WO1999040308A1 - Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren - Google Patents
Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren Download PDFInfo
- Publication number
- WO1999040308A1 WO1999040308A1 PCT/DE1999/000335 DE9900335W WO9940308A1 WO 1999040308 A1 WO1999040308 A1 WO 1999040308A1 DE 9900335 W DE9900335 W DE 9900335W WO 9940308 A1 WO9940308 A1 WO 9940308A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- speed
- pulses
- engine speed
- actual
- value
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/16—Introducing closed-loop corrections for idling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
Definitions
- the invention relates to a method for regulating the speed of multicylinder internal combustion engines with crankshaft and fuel injection, in particular slow-running marine diesel engines, in which the speed and direction of rotation of a magnet wheel driven by the crankshaft, which generates pulses per revolution that can be sensed by the sensor, are detected by at least one sensor and deviations in the rotational speed from a predetermined target value are compensated for by means of an actuator influencing the fuel injection of the engine.
- EP 0 481 983 B1 describes a method for controlling the speed of a slow-running, multi-cylinder diesel engine, in which angular positions of the crankshaft are defined for each of the cylinders, which represent the starting angle and end angle of an angular range lying before the top dead center of the cylinder.
- a disadvantage of this method proves that a control of low speeds of less than about 25 min -1 cannot be carried out satisfactorily.
- the dynamic speed deviations that occur as a result of load surges cannot be compensated better than with conventional speed controllers.
- the load is constant, there are unsteady movements of the filling rod if the injection pumps are not set precisely. In the event of malfunction of individual injection pumps, strong periodic movements of the filler rod can be observed, which result from the "fast" controller constantly trying to correct the resulting drop in the speed of the respective cylinder.
- the invention has for its object to develop a method for speed control of multi-cylinder internal combustion engines in such a way that, while avoiding the disadvantages described above, a precise and quick detection of the speed can be achieved in a simple and inexpensive manner, which stable control to a constant speed allows for periodic and temporary speed fluctuations.
- the object is achieved according to the invention in a method of the type mentioned at the outset in that the time required for a defined sequence of successively scanned images 4 pulses are continuously measured and used to form actual, uncorrected actual speed values, the number of successively sampled pulses depending on the number of cylinders in the engine and the number of pulses that can be generated by the magnet wheel per revolution, so that the time required for the number of sampled pulses corresponding to a complete revolution of the magnet wheel is measured and used to form an average speed, that the difference between the average speed and each uncorrected actual speed value is smoothed and limited in amount to form corrected actual speed values and for uncorrected speed Actual value is added, and that the corrected actual speed values are compared with a predetermined desired speed value and fed to a controller, the output variable of which controls the actuator.
- the number of successively sampled pulses is defined as a rounded quotient, the number of pulses that can be generated by the pole wheel per revolution and the number of cylinders in the motor.
- This offers the advantage that a sequence of sampled pulses can be assigned to a cylinder, with the result that the actual speed value formed corresponds to the average speed of the crankshaft over a rotation angle range, after which two cylinders firing in succession have the same position, for example top dead center, take in.
- the determined actual speed value does not contain any periodically selected 5 influences that occur during a working cycle, such as the ignition processes.
- the uncorrected actual speed values are formed at intervals of two successive pulses. This means that if there are more than two pulses of a defined pulse sequence, the uncorrected actual speed values formed are assigned to overlapping angular ranges of the crankshaft, so that as a result of the resulting high
- Number of actual speed values can achieve an accurate and rapid detection of the speed.
- each sequence of sampled pulses is assigned a measured value memory, in which the time intervals of the successively sampled pulses are summed to form an uncorrected actual speed value.
- the pulses are scanned by means of two sensors offset by 90 a in order to 6 determination of the crankshaft, which can be reversed, particularly in the case of marine diesel engines, and thereby determine the sign in the counting of the pulses.
- a gearwheel with teeth that are evenly distributed over its circumference as a magnet wheel, so that scanning of pulses is ensured in a simple manner.
- a pulse is generated both by the front and the rear flank of a rotating gearwheel. A particularly advantageous procedure for this results with approximately symmetrical flanks of the teeth, so that constant time intervals of the individual measurements can be achieved. The accuracy of measurement is not affected by the arrangement of the teeth or receptacles.
