• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for estimating the damage of at least one technical component of an internal combustion engine with the following steps: Providing at least one virtual temperature sensor (1) for the component; Providing at least one virtual voltage sensor (2) for the component; Determining a transient temperature (TCH) of the component of the internal combustion engine by means of the virtual temperature sensor (2) on the basis of at least one engine, operating or distance parameter from the group of engine torque (M), engine speed (n), engine power (P), coolant mass flow, (mC), coolant temperature (TC), ambient temperature (TU) and route profile (H), wherein preferably at least one parameter is stored in an electronic control unit (ECU); Determining the voltages of the component of the internal combustion engine by means of the virtual voltage sensor (2) on the basis of a predetermined total strain tensor (εtot (Tref)) and the temperature (TCH) of the component determined by means of the virtual temperature sensor (1); Determining the plastic strains ε of the component on the basis of the material model; • Sum up the visco-plastic strains (εvcum (t)) of the component. • Determine the damage of the component due to the cumulative plastic strains (εvcum (t)).
    公开号:AT514683A4
    申请号:T50656/2013
    申请日:2013-10-11
    公开日:2015-03-15
    发明作者:Bernhard Dipl Ing Fh Kaltenegger；Franz Dipl Ing Zieher；Karl Dipl Ing Wieser
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for estimating the damage of at least one technical component of an internal combustion engine. Furthermore, the invention relates to a device for carrying out the method.
    DE 102 57 793 A1 shows a model-based life observer, in which system loads from the existing vehicle sensor system are determined and stored, local component stresses are determined from the system model and the load time courses, and the remaining service life of the components contained in the system model is calculated from the accumulated component damage by an operating fatigue analysis ,
    From DE 101 61 998 Al a method for monitoring the operation of safety-critical modules in motor vehicles is known, wherein an aging factor is determined by cumulation of degrees of aging of individual components. The aging rates of individual components are determined by evaluating parameter values representative of aging.
    A method for the wear diagnosis is proposed in DE 10 2008 049 754 A1, wherein driving events and driving conditions occurring during the ferry operation are each assigned a wear index. The individual wear index values are added to a wear index sum value and compared to a reference wear index sum value.
    DE 10 2010 012 564 A1 describes a method for determining a material response in a component, wherein a mechanical load of the component is simulated by a calculation unit by means of repetitive loading cycles.
    US Pat. No. 4,336,595 A1 discloses a structure life time calculator which determines the fatigue and crack propagation on the basis of the signals determined by a strain gauge and stores and displays the cumulative damage.
    DE 10 2005 023 252 A1 describes a method for determining the degree of damage and the remaining service life of safety-relevant system parts in large-scale systems, wherein the mechanical stresses of safety-relevant system components are not measured directly, but rather than
    Measurement results of conventional and standard sensors are estimated. Stress analysis tables are generated by means of mechanical static calculation programs, which represent the mechanical stresses at critical points of the system components. The actual stresses are determined on the basis of these support tables as well as the measured positions, weights and loads and taking into account accelerations and braking of individual drives. The mechanical stresses are calculated according to the " rainflow method " analyzed and lead to a usable result in the form of a degree of damage and / or a determined residual life.
    Known methods require a greater or lesser number of sensors in order to determine the damage and remaining service life of components.
    The object of the invention is to minimize the sensory outlay for damage monitoring and residual life prediction.
    According to the invention, this is done by performing the following steps: a) providing at least one virtual temperature sensor for the component; b) providing at least one virtual voltage sensor for the component; c) determining a transient temperature of the component of the internal combustion engine by means of the virtual temperature sensor on the basis of at least one engine or operating or distance parameter from the group of engine torque, engine speed, engine power, coolant mass flow, coolant temperature, ambient temperature and route profile, preferably at least one parameter in one electronic control unit is stored; d) determining the voltages of the component of the internal combustion engine by means of the virtual voltage sensor on the basis of the total strain tensor and the temperature of the component determined by means of the virtual temperature sensor; e) determining the visco-plastic strains of the component on the basis of a material model; f) adding up the visco-plastic strains of the component. g) Determining the damage of the component due to the cumulative plastic strains.
