WO2019166451A1 - Procédé pour la mise en service d'un moteur à combustion interne et moteur à combustion interne pour la mise en œuvre d'un tel procédé - Google Patents

Procédé pour la mise en service d'un moteur à combustion interne et moteur à combustion interne pour la mise en œuvre d'un tel procédé Download PDF

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Publication number
WO2019166451A1
WO2019166451A1 PCT/EP2019/054774 EP2019054774W WO2019166451A1 WO 2019166451 A1 WO2019166451 A1 WO 2019166451A1 EP 2019054774 W EP2019054774 W EP 2019054774W WO 2019166451 A1 WO2019166451 A1 WO 2019166451A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
boost pressure
compressor
load
Prior art date
Application number
PCT/EP2019/054774
Other languages
German (de)
English (en)
Inventor
Wolfgang Fimml
Jan Boyde
Original Assignee
Mtu Friedrichshafen Gmbh
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 Mtu Friedrichshafen Gmbh filed Critical Mtu Friedrichshafen Gmbh
Publication of WO2019166451A1 publication Critical patent/WO2019166451A1/fr

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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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/11—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump driven by other drive at starting only
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/14—Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D2041/026—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus using an external load, e.g. by increasing generator load or by changing the gear ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for starting up an internal combustion engine and to an internal combustion engine which is set up for carrying out such a method.
  • the invention has for its object to provide a method for commissioning a
  • the object is achieved in particular by providing a method for commissioning a
  • Internal combustion engine is provided, wherein the internal combustion engine from a
  • the internal combustion engine is brought to a start signal out of the idle state without load on the predetermined speed.
  • the start signal may be, for example, an emergency start request, which causes a start of the internal combustion engine, for example in the event of a power failure or a similar situation.
  • the internal combustion engine is brought out of a switched-off or switched-off state to the predetermined speed.
  • the internal combustion engine is started in response to the start signal and then, on the one hand, brought to the predetermined speed within a predetermined time and, on the other hand, loaded with the load.
  • the fact that the internal combustion engine is brought to the predetermined speed without load means, in particular, that apart from unavoidable friction torques and possibly further unavoidable internal losses, in particular, of the internal combustion engine and / or a system for supplying power connected to the internal combustion engine,
  • the load - for example in the form of an internal combustion engine braking generator rotating field for power generation - only switched when the internal combustion engine reaches the predetermined speed.
  • the load is preferably switched on as soon as the internal combustion engine reaches the predetermined speed.
  • the load connection can be made on reaching the predetermined speed independently of a current value of the boost pressure in the charging path. This contributes for example to the fastest possible synchronization with the
  • Internal combustion engine drive operatively connected generator with a power grid.
  • the predetermined speed may be a synchronous speed for synchronizing a generator operatively connected to the internal combustion engine to a power grid, more particularly a lower speed limit of a synchronous speed window for allowable load engagement within the synchronous speed window.
  • the synchronization of the generator with the power grid and thus the power supply is particularly fast when the load is already switched on reaching the lower speed limit of the synchronous speed window.
  • the load is preferably applied to the internal combustion engine in a single load step or a single load stage, if - especially as soon as - the internal combustion engine reaches the predetermined speed. In particular, there is therefore no gradual or continuous load increase.
  • the charging path of the internal combustion engine is so far pressurized upon reaching the predetermined speed that the load can be switched on abruptly.
  • a charging path is understood, in particular, as meaning a flow path, in particular a piping, via which combustion air or a combustion air / fuel mixture can be supplied via or via the at least one combustion chamber of the internal combustion engine.
  • a boost pressure in particular a pressure is understood, which prevails in the charging path, the boost pressure preferably upstream of a charging path in particular for
  • Quantity control of the internal combustion engine arranged throttle device and / or downstream of a in the charging path to parent compressor is determined.
  • boost pressure value is understood to be a pressure value in the charging path, which without additional measures for
  • Raising the boost pressure in a conventional operation of the internal combustion engine - in the normal operating mode - sets either by the internal combustion engine operates as a naturally aspirated engine, or by, for example, an exhaust gas turbocharger in a conventional manner by a arranged in an exhaust path of the engine turbine only by the for
  • the boost pressure value assigned to the current operating state of the internal combustion engine can also be set by appropriate control of a compressor, for example an electrically driven compressor, provided in particular for the normal operating mode.
