EP3526456B1 - Procédé permettant de démarrer un moteur à combustion interne - Google Patents

Procédé permettant de démarrer un moteur à combustion interne Download PDF

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Publication number
EP3526456B1
EP3526456B1 EP17742158.3A EP17742158A EP3526456B1 EP 3526456 B1 EP3526456 B1 EP 3526456B1 EP 17742158 A EP17742158 A EP 17742158A EP 3526456 B1 EP3526456 B1 EP 3526456B1
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EP
European Patent Office
Prior art keywords
compressed air
starting
starter
speed
valve
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.)
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Application number
EP17742158.3A
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German (de)
English (en)
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EP3526456A1 (fr
Inventor
Andreas Mehr
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.)
Rolls Royce Solutions GmbH
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Rolls Royce Solutions GmbH
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Publication date
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Publication of EP3526456A1 publication Critical patent/EP3526456A1/fr
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    • 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
    • F02N9/00—Starting of engines by supplying auxiliary pressure fluid to their working chambers
    • F02N9/04—Starting of engines by supplying auxiliary pressure fluid to their working chambers the pressure fluid being generated otherwise, e.g. by compressing air
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/10—Safety devices not otherwise provided for
    • 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
    • F02N7/00—Starting apparatus having fluid-driven auxiliary engines or apparatus
    • F02N7/08—Starting apparatus having fluid-driven auxiliary engines or apparatus the engines being of rotary type
    • 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
    • F02B21/00—Engines characterised by air-storage chambers
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a method for starting an internal combustion engine by means of a compressed air starter system, in which the starter is engaged by means of compressed air in a first start sequence and the starter is acted upon with compressed air in a second start sequence.
  • An internal combustion engine is started either by means of an electrically operated starter or by means of a compressed air starter.
  • Compressed air starting systems are for example from the DE 26 32 015 OS that U.S. 3,667,442 A and the U.S. 4,494,499 A known.
  • a starting process in a compressed air starting system consists of a first and a second starting sequence. In the first start sequence the starter is engaged by means of compressed air and in the second start sequence the starter is set in a rotary motion by means of the compressed air. The second start sequence is ended when the internal combustion engine has reached an idling speed, for example 350 revolutions / minute. Then the internal combustion engine operation begins by injecting the fuel.
  • the cylinders are equipped with decompression valves to relieve the cylinder working space. Any water that may have penetrated during the second start sequence is pumped away from the cylinder chamber via this.
  • the problem arises that the starter has to apply a considerable breakaway torque in order to initially crank the internal combustion engine. If the breakaway torque is overcome, the internal combustion engine briefly rotates at high speed. In connection with residual water in the cylinder space, this is critical for the connecting rod.
  • the invention is therefore based on the object of providing an improved method for starting an internal combustion engine with a compressed air system.
  • This object is achieved in particular by a method in which, in a first starting sequence, the starter is engaged by means of compressed air, a decompression valve is applied in the opening direction to relieve the cylinder working space, and the internal combustion engine is started by applying pulsed compressed air to the starter . In a second starting sequence, the decompression valve is then acted upon in the closing direction and the starter is acted upon with constant compressed air.
  • a system controller defines a compressed air path for engaging the starter via an engagement valve and a compressed air path for cranking the starter in the first starting sequence and turning the starter in the second starting sequence is established using a starting valve.
  • the pulsed compressed air is generated by controlling the start valve as a function of a target engine speed via a PWM signal during the first start sequence.
  • the starter is continuously and gently turned on via the PWM signal and the pulsed compressed air. A hard transition from a stationary internal combustion engine to a rotating internal combustion engine is avoided.
  • the target speed is increased in the form of a ramp from a first target speed value to a second target speed value.
  • the first start sequence ends positively when a speed control deviation from the setpoint to the actual speed is detected within a tolerance band, for example 10 revolutions / minute.
  • the process offers a high level of process security and, as an additional security measure, allows sales-promoting argumentation.
  • the invention can be retrofitted without any problems, since the function only accesses the already existing components.
  • the Figure 1 shows a system diagram of an internal combustion engine 1 with a compressed air starting system 2.
  • the compressed air starting system 2 comprises a compressed air storage device 10 for providing the compressed air, an engaging valve 5 and a starting valve 6.
  • the engaging valve 5 and the starting valve 6 are designed as 2/2 valves. Alternatively, 3/2 valves can also be used.
  • the engagement valve 5 is shown in position 1, so that there is a continuous compressed air path from the compressed air reservoir 10 via the engagement valve 5 to the starter 3. In this position the starter is engaged.
  • the start valve 6 is shown in the zero position, in which the compressed air path from the compressed air reservoir 10 to the starter is blocked, that is, the starter does not rotate.
  • the operating state of the overall system is determined by a system controller 4.
  • An operator specifies his activation / deactivation request or his performance request via the system controller 4.
  • a monitoring unit 7 (EMU), an interface unit 8 (EIM) and an engine control device 9 are connected to the system controller 4 via a CAN bus.
  • the monitoring unit 7 determines the switching state of the engagement valve 5 and the start valve 6. This is typically done via a PWM signal.
  • the function of the monitoring unit 7 and the interface unit 8 are carried out in conjunction with the Figure 2 explained in more detail.
  • the engine control unit 9 controls and regulates the state of the internal combustion engine 1. In internal combustion engine operation, these are, for example, a rail pressure, a start of injection and an end of injection.
  • the further input and output variables are shown with the reference symbol on / off, for example a switching signal for the switchable exhaust gas turbocharger in the case of register charging.
  • FIG. 2 a program flow chart is shown.
  • the Figure 2 consists of the sub-figures 2A, 2B and 2C.
  • the Figure 2A the part of the program for preparation and testing of the start process
  • Figure 2B shows the program part of the first start sequence
