FI128894B - Method and control device for operating a system of multiple internal combustion engines - Google Patents
Method and control device for operating a system of multiple internal combustion engines Download PDFInfo
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- FI128894B FI128894B FI20155879A FI20155879A FI128894B FI 128894 B FI128894 B FI 128894B FI 20155879 A FI20155879 A FI 20155879A FI 20155879 A FI20155879 A FI 20155879A FI 128894 B FI128894 B FI 128894B
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- internal combustion
- combustion engines
- combustion engine
- costs
- exhaust gas
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D25/00—Controlling two or more co-operating engines
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (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)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
A method for operating a system (1; 21) of multiple internal combustion engines (2, 3; 22, 23), wherein the internal combustion engines (2, 3; 22, 23) are coupled in such a manner that part driving power outputs made available by running internal combustion engines (2, 3; 22, 23) are accepted by at least one common consumer (4; 24), wherein the internal combustion engines (2, 3; 22, 23) are operated in such a manner that the total driving power output made available by the running internal combustion engines (2, 3; 22, 23), which corresponds to the sum total of the part driving power outputs, at least corresponds to the power demanded for the or each common consumer (4; 24), and wherein subject to providing the demanded power for each running internal combustion engine (2, 3; 22, 23) an individual operating point is determined and the respective internal combustion engine (2, 3; 22, 23) is operated in this individual operating point namely in such a manner that minimal operating costs are incurred for the system (1; 21) subject to maintaining emission limit values.
Description
Method and control device for operating a system of multiple internal combustion engines The invention relates to a method for operating a system of multiple internal combustion engines. The invention furthermore relates to a control device for carrying out the method. From marine applications, systems of multiple coupled internal combustion engines are known, which are coupled in such a manner that part driving pow- er outputs made available by the internal combustion engines are accepted by at least one common user. The part driving power outputs made available by the internal combustion engines of the system make available a sum total power output that is accepted by the or each common consumer. The respec- tive consumer can be a mechanical consumer or an electrical consumer or a hydraulic consumer, wherein in the case of a common mechanical consumer this is called mechanically coupled internal combustion engines, in the case of a common electrical consumer this is called electrically coupled internal com- bustion engines and in the case of a common hydraulic consumer this is called hydraulically coupled internal combustion engines. Accordingly it is known from marine applications that a system of mechanically coupled internal combustion engines as common mechanical consumer mechanically drives a ship's pro- o peller. It is known furthermore that a system of electrically coupled internal S combustion engines as electrical consumer drives a generator for generating = electric energy, wherein the generated electric energy can be utilised for ex- a 25 ample for driving an electric motor and/or other consumer. It is also possible E that internal combustion engines dependent on the configuration of multiple o common consumers are mechanically and/or electrically and/or hydraulically LO coupled.
According to practice, a system of multiple coupled internal combustion en- gines is operated in such a manner that dependent on the power demanded for the or each common consumer multiple running internal combustion en- gines in each case make available identical part driving power outputs in order to make available the power output demanded for the or each common con- sumer. If the power demanded by the or each common consumer is relatively high, typically all internal combustion engines are operated in such a manner that the same make available identical part driving power outputs. If by con- trast the power demanded by the or each common consumer is relatively low, one or multiple internal combustion engines of the system can be shut down, whereas the other running internal combustion engines in turn are operated in such a manner that the same make available identical part driving power out- puts.
— Starting out from this, the present invention is based on the object of creating a new type of method for operating a system of multiple internal combustion en- gines and a control device for carrying out the method.
This object is solved through a method according to claim 1.
According to the invention, an individual operating point is determined subject N to making available the demanded power for each running internal combustion = engine and the respective internal combustion engine operated in this individ- A ual operating point, namely in such a manner that minimal operating costs are 2 25 incurred for the system while maintaining emission limit values. a 5 2 With the invention it is possible to operate a system of multiple internal com- > bustion engines particularly economically.