  • a compressor for example an electrically driven compressor, provided in particular for the normal operating mode.
  • the compressor is then driven differently, for generating a higher boost pressure, which can be performed, for example, by a map switching between a map for driving the compressor in the normal operating mode on the one hand and a map for driving the compressor in the start operating mode.
  • Start operating mode - additional measures are taken to increase the boost pressure in the charging path of the internal combustion engine beyond the corresponding boost pressure value. It is preferably provided that the boost pressure in the normal operating mode of
  • An operating state of the internal combustion engine is preferably characterized in particular by a momentary speed as well as a momentary torque applied by the internal combustion engine.
  • a start operating mode is understood to mean an operating mode which is activated or selected, in particular, for a startup or runup of the internal combustion engine.
  • the start operating mode can also be activated for transient operating states, in particular when the operating state is raised to a higher load, that is to say when load increases or load jumps occur.
  • the boost pressure is raised by a compressor in the charging path of the internal combustion engine via a the current operating state of the internal combustion engine - in the normal operating mode - assigned
  • Compressor speed is driven out.
  • such an already existing compressor can be used in the charging path to raise the boost pressure, in addition to anyway corresponding to the current operating state of the internal combustion engine
  • Measures for driving the compressor further measures are taken to increase the compressor speed in addition, and thus additionally drive the compressor.
  • the compressor is driven by an electric drive.
  • This electric drive can in particular directly drive the compressor.
  • the electric drive in a parent in the exhaust path of the internal combustion engine and with the compressor
  • a control of the electric drive for the commissioning of the internal combustion engine is preferably changed compared to the normal operating mode, so that the compressor is driven beyond a determined for the normal operating mode compressor speed level. For this purpose, for example, a map switching or the like can be performed.
  • the electric drive is provided for an exhaust gas turbocharger with turbine in the exhaust path of the internal combustion engine, the increase in the compressor speed by means of the electric drive is preferably in addition to a drive of the turbine by an exhaust gas flow in the exhaust path during startup of the internal combustion engine.
  • the electric drive is preferably inactive.
  • a normal operating mode is particularly preferably understood as normal or continuous operation in a stationary operating state. It is possible that raising the
  • Boost pressure except during startup of the internal combustion engine and beyond the preferably stationary normal operation in transient operating conditions of the internal combustion engine, in particular at sudden load jumps to higher load is performed.
  • the compressor can be driven by pressurizing a turbine, which is drive-connected to the compressor and arranged in particular in the exhaust path of the internal combustion engine.
  • a turbine which is drive-connected to the compressor and arranged in particular in the exhaust path of the internal combustion engine.
  • This is an equally simple and cost-effective way to additionally drive the compressor.
  • the turbine is arranged in the exhaust path of the internal combustion engine, it can be acted upon in addition to the current exhaust gas flow with the compressed gas.
  • the compressed gas may in particular be air, an inert gas, in particular nitrogen, argon, carbon dioxide, another noble gas, or any other suitable, in particular
  • the compressed gas is preferably upstream of the turbine in the exhaust path of the
  • the compressed gas is provided by a compressor.
  • the compressor may be battery or accumulator driven. With the aid of a compressor, pressurized gas can be provided cost-effectively and, in particular, without preparatory measures.
  • the compressed gas is provided by a compressed gas reservoir.
  • the compressed gas reservoir can according to one embodiment as
  • Compressed gas boiler may be formed, which is preferably in advance, that is, before the start of the internal combustion engine, pressurized and held, so that the pressure gas pressure is at the commissioning of the internal combustion engine for driving the compressor available.
  • the pressurized gas boiler serves insofar as energy storage to provide additional energy for commissioning the internal combustion engine.
  • the compressed gas reservoir may alternatively or additionally be designed as a compressed gas cylinder. This is a particularly favorable and easy to provide embodiment of a compressed gas reservoir. This may be, for example, a conventional compressed gas cylinder with compressed air, nitrogen, argon, carbon dioxide or other suitable gas.
