• 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:
    Method for operating an internal combustion engine (1), wherein in the internal combustion engine (1) a fuel-air mixture is burned and the internal combustion engine (1) drives a generator (2), wherein the generator (2) connected to a power supply network (3) is and energy to the power grid (3) outputs, and wherein upon or after detection of a dynamic network error, by which the power output of the generator (2) is reduced in the power grid (3), a rotation of the internal combustion engine (1) is prevented or limited , wherein during or after the detection of the network error in the energy supply network, the fuel supply to the internal combustion engine (1) is increased.
    公开号:AT515415A4
    申请号:T796/2014
    申请日:2014-10-30
    公开日:2015-09-15
    发明作者:Johann Hirzinger-Unterrainer；Uwe Liebscher；Herbert Schaumberger；Josef Thalhauser
    申请人:Ge Jenbacher Gmbh & Co Og；
    IPC主号:
    专利说明:

    The invention relates to a method for operating an internal combustion engine having the features of the preamble of claim 1. Furthermore, the invention relates to an internal combustion engine having the features of the preamble of claim 6 and a genset having the features of the preamble of claim 7.
    Stationary power plants, consisting of at least one internal combustion engine and at least one generator are often used in grid parallel operation, where they feed energy into a power grid. For such applications are particularly suitable gas engines, d. H. Internal combustion engines, which are operated by gasoline fuel with gaseous fuel, since they have a high efficiency and low pollutant emissions.
    In grid parallel operation, the power supply network specifies the setpoint voltage and the setpoint frequency, as well as the phase of the AC voltage of the alternator.
    If there is a voltage dip or fluctuation in the power grid, i. E. to a dynamic network error increases without suitable countermeasures, the speed of the internal combustion engine and the associated alternator due to the elimination of the resistance through the power grid quickly.
    Dynamic network errors are defined as voltage dips or fluctuations in the range of a few 100 milliseconds (ms) to, for example, less than 700 ms, preferably 500 ms.
    Voltage dips in the energy supply network are referred to as "low voltage events".
    In applications in grid parallel operation, there are often specifications for the feeding power plants with the aim to make the network error no worse.
    The ability of a power supply unit to respond appropriately during a dynamic network fault, ie to remain connected to the network without adversely affecting the network, is referred to as "fault ride through" (FRT) or, with respect to voltage dips, as "low-voltage ride." through "(LVRT).
    From the prior art, some control methods are known to prevent an increase in the speed of the internal combustion engine (spin up) in the event of a load drop.
    Thus, the AT 413 132 B describes a control device which adjusts the throttle valve to a different from the fully closed position permissible minimum position for load shedding and shuts off at least one cylinder to prevent overspeed.
    The AT 509 558 B1 describes a method in which, when the actual rotational speed of the alternator or the internal combustion engine is exceeded by a predefinable maximum value by a failure of the power grid combustion in the internal combustion engine is at least partially stopped while the connection to the power grid is maintained ,
    In this method, the control device reduces the fuel supply to the internal combustion engine above a predeterminable limit value for the rotational speed and / or stops at least one ignition device, while the connection of the alternator and the power supply network is maintained.
    From EP 2 433 355 B1 a method is known in which, in response to abrupt changes in the electrical load, the fuel supply of the internal combustion engine is maintained, which has existed prior to the detection of the voltage dip, while the ignition of the internal combustion engine is changed to that of the To reduce internal combustion engine output power and / or it is the exciting field of the generator increases to increase the torque on the generator so as to keep the resistance to the internal combustion engine and the generator in equilibrium.
    The control concepts shown in the prior art thus provide for a fuel reduction or possibly maintaining a existing before the onset of network error fuel supply while changing the ignition in order to reduce the power output by the internal combustion engine during the voltage dip in the network.
    Both measures cause a lowering of the drive line of the internal combustion engine, which can have massive problems with the requirements of the network operator, especially in a long-lasting network error (from about 100 ms) in the case of network recovery.
    In the not generic, priority older but not previously published Austrian patent application A 832/2013 Applicant's to treat the occurring in a very short period of a few multiples of 10 milliseconds after a network error effects of subtransient effects of a short circuit process.
    Object of the present invention is to provide a method, an internal combustion engine and a gene set, which do not have these disadvantages.
    The object is achieved by a method having the features of claim 1, an internal combustion engine according to claim 6 and a gene set according to claim 7.