    The invention thus allows the determination of temperature, voltages and resulting damage without providing additional real sensors alone from existing parameters during operation. Preferably, the virtual temperature sensor for the component is formed on the basis of a first mathematical model and a calibration for the stationary case involving at least one component parameter from the group geometry, heat transfer conditions and model reference temperature for the component performed. Furthermore, a calibration of the virtual temperature sensor for the transient case, preferably involving at least one engine or operating parameter from the group torque, engine speed, coolant temperature, coolant flow, coolant pressure, performed.
    The virtual voltage sensor for the component can, with the formation of at least one non-linear stress tensor of the component on the basis of a second mathematical model or FE methods (FE-finite elements) of known type, for example, including at least one operating parameter, in particular a reference temperature of the component a thermal shock analysis and a material model of the component to be represented. Thereafter, a calibration of the virtual voltage sensor is performed for the steady state and the transient case.
    At least one of the steps al), a2), bl) or b2), a thermo-shock analysis can be used as a basis.
    The method according to the invention makes it possible, for example, to analyze critical cylinder head temperatures under field operating conditions; an analysis of stress / strain changes and a
    Lifetime estimates for the cylinder head under field operating conditions; a comparison of the influence of different vehicle applications on the cylinder head lifetime;
    The invention will be explained in more detail below with reference to FIG.
    It show schematically
    1 shows the sequence of the method according to the invention,
    2 shows the formation and calibration of the virtual temperature sensor,
    3 shows the formation and calibration of the virtual voltage sensor,
    4 shows the practical application of the method according to the invention on the basis of the time profile of the component temperature TCH and the cumulative visco-plastic strain svcum,
    FIGS. 5 and 6 show details of the courses from FIG. 4.
    In order to be able to estimate the damage potential of a given test track with minimal sensory effort and to be able to predict cracks that arise in field operation, in the method according to the invention "virtual" and "virtual" are used. Temperature sensors 1 and virtual voltage sensors 2, used. Virtual temperature and voltage sensors 1, 2 are based on mathematical simulation models which can predict temperatures and voltages of the components considered depending on other operating parameters and input quantities such as engine torque M, engine speed n, mass coolant flow mc, coolant temperature TC / etc.
    The virtual temperature sensor 1 enables the prediction of the temperature TCH of the component - for example a cylinder head of an internal combustion engine - at specific points of the flame front under field operating conditions, depending on, for example, the engine torque M, the engine speed n, the coolant mass flow mc, the engine power P, the ambient temperature Tu and the coolant temperature Tc. Furthermore, possibly also the height profile H of the test track can be included as an input in the virtual sensor 1. KT1, KT2 are calibration parameters for the virtual temperature sensor for stationary and transient calibration.
    The virtual stress sensor 2 allows the prediction of the visco-plastic stress / strain behavior on the basis of the temperature result TCH of the virtual temperature sensor 1 as a preparation for a damage prediction 3, for example, in a cylinder head, by comparison with hot and cold tests (Thermo-shock -Analysis). In addition to the temperature TCh of the component under consideration, a reference temperature Tref (t) and a total strain tensor Etot (Tref) from a TMA analysis (TMF = Thermo-Mechanical Fatigue, TMA = thermomechanical analysis) are used as input variables for the virtual stress sensor 2. Furthermore, the deformation sensor takes into account material parameters such as the time- and temperature-dependent stress-strain characteristic σε (ί, -η, the modulus of elasticity E (T), and the thermal expansion a (T).) A stress-strain analysis of the component can be carried out by means of the virtual sensor 2 The result of the stress-strain analysis provides for the component a visco-elastic strain tensor ενι (()), a total strain tensor stot (t), the cumulative visco-plastic strain svcum (t) and the stress tensor o (t).
    2 schematically shows the formation and calibration of the virtual temperature sensor 1. Reference numeral 1a indicates the creation and calibration for the stationary case, which based on the geometry G of the component, the heat transfer conditions HTC and a reference temperature Tref (t) of a 3D simulation model is done. In this case, first calibration parameters KT1 are defined, which define the relationship between the flame front temperature and the coolant temperature and the metallic coolant wall. Using the first calibration parameters KT1, a calibration of the virtual temperature sensor 1 for the transient (transient) case is performed based on the engine torque M, the engine speed n, the mass flow of coolant mc, the coolant temperature Tc and the cooling pressure pc in step lb and the second calibration parameters KT2 generated.