  • the compressed gas reservoir is preferably fluidly connected via a switchable valve device with the turbine, so that the turbine can be selectively acted upon by switching the valve device with compressed gas.
  • the compressed gas is provided by a compressed gas line.
  • This compressed gas line for example, with a to the
  • Internal combustion engine external compressed gas supply network or a compressed gas reservoir be fluidly connected.
  • a switchable valve device is preferably provided, through which the turbine can optionally be acted upon with compressed gas from the compressed gas line.
  • the compressed gas line preferably opens in particular upstream of the turbine in the exhaust path of the internal combustion engine.
  • Internal combustion engine is characterized in particular by an external mixture formation outside a combustion chamber, wherein the combustion chamber via the charging path, a combustion air-fuel mixture is supplied.
  • Embodiment of an internal combustion engine is preferably carried out by placing a throttle device in the charging path of the internal combustion engine.
  • the boost pressure is preferably a pressure of the combustion air-fuel mixture in the charging path, in particular upstream of the throttle device.
  • the internal combustion engine is designed as a gas engine for operation with a fuel gas as fuel, in particular as a gasoline engine.
  • a fuel gas as fuel in particular as a gasoline engine.
  • gas engines have the advantage of being able to represent even the lowest emission levels even without exhaust aftertreatment.
  • a fuel gas is understood to mean, in particular, a combustible substance or a combustible substance mixture, the combustible substance mixture having at least one combustible substance, and the combustible substance or the combustible substance mixture being present in gaseous form under normal conditions, that is to say in particular at 1013 mbar and 25 ° C.
  • the fuel gas may in particular be a fuel gas, which comprises at least one substance selected from the group consisting of methane, propane and butane.
  • the fuel gas can be natural gas, for example compressed natural gas (CNG) or liquefied natural gas (LNG).
  • CNG compressed natural gas
  • LNG liquefied natural gas
  • the internal combustion engine is operated as an emergency generator.
  • the predetermined speed is particularly preferably a lower limit of a synchronous speed window for permissible electrical connection of a drive operatively connected to the internal combustion engine generator with a power grid.
  • the charge pressure is regulated via a throttle functional position of a throttle device in the charging path.
  • a charge pressure maximum value provided, for example, for component protection reasons for the internal combustion engine or to prevent compressor pumping, has already been reached before the load is switched on.
  • This limitation can be carried out in a suitable manner via the preferably anyway provided throttle device.
  • the boost pressure is regulated via a bypass function position of an actuating device in a compressor bypass path.
  • the compressor bypass path preferably branches off the charging path downstream of the compressor and re-enters the charging path upstream of the compressor, so that the compressor can be blown over the compressor bypass path.
  • an adjusting device is arranged, by means of which a flow cross section of the
  • Compressor bypass paths preferably from a complete blockage of the
  • Compressor bypass path is variable up to a maximum release thereof.
  • Compressor bypass path which is defined by the bypass function position of the actuator, the boost pressure downstream of the compressor can be adjusted, preferably regulated.
  • the compressor can therefore be blown selectively and as needed, in particular to avoid too high boost pressure and / or a compressor pumps. As already stated, this is preferably done when the charge pressure maximum value has already been reached, but the predetermined speed has not yet been reached.
  • the charge pressure is further increased after switching on the load until a predetermined power output of the internal combustion engine is reached.
  • the predetermined power output is preferably a predetermined load stage and / or a predetermined operating condition of the internal combustion engine. This may be, for example, a specified, stationary normal operating state, in particular at rated load.
  • Power output can be achieved so that the full power of the internal combustion engine can be provided quickly. This makes it possible in particular when using the
  • an internal combustion engine which has at least one combustion chamber and a charging path, which is set up for supplying combustion air and / or a combustion air / fuel mixture into the at least one combustion chamber.
  • the internal combustion engine further includes boost boosting means arranged to boost a boost pressure in the boost path of the internal combustion engine beyond a boost pressure value associated with a current operating state of the internal combustion engine in a normal operation mode in a startup operation mode.
