WO2009127233A1 - Détection de grippage - Google Patents

Détection de grippage Download PDF

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Publication number
WO2009127233A1
WO2009127233A1 PCT/EP2008/003091 EP2008003091W WO2009127233A1 WO 2009127233 A1 WO2009127233 A1 WO 2009127233A1 EP 2008003091 W EP2008003091 W EP 2008003091W WO 2009127233 A1 WO2009127233 A1 WO 2009127233A1
Authority
WO
WIPO (PCT)
Prior art keywords
temperature
cylinder
development
cylinders
average
Prior art date
Application number
PCT/EP2008/003091
Other languages
English (en)
Inventor
Henrik Rolsted Jensen
Jesper Weis Fogh
Jens BAGGÉ
Original Assignee
Man Diesel Filial Af Man Diesel Se, Tyskland
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Man Diesel Filial Af Man Diesel Se, Tyskland filed Critical Man Diesel Filial Af Man Diesel Se, Tyskland
Priority to PCT/EP2008/003091 priority Critical patent/WO2009127233A1/fr
Priority to KR1020107015750A priority patent/KR101214432B1/ko
Priority to JP2010543380A priority patent/JP4740398B2/ja
Priority to CN200880125908.8A priority patent/CN101952572B/zh
Publication of WO2009127233A1 publication Critical patent/WO2009127233A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F02B77/089—Safety, indicating, or supervising devices relating to engine temperature