    In Fig. 3, the formation and calibration 2a of the virtual voltage sensor 2 is shown schematically. At least one characteristic temperature JTS of the component from a thermal shock analysis on the engine test bench (for example, the valve bridge temperature between exhaust valves in the cylinder head), restrictions CONTS from the thermal shock analysis (possibly by means of a 3D simulation model) serve as input variables for the creation and calibration ). and a material model MM (for example for GJV = vermicular graphite cast iron). Among other things, the calibration serves to stabilize the virtual stress sensor 2 in order to enable a calculation of the increase in strain.
    With the method according to the invention, damage to engine-relevant parts such as cylinder head, exhaust manifold, etc. can be determined on the basis of engine parameters or measurement data that is available to the electronic control unit ECU.
    The method essentially has the following steps: Determination of the transient temperatures TCH of a component of the internal combustion engine on the basis of measured input variables from engine operation-either in real time or from the electronic control unit ECU or from tables which are based at least on a previous test run of the internal combustion engine ; Determination of temperature-dependent mechanical boundary conditions CONjs from a table which is generated as follows: TMF calculation (thermo-mechanical fatigue) provides the clamping situation / clamping ratio for each position of the component under consideration, in particular with respect to a reference temperature Tref (t) In addition, material parameters of the component are taken into account using a material model MM for the component (the material model MM can be determined, for example, on the stress-strain curve or the stress-strain characteristic σε (ι, Τ) and the modulus E (T) based on the component). • Calculation of plastic strains based on the thermal and mechanical boundary conditions; • Sum up the plastic strains to evaluate the damage situation during real test drives.
    The method according to the invention can be implemented in the electronic control unit ECU of the internal combustion engine, so that damage to engine components can be calculated based on existing engine measured values by means of the virtual temperature and voltage sensor and corresponding parts can be exchanged or serviced in a timely manner. In a variant of the invention, it may also be provided that the electronic control unit ECU reduces the torque and / or the fuel supply and / or the power when a certain, predefinable damage occurs. Thus, a more serious damage can be prevented or at least delayed.
    Assuming that a TMF calculation already exists, the following input data are required for the virtual temperature sensor 1: Engine torque M, Engine speed n, Cooling water Temperature inlet Tc, Cooling water Mass flow mc, Cooling water pressure (can possibly be estimated) pC / Component temperature (eg outlet bridge) TTS, height profile of the line (optional) H, motor brake Characteristic.
    The virtual temperature sensor 1 is based, for example, on the known heat conduction equation, taking into account thermal boundary conditions, which are calculated or scaled in accordance with fluidic laws of similarsicity.
    The virtual stress sensor 2 is based on an elasto-viscoplastic Chaboche model or an adapted elasto-viscoplastic Chaboche model (Chaboche models are described, for example, in " Mechanics of Solid Materials ", Jean Lemaitre, Jean-Louis Chaboche, Cambridge University Press, 1990 ).
    As mechanical boundary conditions, temperature-dependent clamping conditions are applied in the model, the temperature is calculated by the virtual temperature sensor 1. The temperature boundary conditions are also calculated by the virtual temperature sensor 1
    Mechanical boundary conditions of the total strain tensor:
    The clamping conditions of the sensor area are taken from previous Thermoshock FE simulations and stored as a temperature-dependent characteristic map or as a replacement function based thereon. For this purpose, the total strain Etot is used as a mechanical boundary condition.
    with - Be ... elastic stretch - ερι ... plastic strain - Sv, ... visco plastic strain - Eth ... thermal strain
    The temperatures calculated with the virtual temperature sensor 1 are used as input for the map / the replacement function to specify the boundary conditions according to the temperature development.
    FIG. 4 shows a practical application of the method according to the invention in a field test during a test drive on a test track, which may have a defined height profile H. The total cumulative visco-plastic strain AEvcum was 0.033%, for example. The test drive was interrupted by individual breaks R, in which a cooling of the component under consideration (cylinder head) occurred. Fig. 5 and 6 are sections of Fig. 4 represents.
    As can be seen from FIG. 5, the cumulative visco-plastic strain Evcum continues even after the component has cooled down during a load break. FIG. 6 shows that creep effects CE are also reproduced in the visco-plastic behavior during hot phases HP.