  • the internal combustion engine has a control device, which with the
  • Boost pressure lifting device is operatively connected and arranged to perform an inventive method for starting the internal combustion engine or a method according to one of the embodiments described above.
  • the control device is set up to raise the boost pressure in a start operating mode when starting the internal combustion engine from a rest state to a predetermined speed beyond the current operating state of the internal combustion engine in the normal operating mode corresponding boost pressure value by controlling the boost pressure lifting device.
  • the internal combustion engine preferably has a compressor in the charging path.
  • Boost pressure lifting device is preferably configured to in the start operating mode, the compressor via a current operating state of the internal combustion engine in the
  • the boost pressure lifting device is preferably designed as an electric drive, in particular as an electric motor.
  • the electric drive can attack either directly on the compressor or on a drive-connected with the compressor turbine, in particular on a compressor shaft and / or a turbine shaft.
  • the boost pressure lifting device is preferably set up to pressurize the turbine, which is actively connected to the compressor, with a compressed gas. It is possible that the boost pressure lifting device comprises a compressor, a compressed gas reservoir, and / or a compressed gas line.
  • the turbine which is drive-connected to the compressor, is preferably in one
  • the compressor and the turbine are particularly preferably designed as part of an exhaust gas turbocharger of the internal combustion engine.
  • the internal combustion engine a multi-stage charge and / or a
  • Register charging so that it has a plurality of compressors and in particular a plurality of exhaust gas turbochargers.
  • the boost pressure lifting device can cooperate with exactly one compressor of the internal combustion engine or with a plurality of compressors of the internal combustion engine.
  • the internal combustion engine is preferably designed as a quantity-controlled internal combustion engine, in particular as a gas engine, particularly preferably as an Otto gas engine.
  • the internal combustion engine in the charging path to a throttle device, wherein the control device is operatively connected to the throttle device to the
  • the internal combustion engine has a compressor bypass path, which opens out of the charging path downstream of the compressor and opens again into the charging path upstream of the compressor.
  • an adjusting device is arranged, which is operatively connected to the control device, so that the adjusting device can be controlled by the control device.
  • the internal combustion engine is preferably designed as a reciprocating engine. It is possible that the internal combustion engine is arranged to drive a passenger car, a truck or a commercial vehicle. In a preferred embodiment, the internal combustion engine is the drive in particular heavy land or water vehicles, such as mine vehicles, trains, the internal combustion engine in a
  • Locomotive or a railcar is used, or by ships. It is also possible to use the internal combustion engine to drive a defense vehicle such as a tank.
  • An exemplary embodiment of the internal combustion engine is preferably also stationary, for example, for stationary power supply in emergency operation,
  • the internal combustion engine in this case preferably drives a generator. Also a stationary application of
  • Internal combustion engine for driving auxiliary equipment for example, from Leuerlöschpumpen on rigs, is possible. Furthermore, an application of the internal combustion engine in the field of the transport of fossil raw materials and in particular fuels, for example oil and / or gas, possible. It is also possible to use the internal combustion engine in the industrial sector or in the field of construction, for example in a construction or construction machine, for example in a crane or an excavator.
  • the internal combustion engine is preferably designed as a diesel engine, as a gasoline engine, as a gas engine for operation with natural gas, biogas, special gas or another suitable gas. In particular, when the internal combustion engine is designed as a gas engine, it is suitable for use in a cogeneration plant for stationary power generation.
  • Figure 1 is a schematic representation of a first embodiment of a
  • Figure 2 is a schematic representation of a second embodiment of the
  • Figure 3 is a schematic representation of an embodiment of a method for
  • Fig. 1 shows a schematic representation of a first embodiment of a
  • the internal combustion engine 1 may alternatively have only one combustion chamber 3, or four, eight, twelve, fourteen, sixteen, eighteen or twenty combustion chambers 3. Other and in particular larger numbers of combustion chambers 3 are possible. The one shown here
  • Internal combustion engine 1 is designed as a gasoline engine.
  • each combustion chamber 3 is associated with an ignition device 5, which is adapted to ignite a arranged in the respective combustion chamber 3 combustion air-fuel mixture.