- the pulses are expediently sampled equidistantly so that digital sampling control can be used and a pulse-pause ratio of approximately 1 results.
- digital sampling control can be used and a pulse-pause ratio of approximately 1 results.
- the pulses are detected by means of inductive, capacitive or optical position sensors.
- incremental angle encoders driven without slip or other digital or analog working detector circuits coupled to the crankshaft can also be used.
- a proportional-integrally acting controller with a derivative time is used, which regulates the occurring speed deviations.
- Closing It is proposed to use an adaptive control system, for example, in order to take environmental influences into account.
- Flg 1 shows pulses recorded by means of two sensors and the time required for a defined pulse sequence
- Flg 2 shows a signal flow plan for speed control.
- the scanning signals of two sensors A and B can be seen in the upper part of FIG.
- the transducers A and B are arranged offset by an angle of 90 2 , which results in a shift in the rectangular signal sequence of the transducer B with respect to the transducer A. Both the rising edge L and the falling edge R are used to evaluate the rectangular signals.
- the time required for a defined sequence of successively sampled pulses is shown.
- the number of successively sampled pulses corresponds to m and is the quotient of the number of pulses that can be generated by one pole wheel per revolution and the number of cylinders in an engine. If the number of teeth cannot be divided by the number of cylinders, the rounded quotient is used. The ripple caused thereby is compensated for by a correction control according to FIG. 2. If a gearwheel with 60 teeth is used as the impulse-generating pole wheel, the value of 10 in a 6-cylinder two-stroke engine therefore takes on m. This means that 10 consecutive pulses form a pulse train, the time requirement of which is used to determine an uncorrected actual speed value 8, as shown by those in the lower part of FIG.
- the signal flow diagram shown in FIG. 2 contains a link 1 which smoothes the difference between a speed N averaged over a complete revolution of a crankshaft and an uncorrected actual speed value n averaged over an angular range of the crankshaft determined by the pulse train.
- the reciprocal of the speed N averaged over a complete revolution of the crankshaft can be used as the smoothing function.
- the amount of the result formed in this way is limited by a link 2 and added to the uncorrected actual speed value n to form a corrected actual speed value x.
- the corrected actual speed value x is then compared with a predetermined desired speed value w and fed to a link 3, which is designed as a PID controller.
- the output variable y of the PID controller 3 serves to control an actuator, which in the present case is a filling rod of an injection pump that influences the degree of filling of an engine cylinder.
- the mode of operation of the speed detection shown in FIG. 1 and the control shown in FIG. 2 will be explained below using a 6-cylinder two-stroke diesel engine as an example.
- the individual cylinders of the diesel engine are supplied with fuel during the compression phase by means of individual injection pumps, the amount of which in relation to the combustion air is determined by the degree of filling.
- the degree of filling is changed by the control rod of the injection pump, which is controlled by the output variable y of the PID controller.
- the angle of rotation of the crankshaft is detected by means of position sensors.
- two inductive proximity switches are used, which are offset by 90 2 and which are connected by 9 sense a pulse generated by the gear rotating on the crankshaft.
- the toothed wheel which has 60 teeth equally and equally spaced from one another, is directly connected to the crankshaft, so that the measured speed of the gearwheel corresponds to the speed of the crankshaft.
- the two inductive nutrient sensors detect both the front and the rear flank of the teeth of the gearwheel in the direction of rotation, so that a total of 240 pulses are scanned per complete revolution of the gearwheel, which ensure an accurate and rapid detection of the speed. Due to the number of 60 teeth of the gear wheel and 6 cylinders of the engine, 10 pulses represent a pulse train for the formation of the uncorrected actual speed value n.
- the pulse sequences are counted at intervals of successive pulses, so that 240 speed actual values n and 240 averaged speed values N per revolution are determined with two transducers, 60 teeth and 6 cylinders.
- a measured value memory is available for each actual speed value n, in which the time intervals of the associated pulses are summed.
- the content of each measured value memory is stored for one revolution, so that a measured value memory is assigned to each pulse. For the present case, 240 measured value memory locations are therefore required. Due to the uniform and equally spaced arrangement of the teeth of the gear, the ratio of pulse and pulse pause is approximately 1.