    Because the fuel supply to the internal combustion engine is increased during or after the detection of the network fault in the network, it is achieved that the internal combustion engine returns to its nominal load as quickly as possible after a prolonged network fault after the voltage drop has subsided.
    An application of the invention are lean burn engines (operation at lambda> 1), since there is a possibility of enrichment and / or increase of the boost pressure.
    In engines with stoichiometric combustion (operation at lambda = 1) enrichment is not effective, here, the increase in fuel supply can be effected by increasing the boost pressure.
    In contrast to the above-mentioned non-generic, priority older but not previously published Austrian patent application A 832/2013 of the applicant in the present application is about to treat the effects after the subtransient effects subsided.
    In the case of supercharged internal combustion engines, it is advantageous to carry out the increase in the fuel supply as early as possible, ie. H. immediately upon or after detecting the network fault leading to a reduced power output of the generator. Because here the length of the mixture path leads to a transport delay of the mixture from the place of fuel dosing (such as in a gas mixer) to a combustion chamber. Measures at the fuel metering are thus effective with time delay in the combustion chamber.
    For port injection machines, i. Internal combustion engines, in which the fuel metering takes place immediately in front of a combustion chamber, the intervention to increase the fuel supply compared to supercharged internal combustion engines can be done later.
    Contrary to the general teaching and intuition, the fuel supply is thus not reduced or maintained in the method according to the invention upon detection of a network fault, but - on the contrary - increases. By fuel delivery is meant the supply of chemical energy in the form of hydrocarbons within a unit of time.
    It is preferably provided that the fuel supply to the internal combustion engine is increased at the same time or after a deactivation or deceleration of an ignition.
    Additionally or alternatively, a mechanical braking of the internal combustion engine may be provided by a mechanical brake.
    Measures that prevent or limit high-revving of the internal combustion engine during or after detection of a dynamic network error, for example, a mechanical brake, further measures that increase the braking torque of the generator such as increasing an excitation current at the generator, lowering the boost pressure, dissipating power in Ohmic resistors etc. Generally speaking, these are measures that reduce the power output of the drive unit.
    It is preferably provided that the fuel supply to the internal combustion engine is increased by lowering the lambda value of the mixture supplied to the internal combustion engine. If there is a mixture formation before engine entry (usually before turbocharger), i. if it is a mixture-charged internal combustion engine, then the control intervention for increasing the fuel supply by changing the Gasmengensollvorgabe for the gas metering valve in the direction which is a fattening of the mixture, i. causes a reduction of lambda.
    In a variant it is provided that the fuel supply to the internal combustion engine is increased by increasing the amount of gas for at least one port injection valve. If there is a turbocharger mixture formation, as is the case, for example, for an internal combustion engine with port injection, the control intervention is to increase the fuel supply by increasing the desired gas quantity for at least one port injection valve. In this case one speaks also of air-charged engines.
    It may be particularly advantageous, especially in a mixture-charged internal combustion engine, that the fuel supply to the internal combustion engine is increased by raising the boost pressure. Boost pressure may be accomplished, for example, by opening a throttle, increasing effective compressor power (such as closing the compressor bypass or closing a wastegate, etc.), or changing turbocharger geometries in the presence of variable turbocharger geometries or combinations thereof.
    This control intervention is preferably withdrawn after or at the same time after ignition ON.
    Protection is also desired for an internal combustion engine, wherein the control unit of the internal combustion engine during or after the detection of a network fault, the fuel metering device influenced so that the fuel supply to the internal combustion engine is increased. The limiting device for preventing or limiting a high-speed internal combustion engine in a dynamic network failure can be realized, for example, by a function of the control unit, by which the above-mentioned measures are set, which prevent the engine from flaring at or after detection of a dynamic network failure or limit.
    Protection is also desired for a gene set consisting of a generator and an internal combustion engine according to the invention. The term genset is the common name in the art for the arrangement of a (stationary)
    Internal combustion engine with a generator for generating electricity.
    The invention is preferably used in a power supply network in which the power fed into the power supply system by the internal combustion engine according to the invention is significantly lower (for example less than 10%, preferably less than 1%) than the total power of the power supply network.
    The internal combustion engine may be a stationary engine, in particular a stationary gas engine.
