EP0481983B1 - Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors - Google Patents

Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors Download PDF

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Publication number
EP0481983B1
EP0481983B1 EP89907669A EP89907669A EP0481983B1 EP 0481983 B1 EP0481983 B1 EP 0481983B1 EP 89907669 A EP89907669 A EP 89907669A EP 89907669 A EP89907669 A EP 89907669A EP 0481983 B1 EP0481983 B1 EP 0481983B1
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EP
European Patent Office
Prior art keywords
speed
cylinder
value
crankshaft
angular
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP89907669A
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German (de)
English (en)
French (fr)
Other versions
EP0481983A1 (de
Inventor
Jürgen STROP
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
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Siemens AG
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Filing date
Publication date
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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
    • F02D41/02—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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • 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
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines

Definitions

  • the invention relates to a method and a device for speed control of a slow-running, multi-cylinder diesel engine.
  • An injection pump for a diesel engine is known from EP 0 113 510 A2, which has an adaptive engine torque compensation device. The relative acceleration of each cylinder is measured and the amount of fuel to be injected is adapted for each cylinder to compensate for this.
  • the invention has for its object to provide a control of slow-running, multi-cylinder diesel engines, which also allows temporary disturbances to be corrected.
  • the problem arises, in particular, of identifying such short-term faults and, if necessary, quickly detect that the control of the engine can be corrected appropriately.
  • Such a speed detection is therefore also an object of the invention.
  • Angular positions of the crankshaft are defined for each of the cylinders, which represent the start angle and end angle of an angular range lying before the top dead center of the cylinder. This can be done by a sensor for corresponding marks rotating with the crankshaft or another reference pulse generator, which emits a reference pulse each time it passes through one of these defined angular positions.
  • n ⁇ is now continuously measured for these angular ranges, indicating the average speed at which the crankshaft traverses this angular range. Furthermore, the speed averaged over several of these angular ranges n the crankshaft measured. So there is a first, sluggish actual speed value n and a second actual speed value n ⁇ , averaged over only part of the work cycle.
  • the output signal of this slow controller practically does not change, and even short-term disturbances hardly change.
  • the continuously measured actual speed values n ⁇ are also compared with the desired speed value and fed to a fast controller. If a one-off or periodic fault occurs in a cylinder, the actual value n ⁇ and therefore also a second setpoint, which is provided by the output signal of this fast controller, responds quickly to this change.
  • the angular range in which this disturbed actual value n ⁇ was formed lies before the top dead center of the cylinder to which this angular range is assigned. The quick correction of the presetting therefore affects at least this cylinder and its degree of filling, which therefore corrects this malfunction immediately.
  • the described intervention for correcting the disturbances or asymmetries is all the more effective the shorter the time between the fault detection and the correction of the degree of filling of the next cylinder.
  • the end angle of the angular range should therefore be as close as possible to the top dead center of the assigned cylinder.
  • the adjustment of the degree of filling which takes place via the filling linkage of the corresponding injection pump, should be completed before top dead center is reached. Therefore, the position of the angular range, that is to say the reference positions determining its start angle and end angle, is advantageously adjusted as a function of the speed of the crankshaft. This can be done by means of a corresponding control device.
  • the invention is explained using the example of a 4-cylinder two-stroke engine, the 4 cylinders Z1, Z2, Z3 and Z4 of which are symbolically shown in FIG.
  • Fuel is injected into the displacement of each cylinder during the compression phase of injection pumps P1, ... P4, the amount of which in relation to the combustion air is determined by the degree of filling F.
  • a target value F * is specified, from which a degree of filling controller FR forms a corresponding target value F **, with which, for example, by means of hydraulic operations