Accordingly, the operating points for the running internal combustion engines are selected so that minimal operating costs are incurred for the overall sys- tem. To this end, not all running internal combustion engines are operated in an identical operating point but an individual operating point is determined for each running internal combustion engine and the internal combustion engine operated in this individual operating point. An optimal operating point is not determined with respect to an individual internal combustion engine but this is rather carried out with respect to the system of multiple internal combustion engines. This takes place subject to maintaining emission limit values which have to be bindingly maintained during the operation. Preferentially, at least one running internal combustion engine of the system is operated in an individual operating point in such a manner that the NOx raw emissions and/or the CO? raw emissions and/or the charge pressure and/or the fuel injection pressure and/or the compression ratio and/or the fuel-air ratio and/or the exhaust gas temperature of this internal combustion engine differs from the corresponding operating parameter of the or each other running inter- nal combustion engine of the system in particular by at least 10%, preferably by at least 20%, most preferably by at least 50%. A particularly advantageous operation of a system of multiple coupled internal combustion engines is thereby possible.
N a According to an advantageous further development, an individual operating = point is determined for each running internal combustion engine in such a a 25 manner that minimal operating costs of operating resources costs and mainte- E nance costs are incurred for the system. As operating costs, operating re- o sources costs such as fuel costs and maintenance costs or service costs are LO taken into account in order to determine the individual operating point for each > internal combustion engine of the system of coupled internal combustion en- — gines. A particularly economical operation of a system of multiple coupled in- ternal combustion engines is thereby possible.
Preferentially, the provision of reserve power and/or a load connection capabil- ity for each running internal combustion engine and/or the overall system are taken into account. In particular when not only emission limit values but addi- tionally reserve power and/or load connection capability for the system is taken into account, the same can be operated particularly advantageously. Preferentially, prioritisations are also taken into account when determining the individual operating points for the running internal combustion engines, which are dependent in particular on fuel costs and/or maintenance costs and/or a residual driving power output that can be made available up to the time of the next service. Prioritisations make it possible to determine the operating points for the internal combustion engines taking into account prioritisations specified by the operator.
In the presence of an exhaust gas after-treatment device minimum tempera- tures usually have to be maintained. The method according to the invention is likewise employed here. For this purpose, the internal combustion engines are operated in such a manner that the desired, usually elevated exhaust gas tem- peratures are obtained with minimal operating costs. Since an elevation of the exhaust gas temperature through the otherwise usual measures such as low- S ering the air/fuel ratio or the start of injection adjustment result in a substantial N additional fuel consumption, the use of the method according to the invention - is particularly effective here. For this purpose, different engines are operated & 25 with different loads so that different exhaust gas temperatures are obtained, or E the expenditure for heating up the exhaust gas can be reduced.
O 5 The control device according to the invention comprises means for carrying out - the method according to the invention.
Preferred further developments of the invention are obtained from the sub- claims and the following description.
Exemplary embodiments of the invention are explained in more detail with the help of the drawing without being restrict- 5 ed to this.
It shows: Fig. 1: a block diagram of a first system of multiple internal combustion en- gines; and Fig. 2 a block diagram of a second system of multiple internal combustion engines.
The invention relates to a method for operating a system of multiple internal combustion engines and to a control device for carrying out the method.
Fig. 1 shows a first system 1 of multiple internal combustion engines 2, 3 in a highly schematic manner.
The internal combustion engines 2, 3 shown in Fig. 1 are coupled in such a manner that part driving power outputs made available by the same can be accepted by a common consumer 4. This consumer 4 can for example be a hydraulic or electrical or mechanical or other consumer the required sum total driving power output of which is made available by both in- ternal combustion engines 2 and 3. According to Fig. 1, each of the internal N combustion engines is supplied on the one hand with fuel 5 and 6 respectively - and on the other hand with combustion air 7, 8, wherein in the respective inter- N nal combustion engine 2, 3 the fuel 5, 6 is combusted and exhaust gas 9, 10 = 25 discharged from the respective internal combustion engine 2, 3. In the system o 1 of Fig. 1, each internal combustion engine 2, 3 is assigned an individual ex- LO haust gas after-treatment device 11, 12, in which the respective exhaust gas 9, > 10 of the respective internal combustion engine 2, 3 is subjected to an individ- ual exhaust gas after-treatment.
Accordingly, cleaned exhaust gas 13, 14 leaves the exhaust gas after-treatment device 11, 12. The operation of the in- ternal combustion engine 2, 3 and/or of the exhaust gas after-treatment device 11, 12 is controlled and/or regulated by a control device 15.
