KR20220015991A - Engine characteristic estimation apparatus, engine characteristic estimation method and engine characteristic estimation program - Google Patents

Abstract

Provided is an engine characteristic estimation apparatus capable of effectively estimating engine characteristics. The engine characteristic estimation apparatus (100) comprises: a gas measurement data acquisition unit (110) for acquiring gas measurement data which is a measurement value of a gas used for combustion of a fuel in an engine (200); an engine model representing the engine (200) characteristics; a calculation unit configured to calculate gas estimation data, which is an estimated value corresponding to the gas measurement data, based on an amount of the fuel supplied to a combustion unit; and an engine characteristic estimation unit (130) for estimating the engine (200) characteristics based on comparison of the gas measurement data and the gas estimation data.

Description

Engine characteristic estimation apparatus, engine characteristic estimation method, and engine characteristic estimation program

The present invention relates to a technology for estimating engine characteristics.

Engines are widely used in ships, automobiles, aircraft, and the like, and there is also a heightened awareness of environmental problems, and in recent years, further high efficiency is required, and thus various technologies are being developed.

Japanese Patent Laid-Open No. 2005-307800 Japanese Patent Laid-Open No. 2015-222074 Japanese Patent Laid-Open No. 2015-3658

As an example thereof, a technique for estimating parameters related to the operation and state of the engine disclosed in Patent Document 1 is known. Patent document 1 estimates the tuning frequency of the pressure wave in an intake pipe as a parameter of an engine using a predetermined|prescribed calculation model, In that case, the measured value of engine rotation speed is used. In this calculation, if the engine has no change in characteristics such as aging, it is considered that the calculation model accurately represents the engine characteristics, so it is possible to estimate the parameters with high precision.

On the other hand, when a characteristic change occurs in the engine, the influence is exerted on both the calculation model and the measured value as input data thereto. That is, the calculation model becomes a thing separated from the characteristic of the engine after a change, and the engine rotation speed which is a measured value will change from normal time under the influence of a characteristic change. Therefore, when there is a characteristic change in the engine, the parameter estimation accuracy deteriorates. Moreover, by looking only at the estimated value of the parameter obtained as a result of the calculation, there is no suggestion that the estimation precision is deteriorated, and therefore the change in the characteristic occurring in the engine cannot be recognized.

The present invention has been made in view of such a situation, and an object of the present invention is to provide an engine characteristic estimation apparatus capable of effectively estimating engine characteristics.

In order to solve the above problems, an engine characteristic estimation device according to an aspect of the present invention includes a combustion unit that generates power by burning air and fuel, and a turbine rotated by gas discharged after combustion in the combustion unit; An engine characteristic estimating device for estimating characteristics of an engine comprising a compressor that rotates in conjunction with the turbine and compresses air supplied to the combustion unit, wherein the air supplied by the compressor to the combustion unit is discharged after combustion in the combustion unit A gas measurement data acquisition unit for acquiring gas measurement data that is a measurement value relating to at least one of the gas and the gas after passing through the turbine, an engine model indicating the characteristics of the engine, and a fuel supply amount supplied to the combustion unit, and a calculation unit for calculating gas estimation data, which is an estimated value corresponding to the gas measurement data, and an engine characteristic estimation unit for estimating the characteristics of the engine based on the comparison of the gas measurement data and the gas estimation data.

In this aspect, since the fuel supply amount used in the calculation of the calculation unit is data that is not affected by changes in engine characteristics due to changes in the external environment such as aged deterioration or intake air temperature, the gas estimation data that is the calculation result is the engine It is difficult to be affected by characteristic changes. On the other hand, since the gas measurement data acquired by the gas measurement data acquisition part are data acquired by measuring in an actual engine, it is easy to be influenced by the characteristic change of an engine. As described above, by comparing the gas estimation data that is not easily affected by the engine characteristic change with the gas measurement data that is easily affected by the engine characteristic change, the engine characteristic estimator can estimate the engine characteristic even when there is a change in the engine characteristic. In particular, the gas measurement data of the present invention is a measurement value relating to a gas used for combustion in an engine, and among many engine-related parameters, it is easy to be greatly influenced by changes in engine characteristics. By using such gas measurement data, it is possible to effectively estimate the characteristics of the engine.

Another aspect of the present invention is a method for estimating engine characteristics. In this method, a combustion unit generating power by burning air and fuel, a turbine rotating by gas discharged after combustion in the combustion unit, and rotating in conjunction with the turbine, air supplied to the combustion unit An engine characteristic estimation method for estimating the characteristics of an engine having a compressor for compression, wherein the compressor measures at least one of air supplied to a combustion unit, gas discharged after combustion in the combustion unit, and gas after passing through a turbine A gas measurement data acquisition step of acquiring gas measurement data that is a value, and a calculation of calculating gas estimation data that is an estimated value corresponding to the gas measurement data based on an engine model indicating the characteristics of the engine and a fuel supply amount supplied to the combustion unit and an engine characteristic estimation step of estimating the characteristics of the engine based on the comparison of the gas measurement data and the gas estimation data.

In addition, any combination of the above components and conversion of the expression of the present invention between methods, apparatuses, systems, recording media, computer programs, and the like are also effective as aspects of the present invention.

ADVANTAGE OF THE INVENTION According to this invention, the characteristic of an engine can be estimated effectively.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram which shows the structure of the engine characteristic estimation apparatus which concerns on 1st Embodiment.
Fig. 2 is a schematic diagram showing the configuration of a four-stroke engine.
3 is a schematic diagram showing the configuration of a two-stroke engine.
Fig. 4 is a diagram showing the effect on each gas measurement data when the thermal efficiency is changed.
Fig. 5 is a view showing the influence on each gas measurement data when the compressor efficiency is changed.
6 is a view showing the effect on each gas measurement data when the turbine efficiency is changed.
7 is a schematic diagram showing the configuration of an engine characteristic estimation device according to the second embodiment.

The engine characteristic estimation apparatus of this embodiment estimates engine characteristics, such as thermal efficiency and supercharger efficiency, using measurement data, such as pressure and temperature of gas used for combustion of fuel in an engine. Estimation of engine characteristics is performed by calculating estimated data corresponding to the measured data using a mathematical model representing the characteristics of the engine, and comparing with the measured data. That is, when the estimated data and the measured data match, it can be seen that the actual engine characteristics coincide with the mathematical model. When the estimated data and the measured data do not match, the actual engine characteristics are separated from the mathematical model. it can be seen that

1 is a schematic diagram showing the configuration of an engine characteristic estimation apparatus 100 according to a first embodiment. The engine characteristic estimation device 100 is a device for estimating the characteristics of the engine 200 , and includes a gas measurement data acquisition unit 110 , a state estimation unit 120 as a calculation unit, and an engine characteristic estimation unit 130 . , and a temperature data acquisition unit 140 .

Before explaining each part of the engine characteristic estimation apparatus 100, the engine 200 which is the characteristic estimation object is demonstrated with reference to FIG.2 and FIG.3.