    The method according to the invention can be used particularly advantageously for example in cylinder heads, pistons and outlet collectors. In addition, however, other uses are conceivable.
    权利要求:
    Claims (9)
    [1]
    A method for estimating the damage of at least one technical component of an internal combustion engine, characterized in that the following steps are performed: a) providing at least one virtual temperature sensor (1) for the component; b) providing at least one virtual voltage sensor (2) for the component; c) determining a transient temperature (TCh) of the component of the internal combustion engine by means of the virtual temperature sensor (2) on the basis of at least one engine or operating or distance parameter from the group of engine torque (M), engine speed (n), engine power (P) , Coolant mass flow, (mc), coolant temperature (Tc), ambient temperature (Tu) and route profile (H), wherein preferably at least one parameter is stored in an electronic control unit (ECU); d) determining the voltages of the component of the internal combustion engine by means of the virtual voltage sensor (2) on the basis of a predetermined total strain tensor (Etot (Tref)) and by means of the virtual temperature sensor (1) detected temperature (TCH) of the component; e) determining the visco-plastic strains (εν) of the component on the basis of a material model (MM); f) adding up the visco-plastic strain (svcum (t)) of the component. g) Determining the damage of the component due to the cumulative plastic strains (svcum (t)).
    [2]
    2. The method according to claim 1, characterized in that the step a) comprises the following steps: al) generating at least one virtual temperature sensor (1) for the component on the basis of a first mathematical model and performing a calibration for the stationary case, preferably at Inclusion of at least one component parameter from the group geometry (G), heat transfer conditions (HTC) and model reference temperature (Tref (t)); a2) Performing a calibration of the virtual temperature sensor (1) for the transient case - preferably including at least one engine or operating parameter from the group torque (M), engine speed (n), coolant temperature (Tc), coolant mass flow (mc), coolant pressure ( pc);
    [3]
    3. The method according to claim 1, wherein step b) comprises the following steps: bl) generating at least one virtual voltage sensor (2) for the component to form at least one non-linear voltage tensor (0 (t)) on the basis of a second mathematical model involving at least one operating parameter, in particular a reference temperature Tref (t) of the component from a thermal shock analysis and a material model (MM) of the component; b2) carrying out a calibration of the virtual voltage sensor (2) for the stationary case and for the transient case;
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that at least one of the steps al), a2), bl) or b2) is based on a thermal shock analysis on an engine test bench.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the virtual temperature sensor (1) and / or the virtual voltage sensor (2) is implemented in the electronic control unit (ECU) of the internal combustion engine.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that an algorithm for determining damage of at least one component in the electronic control unit (ECU) of the internal combustion engine is implemented.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that the total strain tensor (stot (Tref)) of the component before step d) in a thermomechanical analysis (TMA) is determined.
    [8]
    8. An apparatus for performing the method for estimating the damage of at least one technical component of an internal combustion engine according to one of claims 1 to 7, characterized in that in the electronic control unit (ECU) of the internal combustion engine, a virtual temperature sensor (1) and / or a virtual voltage sensor (2) is implemented.
    [9]
    9. Apparatus according to claim 8, characterized in that in the electronic control unit (ECU) of the internal combustion engine, an algorithm for the determination of damage of at least one component is implemented. 2013 10 11 Fu / St
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    DE102010012564B4|2010-03-23|2012-04-05|Mtu Aero Engines Gmbh|Method and device for determining a material response in a component|DE102015207252A1|2015-04-21|2016-10-27|Avl List Gmbh|Method and device for model-based optimization of a technical device|
    CN107965412B|2017-11-22|2019-12-10|潍柴动力股份有限公司|Control method, device and system of engine virtual environment temperature sensor|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50656/2013A|AT514683B1|2013-10-11|2013-10-11|Method for estimating the damage of at least one technical component of an internal combustion engine|ATA50656/2013A| AT514683B1|2013-10-11|2013-10-11|Method for estimating the damage of at least one technical component of an internal combustion engine|
    PCT/EP2014/071622| WO2015052274A1|2013-10-11|2014-10-09|Method for estimating the damage to at least one technical component of an internal combustion engine|
    DE112014004653.1T| DE112014004653A5|2013-10-11|2014-10-09|Method for estimating the damage of at least one technical component of an internal combustion engine|
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