According to the present invention, the system 1 of the coupled internal com- bustion engines 2, 3 is operated in such a manner that subject to providing the power demanded by the common consumer 4 for each running internal com- bustion engine 2, 3 of the system 1 an individual operating point is determined and the respective internal combustion engine 2, 3 operated in this deter- mined, individual operating point namely in such a manner that minimal operat- ing costs are incurred for the system 1 while maintaining specified emission limit values.
In the operating costs, operating resources costs and maintenance costs can — be taken into account. The operating resources costs in particular include fuel costs of the fuel 5, 6 combusted in the internal combustion engines 2, 3, also included in the operating resources costs are costs for a reduction agent and/or absorbent, which is needed in the region of the exhaust gas after- treatment system 11, 12 for the exhaust gas after-treatment of the exhaust gas 9, 10 leaving the internal combustion engines 2, 3.
N Accordingly, in particular when the exhaust gas after-treatment devices 11, 12 = are for example SCR-catalytic converters, ammonia or an ammonia precursor A substance such as urea, guanidine formate, ammonium carbamate, ammoni- - 25 um formate or the like as reduction agent are needed for the exhaust gas after- E treatment.
R 3 S Accordingly, urea decomposes into isocyanic and ammonia according to the following eguation
(NH2)2CO — NH3 + HNCO wherein the isocyanic acid with water contained in the exhaust gas further de- composes according to the following equation HNCO + HO — NH3 + CO? During the complete hydrolysis of one mole of urea two moles of ammonia and one mole of carbon dioxide are created according to the following equation (NH2)2CO + H20 — 2NH3 + CO? Because of this, ammonia as reduction agent is available in an SCR-catalytic converter for the exhaust gas after-treatment through the hydrolysis of urea. For the conversion of one mole of nitrogen monoxide one mole of ammonia is required according to the following equation
O N 20 4NO+4NH3 + O? — 4N,7 + 6H,0 -
N I The ratio between ammonia and nitrogen oxides in this case is called feed ra- > tio a=NH3/NOx, wherein a feed ratio a=1 with an ideal catalyst means that all 5 nitrogen oxides are reduced as a 100% NOx conversion is achieved. The fol- = 25 lowing applies to the NOx conversion Xnox
XNox = (CNox,0-CNOx)/CNOx,0 In particular when for example reduction agents increase in proportion to fuel costs, operating points of running internal combustion engines can be shifted so that through reduced raw emissions less reduction agent is needed in the exhaust gas after-treatment devices 11, 12. Likewise, desulphurisation systems or the like, reduction agents or absorbents are needed for the exhaust gas after-treatment in CH2O-oxidation catalytic converters, NO-oxidation catalytic converters, NOx-storage catalytic convert- ers, CHa4-oxidation catalytic converters, which determine the operating re- sources costs. As explained above, the individual operating points for the run- ning internal combustion engines 2, 3 of the system 1 are determined in such a manner that for the entire system 1 minimal operating costs, in particular mini- mal operating resources costs are incurred. In addition to the operating resources costs, maintenance costs are likewise preferentially taken into account when determining the individual operating points for the internal combustion engines 2, 3 of the system 1.
Accordingly, maintenance operations or service operations are incurred on the N internal combustion engines 2, 3 and on the exhaust gas after-treatment de- - vices 11, 12 at defined intervals, which likewise influence the operating costs S of the system 1. Maintenance intervals or service intervals in this case are de- z 25 pendent among other things on the operating points in which the internal com- o bustion engines 2, 3 are operated and were operated in the past. Accordingly, LO maintenance costs and service costs are preferentially also taken into account > when determining the individual operating point for the running internal com- bustion engines 2, 3 of the system 1.
During the operation of the system 1 of the multiple coupled internal combus- tion engines 2, 3 at least one running internal combustion engine of the system 1 is operated in an individual operating point in such a manner that the NOx raw emissions and/or the CO? raw emissions and/or the charge pressure and/or the fuel injection pressure and/or the compression ratio and/or the fuel- air ratio and/or the exhaust gas temperature of this internal combustion engine differs from the corresponding operating parameter of the or each other run- ning internal combustion engine 2, 3 of the system 1. As already explained, emission limit values minimising the operating costs are taken into account here.