2 is a schematic diagram showing a so-called four-stroke engine as an example of the engine 200 . As will be described later, a four-stroke engine is an engine in which one cycle consisting of four strokes of intake, compression, combustion, and exhaust is performed by four vertical movements of the piston (two times of raising and two times of descending).

The engine 200 includes a combustion unit 210 for generating power by mixing air and fuel, and a supercharger 240 for supplying the combustion unit 210 by increasing the pressure of the inhaled air. The supercharger 240 is a so-called turbocharger, and the turbine 242 rotates by the gas discharged after combustion in the combustion unit 210, and the turbine 242 and the turbine 242 by the shaft 243 are coupled coaxially and interlocked. A rotating compressor 241 is provided.

The compressor 241 has one end open to the outside air (atmosphere) and the other end provided on one end side in the air supply passage 220 that communicates with the combustion unit 210 , and simultaneously compresses the outside air by its rotation. Air compressed by the compressor 241 and having an increased pressure is supplied to the combustion unit 210 through the supply path 220 and used for combustion of fuel there. The air supply path 220 includes an intake pipe 221 through which air sucked in by the compressor 241 flows from one end open to the outside air, and an air supply pipe through which the compressed air supplied by the compressor 241 to the combustion unit 210 flows. 222 and an air supply receiver 223 as an air supply receiving unit provided at a position close to the combustion unit 210 on the other end side to receive compressed air. In addition, in order to prevent expansion due to the temperature rise of the air compressed by the compressor 241 , the supply air cooler 224 , which is a cooler that cools the compressed air flowing through the air supply pipe 222 , is installed in the middle of the air supply pipe 222 . is provided. Thereby, the temperature of the compressed air cooled while flowing through the supply air cooler 224 and accommodated in the air supply receiver 223 is maintained within a predetermined range.

The turbine 242 is provided on the other end side in the exhaust passage 230 in which one end communicates with the combustion unit 210 and the other end is open to outside air (atmosphere). The gas discharged after combustion in the combustion unit 210 rotates the turbine 242 with the momentum, and then is discharged from the other end of the exhaust path 230 to the outside air. The exhaust path 230 is provided at a position close to the combustion unit 210 at one end, and includes an exhaust receiver 231 serving as an exhaust receiving unit for receiving gas discharged after combustion in the combustion unit 210 , and an exhaust receiver 231 . ), the exhaust pipe 232 through which the exhaust gas toward the turbine 242 flows, and the turbine outlet pipe 233 through which exhaust gas from the other end after passing through the turbine 242 to the outside air flows through is provided.

The combustion unit 210 includes a combustion chamber 211 in which combustion of fuel by air occurs, and a fuel supply nozzle 212 for supplying fuel in an amount specified by the fuel supply amount U per combustion into the combustion chamber 211; An intake valve 213 for controlling the supply of air from the supply air receiver 223 to the combustion chamber 211 , an exhaust valve 214 for controlling the discharge of gas from the combustion chamber 211 to the exhaust receiver 231 , and the combustion chamber The piston 215 linearly driven according to the combustion of fuel in (211), the crankshaft 216 as a rotational drive part rotationally driven with linear motion of the piston 215, and one end of the piston ( The connecting rod 217 is fixed to 215 and the other end is fixed to the crankshaft 216 to convert the linear motion of the piston 215 into the rotational motion of the crankshaft 216 . In addition, in the above configuration, fuel is directly supplied into the combustion chamber 211 by the fuel supply nozzle 212, but when using a highly volatile fuel such as gasoline, the air supply receiver 223 or the air supply pipe 222 You may inject fuel inside and supply it in the combustion chamber 211 in the state mixed with air.

In the above configuration, the engine 200 is driven in the following cycle. Here, it is assumed that the engine 200 is in an operating state by driving before the previous cycle or driving by combustion of the multi-cylinder, and the piston 215 rises and falls according to the operation of the crankshaft 216 that continues to rotate. is to be repeated.

(1) Intake: The intake valve 213 is opened, the exhaust valve 214 is closed, and the piston 215 is lowered, whereby air is supplied from the supply air receiver 223 to the combustion chamber 211 .

(2) Compression: The intake valve 213 is closed and the piston 215 rises, whereby the air in the combustion chamber 211 is compressed.

(3) Combustion: A fuel in an amount specified by the fuel supply amount U per combustion is supplied into the combustion chamber 211 from the fuel supply nozzle 212 and is combusted in compressed air. As a result, power is generated and the piston 215 descends.

(4) Exhaust: The exhaust valve 214 is opened and the piston 215 rises, so that the gas after combustion is discharged from the combustion chamber 211 to the exhaust receiver 231 .

FIG. 3 is a schematic diagram showing a combustion unit of a so-called two-stroke engine as another example of the engine 200 (the same reference numerals are attached to the components corresponding to those of FIG. 2 and description thereof is omitted appropriately). In the two-stroke engine, unlike the four-stroke engine of FIG. 2 in which one cycle is completed by four up-and-down movements of the piston, one cycle is completed by a total of two vertical movements of one rising and one lowering of the piston.

The combustion unit 210 of the two-stroke engine linearly drives the piston 215 by combustion of fuel in the combustion chamber 211, similarly to the above-described four-stroke engine, which causes the crankshaft 216 to rotate. transforming it into power. Although the main structures of both types of engines are almost common, in the two-stroke engine, in the combustion section 210 , the crankcase 218 accommodating the crankshaft 216 and the scavenging path 219 connecting the combustion chamber 211 are ) is one difference.

In the illustrated state in which the piston 215 is descending, the path passing through the crankcase 218, the scavenging path 219, the combustion chamber 211, and the exhaust path 230 allows gas to flow, While fresh air in the case 218 flows into the combustion chamber 211 through the scavenging path 219 , the gas after combustion is discharged to the exhaust path 230 with the momentum (scavenging air).

Subsequently, when the piston 215 rises, the scavenging path 219 and the exhaust path 230 are blocked, the combustion chamber 211 is sealed, and the pressure rises. And, by supplying fuel from the fuel supply nozzle 212 into the high-pressure combustion chamber 211 , combustion is induced, and power to lower the piston 215 again is generated. On the other hand, when the piston 215 rises, the crankcase 218 and the air supply passage 220 communicate with each other, and new air flows into the crankcase 218 from the air supply passage 220 . In this way, when the piston 215 is raised, combustion in the combustion chamber 211 and air supply to the crankcase 218 are performed simultaneously.

As described above, in the two-stroke engine, one cycle is completed with a total of two strokes of one lowering and one raising of the piston 215 . In such a two-stroke engine, when the supercharger 240 shown in Fig. 2 is used, air supply to the crankcase 218 when the piston 215 is raised and the combustion chamber 211 when the piston 215 is lowered. ) can increase the desired pressure.