  • the ignition device 5 can be set up and designed, for example, as an electric spark plug, as a fiber spark plug, as a corona spark plug or in a suitable other way.
  • the ignition device 5 can also be designed as an ignition-jet ignition device, in particular as a pilot-jet injector for injecting an ignition oil into the respective combustion chamber 3.
  • the internal combustion engine 1 has a yarn path 7, which is set up and designed to supply the at least one combustion chamber 3 combustion air or a combustion air-fuel mixture.
  • the internal combustion engine 1 is designed as a quantity-controlled internal combustion engine and in particular as a gas engine with external mixture formation, so that the combustion chambers 3 along the Fadepfads 7 a
  • Combustion air-fuel mixture is supplied.
  • Combustion air-fuel gas mixture in the charging path 7 flows.
  • the mixing device 9 is arranged here upstream of a compressor 15 in the charging path 7, so that the
  • Internal combustion engine 1 is designed as a mixture supercharged internal combustion engine, in which the combustion chambers 3 a compressed combustion air-fuel mixture is supplied.
  • the internal combustion engine 1 has a boost pressure lifting device 17, which is set up to boost a boost pressure in the charge path 7 in a start operating mode beyond a boost pressure value, which corresponds to a current operating state of the internal combustion engine 1 in a normal operating mode.
  • the boost pressure lifting device 17 is here in particular designed to drive the compressor 15 beyond a compressor speed corresponding to the current operating state of the internal combustion engine.
  • the boost pressure lifting device has for this purpose an electric drive 19, in particular an electric motor, which is drive-connected to the compressor 15.
  • the compressor 15 is part of an exhaust gas turbocharger 21, wherein the exhaust gas turbocharger 21 except the compressor 15 has a arranged in an exhaust path 23 of the internal combustion engine 1 turbine 25, wherein the turbine 25 is driebenswirkverbunden with the compressor 15.
  • the electric drive 19 acts on the turbine 25 here, so it is in particular drivingly connected to the turbine 25 and thus in particular configured to increase a speed of the turbine 25, at the same time increasing the compressor speed of the compressor 15.
  • a throttle device 27 through which a flow cross-section of the charging path 7 is variable in response to a throttle Lunktions ein the throttle device 27.
  • the boost pressure in the charging path 7 can be regulated in particular by varying the throttle-Lunktions ein the throttle device 27.
  • the throttle device 27 is preferably designed as a throttle valve.
  • the internal combustion engine 1 in addition to a compressor bypass path 29, the downstream of the compressor 15 from the loading path 7 and upstream of the compressor 15 again opens into the charging path 7, sodas s the compressor 15 can be blown over the compressor bypass path 29 ,
  • an adjusting device 31 is arranged here, wherein a flow cross-section of the compressor bypass path 29 is variable depending on a bypass function position of the adjusting device 31.
  • the boost pressure in the charging path 7 is preferably additionally or alternatively regulated by the throttle device 27 by controlling and in particular changing the bypass function position of the adjusting device 31 in the compressor bypass path 29.
  • a charge air cooling device 33 for cooling the heated by the compression in the compressor 15 charge air, here specifically the combustion air-fuel gas mixture, ordered to.
  • the compressor bypass path 29 branches off from the charging path 7 downstream of the charge air cooling device 33.
  • the internal combustion engine 1 also has a control device 35 which in particular is operatively connected to the boost pressure lifting device 17, in this case to the electric drive 19, in order to actuate the boost pressure lifting device 17 to increase the boost pressure.
  • the control device 35 is preferably also operatively connected to the throttle device 27 and / or the adjusting device 31 for their control, which is not explicitly shown here for the sake of clarity.
  • control device 35 is specifically set up to control the boost pressure lifting device 19 and / or the throttle device 27 and / or the adjusting device 31.
  • control device 35 is particularly preferably configured for controlling and / or regulating the internal combustion engine 1, wherein is particularly preferably designed as an engine control unit, in particular as an engine control unit (ECU).
  • ECU engine control unit
  • Fig. 2 shows a schematic representation of a second embodiment of the internal combustion engine 1.
  • the boost pressure lifting device 17 is set up, to pressurize the turbine 25 with compressed gas.