Particularly advantageous is a configuration in which at least one of these op- erating parameters of at least one running internal combustion engine deviates — from the corresponding operating parameter of the or each other running inter- nal combustion engine by at least 10%, preferably by at least 20%, most pref- erably by at least 50%. In the preferred configuration of the invention, an individual operating point is determined for each internal combustion engine 2, 3 for each internal combus- tion engine 2, 3 of the system 1 of coupled internal combustion engines de- S pendent on operating resources costs of the internal combustion engines 2, 3, N dependent on operating resources costs of the exhaust gas after-treatment - devices 11, 12, dependent on maintenance costs of the internal combustion & 25 engines 2, 3 and dependent on maintenance costs of the exhaust gas after- = treatment devices 11, 12, namely in such a manner that while providing the NG power demanded by the or each common consumer 4, which is to be made D available by the internal combustion engines 2, 3 as sum total power output, S and subject to maintaining binding emission limit values for the system 1 mini- mal operating costs for the system are incurred during the operation. Particu-
larly economical operation of a system of multiple coupled internal combustion engines is thereby possible.
According to an advantageous further development of the invention, the de- termination of the individual operating point for each of the running internal combustion engines 2, 3 of the system 1 furthermore takes place subject to taking into account a reserve power to be provided and a load connection ca- pability of the system 1 to be provided.
Accordingly it is possible in addition to the power demanded by the or each common electrical consumer 4 to take into account a reserve power that should be made available by the internal combustion engines 2, 3 of the sys- tem 1. Furthermore, dynamically changing loads can be taken into account in order to select the individual operating points of the internal combustion en- — gines 2, 3 so that ultimately the system 1 has a good load connection capabil- ity. Accordingly, according to this further development, the determination of the individual operating points of the internal combustion engines 2, 3 of the sys- tem 1 takes place subject to taking into consideration the demanded power of the reserve power, of the desired load connection capability and of the emis- sion limit values to be maintained subject to minimising the operating costs of the overall system 1.
S < Particularly advantageous is a configuration of the invention in which during A the determination of the individual operating points for the running internal - 25 combustion engines 2, 3 prioritisations are taken into account which for exam- E ple can be specified by the operator. Accordingly, fuel costs compared with = maintenance costs can be given a higher priority so that fuel costs have a 3 greater influence on the determination of the individual operating points for the N internal combustion engines 2, 3 than the maintenance costs. Furthermore, individual internal combustion engines can be prioritised for the operation of the system 1, namely taking into account the residual driving power output that can be made available by the same up to the next time of service. If for example the residual driving power output that can be made available is low for an internal combustion engine of the system 1 as a consequence of the past loading of the same, whereas for other internal combustion engines of the system 1 as a consequence of a past lower loading the residual driving power output that can be made available by the same is higher, the internal combus- tion engines with the higher available residual driving power outputs can be given higher priority for the further operation in order to increase the possible operating duration of the system 1 up to the next required service. The above method is carried out fully automatically by the control device 15, which controls or regulates the operation of the internal combustion engines 2, 3 and/or the operation of the exhaust gas after-treatment devices 11, 12. To this end, the control device 15 exchanges data with the internal combustion engines 2, 3 and with the exhaust gas after-treatment devices 11, 12 according to the dashed arrows. Furthermore, the control device 15 exchanges data with the or each common consumer 4 in order to determine for example the power demanded by the or each common consumer 4. N The control device 15 comprises means for carrying out the method, these be- = ing hardware means and/or software means. The hardware means are inter- A faces in order to exchange data with the assemblies involved in carrying out - 25 the method according to the invention. Furthermore, these hardware means E are a storage device for data storage and a processor for data processing. The E software means are program modules for carrying out the method according to O the invention.