In addition, you may use the thing of the structure disclosed by patent document 2 as a two-stroke engine. In this two-stroke engine, in the state in which the piston 41 (symbol in Patent Document 2 (hereinafter the same)) is descending, similarly to the above description for Fig. 3, the scavenging air receiver ( 2), the crankcase 218 and the scavenging mechanism 17 corresponding to the scavenging path 219, the cylinder 1 corresponding to the combustion chamber 211, and the exhaust duct 6 corresponding to the exhaust path 230 pass through The path to which gas can flow is made possible, and while new air in the scavenging air receiver flows into the cylinder through the scavenging port, the scavenging operation of discharging the gas after combustion to the exhaust duct with the force is performed. In addition, if the supercharger 240 is used in such a configuration, the pressure of the scavenging air in the scavenging air receiver can be increased.

The present embodiment can be applied to the various types of engines 200 as described above, regardless of uses for ships, vehicles, aircraft, etc., but especially for marine engines with a rated rotation speed of 1000 rotations per minute or less. it is suitable In general, an engine for a ship is driven at a lower rated rotational speed as described above as compared with an engine for a vehicle. And especially in large ships, since it takes time until the power generated by the engine is reflected in the actual movement of the ship, accurate engine driving is required. As described above, in marine engines, there is a strong demand for estimating engine characteristics with high precision and performing accurate driving, and it is preferable to use the engine characteristic estimation apparatus 100 of the present embodiment.

In addition, as a ship, the engine 200 of this embodiment can be used for the thing of the structure currently disclosed by patent document 3, for example. That is, the engine 200 of this embodiment is used as the main engine (10: code|symbol (the same below) in patent document 3) which generates the propulsion force of a ship, and the power generated there is transmitted to the propeller 14 via a drive shaft. As a result, the propeller 14 rotates to generate the thrust of the ship.

Here, the following are exemplified as characteristics of the engine 200 estimated by the engine characteristic estimation device 100 .

· Thermal efficiency: the efficiency of combustion in the combustion chamber 211 . Also called combustion efficiency.

· Power transmission efficiency: The ratio of the effective torque obtained by subtracting the loss in each mechanical part to the torque generated in the combustion unit 210 . Also called machine transfer efficiency.

·Dynamic Characteristics: A time-considered relationship between a plurality of parameters. responsiveness of pressure to temperature changes, etc.

· Efficiency of the supercharger 240: the efficiency of the compressor 241, the efficiency of the turbine 242, and the like.

·Effect of disturbance: load fluctuations due to the temperature (atmospheric temperature), pressure (atmospheric pressure) of the outside air sucked in by the engine 200, and the amount of water flowing into the propeller to be driven in the case of a marine engine.

In addition, the above-mentioned disturbance is an important thing that has a large influence on the actual operation of the engine 200, and in the characteristic estimation process in the engine characteristic estimation apparatus 100 of the present embodiment, it can be treated equally with other characteristics. can

In the engine 200 having the above configuration, the gas used for combustion of fuel flows through the following path. Outside air → intake pipe (221) → compressor (241) → air supply pipe (222) → supply air receiver (223) → combustion section (210) (combustion chamber (211)) → exhaust receiver (231) → exhaust pipe (232) → turbine ( 242)→Turbine outlet pipe (233)→Outside air.

In the present embodiment, sensors for measuring parameters such as pressure, temperature, and flow rate of the gas can be installed at each location of the gas flow path. As shown, the installation positions of the sensors are classified into the following six locations from S0 to S5.

S0: in the intake pipe (221)

S1: in the air supply pipe (222)

S2: in the supply air receiver (223)

S3: in the exhaust receiver (231)

S4: in the exhaust pipe 232

S5: in the turbine outlet pipe (233)

At the sensor installation position S0 in the intake pipe 221 , a sensor for measuring the pressure, temperature, and flow rate of external air sucked by the compressor 241 can be installed. In the present embodiment, as also shown in FIG. 1 , a temperature sensor for measuring the temperature of the outside air is provided in S0 , and the temperature data is supplied to the temperature data acquisition unit 140 in the engine characteristic estimation apparatus 100 . The sensor installation position S0 in the intake pipe 221 is preferably set a predetermined distance apart from the open end of the intake pipe 221 open to the outside air and the inlet of the compressor 241 in order to enable stable measurement. do. If it is too close to the open end of the outdoor air, the measurement data will be easily affected by the sudden change of the outdoor air, and if it is too close to the inlet of the compressor 241, it is caused by the influence of the airflow generated by the rotating compressor 241. The measurement environment may not be stable.

At the sensor installation position S1 in the air supply pipe 222 , a sensor for measuring the pressure, temperature, and flow rate of the compressed air supplied by the compressor 241 to the combustion unit 210 can be installed. As described above, since the supply air cooler 224 for cooling the compressed air is provided in the middle of the air supply pipe 222 , the temperature of the compressed air at a location close to the supply air receiver 223 is maintained within a certain range. Thus, in this embodiment in which the supply air cooler 224 is provided, since the temperature of the compressed air in the air supply pipe 222 does not fluctuate much, the importance of measuring the temperature at the sensor installation position S1 is low. Therefore, when installing a sensor in sensor installation position S1, it is preferable to measure a pressure or a flow volume. On the other hand, when the supply air cooler 224 is not provided, the importance of measuring the temperature at the sensor installation position S1 increases.

In addition, it is preferable to set the sensor installation position S1 in the air supply pipe 222 to a position spaced apart a predetermined distance from the outlet of the compressor 241 in order to enable stable measurement. More preferably, it is the rear end of the supply air cooler 224, and it is good to set it as a position after the compressed air is sufficiently cooled and the temperature enters a certain range. Thereby, since the temperature of compressed air can be regarded as being substantially constant, the state of the compressed air in the air supply pipe 222 can be grasped|ascertained with high precision based on the measurement data of pressure or flow volume.

A sensor for measuring the pressure, temperature, and flow rate of the compressed air supplied to the combustion unit 210 may be installed at the sensor installation position S2 in the air supply receiver 223 . Like the air supply pipe 222 described above, since the temperature of the compressed air in the air supply receiver 223 is maintained within a certain range by the air supply cooler 224, the importance of measuring the temperature at the sensor installation position S2 is low. Therefore, when installing a sensor in sensor installation position S2, it is preferable to measure a pressure or a flow volume. On the other hand, when the supply air cooler 224 is not provided, the importance of measuring the temperature at the sensor installation position S2 increases.

In addition, the sensor installation position S2 in the supply air receiver 223 is spaced a predetermined distance from the inlet of the compressed air from the air supply pipe 222 and the outlet of the compressed air to the combustion unit 210 in order to enable stable measurement. position is preferable. Thereby, the influence of the anomalous airflow which may generate|occur|produce in these places is avoided, and stable measurement becomes possible. In addition, since the temperature of the compressed air in the supply air receiver 223 can be regarded as substantially constant by the supply air cooler 224, the state of the compressed air in the supply air receiver 223 can be accurately determined based on the measurement data of pressure or flow rate. can figure out

At the sensor installation position S3 in the exhaust receiver 231 , a sensor for measuring the pressure, temperature, and flow rate of the gas discharged after combustion in the combustion unit 210 can be installed. The sensor installation position S3 in the exhaust receiver 231 is a position separated by a predetermined distance from the inlet of the exhaust from the combustion unit 210 and the outlet of the exhaust to the exhaust pipe 232 in order to enable stable measurement. desirable. Thereby, the influence of the anomalous airflow which may generate|occur|produce in these places is avoided, and stable measurement becomes possible.