    The invention will be explained in more detail below by the figures. Showing:
    Fig. 1 is a schematic diagram of an internal combustion engine with the actuators involved, Fig. 2 is a schematic diagram of the control interventions over time.
    1 shows a diagram of an internal combustion engine 1 with an exhaust gas turbine 4, a compressor 5, a gas metering device 6, a compressor bypass valve 7, a mixture cooling device 8 and a throttle valve 9. The actual engine block of the internal combustion engine 1 carries the reference numeral 100. The gas metering device 6 becomes gas G supplied. It is of course also possible to supply gas G and air A in a common device, such as a Venturi mixer.
    The internal combustion engine 1 has an ignition 10. Optionally, a port-injection valve 11 may be provided, through which fuel immediately before the intake valves to the combustion chambers of the internal combustion engine 1 can be fed. The port
    Injection valve 11 is shown only as an example. The configuration of Figure 1 is a mixed-charge engine in which fuel metering is via gas metering means 6 (e.g., a gas mixer). Ignition 10 and the port injection valve 11 are shown in simplified form only for one cylinder.
    With the internal combustion engine 1, a generator 2 is connected via a shaft. The generator 2 is shown here as a 3-phase synchronous generator. The generator 2 feeds electrical power into the power grid 3. At the shaft between the engine 1 and generator 2 can - for example, a speed measurement - the speed nact be determined. The corresponding sensor is not shown here.
    A control and regulating unit 12 are commands via signal lines to the actuators Gasdosiereinrichtung 6, a compressor bypass valve 7, throttle valve 9, ignition 10, port injection valve 11. The control unit 12 also receives signals from motor and or generator sizes, such as the speed nact.
    The arrangement of an internal combustion engine 1 with generator 2 is referred to as genset 13.
    Fig. 2 shows a diagram of events and control actions over time.
    The curve nact shows the course of the speed nact of the internal combustion engine before, during and after the network error. It can be seen that by reducing the power output due to the network error at the time t0, the speed initially increases.
    With delay, the measure "ignition off" takes effect at the time tignoff and the speed drops. When a predefinable minimum speed is reached, the ignition is reactivated. Also visible are ringing effects after decay of the network error.
    The curve L / ^ shows the course of the mains voltage over time. At time t0, a voltage dip in the network is observed, which lasts until the time i *.
    The curve Ign schematically shows the status of the spark ignition of the internal combustion engine. The high position of the curve indicates the ignition state in normal operation, the low position of the curve deactivating the ignition. At time tign off, the ignition is deactivated in response to the network fault, for example a voltage dip. At the time tignon the ignition is reset to the existing before the network error ignition mode.
    Triggering the ignition to the original ignition mode, for example, the speed signal, d. H. if a decrease in the speed is observed, the ignition is reactivated or reset to the existing before the power failure ignition mode.
    As an alternative to the speed signal, for example, a Polradsignal be used.
    Below that in the curve is the lambda value, which is the ratio of combustion air to fuel, plotted against time. The concept of the combustion air ratio lambda is well known. A lambda of 1 denotes the stoichiometric state, i. H. that as much air is available as is required for the stoichiometric combustion of the fuel. A lambda of < 1 means substoichiometric, d. H. while a lambda> 1 is a stoichiometric, d. H. lean, operation called. In the course of lambda shown, it can be seen that after detection of the voltage dip at time tjgn-off, the lambda of the mixture supplied to the internal combustion engine is reduced, ie. H. that the mixture is greased. Before the power failure has subsided, the combustion air ratio lambda is reset to the value existing before the voltage dip. As explained for the ignition intervention, the speed signal can be used as a trigger to reset to the initial value.
    The particular advantage of the method according to the invention is that after the voltage drop has subsided, the internal combustion engine returns to nominal load much more quickly than is possible with the methods known from the prior art.
    By enriching during the voltage dip, as it were, a control reserve is applied in the direction of higher loads. For ramp-up, meaning regaining the rated load, maintaining or even reducing fuel delivery during the voltage dip has been found to be unfavorable.
    Because with recurrence of the regular mains voltage, a large braking torque can be exerted by the generator on the internal combustion engine, so that even with maintained fuel supply, a decrease in the speed of the internal combustion engine to restore the grid voltage is observed.
    In the method according to the invention or in the device according to the invention, however, this overshoot can be compensated and the internal combustion engine shows a rapid restart without falling speed.
