EP1055057B1 - Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren - Google Patents
Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren Download PDFInfo
- Publication number
- EP1055057B1 EP1055057B1 EP99911589A EP99911589A EP1055057B1 EP 1055057 B1 EP1055057 B1 EP 1055057B1 EP 99911589 A EP99911589 A EP 99911589A EP 99911589 A EP99911589 A EP 99911589A EP 1055057 B1 EP1055057 B1 EP 1055057B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pulses
- speed
- engine speed
- rotational
- sensed
- 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
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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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/16—Introducing closed-loop corrections for idling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
Definitions
- the invention relates to a method for speed control of multi-cylinder internal combustion engines with crankshaft and Fuel injection, especially slow running Marine diesel engines, in which by at least one transducer the speed and direction of rotation of one of the crankshaft driven pole wheel, which can be scanned by the transducer Generates pulses per revolution, records and deviations of the Speed from a predetermined setpoint by means of a Actuator influencing the engine fuel injection be compensated.
- a disadvantage of this method proves that a control of low speeds of less than about 25 min -1 cannot be carried out satisfactorily.
- the dynamic speed deviations that occur as a result of load surges cannot be compensated better than with conventional speed controllers.
- the load is constant, there are unsteady movements of the filling rod if the injection pumps are not set precisely. In the event of malfunction of individual injection pumps, strong periodic movements of the filler rod can be observed, which result from the "fast" controller constantly trying to correct the resulting drop in the speed of the respective cylinder.
- the invention has for its object a method for Speed control of multi-cylinder internal combustion engines in this regard to continue training, avoiding the previously Disadvantages described in a simple and inexpensive way achieve an accurate and fast detection of the speed lets a stable control to a constant speed with periodic and temporary speed fluctuations allows.
- the task is in a method of the aforementioned Art solved according to the invention in that the time required for a set sequence of successively sampled pulses continuously measured and to form equidistant, uncorrected actual speed values is used, whereby the number of successively sampled pulses in Dependency of the number of cylinders of the engine and the number of impulses generated by the magnet wheel per revolution is that the time required for one complete revolution number of sensed pulses corresponding to the magnet wheel measured and used to form an average speed is that the difference between the average speed and of each uncorrected actual speed value for formation corrected actual speed values smoothed and limited in amount and added to the uncorrected actual speed value and that the corrected actual speed values with a predetermined speed setpoint and compared to a controller are supplied by the output variable, the actuator is controlled.
- the number of consecutive sampled pulses as a rounded quotient Number of pulses that can be generated by the pole wheel per revolution and the number of cylinders in the engine.
- This offers the advantage that a sequence of sampled pulses Allocates cylinders, with the result that the formed Actual speed value of the average speed of the crankshaft over a rotation angle range, according to which two sequentially firing cylinders in the same position, for example top dead center, ingest. That way includes the determined actual speed value none periodically during influences that occur during a work cycle, such as the ignition processes.
- the uncorrected actual speed values at intervals of two successive ones Pulses formed. This means that at a number of more than two pulses of a fixed one Pulse train the formed uncorrected actual speed values assigned overlapping angular ranges of the crankshaft are, so that due to the resulting high Number of actual speed values an exact and fast acquisition the speed can be reached.
- each sequence a measured value memory assigned to sampled pulses, in which the time intervals of the successively sampled Impulses for the formation of an uncorrected actual speed value be summed up.
- This enables in a simple way the simultaneous assignment of each sampled pulse to several pulse sequences, which are due to the overlapping Angular ranges of the crankshaft corresponding to actual speed values result.
- Using a process computer with non-volatile memory this can be done on per se known and easy to implement.
- Expediently after Formation of an uncorrected actual speed value of the content of the measured value memory before deletion and assignment of a new one Obtain a sequence of sampled pulses for at least one revolution. This allows the measured value to be used to calculate the average Use the speed value. Then, too, are on simple way of further evaluations of the speed curve, such as misfire detection or Acceleration processes, possible.
- the pulses are rotated through 90 ° by two offset sensor sampled to the direction of rotation the one that can be reversed, especially in the case of marine diesel engines, Determine crankshaft, and thereby the sign to be determined when counting the pulses. It is also an advantage as a flywheel a gearwheel with a uniform circumference use distributed teeth, so that easy Way a sampling of pulses is ensured.
- both by the front as well as by the rear edge of a rotating gear generates a pulse.
- a particularly advantageous procedure for this results with approximately symmetrical flanks of the teeth, so that there are constant time intervals between the individual measurements let achieve. The measuring accuracy is determined by the arrangement the teeth or recordings are not affected.
- the pulses are expediently sampled equidistantly, so that digital sampling control can be applied and there is a pulse-pause ratio of about 1.
- the pulses using inductive, capacitive or optical position sensors detected.