  • Filling linkage of the injection pumps is adjusted, the corresponding position of the injection pump being fed back into the filling level controller via the actual value F.
  • the degree of filling regulator acts jointly on the filling linkage of all injection pumps and adjusts all injection pumps together.
  • the cylinder Z1 In the position shown in Fig. 1, the cylinder Z1 is at its top dead center, which initiates its first work stroke, the expansion stroke, while the cylinder Z3 is at its bottom dead center, at which its expansion stroke is completed and the second work stroke, the compression stroke is initiated. Accordingly, the cylinder Z2 is still in the middle of its second work cycle (compression), while Z4 is already in the expansion cycle.
  • the ignition point In order to ensure proper combustion in engines with electrical ignition in the expansion cycle, the ignition point must be synchronized with the cylinder position and thus the rotational movement of the crankshaft.
  • the injection nozzle In the case of diesel engines, the injection nozzle is automatically released by the movement of the piston, but the invention also provides for detection of the angle of rotation of the crankshaft, which is achieved by a corresponding reference pulse generator.
  • This can be an angle detector which acts in the manner of a contactless proximity switch, a slip-less driven incremental angle encoder or another digital or analog working detector circuit coupled to the crankshaft.
  • a measuring disc is attached to the crankshaft directly or via a gearbox with the ratio 1: 1, which bears a number ml of brands M.
  • the starting position can be detected with every revolution by a zero pulse transmitter, e.g. a mark N which emits a corresponding zero pulse when it passes a zero pulse detector DN.
  • Another pulse generator DN ' is offset from the zero pulse generator DN or the detector DET, in order to determine the direction of rotation of the shaft in a known manner and thus to determine the sign when counting the pulses of the detector DET.
  • the zero pulse of the detector DN can also be used to synchronize the counter required for counting the pulses of the detector DET each time the initial position is passed and to correct any counting errors caused by interference pulses. If such a correction is not necessary, the starting position can also be detected in software by means of the counter for the pulses from DET.
  • Each of the z angular ranges is assigned to a cylinder and is defined by reference positions that specify the start angle and end angle.
  • each cylinder passes through top dead center twice in one engine cycle.
  • two revolutions of the crankshaft must be combined to form an engine cycle.
  • the number ml of the angular increments d ⁇ assigned to an angular range ⁇ thus doubles and the initial position assigned to the first top dead center of the cylinder Z1 in one work cycle is only reached after passing the mark N twice on the detector DN.
  • the detector DET and a counter CT with an output signal describing the instantaneous angle of rotation ⁇ of the crankshaft and possibly the zero pulse generator DN and the corresponding sign detector SIGN for the sign of the direction of rotation with its auxiliary detector DN 'thus represent a reference pulse generator which, at predetermined reference positions (for example, each gives a reference pulse to the first top dead center of a cylinder during an engine cycle).
  • a measuring and control device MR which is partly software-controlled and digital and partly works mechanically, hydraulically, etc. for safety reasons, forms a first mean value from these reference pulses n , which indicates the average speed at which each cycle spans an entire work cycle or at least one large angular range encompassing several angular ranges ⁇ .
  • This mean n can be detected, for example, as the reciprocal value of the time interval between two reference pulses of the zero pulse transmitter DN.
  • a second mean value n ⁇ is formed in the measuring and control device MR, which indicates the speed at which the crankshaft each has an angular range ⁇ (or another small angular range, each assigned to one of the cylinders, which is determined by corresponding reference positions of the crankshaft or of the cylinder in question) passes through.
  • the speed value n thus represents an actual value averaged with a large time constant, which is practically influenced in the same way by the mechanical moment applied by all cylinders.
  • the second mean value n ⁇ represents a value averaged with a small time constant, which mainly includes the last expansion stroke of a cylinder and its influence on the shaft.
  • the measuring and control device MR contains an inert controller, which measures the mean value n compares with a speed setpoint n * and from this specifies a setpoint for presetting the filling level of the cylinders.
  • a fast controller for the difference n * - n ⁇ is provided, the output signal of which is superimposed on the output signal of the slow controller and can therefore quickly adjust the degree of filling at any time before the next expansion stroke of a cylinder.