Particularly preferred is a configuration of the invention in which the internal combustion engines 2, 3 of the system 1 make available part driving power outputs, feeding the same into a direct current network and making the same available to a common consumer 4. In this case, the operating points for the internal combustion engines 2, 3 can be freely selected independently of on- board system frequencies usual in the case of alternating current generators, as a result of which the internal combustion engines and thus the overall sys- tem 1 can then be operated particularly economically. The internal combustion engines can be diesel engines, spark-ignition engines or continuous-flow machines. Particularly preferably, the invention is used with a drive system for a ship, in which the internal combustion engines 2, 3 are then typically embodied as ma- rine diesel internal combustion engines operated with heavy fuel oil. Downstream of the internal combustion engines 2, 3, in particular downstream of the exhaust gas catalytic converters 11, 12, heat exchangers can be ar- ranged in order to utilise exhaust gas heat for heating a fluid. The economy of the system 1 of internal combustion engines 2, 3 can thereby increased fur- ther.
S = In the system 1 of Fig. 1 of the internal combustion engines 2 and 3 an individ- N ual exhaust gas after-treatment device 11, 12 is connected downstream of E 25 each internal combustion engine 2, 3. In contrast with this, Fig. 2 shows a sys- O tem 21 of multiple internal combustion engines 22, 23, each of which make LO available part driving power outputs for a common consumer 24, wherein ex- > haust gas 29, 30 of the internal combustion engines 22, 23, which is incurred in the internal combustion engines 22, 23 during the combustion of fuel 25 and
26 respectively in the presence of combustion air 27, 28 is conducted via a common exhaust gas after-treatment device 31, from which cleaned exhaust gas 32 flows out. A control device 33 in this case controls the operation of the two internal combustion engines 22, 23 and of the common exhaust gas after- treatment device 31, as described making reference to the exemplary embod- iment of Fig. 1, wherein subject to providing power for the internal combustion engines 22, 23 demanded by the common consumer 24 an individual operat- ing point is determined in each case and the respective running internal com- bustion engine 22, 23 operated in this individual operating point namely in such a manner that for the system 21 subject to maintaining emission limit val- ues, such as preferentially subject to the provision of reserve power and/or a desired load connection capability minimal operating costs are incurred. Accordingly, the object of the invention is to determine optimal, individual op- erating points for the internal combustion engines of a system of multiple cou- pled internal combustion engines, namely not based on the optimum of the respective internal combustion engine as such but based on the optimum of the overall system, so that minimal operating costs with respect to operating resources costs and maintenance costs are incurred, wherein individual factors and internal combustion engines can be prioritised user-dependently. Here, emission limit values to be maintained, reserve rates of power to be provided and desired dynamics of the load connection capability of the overall system N are taken into account. In particular taking into account dynamic reserves for = the load connection capability of the internal combustion engines and thus of A 25 — the overall system allows particularly advantageous operation of the system of - multiple internal combustion engines.
T a 2 3
Reference List 1 System 2 Internal combustion engine 3 Internal combustion engine 4 Consumer 5 Fuel 6 Fuel 7 Charge air 8 Charge air 9 Exhaust gas 10 Exhaust gas 11 Exhaust gas after-treatment device 12 Exhaust gas after-treatment device 13 Exhaust gas 14 Exhaust gas 15 Control device 21 System 22 Internal combustion engine 23 Internal combustion engine 24 Consumer S 25 Fuel N 26 Fuel - 25 27 Charge air N 28 Charge air E 29 Exhaust gas O 30 Exhaust gas LO 31 Exhaust gas after-treatment device > 30 32 Exhaust gas 33 Control device
Claims (9)
1. A method for operating a system (1; 21) of multiple internal combustion engines (2, 3; 22, 23), wherein the internal combustion engines (2, 3; 22, 23) are coupled in such a manner that part driving power outputs made available by running internal combustion engines (2, 3; 22, 23) are accept- ed by at least one common consumer (4; 24), and wherein the internal combustion engines (2, 3; 22, 23) are operated in such a manner that the total driving power output made available by the running internal combus- tion engines (2, 3; 22, 23) which corresponds to the sum of the part driving power outputs, corresponds to at least the power demanded for the or each common consumer (4; 24), characterized in that subject to providing the demanded power for each running internal combustion engine (2, 3; 22, 23) an individual operating point is determined and the respective in- ternal combustion engine (2, 3; 22, 23) is operated in this individual operat- ing point, namely in such a manner that minimal operating costs are in- curred for the system (1; 21) subject to maintaining emission limit values, and at least one running internal combustion engine (2, 3; 22, 23) of the system (1; 21) is operated in an individual operating point in such a man- ner that the NOx raw emissions and/or the CO, raw emissions and/or the charge pressure and/or the fuel injection pressure and/or the compression ratio and/or the fuel-air ratio and/or the exhaust gas temperature of this in- ternal combustion engine differs from the corresponding operating parame- S ter of the or each other running internal combustion engine (2, 3; 22, 23) of N the system (1; 21).