  • Figure 2C the program part of the second start sequence.
  • the program sequence in the monitoring unit 7 is identified by the reference symbol EMU.
  • the sequence in the interface unit 8 is identified by the reference symbol EIM.
  • the interface unit 8 (EIM) and the monitoring unit 7 (EMU) communicate via CAN bus. Information that is set or queried on the CAN bus is shown as dashed arrows.
  • step S2A the air pressure sensor sets its status signal on the CAN bus, reference character B. This status signal is read in from the CAN bus, reference character B, in step S3 of the interface unit 8 (EIM).
  • Step S1A the status of the decompression valve open / closed is determined and set as a value on the CAN bus, reference number A.
  • S2A the state of the compressed air sensor and the compressed air is determined and set as a status value, reference character B, on the CAN bus.
  • Steps S3A to S8A identify an error query and indicate the operational readiness of the monitoring unit. First, a check is made at S3A to determine whether an error has been detected. If an error is detected, query result S3A: yes, an alarm is displayed at S4A and this is set on the CAN bus, reference character C, for further processing.
  • Step S9A to S11A characterize the procedure in the event of an aborted start.
  • EIM monitoring unit
  • the program run of the interface unit begins at S1 with the query of the start mode. This is specified by the operator via the system controller. Accordingly, either the engine start using a generator, step S2, or a start using a compressed air system is selected.
  • the start blocking is queried at S3.
  • the set status of the decompression valve reference symbol A
  • the air pressure sensor reference symbol B
  • an external stop signal are queried on the CAN bus.
  • the stop signal, reference F is set by the system controller on the CAN bus.
  • the result of the start blocking is then queried at S4. If a shift lock is set, the start is aborted at S9 and displayed on the CAN bus, reference number D.
  • a branch is made to the oil lubrication subroutine and then at S6 a check is made to see whether the oil pressure p ⁇ L is greater than a Limit value GW is.
  • query result S6 no, an alarm is set for the operator at S7 and a branch is made to S8.
  • Query result S6 yes, it is then checked at S8 whether the monitoring unit (EMU) is ready for operation. For this purpose, the operational readiness on the CAN bus, reference character C, is read out. If it was determined at S8 that the monitoring unit (EMU) is ready for operation, then it becomes Figure 2B branched. If the test result is negative, that is, the monitoring unit (EMU) is not ready for operation, a branch is made to S9, the start process is aborted and this status is set on the CAN bus, reference character D.
  • the Figure 2B shows the program part of the first start sequence.
  • the program run of the monitoring unit (EMU) is described first.
  • S12A it is checked whether the actual speed nIST is greater than a limit value GW.
  • the limit value here corresponds to the maximum permissible speed during cranking, for example 20 revolutions / minute.
  • the status of the monitoring unit (EIM), reference G is queried. If too high an actual speed was detected, query result S12A: yes, the program branches to the program part with steps S20A to S22A. If the actual speed nIST is not greater than the limit value GW, query result S12A: no, the engagement valve is activated at S13A, whereby the starter is pressurized with compressed air and engages.
  • a time step is run through which corresponds to the period of the meshing.
  • a regulation is activated at S15A.
  • the main features of this regulation are in the Figure 3 shown.
  • the following input variables are available at a PI controller 11: the PWM frequency fPWM for controlling the engagement valve ( Fig. 1 : 5) and the start valve ( Fig. 1 : 6), a minimum pulse-pause ratio PWM (min), a maximum pulse-pause ratio PWM (max) to control the engagement and start valve, two speed setpoints nSL1 and nSL2, a tolerance band for the speed, a proportional coefficient kp and an integral coefficient ki.
  • the PI controller 11 is supplied with the actual speed nIST, the value of which is available on the CAN bus, reference symbol K ( Figure 2B ).
  • the monitoring unit can also use its own speed sensor.
  • the output variables of the PI controller 11 are the cranking status and the position of the setpoint / actual deviation dn of the speed in relation to a first limit value GW1 and a second limit value GW2.
  • step S16A Figure 2B further rated. If during a time dt the speed control deviation dn lies within the tolerance band TB, query result S16A: yes, the cranking is recognized as complete at S18A and set as a data value on the CAN bus, reference character J. If, however, the speed was not yet stable at S16A If the control deviation is detected, a time step t is compared with a limit value GW at S17A. If the timer t has expired, query result S17A: yes, the program sequence is continued at S20A. If, on the other hand, the time stage t is still running, query result S17A: no, the system branches back to S15A.
  • a timer is activated in S19A. During this time step it is checked whether from the first start sequence to the second start sequence ( Figure 2C ) should be changed, whether the timer has expired without result or whether the status should be set to idle. For this purpose, the status on the CAN bus, reference L, is queried during the time stage. If the time step has expired without result or if the status idling is set, the start valve is then deactivated at S20A, the engagement valve is deactivated at S21A and the cranking is ended at S22A.
  • the interface unit sets the following states on the CAN bus, reference symbol G: No injection, activate decompression valve, i.e. actuate in opening positions and turn on a state variable CTS. It is then checked at S11 whether the turning is in progress. For this purpose, the corresponding value, reference symbol H, is read in on the CAN bus. If the test result is negative, the cranking is aborted and a branch is made to S10. If the cranking was recognized as activated at S11, query result S11: yes, the status variable CTS is set accordingly at S12 and a check is made at S13 to determine whether the cranking has taken place completely. During this test, the status of the monitoring unit (EMU), reference character J, is queried.
  • EMU monitoring unit
  • the Figure 2C shows the program parts of the second start sequence.
  • the program run of the monitoring unit EMU
  • the second start sequence is set and set as the status on the CAN bus, reference number N.
  • PWM one hundred percent
  • the starter is now fully pressurized with compressed air.
  • the interface unit deactivates the decompression valve, that is, the decompression valve is actuated in the closing direction.
  • the status variable CTS is set to the status Start. It is then checked at S22 whether the second start sequence is running. For this purpose, the status on the CAN bus, reference N, is taken into account. If the start process has not yet been set, a branch is made back to S21. If an error was detected in S22, the start process is aborted with S27. If it was recognized at S22 that the starting process is running, then at S23 the status variable CTS is set to Start and at S24 the starting process is set as completed. In S24, the status on the CAN bus, reference symbol O, is also taken into account. The status is then set to idling at S25, the starting process is ended with S26 and the engine is switched to operation.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (5)