- non-slip driven, incremental angle encoders or other digital or analog working detector circuits coupled to the crankshaft be used.
- the scanning signals of two sensors A and B can be seen.
- the sensors A and B are one Angle of 90o offset, resulting in a Shift of the rectangular signal sequence of the transducer B compared the sensor A results.
- To evaluate the square wave signals both the rising edge L and the falling edge Edge R used.
- the time required for a fixed Sequence of successively sampled pulses is shown.
- the number of successively sampled pulses corresponds to m and results as the quotient of the number of one pole wheel per revolution and the number of cylinders of an engine. Is the number of teeth not by that If the number of cylinders is divisible, the rounded quotient is used.
- the resulting ripple is caused by a correction scheme according to FIG 2 compensated.
- Using a gear with 60 teeth as a pulse-generating pole wheel consequently takes m in a 6-cylinder two-stroke engine the value of 10. This means 10 consecutive Impulses form a pulse sequence, the time required for the determination of an uncorrected actual speed value is, as shown by the in the lower part of FIG 1 Stretching is made clear.
- the signal flow diagram shown in FIG. 2 contains a link 1, which is the difference of one over a complete revolution a crankshaft averaged speed N and one over an angular range defined by the pulse train Crankshaft averaged, uncorrected actual speed value n smooths over time.
- a link 1 is the difference of one over a complete revolution a crankshaft averaged speed N and one over an angular range defined by the pulse train Crankshaft averaged, uncorrected actual speed value n smooths over time.
- the reciprocal of the value of a complete revolution of the crankshaft averaged speed N apply. That on result formed in this way is by a link 2 in its Amount limited and to form a corrected actual speed value x added to the uncorrected actual speed value n.
- the corrected actual speed value x is then used a predetermined speed setpoint w compared and one Link 3 supplied, which is designed as a PID controller.
- the output variable y of the PID controller 3 is used to control a Actuator
- the mode of operation of the speed detection shown in FIG. 1 and the regulation shown in FIG. 2 is based on the following a 6-cylinder two-stroke diesel engine exemplified.
- the individual cylinders of the diesel engine are used during the compression phase using individual injection pumps Fuel supplied, its amount in relation to the combustion air is determined by the degree of filling. The degree of filling will changed by the control rod of the injection pump, which is controlled by the output variable y of the PID controller.
- to Synchronization of the ignition timing of the individual cylinders is the angle of rotation of the crankshaft is detected by means of position sensors.
- two staggered 90o inductive proximity switches which are used by a pulse generated with the crankshaft rotating gear scan.
- the Determine the speed and direction of rotation of the crankshaft without complex measuring attachments to the diesel engine are required.
- the 60th evenly spaced teeth Gear is connected directly to the crankshaft, see above that the measured speed of the gear with the speed of the Crankshaft matches.
- the two inductive proximity sensors detect both the front and in the direction of rotation also the rear flank of the teeth of the gear, so that overall 240 pulses per complete revolution of the gear to be scanned, which is an accurate and fast detection ensure the speed. Because of the number of 60 teeth of the gear and 6 cylinders of the engine provide 10 pulses a pulse train to form the uncorrected actual speed value n represents.
- the pulse trains are at intervals of successive pulses counted so that with two transducers, 60 teeth and 6 Cylinders 240 actual speed values n and 240 averaged speed values N can be determined per revolution. For every actual speed value n there is a measured value memory in which the time intervals of the associated pulses are summed. The The content of each measured value memory is one revolution long stored so that a measurement value memory is assigned to each pulse is. For the present case there are therefore 240 measured value memory locations needed. Because of the even and equidistant arrangement of the teeth of the gear is the ratio of pulse and pulse pause approximately 1.
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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)
Abstract
Description
- FIG 1
- mittels zwei Aufnehmern aufgenommene Impulse und der Zeitbedarf einer festgelegten Impulsfolge und
- FIg 2
- ein Signalflußplan für eine Drehzahlregelung.