ea 25 2. The method according to claim 1, characterized in that at least one of I these operating parameters deviates from the corresponding operating pa- o rameter of the or each other running internal combustion engine by at least 5 10%, preferably by at least 20%, most preferably by at least 50%.
3. The method according to any one of the claims 1 to 2, characterized in that for each internal combustion engine (2, 3; 22, 23) an individual operating point is determined in such a manner that minimal operating costs of oper- ating resources costs and maintenance costs are incurred for the system (1; 21).
4. The method according to any one of the claims 1 to 3, characterized in that an individual exhaust gas after-treatment device (11, 12), in which the ex- haust gas of the respective internal combustion engine is subjected to an individual exhaust gas after-treatment is subordinated to each internal combustion engine (2, 3) of the system (1) or a common exhaust gas after- treatment device (31), in which the exhaust gas of the respective internal combustion engines is subjected to a common exhaust gas after-treatment is subordinated to multiple internal combustion engines (22, 23) of the sys- tem (21) and in that for each running internal combustion engine (2, 3; 22, 23) an individual operating point is determined in such a manner that de- pendent on costs of the fuel to be combusted in the internal combustion engine (2, 3; 22, 23) and dependent on costs of the reduction agent and/or absorbent for the system (1; 21) used for the exhaust gas after-treatment in the or each exhaust gas after-treatment system (11, 12; 31) minimal op- erating resources costs of fuel and reduction agent and/or absorbent are incurred subject to maintaining emission limit values and subject to provid- ing the demanded power.
N a 5. The method according to any one of the claims 1 to 4, characterized in that = subject to providing the demanded power and subject to providing a re- a 25 serve power and/or a load connection capability for each internal combus- E tion engine (2, 3; 22, 23) an individual operating point is determined and o the respective internal combustion engine (2, 3; 22, 23) operated in this in- LO dividual operating point namely in such a manner that minimal operating > costs are incurred for the system (1; 21) subject to maintaining emission limit values.
6. The method according to any one of the claims 1 to 5, characterized in that in determining the individual operating points for the internal combustion engine (2, 3; 22, 23) prioritisations are taken into account.
7. The method according to claim 6, characterized in that the prioritisations of the internal combustion engines (2, 3; 22, 23) are dependent on fuel costs and/or dependent on maintenance costs and/or dependent on their residu- al driving power output that can be made available by these up to the next time of service.
8. The method according to any one of the claims 1 to 7, characterized in that the part driving power outputs made available by the internal combustion engines (2, 3; 22, 23) of the system (1; 21) are fed into a direct current network and made available to a consumer (4; 24).