At the sensor installation position S4 in the exhaust pipe 232 , a sensor for measuring the pressure, temperature, and flow rate of exhaust from the exhaust receiver 231 to the turbine 242 can be installed. The sensor installation position S4 in the exhaust pipe 232 is preferably set to a position spaced apart a predetermined distance from the inlet of the exhaust from the exhaust receiver 231 and the inlet of the turbine 242 in order to enable stable measurement. Thereby, the influence of the anomalous airflow which may generate|occur|produce in these places is avoided, and stable measurement becomes possible.

A sensor for measuring the pressure, temperature, and flow rate of the gas after passing through the turbine 242 can be installed in the sensor installation position S5 in the turbine outlet pipe 233 . The sensor installation position S5 in the turbine outlet pipe 233 is a position separated by a predetermined distance from the outlet of the turbine 242 and the open end open to the outside air of the turbine outlet pipe 233 in order to enable stable measurement. it is preferable If it is too close to the outlet of the turbine 242, the measurement environment may not be stable due to the influence of the airflow generated by the rotating turbine 242, and if it is too close to the open end of the outdoor air, the sudden change of the outdoor air Measurement data becomes susceptible to influence.

When installing a sensor in sensor installation position S5 in the turbine outlet pipe 233, it is preferable to measure temperature. As will be described later, since the measurement data in S5 is used for estimating the characteristics of the engine 200 , it is preferable that the characteristics and conditions of the engine 200 are reflected. Here, since one end of the turbine outlet pipe 233 is open to the outside air, even if a sensor is spaced apart from there and it arrange|positions, it will receive the influence of outside air to some extent. In particular, since the pressure changes under the influence of the external pressure, it is difficult to obtain a suggestion regarding the characteristics and state of the engine 200 even if it is measured. In addition, since the density also changes when the pressure is changed, it is difficult to accurately measure the flow rate. Therefore, it is suitable to measure the temperature at which it is relatively hard to receive the influence of external air.

Among the six sensor installation positions described above, the sensor installation position S0 in the intake pipe 221 is for measuring the outside air, and the other five sensor installation positions S1 to S5 circulate in the engine 200 . This is to measure the gas. As will be described later, the gas measurement data obtained in S1 to S5 is used to estimate the characteristics of the engine 200, and the outdoor air measurement data obtained in S0 is the effect of disturbance from outside air when estimating the characteristics of the engine 200. used to reduce

Here, it is not necessary to install the sensors in all of the five sensor installation positions S1 to S5, and if the sensors are installed in at least one, the characteristics of the engine 200 can be estimated. On the other hand, when a sensor is installed at a plurality of sensor installation positions among S1 to S5, or when a plurality of sensors of different types are installed at one sensor position, based on a plurality of gas measurement data obtained therefrom, the engine ( 200) can improve the precision of the characteristic estimation. In addition, since the exhaust after combustion in the combustion unit 210 contains components other than air as well as high temperature and high pressure, the measurement environment is harsher than that on the supply side/scavenge side. Therefore, it is preferable to install the sensors at the sensor installation positions S1 and S2 on the air supply side/scavenge air side.

Returning to FIG. 1 , each unit (gas measurement data acquisition unit 110 , state estimation unit 120 , engine characteristic estimation unit 130 , air temperature) of the engine characteristic estimation apparatus 100 that performs characteristic estimation of the engine 200 The data acquisition unit 140) will be described.

The gas measurement data acquisition unit 110 acquires various gas measurement data measured at the sensor installation positions S1 to S5 . Specifically, measurement data of the air supplied by the compressor 241 to the combustion unit 210 is acquired from the sensor installation positions S1 (in the air supply pipe 222 ) and S2 (in the supply air receiver 223 ), and the combustion unit Measurement data of gas discharged after combustion in 210 is acquired from sensor installation positions S3 (in exhaust receiver 231) and S4 (in exhaust pipe 232), and measurement of gas after passing through turbine 242 Data is acquired from sensor installation position S5 (inside the turbine outlet pipe 233).

The state estimating unit 120 includes an engine model indicating characteristics of the engine 200 , a fuel supply amount U per combustion supplied to the combustion unit 210 , and a crankshaft that generates rotational power in the combustion unit 210 . Based on the rotation speed measurement data Ne of (216), a parameter regarding the state of the engine 200 is calculated. The engine model is a mathematical model of various characteristics of the engine 200, such as thermal efficiency, power transmission efficiency, dynamic characteristics, supercharger efficiency, and disturbance effect, which are exemplified above, and the fuel supply amount U and rotation speed Ne are input data , and an estimated value of each state variable of the engine 200 is output as an engine state estimation result. Specific examples of the state variables of the engine 200 are shown below. Since all of the parameters for which the gas measurement data is acquired by the gas measurement data acquisition unit 110 are state variables of the engine 200, the state estimation unit 120 may calculate gas estimation data, which is an estimated value corresponding to the gas measurement data, from among the above calculations using the fuel supply amount U and the rotation speed Ne as inputs to the engine model. In addition, various methods of constructing the engine model can be considered. As a simple example, the output is the input fuel supply amount U, rotation speed Ne, etc.

It can be configured as a table in which the estimated values of the respective state variables of the engine 200 are matched.

The state variables of the engine 200 that can be estimated by the state estimator 120 may include, for example, the following.

Parameters related to the operation of the combustion unit 210:

The number of rotations of the crankshaft 216 (the number of rotations Ne of the combustion unit 210)

Parameters relating to the operation of the supercharger 240:

・The number of revolutions of the compressor 241, the turbine 242, and the shaft 243 (the number of revolutions of the supercharger 240 Ntc)

In addition, in this embodiment, since rotation speed Ne is acquired as measurement data, it is not necessary to estimate by the state estimation part 120. As shown in FIG.

Among the state variables of the engine 200 , the gas measurement data acquisition unit 110 can acquire the gas measurement data as follows.

Parameters related to the compressed air (supply air) supplied by the compressor 241 to the combustion unit 210 (measurable in S1 in the supply pipe 222 and S2 in the supply air receiver 223):

·Supply air pressure (supply air pressure Pb/in a two-stroke engine that performs scavenging operation, it is also denoted as scavenging air pressure Ps)

·Supply air temperature (supply air temperature Tb/in a two-stroke engine that performs scavenging operation, it is also denoted as scavenging air temperature Ts)

Supply air flow rate (supply air amount Gb/in a two-stroke engine with scavenging air operation, it is also denoted as scavenging air amount Gs)

Parameters regarding the gas (exhaust) emitted after combustion in the combustion unit 210 (measurable in S3 in the exhaust receiver 231 and S4 in the exhaust pipe 232):

Exhaust pressure (exhaust pressure Pex)

Exhaust temperature (exhaust temperature Tex)

・Exhaust flow rate (exhaust amount Gex)

Parameters regarding the gas after passing through the turbine 242 (measurable at S5 in the turbine outlet tube 233):

The pressure in the turbine outlet pipe 233 (turbine outlet pressure P0)

The temperature in the turbine outlet pipe 233 (turbine outlet temperature T0)

· Flow rate in turbine outlet pipe 233 (turbine outlet flow rate G0)

Various performances of the engine 200 that can be calculated as an engine model using each of the above parameters:

Performance related to the power generated by the engine 200 (torque, output, etc.)