  1. Procédé de démarrage d'un moteur à combustion interne (1) au moyen d'un système de démarrage à air comprimé (2), dans lequel, dans une première séquence de démarrage, l'enclenchement du démarreur (3) s'effectue au moyen d'air comprimé, une soupape de décompression destinée à décharger la chambre de travail du cylindre est sollicitée dans le sens de l'ouverture et le démarrage du moteur à combustion interne (1) est initié, en ce que le démarreur (3) est sollicité par de l'air comprimé pulsé, et dans lequel, dans une deuxième séquence de démarrage, la soupape de décompression est sollicitée dans le sens de la fermeture et le démarreur (3) est sollicité par de l'air comprimé constant, dans lequel un trajet d'air comprimé pour l'engagement du démarreur (3) est défini par une commande de système (4) par l'intermédiaire d'une soupape d'engagement (5) et un trajet d'air comprimé pour le démarrage du démarreur (3) dans la première séquence de démarrage et pour la rotation du démarreur (3) dans la deuxième séquence de démarrage est défini par l'intermédiaire d'une soupape de démarrage (6), caractérisé en ce que, pendant la première séquence de démarrage, la soupape de démarrage (6) est commandée en fonction d'une vitesse de consigne du moteur (nSL) par l'intermédiaire d'un signal PWM.
  2. Procédé selon la revendication 1, caractérisé en ce que la vitesse de consigne du moteur (nSL) est augmentée à la manière d'une rampe d'une première valeur de vitesse de consigne (nSL1) à une deuxième valeur de vitesse de consigne (nSL2).
  3. Procédé selon la revendication 2, caractérisé en ce qu'un écart de commande de vitesse (dn) est calculé à partir de la vitesse de consigne (nSL) jusqu'à la vitesse réelle (nIST) et la première séquence de démarrage est terminée positivement lorsque l'écart de commande de vitesse (dn) est déterminé dans une bande de tolérance (TB).
  4. Procédé selon la revendication 3, caractérisé en ce qu'une période de temps de l'écart de commande de vitesse (dn) est vérifiée en plus.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que pendant la deuxième séquence de démarrage, la vitesse réelle (nIST) est comparée à une valeur de ralenti (LL), la deuxième séquence de démarrage est terminée positivement lorsque la valeur de ralenti est dépassée (nIST>LL) et il passe en mode moteur à combustion interne.
EP17742158.3A 2016-10-17 2017-07-13 Procédé permettant de démarrer un moteur à combustion interne Active EP3526456B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016012403.2A DE102016012403B4 (de) 2016-10-17 2016-10-17 Verfahren zum Starten einer Brennkraftmaschine
PCT/EP2017/000838 WO2018072859A1 (fr) 2016-10-17 2017-07-13 Procédé permettant de démarrer un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3526456A1 EP3526456A1 (fr) 2019-08-21
EP3526456B1 true EP3526456B1 (fr) 2021-11-17