- poorly adjusted, worn or even failed injection pumps only influence the actual speed value n at the moment of the change. As long as the error is not greater than specified by the link 2, it is corrected after the triple smoothing time of link 1.
- the speed of the diesel engine is kept constant with a high degree of accuracy, even if there are rapid load changes, such as occur, for example, in ship diesel engines, when the ship propeller emerges from the water in rough seas.
- the control behavior is stable at constant load, which prevents the control rod of the injection pumps from moving restlessly.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
Claims
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE59901397T DE59901397D1 (de) | 1998-02-09 | 1999-02-08 | Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren |
EP99911589A EP1055057B1 (de) | 1998-02-09 | 1999-02-08 | Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren |
JP2000530699A JP2002502934A (ja) | 1998-02-09 | 1999-02-08 | 多気筒内燃機関の速度制御方法 |
CA002320179A CA2320179A1 (en) | 1998-02-09 | 1999-02-08 | Method of regulating the rotational speed of multicylinder internal combustion engines |
US09/601,853 US6363912B1 (en) | 1998-02-09 | 1999-02-08 | Method for regulating the engine speed in multi-cylinder internal combustion engines |
DK99911589T DK1055057T3 (da) | 1998-02-09 | 1999-02-08 | Fremgangsmåde til omdrejningstalsregulering af flercylinder-forbrændingsmotorer |
NO20004017A NO323169B1 (no) | 1998-02-09 | 2000-08-09 | Fremgangsmate for a regulere omdreiningstallet i flersylindrede forbrenningsmotorer |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19805113.1 | 1998-02-09 | ||
DE19805113 | 1998-02-09 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1999040308A1 true WO1999040308A1 (de) | 1999-08-12 |
Family
ID=7857088
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE1999/000335 WO1999040308A1 (de) | 1998-02-09 | 1999-02-08 | Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren |
Country Status (11)
Country | Link |
---|---|
US (1) | US6363912B1 (de) |
EP (1) | EP1055057B1 (de) |
JP (1) | JP2002502934A (de) |
KR (1) | KR100404241B1 (de) |
CN (1) | CN1102201C (de) |
CA (1) | CA2320179A1 (de) |
DE (1) | DE59901397D1 (de) |
DK (1) | DK1055057T3 (de) |
ES (1) | ES2177262T3 (de) |
NO (1) | NO323169B1 (de) |
WO (1) | WO1999040308A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2856433A1 (fr) * | 2003-06-18 | 2004-12-24 | Bosch Gmbh Robert | Procede de gestion d'un moteur a combustion interne |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4270534B2 (ja) | 2000-10-12 | 2009-06-03 | ヤマハモーターエレクトロニクス株式会社 | 内燃エンジンの負荷検出方法、制御方法、点火時期制御方法および点火時期制御装置 |
US6640777B2 (en) * | 2000-10-12 | 2003-11-04 | Kabushiki Kaisha Moric | Method and device for controlling fuel injection in internal combustion engine |
US7138623B2 (en) * | 2004-12-13 | 2006-11-21 | Magna Powertrain Usa, Inc. | Power transfer device with contactless optical encoder and color reflective surface |
JP4339347B2 (ja) * | 2006-10-30 | 2009-10-07 | 本田技研工業株式会社 | 内燃機関のクランク角速度検出装置 |
GB2478989A (en) * | 2010-03-26 | 2011-09-28 | Gm Global Tech Operations Inc | Determining speed of a multi-tooth wheel |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3339231A1 (de) * | 1982-10-30 | 1984-05-03 | Diesel Kiki Co. Ltd., Tokyo | Einrichtung zum feststellen des aenderungswertes in der drehzahl eines verbrennungsmotors |
EP0403212A2 (de) * | 1989-06-13 | 1990-12-19 | Hitachi, Ltd. | Steuerungsanlage eines Motors |
WO1991000956A1 (de) * | 1989-07-07 | 1991-01-24 | Siemens Aktiengesellschaft | Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors |
US5377537A (en) * | 1993-09-01 | 1995-01-03 | Ford Motor Company | System and method to compensate for torsional disturbances in measured crankshaft velocities for engine misfire detection |
EP0695865A1 (de) * | 1994-08-03 | 1996-02-07 | Magneti Marelli France | Verfahren zur Korrektur der Umsymmetrien eines Geberrades |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2625971C2 (de) * | 1976-06-10 | 1984-08-23 | Robert Bosch Gmbh, 7000 Stuttgart | Verfahren und Einrichtung zur Erkennung von Störungen bei einzelnen Zylindern von Brennkraftmaschinen |
US4575800A (en) * | 1983-04-08 | 1986-03-11 | Optimizer Control Corporation | System for optimizing the timing of diesel or spark ignition engines |
US5222022A (en) * | 1986-12-01 | 1993-06-22 | Woodward Governor Company | Method and apparatus for iterated determinations of sensed speed and speed governing |
US5268842A (en) * | 1990-12-03 | 1993-12-07 | Cummins Engine Company, Inc. | Electronic control of engine fuel injection based on engine duty cycle |
JP2916271B2 (ja) * | 1990-12-10 | 1999-07-05 | ヤマハ発動機株式会社 | エンジンの燃料噴射制御方法 |
JP3478318B2 (ja) * | 1996-08-27 | 2003-12-15 | 三菱自動車工業株式会社 | 筒内噴射型火花点火式内燃エンジンの制御装置 |
-
1999
- 1999-02-08 WO PCT/DE1999/000335 patent/WO1999040308A1/de active IP Right Grant
- 1999-02-08 US US09/601,853 patent/US6363912B1/en not_active Expired - Fee Related
- 1999-02-08 ES ES99911589T patent/ES2177262T3/es not_active Expired - Lifetime
- 1999-02-08 DE DE59901397T patent/DE59901397D1/de not_active Expired - Lifetime
- 1999-02-08 CN CN99801292A patent/CN1102201C/zh not_active Expired - Fee Related
- 1999-02-08 EP EP99911589A patent/EP1055057B1/de not_active Expired - Lifetime
- 1999-02-08 KR KR10-2000-7008689A patent/KR100404241B1/ko not_active IP Right Cessation
- 1999-02-08 DK DK99911589T patent/DK1055057T3/da active
- 1999-02-08 JP JP2000530699A patent/JP2002502934A/ja not_active Abandoned
- 1999-02-08 CA CA002320179A patent/CA2320179A1/en not_active Abandoned
-
2000
- 2000-08-09 NO NO20004017A patent/NO323169B1/no unknown
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3339231A1 (de) * | 1982-10-30 | 1984-05-03 | Diesel Kiki Co. Ltd., Tokyo | Einrichtung zum feststellen des aenderungswertes in der drehzahl eines verbrennungsmotors |
EP0403212A2 (de) * | 1989-06-13 | 1990-12-19 | Hitachi, Ltd. | Steuerungsanlage eines Motors |
WO1991000956A1 (de) * | 1989-07-07 | 1991-01-24 | Siemens Aktiengesellschaft | Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors |
EP0481983B1 (de) | 1989-07-07 | 1994-09-21 | Siemens Aktiengesellschaft | Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors |
US5377537A (en) * | 1993-09-01 | 1995-01-03 | Ford Motor Company | System and method to compensate for torsional disturbances in measured crankshaft velocities for engine misfire detection |
EP0695865A1 (de) * | 1994-08-03 | 1996-02-07 | Magneti Marelli France | Verfahren zur Korrektur der Umsymmetrien eines Geberrades |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2856433A1 (fr) * | 2003-06-18 | 2004-12-24 | Bosch Gmbh Robert | Procede de gestion d'un moteur a combustion interne |
Also Published As
Publication number | Publication date |
---|---|
CN1102201C (zh) | 2003-02-26 |
CN1274408A (zh) | 2000-11-22 |
EP1055057B1 (de) | 2002-05-08 |
EP1055057A1 (de) | 2000-11-29 |
KR100404241B1 (ko) | 2003-11-01 |
US6363912B1 (en) | 2002-04-02 |
NO20004017D0 (no) | 2000-08-09 |
KR20010040795A (ko) | 2001-05-15 |
DE59901397D1 (de) | 2002-06-13 |
DK1055057T3 (da) | 2002-09-02 |
ES2177262T3 (es) | 2002-12-01 |
NO323169B1 (no) | 2007-01-08 |
NO20004017L (no) | 2000-08-09 |
JP2002502934A (ja) | 2002-01-29 |
CA2320179A1 (en) | 1999-08-12 |
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