  • One advantage of detecting two speed values averaged with different time constants is, for example, that it is possible to regulate the sluggish mean value, which applies the pulsed profile of the cylinders Engine torque M diesel regulates without constant adjustment of the controller setting.
  • the mean value n ⁇ makes it possible to intervene quickly in the event of faults. For example, more frequent misfires of a cylinder can be recognized and corrected by suitable interventions on this cylinder and / or corrected each time the next cylinder is filled. Likewise, short-term exceedances of limit speeds can be reported and suitable protective measures can be triggered before the slow control required for stable engine operation can respond.
  • the angular ranges assigned to the individual cylinders and the mean values n ⁇ measured therein can be displayed and documented, which provides valuable conclusions with regard to the further service of the system.
  • this fault message should be as close as possible to the time of injection. Because the filling rods and If the injection pump needs a certain time to regulate the degree of filling, the determination of the mean value n ⁇ is controlled as a function of the speed.
  • an angle range ⁇ is assigned to it by specifying a starting angle and an end angle for the position of the crankshaft, the end point of which at low speeds is just before the position at which this cylinder Z1 reaches its top dead center. At high speeds, however, this end angle is advanced.
  • the measuring and regulating device contains a control device controlled by the average speed, as will be explained in more detail below with reference to the signals in FIG. 2 and a schematic circuit in FIG. 3.
  • n (t) gives the instantaneous speed of rotation, ie the time derivative d ⁇ / dt of the angle of rotation ⁇ of the motor shaft.
  • this actual value shows significant drops at times t1 ... t4, at which the cylinders reach their top dead center.
  • time t1 which coincides with a zero pulse m D of the zero pulse detector DN
  • the combustion in the cylinder Z1 increases the thrust on the axis of rotation and thus the speed of rotation, but this speed decreases due to the decreasing expansion pressure and because of the work required for compression in the cylinder Z2 .
  • Fig. 2 it is exaggerated that the expansion pressure in the individual cylinders takes on different values after passing through their top dead center and therefore an irregular course of the speed arises.
  • a first counter CT1 counts the time pulses clk between the occurrence of two zero pulses m D. With every zero pulse the counter reading ct1 is placed in a corresponding memory M1, at the output of which the reciprocal of the counter reading multiplied by the output signal sign for the duration of the next revolution of the crankshaft n of the direction of rotation detector SIGN, as a corresponding, long-term average n is available.
  • the pulses m of the reference pulse generator each indicate that an angular range has been reached and left and are supplied to another counter CT2 for the time pulses clk. They determine the points in time at which the counter reading ct2 of the counter CT2 shown in FIG. 2 is in each case read into a memory M2 and reset.
  • the reference position ⁇ 2 is advanced from the top dead center of the cylinder Z2 (time t2) by the displacement angle d ⁇ .
  • time t2 ' the averaging in the angular range ⁇ has thus already been completed and the counter Z2 reads its counter reading into the memory M2.
  • the value sign. Proportional to n ⁇ n ⁇ . (1 / ct2) will adjust the filling linkage for cylinder Z2 via the fast controller before this cylinder reaches its top dead center.
  • m ⁇ 9, ie there are nine incremental angular steps d ⁇ between the top dead centers of two adjacent cylinders.
  • the corresponding control pulses which correspond to the reference angular positions ⁇ 1 and ⁇ 2, are formed by the reference pulse generator from the pulse train of the detector DET in that this pulse train is fed to the counter CT mentioned, whose counter reading ct is set at a reference position to the value m ⁇ and counted down. When the value reaches zero, the next reference pulse is given and the counter is set again.
  • the top dead centers of the cylinders are not always reached exactly with pulses from the pulse generator DET or with a zero pulse.
  • this is not necessary either, and likewise the angular range ⁇ , which is assigned to the cylinders one after the other, neither has to be exactly the same nor correspond to the angular distance between the top dead centers of the cylinders. Since it is only a matter of averaging, a somewhat shorter angular range can be assigned to a cylinder, for example, the time required to pass through this angular range also being shortened.