Performance related to fuel consumption of engine 200 (fuel consumption per unit time, fuel consumption rate per unit time and unit output, travel distance per unit capacity of fuel, etc.)

Although all of the above-described state variables can be measured by providing an appropriate sensor, in the actual engine 200, it is not realistic to measure all the state variables due to cost or installation constraints. Therefore, in the present embodiment, only the measured data of the rotation speed Ne is supplied to the state estimation unit 120 , and the state variables other than the rotation speed Ne are configured so that the state estimation unit 120 calculates an estimated value. In addition, in the present embodiment, as described above, some parameters related to the gas used in the engine characteristic estimation unit 130 are also measured in S1 to S5.

In addition, the fuel supply amount U per combustion which is a drive input to the engine 200 is set based on the measurement data of the rotation speed Ne of the combustion part 210 . That is, when the target rotation speed of the combustion unit 210 is set to Ne0, the difference between the measured value Ne and the target value Ne0 is calculated, and the fuel supply U per combustion at which the difference becomes smaller is calculated in a predetermined table or algorithm. is set based on

The engine characteristic estimation unit 130 estimates the characteristics of the engine 200 based on a comparison of the gas measurement data supplied from the gas measurement data acquisition unit 110 and the gas estimation data supplied from the state estimation unit 120 . . The various characteristics of the engine 200, such as thermal efficiency, power transfer efficiency, dynamic characteristics, supercharger efficiency (compressor efficiency/turbine efficiency), and disturbance effects, which are listed as examples above, are built into the engine model of the state estimator 120. However, since it can be changed by changes in external environment such as aging or intake air temperature, it is necessary to estimate the latest characteristics by the engine characteristic estimating unit 130 .

The engine characteristic estimation unit 130 includes a difference calculator 131 that calculates a difference between the gas measurement data and the gas estimation data, and a history recorder 132 that records the history data of the difference calculation result of the difference calculator 131; The estimator 133 is provided for estimating characteristics of the engine 200 based on the difference calculation result of the difference calculator 131 and the history data of the history recorder 132 .

The engine characteristic estimation unit 130 estimates the characteristics of the engine 200 as follows. The engine characteristic estimation unit 130 acquires two pieces of corresponding data: the gas measurement data from the gas measurement data acquisition unit 110 and the gas estimation data from the state estimation unit 120 . Taking the scavenging pressure Ps as an example, the gas measurement data acquisition unit 110 provides the actual measured value of the scavenging pressure Ps measured at S1 or S2, and the state estimator 120 provides the estimated value of the scavenging pressure Ps. Here, when the actual characteristics of the engine 200 and the characteristics mathematically modeled by the state estimating unit 120 match, the estimated value of the scavenging air pressure Ps calculated by the state estimating unit 120 is the gas measurement data It coincides with the actually measured value of scavenging-air pressure Ps from the acquisition part 110. Accordingly, the output of the difference calculator 131 at this time becomes zero, and the estimator 133 may estimate that the characteristic mathematically modeled by the state estimator 120 is the actual characteristic of the engine 200 .

On the other hand, when the actual characteristics of the engine 200 and the characteristics mathematically modeled by the state estimating unit 120 are different, the estimated value of the scavenging pressure Ps calculated by the state estimating unit 120 is the gas measurement data It does not coincide with the actual value of scavenging-air pressure Ps from the acquisition part 110. Accordingly, the output of the difference calculator 131 at this time is not zero, and the estimator 133 recognizes that the characteristic mathematically modeled by the state estimator 120 is deviating from the actual characteristic of the engine 200 . can do. In addition, the absolute value or the sign of the difference calculation result of the difference calculator 131 suggests a deviation width of the characteristic, and the estimator 133 can estimate the actual characteristic of the engine 200 based thereon. Here, the estimator 133 refers not only to the instantaneous value from the difference calculator 131 but also to the history data recorded in the history recording unit 132, thereby ignoring a temporary change in the difference calculation result based on a sudden abnormality, When a certain difference exists over a period of time, it can be estimated that there is a change in the characteristics of the engine 200 .

Various methods can be considered for estimating the characteristics of the engine 200 based on the difference calculation result of the gas measurement data and the gas estimation data as described above. For example, a conversion table for converting the difference calculation result into a characteristic estimate value is added. It may be stored in the government 133 in advance. As the simplest example, based on a difference calculation result between a set of gas measurement data and gas estimation data (eg, a combination of an actual measured value and an estimated value of the scavenging air pressure Ps), the characteristics of one engine 200 (eg, , when estimating the thermal efficiency of the combustion unit 210), it is sufficient to prepare in advance a conversion table in which the estimated value of the thermal efficiency to the value that the difference calculation result of the scavenging pressure Ps can take is one-to-one. In fact, based on the difference calculation result of a plurality of sets of gas measurement data and gas estimation data (for example, a combination of each measured value and estimated value of the scavenging air pressure Ps and the turbine outlet temperature T0), the characteristics of the plurality of engines 200 (For example, the thermal efficiency of the combustion unit 210 and the efficiency of the compressor 241) may be estimated in some cases. A plurality of conversion tables may be prepared in advance.

In addition, the fixed conversion table as described above may not be prepared, and the estimation unit 133 may autonomously update the estimation method using machine learning technology. Even in that case, it is preferable to provide the conversion table as described above as a reference, and the estimation unit 133 can perform characteristic estimation of the engine 200 with high precision while updating the conversion table appropriately based on the results of machine learning. can

Subsequently, the relationship between the various gas measurement data measurable at the sensor installation positions S1 - S5 of this embodiment, and the various characteristics of the engine 200 which can be estimated based on it are demonstrated concretely.

First, as exemplarily enumerated above, the following gas measurement data can be measured at the sensor installation positions S1 to S5.

·Supply pressure Pb/Scavenge pressure Ps

·Supply air temperature Tb / Small air temperature Ts

·Supply air amount Gb/Scavenge air amount Gs

・Exhaust pressure Pex

・Exhaust temperature Tex

・Displacement Gex

·Turbine outlet pressure P0

·Turbine outlet temperature T0

·Turbine outlet flow rate G0

In addition, as a characteristic of the engine 200 which can be estimated, the following is illustrated.

