the continuous misfire occurs is M.
  • a knock is easy to occur when ⁇ 2/Qm is a value near (T-M)/T, but the knock is effectively prevented when ⁇ 2/Qm is a value 10% or more less than (T-M)/T.
  • (T-M)/T is about 83% and ⁇ 2/Qm is about 60%.
  • the air amount fed to the cylinders 21 which is used as the basis of the second limit L2 is calculated based on the temperature and the pressure of the air fed to the gas engine 2, and the actual engine speed N of the gas engine 2.
  • the control device 6 determines the second limit L2 of the fuel injection valves 5 based on the temperature and the pressure measured by the thermometer 81 and the pressure gauge 82, respectively, and the actual engine speed N detected by the phase angle detector 7.
  • the control device 6 suspends the injection of the fuel gas from the fuel injection valve 5 corresponding to the cylinder 21, and lowers the first limit L1 of the fuel injection amount of other fuel injection valves 5.
  • the operating state is at a high load as illustrated by Point A in Fig. 2 and, thus, it is assumed that the fuel gas is injected from each fuel injection valve 5 by an injection amount Qc, as illustrated in Fig. 4 .
  • the first limit L1 is ⁇ 1 which is greater than the maximum injection amount Qm.
  • the control device 6 lowers the first limit L1 from ⁇ 1 to ⁇ 2, when the continuous misfire occurs in any of the cylinders 21.
  • the injection amount of the fuel gas is in a high state (i.e., more injection amount) at the high load, the injection amount of the fuel gas is reduced by the lowering of the first limit L1 as illustrated in Fig. 4 .
  • the operating state transits to Point B from Point A along the curve C1, and the engine speed of the gas engine 2 once drops.
  • energy of exhaust gas discharged from the gas engine 2 decreases, and the air amount fed to the cylinders 21 is reduced.
  • the injection amount of the fuel gas is regulated by the second limit L2, and becomes significantly less than the first limit L1.
  • the control device 6 reduces the pitch P of the propeller 15 when the continuous misfire occurs ( ⁇ 1 ⁇ 2), as illustrated in Fig. 2 .
  • ⁇ 2 is 60% to 80% of ⁇ 1.
  • the operating state is shifted to Point C on a curve C2 which is below the curve C1 and, thus, the engine speed of the gas engine 2 increases by the reduced amount of the pitch P of the propeller 15. Since the energy of exhaust gas per unit time, discharged from the gas engine 2 thus increases, it is possible to increase the air fed to the gas engine 2 from the compressor 12 of the supercharger 11. As a result, the injection amount of the fuel gas is increased to be brought closer to the first limit L1 ( ⁇ 2), as illustrated in Fig. 4 . After that, the operating state transits to Point D along a torque line which is defined by the first limit L1 ( ⁇ 2), and the actual engine speed N turns into the target engine speed NT.
  • the ship propulsion system 1 of this embodiment maintains the output of the gas engine 2 as high as possible after the cylinder cutoff, as illustrated by Point D in Fig. 2 .
  • the efficiency in the normal operation will not be lowered.
  • control device 6 It is desirable for the control device 6 to raise the target engine speed NT with a rated engine speed being used as an upper limit thereof, when the continuous misfire occurs in any of the cylinders 21. According to this configuration, the output of the gas engine 2 is maintained even higher.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (4)