  • the boost pressure lifting device 17 has a pressure device 37, which can be designed, in particular, as a compressor 37A, as a compressed gas reservoir 37B and / or as a compressed gas line 37C.
  • the pressure device 37 is here fluidically connected to a switchable valve device 39, wherein the valve device 39 opens into the exhaust gas path 23 upstream of the turbine 25.
  • a pressurized gas under pressure can optionally be supplied to the exhaust path 23, so that the turbine 25 is then charged with the compressed gas and driven by the pressurized gas to an increased rotational speed.
  • control device 35 is in particular operatively connected to the switchable valve device 39 in order to selectively switch it.
  • control device 35 it is also possible for the control device 35 to be operatively connected to the pressure device 37, which is designed in particular as a compressor 37A.
  • the internal combustion engine 1 is preferably designed as an emergency power generator and insofar in particular with a generator for generating electric power driftswirkverbunden.
  • the boost pressure in the charging path 7 over a the current operating state of the internal combustion engine 1 corresponding boost pressure is raised, and wherein the internal combustion engine 1, a load is switched, if and in particular as soon as it has reached the predetermined speed.
  • the predetermined speed is preferably a synchronous speed one with the
  • Internal combustion engine 1 drive-connected generator with respect to a power supply electrically connectable to the generator, or the predetermined speed is a lower limit of a synchronous speed window for permissible electrical connection of the generator to the power grid.
  • Fig. 3 shows a schematic representation of an embodiment of a method for
  • the internal combustion engine 1 receives a start signal in a first step S 1, whereupon the internal combustion engine 1 is started, in particular, from a deactivated idle state.
  • the start signal can be output in particular in the event of a power failure if the internal combustion engine 1 is set up as an emergency power generator.
  • the throttle 27 is preferably fully opened, and the actuator 31 in the compressor bypass path 29 is fully closed, so without unnecessary
  • Flow losses a boost pressure in the charging path 7 upstream of the combustion chambers 3 can be constructed.
  • step S2 is - in a start mode of operation - by means of
  • Boost pressure lifting device 17 the boost pressure in the charging path 7 raised, namely beyond a boost pressure value, which otherwise - without the boost pressure lifting device 17 - in particular only due to the exhaust gas flow in the exhaust path 24 and the resulting
  • the compressor 15 is thus in particular by means of the boost pressure lifting device 17 on this otherwise adjusting
  • Compressor speed also driven to raise the boost pressure.
  • the speed of the internal combustion engine 1 starting from the idle state to a predetermined speed, in particular a synchronous speed or a lower limit of a synchronous speed window, powered up without load.
  • a third step S3 it is checked whether a maximum permissible charging pressure maximum value in the charging path 7, in particular immediately upstream of the combustion chambers 3, has been reached.
  • the boost pressure maximum value results on the one hand from a maximum permissible
  • Compressor pumps in particular so no backflow of gas through the compressor 15 may occur counter to the conveying direction.
  • the method is continued in a fourth step S4.
  • the fourth step S4 it is checked whether the predetermined speed has already been reached. If this is not the case, the startup of the internal combustion engine 1 is continued and at the same time the charge pressure is further increased, the method being continued in the third step S3. This is done until it is determined either in the third step S3, that the supercharging pressure maximum value is reached, or it is determined in the fourth step S4 that the predetermined rotational speed has been reached.
  • the load is applied to the internal combustion engine 1 in a fifth step S5.
  • this procedure serves the fastest possible synchronization of the drive operatively connected to the internal combustion engine 1 generator with the power grid.
  • the maximum charge pressure value is typically not reached, as determined in the third step S3. Therefore, in the case of load application, it is preferable that
  • Throttle device 27 completely open. At the same time in this case, the adjusting device 31 is completely closed.
  • step S6 If it is determined in the third step S3 that the supercharging pressure maximum value is reached, it is checked in a sixth step S6, whether the predetermined speed is reached. If this is the case, the method is continued in the fifth step S5.