· Thermal efficiency

Power transmission efficiency

·Dynamic Characteristics

·Supercharger efficiency (compressor efficiency/turbine efficiency)

・Effect of disturbance

Each of the gas measurement data listed above is a measurement value related to the gas used for combustion of fuel in the engine 200, and is affected by changes in each characteristic of the engine 200 listed above. Therefore, basically, in any combination of the gas measurement data listed above and the engine characteristics listed above, it is possible to estimate the engine characteristic based on the gas measurement data.

The inventor further investigated and specified the following gas measurement data suitable for estimating thermal efficiency and supercharger efficiency.

Gas measurement data suitable for estimating thermal efficiency are as follows.

·Supply pressure Pb/Scavenge pressure Ps

·Supply air amount Gb/Scavenge air amount Gs

・Exhaust pressure Pex

・Displacement Gex

Gas measurement data suitable for estimating the supercharger efficiency are as follows.

·Supply pressure Pb/Scavenge pressure Ps

·Supply air temperature Tb / Small air temperature Ts

·Supply air amount Gb/Scavenge air amount Gs

・Exhaust pressure Pex

・Exhaust temperature Tex

・Displacement Gex

·Turbine outlet temperature T0

4 to 6 show the results of experiments conducted by the present inventors to specify the above gas measurement data. 4 is an effect on each gas measurement data when the thermal efficiency is changed, FIG. 5 is an effect on each gas measurement data when the compressor efficiency is changed, and FIG. 6 is each gas when the turbine efficiency is changed Each represents the effect on the measurement data. In each experiment, measurement is performed while changing the load of the engine 200, and in each figure, the load of the engine 200 is 50%, 75%, 85%, 100% of the maximum load in each case. The results are different.

In each figure, when the target engine characteristic changes within the fluctuation range of the assumed environmental condition, the ratio which the value of each gas measurement data changed is shown as a graph. For example, looking at the scavenging air pressure Ps in Fig. 4, there is an influence of about 10% when the load is 85%, but compared with the scavenging air pressure Ps when the thermal efficiency is the lower limit within the assumed range, the thermal efficiency is within the assumed range. It means that the scavenging-air pressure Ps at the time of an upper limit increased by about 10%. In addition, looking at the turbine outlet temperature T0 in Fig. 4, when the load is 50%, there is an influence of about -5%, which is compared to the turbine outlet temperature T0 when the thermal efficiency is the lower limit within the assumed range, the thermal efficiency is within the assumed range. It means that turbine outlet temperature T0 at the time of an upper limit in the inside became small about 5%.

According to these experimental results, the gas measurement data with a large influence on each engine characteristic can be specified.

According to FIG. 4 related to thermal efficiency, it can be seen that the four gas measurement data of the scavenging air pressure Ps, the exhaust pressure Pex, the scavenging air amount Gs, and the exhaust amount Gex have a large influence on the thermal efficiency. Here, significant changes according to the thermal efficiency are also seen for the exhaust temperature Tex and the turbine outlet temperature T0, but in the case of a low load such as 50%, no change is seen (Tex) or the sign of the change is changed (T0), It is slightly inappropriate as a parameter for stably estimating thermal efficiency regardless of the magnitude of the load. In addition, since a two-stroke engine that performs a scavenging operation was used in this experiment, the scavenging air pressure Ps and the scavenging air amount Gs were measured. The generalized air supply pressure Pb and air supply amount Gb can also be used for estimating thermal efficiency. The large influence on the thermal efficiency of the supply air pressure Pb/scavenge air pressure Ps, the supply air amount Gb/ the scavenging air amount Gs, the exhaust pressure Pex, and the exhaust amount Gex specified in this way is that these parameters are the combustion of fuel in the combustion unit 210 . It is also understood from the fact that it is a parameter indicating the state of the gas used in

According to Fig. 5 related to the compressor efficiency, it can be seen that the six gas measurement data of the exhaust temperature Tex, the scavenging air pressure Ps, the exhaust pressure Pex, the scavenging air amount Gs, the displacement amount Gex, and the turbine outlet temperature T0 have a large influence on the compressor efficiency. . Here, with respect to the scavenging air temperature Ts, a significant change according to the compressor efficiency is not seen, because the scavenging air temperature Ts is maintained within a certain range by the supply air cooler 224 shown in FIG. 2 . However, in the engine of the configuration in which the supply air cooler 224 is not provided and the scavenging air temperature Ts fluctuates, it is estimated that the scavenging air temperature Ts also has a large influence on the compressor efficiency. That is, as an analogy from the point that the exhaust temperature Tex after combustion in the combustion unit 210 affects the compressor efficiency in FIG. 5, the scavenging air temperature Ts before combustion in the combustion unit 210 also affects the compressor efficiency. Because it can be reasonably considered to be crazy. In addition, since a two-stroke engine that performs a scavenging operation was used in this experiment, the scavenging air temperature Ts, the scavenging air pressure Ps, and the scavenging air amount Gs were measured. Therefore, the generalized supply air temperature Tb, supply air pressure Pb, and supply air amount Gb can also be used for estimating the compressor efficiency. The above-specified supply air pressure Pb/scavenge pressure Ps, supply air temperature Tb/surge air temperature Ts, supply air amount Gb/scavenge air amount Gs, exhaust pressure Pex, exhaust temperature Tex, displacement Gex, and turbine outlet temperature T0 have an effect on compressor efficiency. It is understood also from the fact that these parameters are parameters which show the state of gas until exhausting from the turbine outlet pipe 233 after these parameters pass through the compressor 241.

The suggestion obtained from FIG. 6 regarding the turbine efficiency is the same as the suggestion obtained from FIG. 5 regarding the compressor efficiency. That is, as described in FIG. 5, supply air pressure Pb/scavenge air pressure Ps, supply air temperature Tb/scavenge air temperature Ts, supply air amount Gb/scavenge air amount Gs, exhaust pressure Pex, exhaust temperature Tex, displacement amount Gex, turbine outlet temperature T0 is the turbine It is specified as gas measurement data having a large influence on the efficiency. This is because, since the compressor 241 and the turbine 242 rotate in conjunction with each other on the same axis, the parameters affecting each efficiency are basically common.

Based on the suggestions obtained from the above FIGS. 4 to 6 , the engine characteristic estimation unit 130 can efficiently estimate each characteristic of the engine 200 as follows.

First, through FIGS. 4 to 6, when the load of the engine 200 is a low load such as 50% of the maximum load, the effect on each gas measurement data by the characteristic change of the engine 200 is greatly generated. can be known This is considered to be because, when the engine 200 is operating at a low load, it becomes easy to receive the influence of the various changes inside and outside the engine 200. Accordingly, the engine characteristic estimating unit 130 may more effectively estimate the characteristics of the engine 200 when the engine 200 is operated under a low load, for example, when the engine 200 is operated at 50% or less of the maximum load. Here, it is also possible to achieve power saving by preventing the engine characteristic estimation unit 130 from estimating the characteristics of the engine 200 during operation at a load higher than 50% of the maximum load.