9. A control device, characterized by means for carrying out the method ac- cording to any one of the claims 1 to 8.
O
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O
N -
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O
N
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102014017500.6A DE102014017500A1 (en) | 2014-11-27 | 2014-11-27 | Method and control device for operating a system of several internal combustion engines |
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| Publication Number | Publication Date |
|---|---|
| FI20155879A FI20155879A (en) | 2016-05-28 |
| FI128894B true FI128894B (en) | 2021-02-26 |
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| Application Number | Title | Priority Date | Filing Date |
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| FI20155879A FI128894B (en) | 2014-11-27 | 2015-11-26 | Method and control device for operating a system of multiple internal combustion engines |
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| Country | Link |
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| JP (1) | JP2016102495A (en) |
| KR (1) | KR102273743B1 (en) |
| CN (1) | CN105649791B (en) |
| DE (1) | DE102014017500A1 (en) |
| FI (1) | FI128894B (en) |
| IT (1) | ITUB20155530A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102016225435B3 (en) * | 2016-12-19 | 2018-02-15 | Continental Automotive Gmbh | Method for operating an internal combustion engine with fuel detection |
| DE202017105323U1 (en) * | 2017-09-05 | 2017-09-25 | Man Diesel & Turbo Se | Control device for operating a system of several internal combustion engines |
| DE102017123044A1 (en) * | 2017-10-05 | 2019-04-11 | Man Diesel & Turbo Se | Method and control device for operating a system of several internal combustion engines |
| DE102017123040A1 (en) * | 2017-10-05 | 2019-04-11 | Man Energy Solutions Se | Method and control device for operating a system of several internal combustion engines |
| US11746634B2 (en) | 2022-01-18 | 2023-09-05 | Caterpillar Inc. | Optimizing fuel consumption and emissions of a multi-rig hydraulic fracturing system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57203839A (en) * | 1981-06-06 | 1982-12-14 | Mitsubishi Heavy Ind Ltd | Control system for internal-combustion engine plant |
| US5890365A (en) * | 1993-07-19 | 1999-04-06 | Sisti; Leonard A. | Internal combustion engine constant speed variable volume coupling and operation process |
| DE19526319A1 (en) * | 1995-07-19 | 1997-01-23 | Man Nutzfahrzeuge Ag | Process for reducing nitrogen oxides in hydrogen engines |
| JPH11311137A (en) * | 1998-04-28 | 1999-11-09 | Hitachi Ltd | Hybrid vehicle |
| US7149618B2 (en) * | 2004-05-15 | 2006-12-12 | General Motors Corporation | Cost structure method including fuel economy and engine emission considerations |
| CN1587664A (en) * | 2004-09-17 | 2005-03-02 | 大连理工大学 | Combined engine |
| DE102009036277A1 (en) * | 2009-08-05 | 2011-02-17 | Man Diesel & Turbo Se | Multi-engine system and method for operating this |
| JP2012180772A (en) * | 2011-02-28 | 2012-09-20 | Mitsubishi Heavy Ind Ltd | Propulsion system, ship with the same, and method of controlling the same |
| JP5864888B2 (en) * | 2011-04-22 | 2016-02-17 | 株式会社福島製作所 | Diesel engine exhaust gas purification system |
| DE102011076073B4 (en) * | 2011-05-18 | 2013-01-03 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine-generator system, means for controlling and regulating the engine-generator system and land or water vehicle or stationary system for generating electrical energy |
| US8722002B2 (en) * | 2011-09-06 | 2014-05-13 | Dearborn Financial, Inc. | System for recycling captured agglomerated diesel soot and related method |
| CN103047028B (en) * | 2013-01-15 | 2016-05-11 | 三一重工股份有限公司 | A kind of multiple-motor engineering truck and control method thereof |
| JP2014181576A (en) * | 2013-03-18 | 2014-09-29 | Yanmar Co Ltd | Exhaust emission control system and ship equipped therewith |
| DE102013207047B3 (en) * | 2013-04-18 | 2014-08-14 | Bombardier Transportation Gmbh | Operating an arrangement with a plurality of internal combustion engines and electrical machines for supplying a rail vehicle with electrical energy |
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2014
- 2014-11-27 DE DE102014017500.6A patent/DE102014017500A1/en active Pending
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2015
- 2015-11-12 IT ITUB2015A005530A patent/ITUB20155530A1/en unknown
- 2015-11-18 JP JP2015225522A patent/JP2016102495A/en active Pending
- 2015-11-23 KR KR1020150164117A patent/KR102273743B1/en active IP Right Grant
- 2015-11-26 FI FI20155879A patent/FI128894B/en active IP Right Grant
- 2015-11-27 CN CN201510840226.7A patent/CN105649791B/en active Active
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| Publication number | Publication date |
|---|---|
| DE102014017500A1 (en) | 2016-06-02 |
| JP2016102495A (en) | 2016-06-02 |
| ITUB20155530A1 (en) | 2017-05-12 |
| KR20160063993A (en) | 2016-06-07 |
| CN105649791B (en) | 2020-03-13 |
| CN105649791A (en) | 2016-06-08 |
| KR102273743B1 (en) | 2021-07-05 |
| FI20155879A (en) | 2016-05-28 |
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