  • the boost pressure in the charging path 7 preferably to the boost pressure maximum value or a boost pressure setpoint, which is smaller than the boost pressure maximum value regulated, for which purpose the throttle device 27 and / or the adjusting device 31 is / are driven, in particular the
  • Throttle device 27 is changed from the fully open position toward a closed position, wherein the adjusting device 31 is changed from the fully closed state to an open state.
  • the method is continued in the sixth step S6. This is done until the predetermined speed is reached and the load is switched to the internal combustion engine 1 in the fifth step S5.
  • step S8 it is checked whether a further increase in output of the internal combustion engine 1 is desired beyond the switched-on load. If this is not the case, the method is continued in a ninth step S9, in which the boost pressure lifting device 17 is deactivated or switched off. In a tenth step S10 then an operating state of the internal combustion engine 1 - in particular stationary - regulated in a normal operating mode. In this case, the boost pressure in accordance with the current operating state of the internal combustion engine - without any additional increase - adjusted.
  • Boost pressure lifting device 17 further driven to increase the boost pressure, the method is then continued in the eighth step S8. This takes place until no further increase in performance of the internal combustion engine 1 is desired.
  • the continued increase of the boost pressure in the eleventh step S 11 - especially in the continued start operating mode - makes it possible to perform the power increase of the internal combustion engine 1 very dynamically and quickly.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé pour la mise en service d'un moteur à combustion interne (1), le moteur à combustion interne (1) étant amené sans charge d'un état de repos à une vitesse de rotation prédéfinie, une pression de charge dans un trajet de charge (7) du moteur à combustion interne (1) étant augmentée au-dessus d'une valeur de pression de charge correspondant à un état de fonctionnement momentané du moteur à combustion interne (1), et une charge étant appliquée au moteur à combustion interne (1) lorsque le moteur à combustion interne (1) atteint la vitesse de rotation prédéfinie.
PCT/EP2019/054774 2018-03-02 2019-02-26 Procédé pour la mise en service d'un moteur à combustion interne et moteur à combustion interne pour la mise en œuvre d'un tel procédé WO2019166451A1 (fr)

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DE102018203197.5 2018-03-02
DE102018203197.5A DE102018203197B3 (de) 2018-03-02 2018-03-02 Verfahren zum Inbetriebnehmen einer Brennkraftmaschine und Brennkraftmaschine zur Durchführung eines solchen Verfahrens

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WO2019166451A1 true WO2019166451A1 (fr) 2019-09-06

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DE102019132334B4 (de) 2019-11-28 2021-12-16 Maximilian Geisberger Stromaggregat zur Einspeisung von insbesondere aus gasförmigen Brennstoffen gewonnener Energie in ein elektrisches Energieversorgungsnetz und Verfahren zum Regeln eines solchen Stromaggregats

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19833134C1 (de) * 1998-07-23 1999-11-11 Daimler Chrysler Ag Verfahren zum Betrieb einer aufgeladenen Brennkraftmaschine
EP1022450A2 (fr) * 1999-01-21 2000-07-26 Cummins Engine Company, Inc. Procédé de production d'énergie électrique et système de production d'énergie électrique
EP2749751A1 (fr) * 2012-12-28 2014-07-02 Volvo Car Corporation Turbocompresseur amélioré
EP3150823A1 (fr) * 2015-01-09 2017-04-05 Mitsubishi Heavy Industries, Ltd. Moteur à combustion interne, et dispositif et procédé de commande de moteur à combustion interne

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7076954B1 (en) 2005-03-31 2006-07-18 Caterpillar Inc. Turbocharger system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19833134C1 (de) * 1998-07-23 1999-11-11 Daimler Chrysler Ag Verfahren zum Betrieb einer aufgeladenen Brennkraftmaschine
EP1022450A2 (fr) * 1999-01-21 2000-07-26 Cummins Engine Company, Inc. Procédé de production d'énergie électrique et système de production d'énergie électrique
EP2749751A1 (fr) * 2012-12-28 2014-07-02 Volvo Car Corporation Turbocompresseur amélioré
EP3150823A1 (fr) * 2015-01-09 2017-04-05 Mitsubishi Heavy Industries, Ltd. Moteur à combustion interne, et dispositif et procédé de commande de moteur à combustion interne

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