Definitions

  • the present invention relates to a method for detecting scuffing in a large two-stroke diesel engine, in particular to method for detecting a pre-scuffing condition.
  • Disturbances in the operation of large two-stroke diesel engines can lead to a reduction of power and to damage to the cylinders and pistons.
  • the loss of power can be significant and if so as to be taken of operation this can cause great problems, for example when the large two- stroke diesel engine is used as the main source of power in an oceangoing vessel.
  • the piston rings and liner surface experience all three wear regimes as described by the Stribeck curve (figure 1) relating the (viscosity, load, speed) to the coefficient of friction. These three regimes are Boundary Lubrication, Mixed Lubrication and Hydrodynamic Lubrication. Hydrodynamic lubrication is the condition where there is full separation of the surfaces by an oil film. If the load is only partly carried by the oil film pressure and partly by contact by asperities the condition is named mixed lubrication. If the complete load is carried by asperities and the only separation is a molecular thin oil film, the condition is known as boundary lubrication.
  • boundary lubrication is always present to a small extent around top dead Center (TDC) , where the velocity of the piston approaches zero. In case bore polish is taking place the amount of boundary lubrication may rise to a level where scuffing will occur.
  • TDC top dead Center
  • the cylinder lubrication oil dosage can be increased relative to the normally required dosage to prevent a scuffing state to occur.
  • Another possibility is to connect the alarm system to the electronic control system of the engine, which then can reduce the load on the cylinder concerned. This condition is called “High Friction Condition", cf. figure. If no proper actions are taken this condition will develop into scuffing with heavy wear of the cylinder liner. The liner temperature in the scuffing condition is stable at a high level.
  • This object is achieved by providing a method for detecting a pre-scuffing condition in a large multi- cylinder turbocharged two-stroke diesel engine, said method comprising continuously or intermittently measuring a cylinder related temperature of the cylinders, comparing the cylinder relate to temperature development of each of the single cylinders to the average cylinder related temperature development some or all of the other cylinders, and issuing a pre-scuffing alarm when the temperature or temperature development of a single cylinder is determined to be substantially different from the temperature or from the development of the temperature of some or all other cylinders.
  • the temperature or temperature development of several of the other cylinders of can be determined by determining the average temperature or development of the average temperature of several or all of the other cylinders.
  • the cylinder related temperature could be the scavenging airbox air temperature, the cylinder cooling water temperature, the piston cooling oil temperature, or the exhaust gas temperature of the cylinder concerned.
  • the temperature of the cylinder is measured at the cylinder wall of the upper region of the cylinder.
  • the temperature could also be measured another positions around the cylinder.
  • the cylinder wall temperature development of a single cylinder can be determined to be substantially different from the development of the average cylinder wall temperature of the other cylinders when the cylinder wall temperature development of the single cylinder concerned fluctuates relative to the development of the average cylinder wall temperature of the other cylinders.
  • the accuracy and reliability of the pre-scuffing event detection is further improved.
  • the cylinder wall temperature development of a single cylinder can be determined to be substantially different from the development of the average cylinder wall temperature of the other cylinders when the time span between peaks or dips of said temperature fluctuations falls within a predetermined range.
  • the accuracy of the pre-scuffing event detection is further improved.
  • the cylinder wall temperature development of a single cylinder can be determined to be substantially different from the development of the average cylinder wall temperature of the other cylinders when the temperature difference between the temperature peaks and the temperature dips of said fluctuation exceeds a predetermined value.
  • the accuracy and reliability of the pre-scuffing event detection is further improved.
  • the cylinder wall temperature development of a single cylinder can be determined to be substantially different from the development of the average cylinder wall temperature of the other cylinders when the time span between peaks or dips of said temperature fluctuations falls within a predetermined range and the temperature difference between the temperature peaks and the temperature dips of said fluctuation exceeds a predetermined value.
  • the cylinder wall temperature development of a single cylinder can be determined to be substantially different from the development of the average cylinder wall temperature of the other cylinders of the other cylinders when the time span between peaks or dips of said temperature fluctuations falls within a predetermined range and at least a sequence with predetermined number of said fluctuations occurs.
  • the accuracy and reliability of the pre-scuffing event detection is further improved.
  • the cylinder wall temperature development of a single cylinder can be determined to be substantially different from the development of the average cylinder wall temperature of the other cylinders when the time span between peaks or dips of said temperature fluctuations falls within a predetermined range and the temperature difference between the temperature peaks and the temperature dips of said fluctuation exceeds a predetermined value and at least a sequence with predetermined number of said fluctuations occurs.
  • the accuracy and reliability of the pre-scuffing event detection is further improved.
  • the cylinder wall temperature development of a single cylinder can be determined to be substantially different from the development of the average cylinder wall temperature of the other cylinders when the cylinder wall temperature of the single cylinder concerned exceeds the average cylinder wall temperature of the other cylinders by a value that exceeds a predetermined threshold.
  • the development of the average cylinder wall temperature of the other cylinders can be determined as the development of the arithmetic mean of the individual cylinder temperatures.
  • figure 1 is a graph illustrating various lubrication regimes
  • figure 2 is a detailed cross-sectional view of the top of a single cylinder of a multicylinder engine
  • figure 3 is a diagrammatic overview of the cylinders, the injection system, the cylinder lubrication system, the temperature sensing system and the electronic control system of an engine according to an embodiment of the invention
  • figure 4 is a graph illustrating the temperature development of the top region of cylinder wall of the cylinders of the engine illustrated in figure 3
  • figure 5 is a graph illustrating the temperature development of a single cylinder that shows pre-scuffing events and the average temperature development of the other cylinders of the engine illustrated in figure 3
  • figure 6 is a graph illustrating the relative cylinder wall temperature development of the cylinder showing pre- scuffing events.
  • Figure 1 illustrates the so called Stribeck curve.
  • the piston rings and liner surface experience all three wear regimes as described by this curve relating the (viscosity, load, speed) to the coefficient of friction. These three regimes are Boundary Lubrication, Mixed Lubrication and Hydrodynamic Lubrication.
  • Hydrodynamic lubrication is the condition where there is full separation of the surfaces by an oil film. If only partly of the load is carried by the oil film pressure and partly by contact by asperities the condition is named mixed lubrication. If the complete load is carried by asperities and the only separation is molecular thin oil film, the condition is known as boundary lubrication.
  • boundary lubrication is always present to a small extent around top dead Center (TDC) , where the velocity of the piston is approaching zero. In case bore polish is taking place the amount of boundary lubrication may rise to a level where scuffing will occur.
  • TDC top dead Center