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EP17742158.3A Active EP3526456B1 (fr) 2016-10-17 2017-07-13 Procédé permettant de démarrer un moteur à combustion interne

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US (1) US10794352B2 (fr)
EP (1) EP3526456B1 (fr)
JP (1) JP6920429B2 (fr)
KR (1) KR102380226B1 (fr)
CN (1) CN109804147B (fr)
AU (1) AU2017346327B2 (fr)
DE (1) DE102016012403B4 (fr)
WO (1) WO2018072859A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3788244B1 (fr) * 2018-05-04 2022-05-18 Wärtsilä Finland Oy Procédé de démarrage d'un moteur à pistons alternatif quatre temps à combustion interne, et moteur à pistons alternatif quatre temps à combustion interne
CN111058953A (zh) * 2019-12-28 2020-04-24 潍柴动力股份有限公司 发动机起动系统、发动机及发动机起动方法

Family Cites Families (13)

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Publication number Priority date Publication date Assignee Title
CH491290A (de) * 1968-05-10 1970-05-31 Nova Werke Ferber & Wran Druckluftanlasseranlage für Dieselmotoren mit Vorrichtung zum Entwässern der Zylinder vor dem Anlassen
US3667442A (en) * 1970-02-16 1972-06-06 White Sales Corp Graham Pneumatic starting system for diesel engines
DE2632015A1 (de) 1976-07-16 1978-01-19 Motoren Turbinen Union Dieselbrennkraftmaschine
DE3020930C2 (de) 1980-06-03 1982-12-23 G. Düsterloh GmbH, 4322 Sprockhövel Verfahren zum Starten einer Antriebsmaschine und Starter für eine Antriebsmaschine
US4494499A (en) * 1983-05-09 1985-01-22 Tech Development Inc. System and apparatus providing a two step starting cycle for diesel engines using a pneumatic starter
DE19724921C2 (de) 1997-06-12 1999-08-12 Mannesmann Sachs Ag Antriebssystem für ein Kraftfahrzeug und Verfahren zum Betreiben einer Brennkraftmaschine
JPH1113608A (ja) * 1997-06-25 1999-01-19 Niigata Eng Co Ltd 非常用ディーゼル機関の予潤滑方法およびその装置
US9360025B2 (en) * 2010-07-22 2016-06-07 Maradyne Corporation Hydraulic soft start system
AT511612B1 (de) * 2011-06-17 2013-01-15 Ge Jenbacher Gmbh & Co Ohg Verfahren zum starten einer brennkraftmaschine
FI123333B (en) * 2011-11-23 2013-02-28 Waertsilae Finland Oy Liquid detection system for a combustion engine, method for operating a liquid detection system, and method for improving an internal combustion engine
CN106460765B (zh) * 2014-04-07 2020-08-11 通用电气航空系统有限责任公司 用于在诊断流体静力锁的存在时以气动起动机缓慢起动往复发动机的方法
KR102057748B1 (ko) * 2015-03-04 2019-12-19 현대중공업 주식회사 수동 및 전자식 겸용 스타팅 에어 공급 시스템
CN105626342A (zh) * 2015-12-24 2016-06-01 沪东重机有限公司 一种船用柴油机的慢转起动系统

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Publication number Publication date
DE102016012403A1 (de) 2018-04-19
JP6920429B2 (ja) 2021-08-18
WO2018072859A1 (fr) 2018-04-26
KR20190060857A (ko) 2019-06-03
US20190277238A1 (en) 2019-09-12
US10794352B2 (en) 2020-10-06
AU2017346327B2 (en) 2023-02-02
JP2019530828A (ja) 2019-10-24
EP3526456A1 (fr) 2019-08-21
AU2017346327A1 (en) 2019-04-11
DE102016012403B4 (de) 2018-11-08
CN109804147B (zh) 2021-08-20
KR102380226B1 (ko) 2022-03-29
CN109804147A (zh) 2019-05-24

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