  • the averaging can also take place over angular ranges ⁇ , which are in each case smaller than the distance between the top dead centers. While in FIG. 2 each a reference position indicates the end value of an angular range and at the same time the start value of the next angular range, separate start and end positions can also be defined, pauses then occurring which are not used to form the mean value n ⁇ . As long as the speed remains the same, these pauses are of equal length, but if the relative position of the angular areas to the top dead centers is to be changed when the speed changes, the corresponding shift in the start and end values results in a temporary change in these pauses. It is also possible to select the measurement intervals for averaging to be larger than the distance between the top dead centers, so that these angular ranges overlap one another. A permanent change in speed then causes a temporary change in the overlap.
  • the angular ranges are chosen such that their sum at the same speed just give the full cycle of the engine. There are therefore no overlaps or pauses, and a reference position simultaneously indicates the end value of the previous measurement interval and the start value of the next measurement interval.
  • the speed-dependent displacement of the relative position between the measuring range and top dead center can be achieved by temporarily changing the measuring range. This is shown in FIG. 2 by the fact that at a zero pulse m D or the associated time t ' the counter reading ct of the counter CT is not set to the value 7, as is usually provided for the synchronization, but is set to the value 6, for example.
  • a corresponding function generator FKT is provided in FIG. 2, which performs the corresponding position shift d ⁇ or d ⁇ 'via the synchronization of the counter CT as a function of rotational speed n ⁇ pretends.
  • the mean value n ⁇ is more sensitive to the torque pulsations of the drive than the mean value n .
  • a controller R ⁇ is provided, which is fed by the control deviation n * - n ⁇ .
  • Its output signal F ⁇ * which is used to correct the presetting and, for example, with an adder AD F * is superimposed additively, the injection pumps can constantly adjust.
  • FIG. 3 provides for a dead element to be connected upstream of the regulator R ⁇ , which only applies a corresponding control signal to the regulator R ⁇ when predetermined limit values for n * -n ⁇ are exceeded.
  • the sluggishness of the regulator R is preferably achieved by using an integral controller or a proportional-integral controller with the essential integral behavior.
  • an integral controller or a proportional-integral controller with the essential integral behavior.
  • a purely proportional or predominantly proportional behavior is preferred.
  • this symmetrization In addition to the speed detection n via the counter CT1 (final counter T after each period), the memory M1 and the divider DIV1 and for the measurement of the speed n ⁇ required in the case of the regulation described, this symmetrization also requires the detection of speeds n ⁇ j , each of which, if possible, only detects the influence of an assigned cylinder T j .
  • FIG. 4 A suitable arrangement for this is shown in FIG. 4.
  • a division into angular ranges ⁇ j is required, each beginning approximately at the top dead center of the assigned cylinder.
  • this angular division is a function of the speed n is specified by a function memory FKT, shown in Fig. 5.
  • angular positions p i are specified as reference positions, which can be counted by a cyclical counter running in a decoder DECOD.
  • These reference angles are independent of the speed in the function generator saved.
  • the distance d ⁇ ( n ) from top dead center is given by the function memory each time a zero pulse depending on the speed after a stored function, which means that the width of the range can also change ⁇ 2.
  • the counter CT is reset in each case at the position p 1 and thus delivers a counting of the incremental angle steps d ⁇ an angle related to p 1, which is compared in the decoder DECOD with the read reference angle p 2. If this angle is reached, the second pulse is generated by DECOD and the reference angle p3 is read in until a new cycle begins after the twelfth count pulse, the first pulse of which can be triggered by the zero pulse m D.
  • the width ⁇ j 'of this angular range was called up from the function memory by means of this pulse and multiplied at the multiplier MP by the signal of the direction of rotation detector SIGN.
  • n ⁇ j ⁇ j / T ⁇
  • a monitoring device in the simplest case, a display DIS
  • An asymmetry of the cylinders can be corrected by feeding n ⁇ i to a storage device M3.
  • the deviation n * - n ⁇ j can be averaged over several revolutions in order to obtain a correction value F * j assigned to the cylinder Zj.
  • the degree of filling of the cylinder Zj is then with F ⁇ * + F ⁇ * + Fj * controlled independently of the injection pumps of the other cylinders.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP89907669A 1989-07-07 1989-07-07 Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors Expired - Lifetime EP0481983B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/DE1989/000450 WO1991000956A1 (de) 1989-07-07 1989-07-07 Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors

Publications (2)

Publication Number Publication Date
EP0481983A1 EP0481983A1 (de) 1992-04-29
EP0481983B1 true EP0481983B1 (de) 1994-09-21

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ID=6835100

Family Applications (2)

Application Number Title Priority Date Filing Date
EP89907669A Expired - Lifetime EP0481983B1 (de) 1989-07-07 1989-07-07 Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors
EP19900112597 Expired - Lifetime EP0406765B1 (de) 1989-07-07 1990-07-02 Verfahren und Vorrichtung zur Drehzahlregelung eines langsamlaufenden, mehrzylindrischen Dieselmotors

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP19900112597 Expired - Lifetime EP0406765B1 (de) 1989-07-07 1990-07-02 Verfahren und Vorrichtung zur Drehzahlregelung eines langsamlaufenden, mehrzylindrischen Dieselmotors

Country Status (9)

Country Link
EP (2) EP0481983B1 (fi)
JP (1) JPH04506389A (fi)
DE (1) DE58908423D1 (fi)
DK (1) DK0406765T3 (fi)
ES (1) ES2029141T3 (fi)
FI (1) FI915699A0 (fi)
GR (1) GR3004342T3 (fi)
NO (1) NO180020C (fi)
WO (1) WO1991000956A1 (fi)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999040308A1 (de) 1998-02-09 1999-08-12 Siemens Aktiengesellschaft Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren
CN1302346C (zh) * 2002-02-09 2007-02-28 罗伯特-博希股份公司 用于控制内燃机的方法和装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0437057B1 (en) * 1990-01-08 1993-11-03 Hitachi, Ltd. Method and apparatus for detecting combustion conditions in a multicylinder internal combustion engine
DK176670B1 (da) * 2003-10-28 2009-02-09 Hans Jensen Lubricators As Centralsmöreanlæg samt fremgangsmåde til smöring af cylinderfladerne i store dieselmotorer, især skibsmotorer

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2507057A1 (de) * 1975-02-19 1976-09-02 Bosch Gmbh Robert Verfahren und vorrichtung zur bestimmung der laufunruhe einer brennkraftmaschine
US4475511A (en) * 1982-09-01 1984-10-09 The Bendix Corporation Fuel distribution control system for an internal combustion engine
US4539956A (en) * 1982-12-09 1985-09-10 General Motors Corporation Diesel fuel injection pump with adaptive torque balance control
DE3336028C3 (de) * 1983-10-04 1997-04-03 Bosch Gmbh Robert Einrichtung zur Beeinflussung von Steuergrößen einer Brennkraftmaschine
DE3604904A1 (de) * 1986-02-17 1987-08-20 Bosch Gmbh Robert Einrichtung zur regelung der laufruhe einer brennkraftmaschine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999040308A1 (de) 1998-02-09 1999-08-12 Siemens Aktiengesellschaft Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren
US6363912B1 (en) 1998-02-09 2002-04-02 Siemens Aktiengesellschaft Method for regulating the engine speed in multi-cylinder internal combustion engines
CN1302346C (zh) * 2002-02-09 2007-02-28 罗伯特-博希股份公司 用于控制内燃机的方法和装置

Also Published As

Publication number Publication date
FI915699A0 (fi) 1991-12-03
JPH04506389A (ja) 1992-11-05
WO1991000956A1 (de) 1991-01-24
NO180020B (no) 1996-10-21
EP0406765A1 (de) 1991-01-09
DE58908423D1 (de) 1994-10-27
EP0481983A1 (de) 1992-04-29
NO920077D0 (no) 1992-01-06
ES2029141T3 (es) 1992-07-16
NO180020C (no) 1997-01-29
DK0406765T3 (da) 1992-06-01
GR3004342T3 (fi) 1993-03-31
EP0406765B1 (de) 1992-01-29
NO920077L (no) 1992-01-06

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