    Preferably, it is provided that the recognition of the network error takes place by considering the variables voltage (of the generator), current (of the generator) and frequency (of the generator). Accordingly, the generator power (active,
    Reactive or apparent power) - z. B. at the terminals - are tracked, but it will be the much more sensitive indicators voltage, current and frequency of the generator used.
    To illustrate, it should be added that the voltage dips treated in the context of this disclosure typically have a duration of less than 500 milliseconds (ms). For example, the 2007 BDEW Transmission Code stipulates that generation plants must not disconnect from the grid during voltage dips to 0% of the mains voltage with a duration of less than or equal to 150 ms.
    List of reference numbers used: 1 Internal combustion engine 2 Generator 3 Power supply network 4 Exhaust gas turbine 5 Compressor 6 Gas metering device 7 Compressor bleed valve 8 Mixture cooler / charge air cooler 9 Throttle valve 10 Ignition 11 Port injection valve 12 Control unit 13 Genset 100 Engine block nact Speed at generator shaft P2 Charge pressure before mixture cooler / Intercooler T2 Temperature upstream of mixture cooler / intercooler p'2 Charge pressure to intercooler / intercooler T'2 Temperature to intercooler / intercooler A Air G Gas
    Innsbruck, on October 28, 2014
    权利要求:
    Claims (7)
    [1]
    1. A method for operating an internal combustion engine (1), wherein in the internal combustion engine (1) a fuel-air mixture is burned and the internal combustion engine (1) drives a generator (2), wherein the generator (2) with a power supply network ( 3) and supplies energy to the power supply network (3), and wherein during or after detection of a dynamic network error, by which the power output of the generator (2) is reduced in the power supply network (3), prevents the internal combustion engine (1) from rotating or is limited, characterized in that during or after the detection of the network error in the energy supply network, the fuel supply to the internal combustion engine (1) is increased.
    [2]
    2. The method according to claim 1, characterized in that the fuel supply to the internal combustion engine (1) is increased at the same time or after deactivating an ignition (10).
    [3]
    3. The method according to claim 1 or 2, characterized in that the fuel supply to the internal combustion engine (1) by lowering the lambda value of the internal combustion engine (1) supplied mixture is increased.
    [4]
    4. The method according to claim 1 or 2, characterized in that the fuel supply to the internal combustion engine (1) by increasing the amount of gas for at least one port injection valve (11) is increased.
    [5]
    5. The method according to claim 1 or 2, characterized in that the fuel supply to the internal combustion engine (1) is increased by raising the boost pressure.
    [6]
    6. Internal combustion engine (1) having - at least one sensor for detecting a dynamic network error, - at least one limiting device for preventing or limiting a high-speed rotation of the internal combustion engine (1) in the event of a dynamic network error, - at least one ignition (10), - at least one fuel metering device ( 6, 11), - a control and regulating unit (12), characterized in that the control unit (12) during or after the detection of a network error, the Kraftstoffdosiereinrichtung (6, 11) influenced so that the fuel supply to the internal combustion engine (1) is increased.
    [7]
    7. gene set (13) consisting of a generator and an internal combustion engine (1) according to claim 6. Innsbruck, 28 October 2014
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    AT515415B1|2014-10-30|2015-09-15|Ge Jenbacher Gmbh & Co Og|Method for operating an internal combustion engine|AT515415B1|2014-10-30|2015-09-15|Ge Jenbacher Gmbh & Co Og|Method for operating an internal combustion engine|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA796/2014A|AT515415B1|2014-10-30|2014-10-30|Method for operating an internal combustion engine|ATA796/2014A| AT515415B1|2014-10-30|2014-10-30|Method for operating an internal combustion engine|
    EP15002782.9A| EP3015688B8|2014-10-30|2015-09-28|Method for operating a combustion engine|
    US14/872,354| US10673363B2|2014-10-30|2015-10-01|Regulating methods for operating an internal combustion engine upon network fault detection|
    JP2015206182A| JP6405296B2|2014-10-30|2015-10-20|Internal combustion engine operating method, internal combustion engine and power generation set|
    KR1020150150486A| KR20160051641A|2014-10-30|2015-10-28|Method of operating an internal combustion engine|
    CN201510718131.8A| CN105569855B|2014-10-30|2015-10-29|Method for running internal combustion engine|
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