Method and system for controlling engine derating
阅读说明:本技术 用于控制发动机降额的方法和系统 (Method and system for controlling engine derating ) 是由 塞巴斯蒂安·克劳舍 马丁·保尔 于 2017-05-31 设计创作,主要内容包括:本发明涉及一种控制内燃发动机(10)的发动机降额的方法,该内燃发动机设有涡轮增压器(110)和可变入口导向叶片组件(130),该可变入口导向叶片组件布置在涡轮增压器(110)的压缩机(120)上游。该方法包括:确定需要发动机降额的当前操作状况;检测压缩机(120)的当前操作状况;以及基于所检测到的压缩机(120)的操作状况来控制可变入口导向叶片组件(130)的位置。(The invention relates to a method of controlling engine derating of an internal combustion engine (10) provided with a turbocharger (110) and a variable inlet guide vane assembly (130) arranged upstream of a compressor (120) of the turbocharger (110). The method comprises the following steps: determining a current operating condition requiring an engine derate; detecting a current operating condition of the compressor (120); and controlling a position of the variable inlet guide vane assembly (130) based on the detected operating condition of the compressor (120).)
1. A method of controlling engine derating of an internal combustion engine (10), the internal combustion engine (10) provided with a turbocharger (110) and a variable inlet guide vane assembly (130), the variable inlet guide vane assembly (130) arranged upstream of a compressor (120) of the turbocharger (110), the method comprising:
determining a current operating condition requiring an engine derating,
detecting a current operating condition of the compressor (120), an
Controlling a position of the variable inlet guide vane assembly (130) based on the detected operating condition of the compressor (120).
2. The method of claim 1, wherein determining the current operating condition requiring engine derating is performed by detecting high altitude driving.
3. A method according to claim 1 or 2, wherein the detected current operating conditions of the compressor (120) indicate a high engine speed and a high power.
4. The method of claim 3, wherein controlling the position of the variable inlet guide vane assembly (130) is performed by determining an estimated negative inclination angle of a vane (132) of the variable inlet guide vane assembly (130) and changing the inclination of the vane (132) to the determined negative inclination angle.
5. Method according to claim 4, wherein the estimated negative pitch angle of the blade (132) is between 0 and 45 °, preferably between 0 and 20 °.
6. The method of claim 4 or 5, wherein detecting a current operating condition of the compressor (120) and controlling the position of the variable inlet guide vane assembly (130) are repeated.
7. The method according to any one of the preceding claims, wherein the detected current operating conditions of the compressor (120) are indicative of a high engine torque and a low engine speed.
8. The method of claim 7, wherein controlling the position of the variable inlet guide vane assembly (130) is performed by determining an estimated positive inclination angle of a vane (132) of the variable inlet guide vane assembly (130) and changing the inclination of the vane (132) to the determined positive inclination angle.
9. Method according to claim 8, wherein the estimated positive pitch angle of the blades (132) is between 0 and 45 °, preferably between 0 and 20 °.
10. The method of claim 8 or 9, wherein detecting a current operating condition of the compressor (120) and controlling the position of the variable inlet guide vane assembly (130) are repeated.
11. The method according to any of the preceding claims, wherein detecting the current operating condition of the compressor (120) is performed by determining a current corrected mass flow through the compressor (120) and a current pressure ratio across the compressor (120).
12. A computer program comprising program code means for performing the steps of any one of claims 1 to 11 when said program is run on a computer.
13. A computer readable medium carrying a computer program, the computer program comprising program code means for performing the steps of any of claims 1 to 11 when said program product is run on a computer.
14. A vehicle system (100), the vehicle system (100) comprising an internal combustion engine (10), a turbocharger (110), a variable inlet guide vane assembly (130), and a control unit (140), the variable inlet guide vane assembly (130) being arranged upstream of a compressor (120) of the turbocharger (110), the control unit (140) being connected to the variable inlet guide vane assembly (130) and configured to:
determining a current operating condition requiring an engine derating,
detecting a current operating condition of the compressor (120), an
Controlling a position of the variable inlet guide vane assembly (130) based on the detected operating condition of the compressor (120).
15. The vehicle system (100) according to claim 14, wherein the control unit (140) is configured to perform the steps of the method according to any one of claims 1 to 13.
16. A vehicle comprising a vehicle system according to claim 14 or 15.
Technical Field
The present invention relates to a method for controlling engine derating, in particular for use with a vehicle system having an internal combustion engine and a turbocharger unit connected thereto.