Comparing FIG. 4 regarding the thermal efficiency effect and FIG. 5 / FIG. 6 regarding the supercharger efficiency, even with the same gas measurement data, it can be seen that the influence received from the thermal efficiency change and the influence received from the supercharger efficiency change are different. Taking the scavenging pressure Ps as an example, when operating at 85% of load, the influence of the change in the thermal efficiency of Fig. 4 on the scavenging pressure Ps is about 10%, whereas the influence of the change in the compressor efficiency of Fig. 5 on the scavenging pressure Ps is about 7%. In addition, the aspect of the change in the degree of influence when the load of the engine 200 is changed is also different in the thermal efficiency and the supercharger efficiency. That is, as the load changes from 50% to 75% to 85% to 100%, the degree of influence of the change in thermal efficiency in Fig. 4 on the scavenging pressure Ps is about 17% → about 11% → about 10% → about 8 %, and the degree of influence of the change in the compressor efficiency of Fig. 5 to the scavenging pressure Ps changes from about 12% to about 8% to about 7% to about 7%.

In this way, when the load of the engine 200 is changed, the influence on each gas measurement data by thermal efficiency and the influence on each gas measurement data by the supercharger efficiency appear in different forms. The engine characteristic estimator 130 stores information about the degree of influence on the gas measurement data according to the load change in the form of a table for each of the thermal efficiency and the supercharger efficiency, so that the thermal efficiency and the supercharger efficiency are simultaneously measured It can be estimated with high precision. Specifically, when the load of the engine 200 changes, the engine characteristic estimating unit 130 sequentially records the changed gas measurement data in the history recording unit 132 (actually, calculating the difference with the gas estimation data) sequentially recorded in the form of results). And the estimator 133 compares the sequentially recorded gas measurement data with information on the degree of influence of the thermal efficiency and the supercharger efficiency according to the load change, and the effect derived from the thermal efficiency and the effect derived from the supercharger efficiency effects can be extracted individually. In this way, the engine characteristic estimator 130 may estimate the thermal efficiency and the supercharger efficiency with high precision based on the gas measurement data sequentially acquired when the load is changed.

In addition, although the thermal efficiency and the supercharger efficiency have been described as examples in the above, it is not limited to these and it is possible to apply the above method to a plurality of arbitrary engine characteristics. That is, in the above example, between the thermal efficiency (FIG. 4) and the supercharger efficiency (FIG. 5/FIG. 6), the change tendency according to the load change is different, and it can be estimated by dividing the thermal efficiency and the supercharger efficiency with high precision. However, it is also possible to individually estimate a plurality of arbitrary engine characteristics having different tendency to change according to a load change.

Returning to FIG. 1 , the temperature data acquisition unit 140 acquires temperature data, which is a measurement value of the temperature of the air before it flows into the compressor 241 , from the temperature sensor provided at the sensor installation position S0, and sends it to the estimation unit 133 . supply Since the estimator 133 can recognize the state of the outside air based on the supplied temperature data, it is possible to perform the characteristic estimation of the engine 200 with high precision by removing the influence of the disturbance from the outside air.

The engine characteristic estimation result output by the engine characteristic estimation apparatus 100 as described above may be used, for example, for the following purposes.

When the actual engine characteristic estimation result is different from the characteristic indicated by the engine model of the state estimator 120 , the engine model is updated based on the actual engine characteristic estimation result. Thereby, since the engine model reflects the characteristics of the actual engine 200 , the state estimation accuracy in the state estimation unit 120 can be improved.

The engine characteristic estimation result can be used for various control of the engine 200 . It is possible to perform high-precision control based on the actual characteristics of the engine 200 .

The engine characteristic estimation result can be used for monitoring the engine 200 and diagnosing deterioration. An engine abnormality can be accurately identified and a prompt response can be performed.

7 is a schematic diagram showing the configuration of the engine characteristic estimation device 100 according to the second embodiment. Only the configuration of the engine characteristic estimation unit 130 is different from the engine characteristic estimation device 100 according to the first embodiment shown in FIG. 1 .

The engine characteristic estimation unit 130 includes a difference calculator 131 that calculates a difference between the gas measurement data and the gas estimation data, and a history recorder 132 that records the history data of the difference calculation result of the difference calculator 131; The parameter adjusting unit 134 for adjusting the parameters in the engine model of the state estimating unit 120 based on the difference calculation result of the difference calculating unit 131 and the history data of the history recording unit 132 , and adjustment by the parameter adjusting unit 134 . An estimator 133 for estimating the characteristics of the engine 200 based on the amount is provided.

The parameter adjusting unit 134 adjusts parameters in the engine model of the state estimating unit 120 so that the difference between the gas estimation data and the gas measurement data is small. As described in the first embodiment, when there is a difference between the gas estimation data and the gas measurement data, the actual characteristics of the engine 200 and the characteristics mathematically modeled by the state estimation unit 120 are different. . In this embodiment, in order to make this characteristic deviation small, the parameter adjustment part 134 adjusts the parameter in an engine model. As a result, the engine model of the state estimator 120 reflects the actual characteristics of the engine 200 , and the difference between the gas estimation data that is the calculation result and the gas measurement data that is an actual measurement value becomes small. Here, the parameter adjustment amount by the parameter adjustment unit 134 suggests the gap width of the above-described characteristics, and the estimator 133 can estimate the actual characteristics of the engine 200 based thereon.

In the above-described configuration, in a stable system with little influence from disturbance, etc., the parameter adjusting unit 134 sets the state estimating unit 120 so that the difference between the gas estimation data and the gas measurement data calculated by the difference calculator 131 becomes zero. ), it is desirable to adjust the parameters in the engine model.

On the other hand, in a system with many influences such as disturbance, the difference calculation result may change temporarily based on a sudden abnormality. Therefore, the parameter adjustment unit 134 refers to the history data recorded in the history recording unit 132 in addition to the instantaneous value from the difference calculator 131, so that when a constant difference exists over a certain period of time, the parameter adjustment is performed. . In addition, the parameter adjustment unit 134 can recognize the state of the outside air based on the temperature data supplied from the temperature data acquisition unit 140 , and can perform parameter adjustment by removing the influence of disturbance from the outside air. In this way, when the parameter adjustment unit 134 performs parameter adjustment based on the supplementary information supplied from the history recording unit 132 or the temperature data acquisition unit 140 as well, the difference calculation result from the difference calculator 131 is always It's not going to be zero.

As mentioned above, this invention was demonstrated based on embodiment. The embodiment is an illustration, and it is understood by those skilled in the art that various modifications are possible in the combination of each component or each processing process, and that such modifications are also within the scope of the present invention.

In the embodiment, sensor installation positions S1 and S2 for measuring the air supplied to the combustion unit 210 by the compressor 241 , sensor installation positions S3 and S4 for measuring the gas discharged after combustion in the combustion unit 210 , Although the pressure, temperature, and flow volume were exemplified as parameters to be measured in the sensor installation position S5 for measuring the gas after passing through the turbine 242, other parameters related to these gases may be measured. For example, the concentration, density, and component amount of the gas are mentioned.