  • Figure 2 illustrates one of the cylinders 10 of a large multicylinder two-stroke diesel engine of the crosshead type.
  • a piston 12 moves up and down in the cylinder 10.
  • the top of the cylinder is covered by a cylinder cover 14.
  • the cylinder cover 14 is provided with an exhaust valve 16 and with fuel injectors 18.
  • Temperature sensors 20 and 20' are provided in the area where the movement of the piston 12 is reversed, the so- called Top Dead Center (TDC) .
  • the temperature sensors 20,20' are located in the cylinder liner wall, and connected to an electronic control system ECS of the engine (figure 3) via signal cables 22.
  • ECS electronice control system of the engine
  • the temperature sensors 20,20' measure the cylinder wall temperature in the upper area of the respective cylinder and the signal of the temperature sensors is transferred by the data cables 22 to the electronic control system.
  • Cylinder lubricator ports 26 are also provided along the circumference of the cylinder. Typically three cylinder lubrication ports 26 are provided for each cylinder, although other numbers of cylinder lubrication ports could be used.
  • the cylinder lubrication ports 26 are provided with cylinder oil by a cylinder oil pump 24 associated with each cylinder.
  • the cylinder oil pump 24 adjusts the dosage of the cylinder oil to the operating conditions of the engine. During normal operation the dosage is set to be no more than adequate since cylinder oil is relatively expensive. The dosage will be influenced by the fuel quality and be higher when low- quality fuel with a high sulfur content is used and depends on the load and running speed of the engine or on the load of a specific cylinder.
  • Figure 3 shows an engine according to an embodiment of the invention with five cylinders 10.
  • the number of cylinders in this embodiment merely exemplary and invention could be used on multi-cylinder large two- stroke diesel engines with any other number of cylinders.
  • the temperature sensors 20, 20' of each of the cylinders 10 are connected via the signal cables 22 to the electronic control system ECS of the engine.
  • the cylinder lubrication pumps 24 of each of the cylinders 10 are also connected to the electronic control system.
  • the cylinder wall temperature values supplied by the temperature sensors 20,20' of the cylinders 10 are measured and evaluated by the electronic control system.
  • the electronic control system includes at least one processor that is configured to measure and analyze the cylinder wall temperature signals.
  • the measurement of the cylinder wall temperatures may be intermittent, for example once every second or continuous.
  • the processor analyzes the cylinder wall temperatures of each of the cylinders 10 and analyzes the development of these on the cylinder wall temperatures of each of the cylinders 10.
  • the processor issues a pre-scuffing alarm if any of the cylinders displays a temperature development that is typical for a pre-scuffing event.
  • Figure 4 shows a graph plotting the development of the cylinder wall temperature for the individual cylinders. Cylinder number 4 is experiencing a pre-scuffing event. The other cylinders have a normal state and temperature development .
  • the processor is configured to determine if the temperature or the temperature development of a cylinder deviates significantly from the temperature or temperature development of several or all of the other cylinders.
  • relative temperature The temperature development of a cylinder relative to the temperature development of other cylinders will hereinafter be referred to as relative temperature.
  • the processor is configured to determine if the temperature or temperature development of a cylinder deviates significantly from the development of the average temperature of the other cylinders.
  • the development of the average cylinder wall temperature of the other cylinders is according to an embodiment determined as the development of the arithmetic mean of the individual cylinder temperatures.
  • Figure 5 shows a graph in which the temperature development of cylinder number four (line 32) is plotted together with the development of the average temperature of the other cylinders (line 43) . It can be seen in figure 5 that the temperature of all the cylinders is increasing. This is a typical scenario that occurs after a cold start.
  • Figure 6 illustrates temperature development of cylinder number four relative to development of the average temperature for the other cylinders, i.e. figure 6 plots the relative temperature development of cylinder number four.
  • the pre-scuffing event commences by relative cylinder wall temperature fluctuations with a magnitude of fluctuation in the range between approximately 25 to approximately 65 0 C.
  • the time span between the peaks of the relative cylinder wall temperature fluctuations (or for that matter between the dips) is typically in the range between approximately 6 to approximately 18 minutes.
  • the period of time in which these events take place in figure 4 is labeled "high friction condition". In this state friction is increased but not to the level of friction that occurs during actual scuffing.
  • the range of the magnitude of the relative cylinder wall temperature fluctuations may vary from engine to engine, may depend on engine size and design and can be determined empirically. This also applies to the range of the time span between the peaks of the relative temperature fluctuations.
  • the processor is configured to issue a pre-scuffing alarm when it has determined that the temperature fluctuations of the relative temperature of a cylinder match the characteristic of a scuffing event. Thus, the processor determines whether the time span between the peaks of the fluctuation falls within the predetermined range and determines whether the temperature fluctuations exceed a predetermined magnitude.
  • pre-scuffing event countermeasures may include increasing the cylinder lubrication oil dosage to a level above that of normal operation. This increase is effected by a signal from the electronic engine control system ECS to the cylinder lubrication pump 24 of the cylinder for which the pre-scuffing alarm has been issued.
  • the pre-scuffing event countermeasures may also include reducing the load on the cylinder for which the alarm has been issued. This countermeasure is effected by the electronic control system ECS by changing the amount and/or timing of the fuel injection via the respective signal cable 28.
  • the pre-scuffing event countermeasures may also include reducing the engine speed.
  • the processor is in an embodiment configured to apply a stricter control for the detection of a pre-scuffing event.
  • the extra restriction is in the form of a minimum number of consecutive relative cylinder wall temperature fluctuations that have to occur before an alarm is issued.
  • a minimum number of consecutive fluctuations could be set to be two or three fluctuations (at least two of three peaks) .
  • the processor is also configured to automatically determine when to return to normal operation when countermeasures have been taken after a pre-scuffing cylinder alarm has been issued for one of the cylinders 10.
  • the processor determines the time span that has passed since initiation of the countermeasures, and automatically returns to normal operation of the cylinder 10 for which the pre-scuffing alarm has been issued after the time span has exceeded a predetermined threshold. The return to normal operation is performed gradually or step-by-step.
  • cylinder wall temperature as the input temperature
  • other cylinder related temperatures such as scavenging airbox air temperature, cylinder cooling oil temperature, jacketcooling water temperature and exhaust gas temperature could be used instead of the cylinder wall temperature.
  • the invention has numerous advantages. Different embodiments or implementations may yield one or more of the following advantages. It should be noted that this is not an exhaustive list and there may be other advantages which are not described herein.
  • One advantage of the invention is that it provides a reliable method for detecting pre-scuffing events.
  • Another advantage of the invention is that it provides for automatic initiation of countermeasures upon detection of pre-scuffing events.
  • a further advantage of the invention is that it provides for automatic ending of countermeasures to a pre-scuffing event .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Testing Of Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