Claims (14)
- Verfahren zur Drehzahlregelung von mehrzylindrigen Verbrennungsmotoren mit Kurbelwelle und Kraftstoffeinspritzung, insbesondere langsam laufender Schiffsdieselmotoren, bei dem durch wenigsten einen Aufnehmer (A,B) die Drehzahl und Drehrichtung eines von der Kurbelwelle angetriebenen Polrads, welches für den Aufnehmer (A,B) abtastbare Impulse je Umdrehung erzeugt, erfaßt und Abweichungen der Drehzahl von einem vorgegebenen Sollwert (w) mittels eines die Kraftstoffeinspritzung des Motors beeinflussenden Stellglieds kompensiert werden, dadurch gekennzeichnet, daß der Zeitbedarf für eine festgelegte Folge aufeinanderfolgend abgetasteter Impulse kontinuierlich gemessen und zur Bildung von äquidistanten, unkorrigierten Drehzahl-Istwerten (n) herangezogen wird, wobei die Anzahl der aufeinanderfolgend abgetasteten Impulse in Abhängigkeit der Zylinderzahl des Motors und der Anzahl der von dem Polrad je Umdrehung erzeugbaren Impulse festgelegt wird, daß der Zeitbedarf für die einer vollständigen Umdrehung des Polrads entsprechenden Anzahl an abgetasteten Impulsen gemessen und zur Bildung einer mittleren Drehzahl (N) herangezogen wird, daß die Differenz aus mittlerer Drehzahl (N) und eines jeden unkorrigierten Drehzahl-Istwertes (n) zur Bildung korrigierter Drehzahl-Istwerte (x) geglättet und im Betrag begrenzt sowie zum unkorrigierten Drehzahl-Istwert (n) hinzuaddiert wird, und daß die korrigierten Drehzahl-Istwerte (x) mit dem vorgegebenen Drehzahl-Sollwert (w) verglichen und einem Regler (3) zugeführt werden, durch dessen Ausgangsgröße (y) das Stellglied gesteuert wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Anzahl der aufeinanderfolgend abgetasteten Impulse als gerundeter Quotient der Anzahl der von dem Polrad die Umdrehung erzeugbaren Impulse und der Zylinderzahl des Motors festgelegt wird.
- Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die unkorrigierten Drehzahl-Istwerte (n) im Abstand zweier aufeinanderfolgenden Impulse gebildet werden.
- Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß jeder Folge von abgetasteten Impulsen ein Meßwertspeicher zugeordnet wird, in welchem die Zeitabstände der aufeinanderfolgend abgetasteten Impulse zur Bildung eines unkorrigierten Drehzahl-Istwertes (n) summiert werden.
- Verfahren nach Anspruch 4, dadurch gekennzeichnet, daß nach Bildung eines unkorrigierten Drehzahl-Istwertes (n) der Inhalt des Meßwertspeichers vor Löschung und Zuordnung einer neuen Folge abgetasteter Impulse mindestens für eine Umdrehung erhalten wird.
- Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Impulse mittels zwei um 90º versetzt angeordneten Aufnehmern (A,B) abgetastet werden.
- Verfahren nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß als Polrad ein Zahnrad mit gleichmäßig an seinem Umfang verteilt angeordneten Zähnen eingesetzt wird.
- Verfahren nach Anspruch 7, dadurch gekennzeichnet, daß sowohl durch die in Drehrichtung vordere als auch durch die hintere Flanke der Zähne des sich drehenden Zahnrads ein Impuls erzeugt wird.
- Verfahren nach Anspruch 7 oder 8, gekennzeichnet durch annähernd symmetrische Flanken der Zähne.
- Verfahren nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, daß die Impulse äquidistant abgetastet werden.
- Verfahren nach einem der Ansprüche 7 bis 10, gekennzeichnet durch die Verwendung eins Zahnrads mit einem Verhältnis von Zahndicke zu Lückenweite im Teilkreis von annähernd 1.
- Verfahren nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, daß die Impulse mittels induktiven, kapazitiven oder optischen Positionssensoren erfaßt werden.
- Verfahren nach einem der Ansprüche 1 bis 10, gekennzeichnet durch einen proportional-integral wirkenden Regler mit Vorhaltezeit.
- Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß eine adaptive Regelung eingesetzt wird.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19805113 | 1998-02-09 | ||
DE19805113 | 1998-02-09 | ||
PCT/DE1999/000335 WO1999040308A1 (de) | 1998-02-09 | 1999-02-08 | Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1055057A1 EP1055057A1 (de) | 2000-11-29 |
EP1055057B1 true EP1055057B1 (de) | 2002-05-08 |
Family
ID=7857088
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99911589A Expired - Lifetime EP1055057B1 (de) | 1998-02-09 | 1999-02-08 | Verfahren zur drehzahlregelung von mehrzylindrigen verbrennungsmotoren |