  1. Schiffsantriebssystem (1), umfassend:
    einen Propeller (15);
    einen Gasmotor (2), der eine Vielzahl von Zylindern (21) beinhaltet, zum Drehen des Propellers (15);
    eine Vielzahl von Treibstoffeinspritzventilen (5), die dem Gasmotor (2) jeweils entsprechend der Vielzahl von Zylindern (21) bereitgestellt sind; und
    einen Turbolader (11), der einen Kompressor (12) und eine Turbine (13) beinhaltet, wobei der Kompressor (12) mit der Vielzahl von Zylindern (21) über einen Einlasskanal (3) verbunden ist und wobei die Turbine mit der Vielzahl von Zylindern (21) über einen Auslasskanal (4) verbunden ist;
    dadurch gekennzeichnet, dass der Propeller (15) ein Verstellpropeller (15) ist, der einen Steigungsänderungsmechanismus (16) beinhaltet;
    und dadurch, dass das Schiffantriebssystem weiter umfasst:
    eine Steuervorrichtung (6) zum Steuern des Steigungsänderungsmechanismus (16) des Propellers (15) und der Vielzahl von Treibstoffeinspritzventilen (5); und
    eine Vielzahl von Druckmessgeräten (83) zum Messen von Drücken jeweils in der Vielzahl von Zylindern (21),
    wobei die Steuervorrichtung (6) basierend auf den Messungen der Druckmessgeräte (83) pro Zyklus bestimmt, ob eine Fehlzündung in jedem der Vielzahl von Zylindern (21) auftritt, und
    wobei, wenn eine Fehlzündung fortlaufend in einem beliebigen der Vielzahl von Zylindern (21) auftritt, die Steuerungsvorrichtung (6) eine Einspritzung von Treibgas vom Treibstoffeinspritzventil (5) entsprechend dem fehlgezündeten Zylinder (21) aussetzt, eine Grenze an Treibstoffeinspritzmenge anderer Treibstoffeinspritzventile (5) verringert, sodass die Treibstoffeinspritzmenge verringert ist, und eine Steigung des Propellers (15) verringert, um eine Motorgeschwindigkeit des Gasmotors zu erhöhen.
  2. Schiffsantriebssystem (1) nach Anspruch 1, wobei
    die Grenze eine erste Grenze ist und
    die Steuervorrichtung (6) eine zweite Grenze der Treibstoffeinspritzmenge der Vielzahl von Treibstoffeinspritzventilen (5) basierend auf Temperatur und Druck von Luft, die dem Gasmotor (2) zugeführt wird, und einer tatsächlichen Motorgeschwindigkeit des Gasmotors (2) bestimmt und eine der ersten Grenze und der zweiten Grenze, die kleiner als die andere ist, als die Grenze verwendet.
  3. Schiffsantriebssystem (1) nach Anspruch 1 oder 2, wobei die Steuervorrichtung (6) eine PID-Steuerung der Vielzahl von Treibstoffeinspritzventilen (5) durchführt, sodass eine tatsächliche Motorgeschwindigkeit des Gasmotors (2) an eine Zielmotorgeschwindigkeit angepasst ist, und wenn die fortlaufende Fehlzündung in einem beliebigen der Vielzahl von Zylindern (21) auftritt, die Steuervorrichtung (6) die Zielmotorgeschwindigkeit anhebt, wobei eine Nennmotorgeschwindigkeit als eine obere Grenze davon verwendet wird.
  4. Schiffsantriebssystem (1) nach einem der Ansprüche 1 bis 3, wobei ein Verhältnis der gesenkten Grenze der Treibstoffeinspritzmenge in Bezug auf eine maximale Treibstoffeinspritzmenge von jedem der Treibstoffeinspritzventile (5) ein Wert ist, der 10 % oder mehr kleiner als (T-M)/T ist, wo die Gesamtzahl von Zylindern (21) T ist und die Zahl von Zylindern (21), wo die fortlaufende Fehlzündung auftritt, M ist.
EP16194927.6A 2015-10-27 2016-10-20 Schiffsantriebssystem Active EP3225823B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2015210498A JP6178825B2 (ja) 2015-10-27 2015-10-27 舶用推進システム

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EP3225823A1 EP3225823A1 (de) 2017-10-04
EP3225823B1 true EP3225823B1 (de) 2019-12-11

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Publication number Priority date Publication date Assignee Title
SE542084C2 (en) * 2017-07-14 2020-02-25 Lean Marine Sweden Ab Method for controlling the propulsion of a ship by determined cylinder top pressure
KR20190045805A (ko) * 2017-10-24 2019-05-03 현대중공업 주식회사 선박용 엔진 및 선박용 엔진 제어방법

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Publication number Priority date Publication date Assignee Title
CA923767A (en) * 1971-02-22 1973-04-03 R. Kobelt Jack Apparatus for automatic pitch compensation in marine vessels
JPH062555A (ja) * 1992-06-22 1994-01-11 Toyota Motor Corp 内燃機関の出力制御装置
JP3592864B2 (ja) * 1996-11-29 2004-11-24 ヤンマー株式会社 電子ガバナ付エンジンの制御方法
CN101025124B (zh) * 2001-03-30 2010-08-18 三菱重工业株式会社 内燃机燃烧诊断·控制装置和燃烧诊断·控制方法
JP4681511B2 (ja) * 2006-06-20 2011-05-11 三菱重工業株式会社 エンジンの失火時出力あるいは負荷制限運転方法及びその装置
JP6062777B2 (ja) 2013-03-15 2017-01-18 新潟原動機株式会社 ガス燃料エンジン
JP2014181659A (ja) * 2013-03-21 2014-09-29 Yanmar Co Ltd 火花点火式ガスエンジン
JP6021752B2 (ja) * 2013-06-25 2016-11-09 三菱重工業株式会社 船舶の運航方法及び船舶の運航装置
JP6296810B2 (ja) * 2014-01-24 2018-03-20 ヤンマー株式会社 ガスエンジン

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EP3225823A1 (de) 2017-10-04
JP2017082655A (ja) 2017-05-18

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