In the embodiment, a temperature sensor for measuring the temperature of the outside air is provided at the sensor installation position S0, but a sensor for measuring other parameters of the outside air may be provided and the measured data may be supplied to the engine characteristic estimation device 100 . For example, a pressure sensor or a flow sensor may be provided in S0. Similar to the embodiment, these outdoor air measurement data are used to reduce the influence of disturbances from outside air when estimating the characteristics of the engine 200 .

In addition, the functional configuration of each device described in the embodiment can be realized by hardware resources or software resources, or by cooperation between hardware resources and software resources. As a hardware resource, a processor, ROM, RAM, or other LSI may be used. As a software resource, programs such as an operating system and an application may be used.

Among the embodiments disclosed in the present specification, those in which a plurality of functions are provided in a distributed manner may be provided by integrating some or all of the plurality of functions, and conversely, those in which a plurality of functions are integrated and provided are examples of the plurality of functions. Some or all of it may be provided to be dispersed. Regardless of whether the functions are integrated or distributed, it may be configured so as to achieve the object of the invention.

100: engine characteristic estimation device
110: gas measurement data acquisition unit
120: state estimator
130: engine characteristic estimation unit
131: difference operator
132: history record
133: estimator
134: parameter adjustment unit
140: temperature data acquisition unit
200: engine
210: combustion unit
220: air supply
221: intake pipe
222: air supply pipe
223: supply air receiver
224: supply air cooler
230: exhaust path
231: exhaust receiver
232: exhaust pipe
233: turbine outlet pipe
240: supercharger
241: Compressor
242: turbine

Claims (16)

A combustion unit that combusts air and fuel to generate power, a turbine that rotates by gas discharged after combustion in the combustion unit, and a compressor that rotates in conjunction with the turbine and compresses air supplied to the combustion unit It is an engine characteristic estimation device for estimating the characteristics of the engine having,
a gas measurement data acquisition unit for acquiring gas measurement data that is a measurement value related to at least one of the air supplied by the compressor to the combustion unit, the gas discharged after combustion in the combustion unit, and the gas after passing through the turbine; ,
a calculation unit configured to calculate gas estimation data, which is an estimated value corresponding to the gas measurement data, based on an engine model indicating characteristics of the engine and a fuel supply amount supplied to the combustion unit;
An engine characteristic estimator for estimating characteristics of the engine based on a comparison of the gas measurement data and the gas estimation data
A device for estimating engine characteristics. According to claim 1,
The engine is an engine for ships having a rated rotation speed of 1000 rotations per minute or less,
Engine characteristic estimation device. 3. The method of claim 1 or 2,
The gas measurement data is a measurement value of at least one of pressure, temperature, and flow rate of the air supplied by the compressor to the combustion unit, the gas discharged after combustion in the combustion unit, and the gas after passing through the turbine,
Engine characteristic estimation device. 4. The method of claim 3,
The engine includes an air supply accommodating part for accommodating the air supplied by the compressor to the combustion part,
The gas measurement data is a measurement value of at least one of pressure, temperature, and flow rate of air in the air supply receiving unit,
Engine characteristic estimation device. 4. The method of claim 3,
The engine includes an exhaust accommodating part for accommodating the gas discharged after combustion in the combustion part,
The gas measurement data is a measurement value of at least one of a pressure, a temperature, and a flow rate of the gas in the exhaust accommodating part,
Engine characteristic estimation device. 4. The method of claim 3,
The gas measurement data is a measurement value of the temperature of the gas after passing through the turbine,
Engine characteristic estimation device. According to claim 1,
and a temperature data acquisition unit for acquiring temperature data that is a measurement value of the temperature of the air before it flows into the compressor;
The engine characteristic estimation unit estimating the characteristics of the engine based on the temperature data,
Engine characteristic estimation device. According to claim 1,
The engine characteristic estimating unit for estimating at least one of the efficiency of the compressor and the efficiency of the turbine,
Engine characteristic estimation device. According to claim 1,
The gas measurement data is a measurement value of at least one of the air supplied by the compressor to the combustion unit, the pressure of the gas discharged after combustion in the combustion unit, and the flow rate,
The engine characteristic estimating unit for estimating the thermal efficiency of the combustion unit,
Engine characteristic estimation device. 10. The method of claim 9,
The engine characteristic estimation unit,
Data recording the change tendency of the thermal efficiency when the load of the engine is changed;
When the load of the engine is changed, at least one of the efficiency of the compressor and the efficiency of the turbine is recorded.
estimating at least one of the thermal efficiency, the efficiency of the compressor, and the efficiency of the turbine based on the gas measurement data and the gas estimation data acquired when the load of the engine is changed,
Engine characteristic estimation device. According to claim 1,
The engine characteristic estimation unit includes a parameter adjustment unit that adjusts a parameter in the engine model so that a difference between the gas estimation data and the gas measurement data becomes small, and estimates the engine characteristic based on the adjustment amount;
Engine characteristic estimation device. According to claim 1,
The calculation unit is configured to calculate the gas estimation data based on the measurement data of the rotation speed of the rotation driving unit that generates rotation power in the combustion unit,
Engine characteristic estimation device. According to claim 1,
The calculation unit, in addition to the gas estimation data, calculates a parameter related to the state of the engine,
Engine characteristic estimation device. According to claim 1,
The engine characteristic estimation unit estimates the characteristics of the engine when the load of the engine is 50% or less of the maximum load,
Engine characteristic estimation device. A combustion unit that combusts air and fuel to generate power, a turbine that rotates by gas discharged after combustion in the combustion unit, and a compressor that rotates in conjunction with the turbine and compresses air supplied to the combustion unit It is an engine characteristic estimation method for estimating the characteristics of an engine comprising:
a gas measurement data acquisition step of acquiring gas measurement data that is a measurement value related to at least one of the air supplied by the compressor to the combustion unit, the gas discharged after combustion in the combustion unit, and the gas after passing through the turbine; ,
a calculation step of calculating gas estimation data, which is an estimated value corresponding to the gas measurement data, based on an engine model indicating the characteristics of the engine and a fuel supply amount supplied to the combustion unit;
an engine characteristic estimation step of estimating the characteristics of the engine based on the comparison of the gas measurement data and the gas estimation data;
A method for estimating engine characteristics. A combustion unit that combusts air and fuel to generate power, a turbine that rotates by gas discharged after combustion in the combustion unit, and a compressor that rotates in conjunction with the turbine and compresses air supplied to the combustion unit It is an engine characteristic estimation computer program stored in a recording medium for estimating engine characteristics having a
a gas measurement data acquisition step of acquiring gas measurement data that is a measurement value related to at least one of the air supplied by the compressor to the combustion unit, the gas discharged after combustion in the combustion unit, and the gas after passing through the turbine; ,
a calculation step of calculating gas estimation data, which is an estimated value corresponding to the gas measurement data, based on an engine model indicating the characteristics of the engine and a fuel supply amount supplied to the combustion unit;
an engine characteristic estimation step of estimating the characteristics of the engine based on the comparison of the gas measurement data and the gas estimation data;
A computer program for estimating engine characteristics stored in a recording medium to be executed by a computer.

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