Country Status (11)
Country | Link |
---|---|
US (1) | US6363912B1 (de) |
EP (1) | EP1055057B1 (de) |
JP (1) | JP2002502934A (de) |
KR (1) | KR100404241B1 (de) |
CN (1) | CN1102201C (de) |
CA (1) | CA2320179A1 (de) |
DE (1) | DE59901397D1 (de) |
DK (1) | DK1055057T3 (de) |
ES (1) | ES2177262T3 (de) |
NO (1) | NO323169B1 (de) |
WO (1) | WO1999040308A1 (de) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6640777B2 (en) * | 2000-10-12 | 2003-11-04 | Kabushiki Kaisha Moric | Method and device for controlling fuel injection in internal combustion engine |
JP4270534B2 (ja) | 2000-10-12 | 2009-06-03 | ヤマハモーターエレクトロニクス株式会社 | 内燃エンジンの負荷検出方法、制御方法、点火時期制御方法および点火時期制御装置 |
DE10327563A1 (de) * | 2003-06-18 | 2005-01-05 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine |
US7138623B2 (en) * | 2004-12-13 | 2006-11-21 | Magna Powertrain Usa, Inc. | Power transfer device with contactless optical encoder and color reflective surface |
JP4339347B2 (ja) * | 2006-10-30 | 2009-10-07 | 本田技研工業株式会社 | 内燃機関のクランク角速度検出装置 |
GB2478989A (en) * | 2010-03-26 | 2011-09-28 | Gm Global Tech Operations Inc | Determining speed of a multi-tooth wheel |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2625971C2 (de) * | 1976-06-10 | 1984-08-23 | Robert Bosch Gmbh, 7000 Stuttgart | Verfahren und Einrichtung zur Erkennung von Störungen bei einzelnen Zylindern von Brennkraftmaschinen |
JPS5979856A (ja) | 1982-10-30 | 1984-05-09 | Diesel Kiki Co Ltd | 内燃機関の回転速度変化量検出装置 |
US4575800A (en) * | 1983-04-08 | 1986-03-11 | Optimizer Control Corporation | System for optimizing the timing of diesel or spark ignition engines |
US5222022A (en) * | 1986-12-01 | 1993-06-22 | Woodward Governor Company | Method and apparatus for iterated determinations of sensed speed and speed governing |
JPH0315645A (ja) | 1989-06-13 | 1991-01-24 | Hitachi Ltd | エンジン制御装置 |
WO1991000956A1 (de) | 1989-07-07 | 1991-01-24 | Siemens Aktiengesellschaft | Verfahren und vorrichtung zur drehzahlregelung eines langsamlaufenden, mehrzylindrischen dieselmotors |
US5268842A (en) * | 1990-12-03 | 1993-12-07 | Cummins Engine Company, Inc. | Electronic control of engine fuel injection based on engine duty cycle |
JP2916271B2 (ja) * | 1990-12-10 | 1999-07-05 | ヤマハ発動機株式会社 | エンジンの燃料噴射制御方法 |
US5377537A (en) * | 1993-09-01 | 1995-01-03 | Ford Motor Company | System and method to compensate for torsional disturbances in measured crankshaft velocities for engine misfire detection |
FR2723400B1 (fr) | 1994-08-03 | 1996-10-11 | Magneti Marelli France | Procede de correction d'une grandeur liee a la rotation d'un moteur a combustion interne en fonction des dissymetries d'une cible liee en rotation a ce moteur |
JP3478318B2 (ja) * | 1996-08-27 | 2003-12-15 | 三菱自動車工業株式会社 | 筒内噴射型火花点火式内燃エンジンの制御装置 |
-
1999
- 1999-02-08 CN CN99801292A patent/CN1102201C/zh not_active Expired - Fee Related
- 1999-02-08 EP EP99911589A patent/EP1055057B1/de not_active Expired - Lifetime
- 1999-02-08 DE DE59901397T patent/DE59901397D1/de not_active Expired - Lifetime
- 1999-02-08 WO PCT/DE1999/000335 patent/WO1999040308A1/de active IP Right Grant
- 1999-02-08 KR KR10-2000-7008689A patent/KR100404241B1/ko not_active IP Right Cessation
- 1999-02-08 DK DK99911589T patent/DK1055057T3/da active
- 1999-02-08 US US09/601,853 patent/US6363912B1/en not_active Expired - Fee Related
- 1999-02-08 CA CA002320179A patent/CA2320179A1/en not_active Abandoned
- 1999-02-08 JP JP2000530699A patent/JP2002502934A/ja not_active Abandoned
- 1999-02-08 ES ES99911589T patent/ES2177262T3/es not_active Expired - Lifetime
-
2000
- 2000-08-09 NO NO20004017A patent/NO323169B1/no unknown
Also Published As
Publication number | Publication date |
---|---|
US6363912B1 (en) | 2002-04-02 |
DE59901397D1 (de) | 2002-06-13 |
CN1274408A (zh) | 2000-11-22 |
KR20010040795A (ko) | 2001-05-15 |
NO20004017D0 (no) | 2000-08-09 |
CN1102201C (zh) | 2003-02-26 |
EP1055057A1 (de) | 2000-11-29 |
ES2177262T3 (es) | 2002-12-01 |
NO323169B1 (no) | 2007-01-08 |
JP2002502934A (ja) | 2002-01-29 |
DK1055057T3 (da) | 2002-09-02 |
NO20004017L (no) | 2000-08-09 |
KR100404241B1 (ko) | 2003-11-01 |
CA2320179A1 (en) | 1999-08-12 |
WO1999040308A1 (de) | 1999-08-12 |
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