The invention may be applied in heavy vehicles, such as trucks, buses and construction equipment. Although the invention will be described in relation to a truck, the invention is not limited to this particular vehicle, but may also be used in other applications.
Background
Heavy vehicles, such as trucks, are typically driven by a diesel engine having a turbocharger connected thereto. In developing improved vehicles of this type, more stringent requirements on fuel efficiency, emissions, and power/torque are increasing. Particularly for vehicle systems including turbochargers, these requirements generally tend to be highly optimized vehicle systems that have a relatively small margin from their design limits. Also, the transient response is typically affected.
The aforementioned prerequisites often result in a relatively high power derate being required to manage the design limits on the turbocharger and the entire engine. Typically, this problem occurs at high altitude driving, and a significant disadvantage is associated with fixed geometry turbocharger units, as these allow only limited possibilities to adjust the turbine characteristics to reduce derating.
Accordingly, it is desirable to provide a method and vehicle system that minimizes engine derating, particularly for commercial vehicles.
Disclosure of Invention
It is an object of the present invention to provide a method and vehicle system that allows for varying compressor characteristics to control engine derating.
According to a first aspect of the invention, this object is achieved by a method according to
By controlling the position of the variable inlet guide vane assembly based on the detected operating condition of the compressor, compressor performance can be improved, thereby reducing engine derating.
According to an embodiment, determining the current operating condition requiring an engine derate is performed by detecting high altitude driving. High altitude driving is a particular condition in which compressor speed and exhaust gas temperature have a limiting effect on engine power; by monitoring this particular condition, vehicle system characteristics can be adjusted, thereby achieving a substantial improvement in engine performance.
In one embodiment, the detected current operating condition of the compressor is indicative of a high engine speed and a high engine power. Thus, controlling the position of the variable inlet guide vane assembly may be performed by determining an estimated negative pitch angle of the vanes of the variable inlet guide vane assembly and changing the pitch of the vanes to the determined negative pitch angle. Thereby, the compressor speed can be reduced, which is often the limiting factor at high engine speeds.
In one embodiment, the estimated negative pitch angle of the blade is between 0 and 45 °, preferably between 0 and 20 °. Thus, the pre-swirl of the inflow air is adjusted to change the compressor characteristics.
Preferably, changing the angle of inclination of the vanes will also change the inlet angle (flow inlet angle) of the compressor. In some embodiments, the angle of inclination of the vanes is controlled to within ± 45 °, while in other embodiments, the inlet angle of the compressor is controlled (by varying the angle of inclination of the vanes) to within ± 45 °.
In one embodiment, the sequence of detecting the current operating condition of the compressor and controlling the position of the variable inlet guide vane assembly is repeated. In this way, the compressor characteristics can be continuously updated according to the actual operating conditions.
In one embodiment, the detected current operating condition of the compressor is indicative of a high engine torque at a lower engine speed. Thus, by determining an estimated positive inclination angle of the vanes of the variable inlet guide vane assembly and changing the inclination of the vanes to the determined positive inclination angle, the position of the variable inlet guide vane assembly may be controlled. Thereby, compressor efficiency may be increased, thereby reducing exhaust gas temperature, which is often the limiting factor at high engine torques.
In one embodiment, the estimated positive pitch angle of the blades is between 0 ° and 45 °, preferably between 0 ° and 20 °. Thus, the pre-swirl of the inflow air is adjusted to change the compressor characteristics.
In one embodiment, the sequence of detecting the current operating condition of the compressor and controlling the position of the variable inlet guide vane assembly is repeated. In this way, the compressor characteristics can be continuously updated according to the actual operating conditions.
In one embodiment, detecting the current operating condition of the compressor is performed by determining a current corrected mass flow through the compressor and a current pressure ratio across the compressor and determining a current operating point in a compressor map. Thus, the compressor characteristics can be determined in a reliable and robust (robust) manner.
According to another aspect, there is provided a computer program comprising program code means for performing the steps of the method according to the first aspect when said program is run on a computer.
According to yet another aspect, a computer readable medium is provided, carrying a computer program comprising program code means for performing the steps of the method according to the first aspect when said program product is run on a computer.
According to a second aspect, a vehicle system is provided. The vehicle system includes an internal combustion engine, a turbocharger, a variable inlet guide vane assembly disposed upstream of a compressor of the turbocharger, and a control unit connected to the variable inlet guide vane assembly. The control unit is configured to: determining a current operating condition requiring an engine derate; detecting a current operating condition of the compressor; and controlling a position of the variable inlet guide vane assembly based on the detected operating condition of the compressor.
In one embodiment, the control unit is configured to determine a current operating condition requiring engine derating by detecting high altitude driving.