L'invention porte sur un procédé de détection d'événements précédant le grippage dans un gros moteur diesel à deux temps multicylindres, lequel procédé consiste à reconnaître un écart de température ou un écart dans le développement de température d'un cylindre par rapport à la température moyenne ou au développement de température moyen des autres cylindres. L'invention permet la mise en oeuvre automatique de mesures de prévention après la détection de l'événement précédant le grippage, et permet également de mettre fin automatiquement aux mesures de prévention.
PCT/EP2008/003091 2008-04-17 2008-04-17 Détection de grippage WO2009127233A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PCT/EP2008/003091 WO2009127233A1 (fr) 2008-04-17 2008-04-17 Détection de grippage
KR1020107015750A KR101214432B1 (ko) 2008-04-17 2008-04-17 스커핑 검출
JP2010543380A JP4740398B2 (ja) 2008-04-17 2008-04-17 スカッフィングの検出
CN200880125908.8A CN101952572B (zh) 2008-04-17 2008-04-17 检测擦伤前状况的方法和装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2008/003091 WO2009127233A1 (fr) 2008-04-17 2008-04-17 Détection de grippage

Publications (1)

Publication Number Publication Date
WO2009127233A1 true WO2009127233A1 (fr) 2009-10-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/003091 WO2009127233A1 (fr) 2008-04-17 2008-04-17 Détection de grippage

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JP (1) JP4740398B2 (fr)
KR (1) KR101214432B1 (fr)
CN (1) CN101952572B (fr)
WO (1) WO2009127233A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK201670345A1 (en) * 2016-05-24 2017-12-11 Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland Method for operating a two-stroke engine system

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106438040A (zh) * 2016-12-20 2017-02-22 中国船舶重工集团公司第七研究所 一种柴油机拉缸故障预警装置及预警方法
KR102356782B1 (ko) * 2020-04-03 2022-01-28 엘지전자 주식회사 로터리 엔진

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4122720A (en) * 1977-04-07 1978-10-31 Alnor Instrument Company Diesel engine exhaust temperature monitor
EP0652426A1 (fr) * 1993-11-09 1995-05-10 New Sulzer Diesel AG Méthode de reconnaissance des perturbations dans le functionnement d'un moteur à diesel

Family Cites Families (1)

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Publication number Priority date Publication date Assignee Title
JPH0626393A (ja) * 1992-02-26 1994-02-01 Diesel United:Kk シリンダの磨耗検出装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4122720A (en) * 1977-04-07 1978-10-31 Alnor Instrument Company Diesel engine exhaust temperature monitor
EP0652426A1 (fr) * 1993-11-09 1995-05-10 New Sulzer Diesel AG Méthode de reconnaissance des perturbations dans le functionnement d'un moteur à diesel

Non-Patent Citations (2)

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Title
ANONYMOUS: "MAPEX-PR Cylinder Unit Performance Monitoring Wärtsilä RTA & RT-flex", WARTSILA PRODUCT INFORMATION, XP002513294, Retrieved from the Internet <URL:http://www.wartsila.com/Wartsila/global/docs/en/service/Leaflets/monitoring/MAPEX_PR_approved.pdf> [retrieved on 20090203] *
Y.WAKATSUKI, K.WATANABE, T. YAMAMOTO: "T-MAS, the Detector of Scuffing before Excessive Wear", 24 October 2005, TOKYO, XP002513293 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK201670345A1 (en) * 2016-05-24 2017-12-11 Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland Method for operating a two-stroke engine system

Also Published As

Publication number Publication date
JP2011510219A (ja) 2011-03-31
JP4740398B2 (ja) 2011-08-03
KR101214432B1 (ko) 2012-12-21
KR20100121467A (ko) 2010-11-17
CN101952572A (zh) 2011-01-19
CN101952572B (zh) 2012-10-10

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