The detected current operating condition of the compressor may indicate a high engine speed.
In one embodiment, the control unit is configured to: the position of the variable inlet guide vane assembly is controlled by determining an estimated negative pitch angle of the vanes of the variable inlet guide vane assembly and changing the pitch of the vanes to the determined negative pitch angle. The estimated negative pitch angle of the blades may be between 0 ° and 45 °, preferably between 0 ° and 20 °.
In one embodiment, the control unit is configured to: detecting the current operating condition of the compressor and controlling the position of the variable inlet guide vane assembly are repeated.
The detected current operating condition of the compressor may indicate a high engine speed.
In one embodiment, the control unit is configured to: the position of the variable inlet guide vane assembly is controlled by determining an estimated positive inclination angle of the vanes of the variable inlet guide vane assembly and changing the pitch of the vanes to the determined positive inclination angle. The estimated positive pitch angle of the blades is between 0 ° and 45 °, preferably between 0 ° and 20 °.
In one embodiment, the control unit is configured to: detecting the current operating condition of the compressor and controlling the position of the variable inlet guide vane assembly are repeated.
In an embodiment, the control unit is configured to perform the steps of the method according to the first aspect.
According to yet another aspect, a vehicle is provided. The vehicle comprises a vehicle system according to the second aspect presented above.
Further advantages and advantageous features of the invention are disclosed in the following description and in the dependent claims.
Drawings
The following is a more detailed description of embodiments of the invention, reference being made to the accompanying drawings by way of example.
In these figures:
FIG. 1 is a schematic illustration of a truck equipped with a vehicle system according to an embodiment;
FIG. 2 is a schematic diagram of a vehicle system according to an embodiment;
3 a-3 d are views of a variable inlet guide vane assembly forming a portion of a vehicle system according to an embodiment;
FIG. 4 is a schematic diagram of a method according to an embodiment;
FIG. 5 is a graph illustrating a compressor performance map when the variable inlet guide vane assembly is in a neutral position and in a positive pitch position; and is
FIG. 6 is a graph illustrating a compressor performance map when the variable inlet guide vane assembly is in a neutral position and in a negative pitch position.
Detailed Description
Starting with fig. 1, a
As seen in fig. 2, an internal combustion engine 10 (e.g., a diesel engine) has a plurality of
The
The
The variable inlet
An example of a variable inlet
The variable inlet
As will be further described with reference to FIG. 4, control of the angle of inclination of the
Turning now to FIG. 4, a
As a general principle, the proposed
As will be explained later with reference to fig. 5 and 6, different inclination angles of the
It will be appreciated that the optimal combination of engine settings (e.g., fuel injection timing, exhaust gas recirculation valve position, wastegate position, variable geometry turbine position, etc.) can also be determined based on the compressor speed profile and the effect of efficiency on the system to achieve a minimized engine derate.
In a
If high torque is determined, the
At high engine torques, exhaust gas temperature is often the limiting factor. This can be further illustrated by turning to fig. 5, which shows a compressor performance map. The dashed line represents a tilt angle of 0 °. At high engine torque (which corresponds to low mass flow through the compressor 120), the operating point of the compressor is located to the left in the compressor map, near the surge point (surge).
Step 210 may further include: the optimal wastegate or variable geometry turbine position (if available) is identified using physical or digital speed sensors and sensors existing on the engine based on, for example, turbine speed, exhaust temperature, ambient pressure, boost pressure, position of the exhaust gas recirculation valve (if available), and brake specific fuel consumption.
From
By using different levels of positive inclination angles, the compressor efficiency will be actually improved (see fig. 5). In fig. 5 and in fig. 6, the iso island (iso islands) represents the delta efficiency relative to the neutral compressor performance map. While the dashed line forms the compressor map using an inclination angle of 0 °, the solid line forms the compressor map when the inclination angle of the
Other positive tilt angles between 0 and +20 will bring different variations to the speed line and efficiency level; this means that different combinations of tilt angle, engine setting, wastegate setting (or variable geometry turbine setting) will provide an effective means for optimizing the
Referring again to fig. 5, since the
If high speed is determined, the
At high engine speeds (which also indicates high power), compressor speed is often the limiting factor. This can be further illustrated by turning to fig. 6, which shows a compressor performance map. The dashed line represents a tilt angle of 0 °. At high engine speeds, which corresponds to high mass flow through the
Step 206 may further include: the optimal wastegate or variable geometry turbine position (if available) is identified using physical or digital speed sensors and sensors existing on the engine based on, for example, turbine speed, exhaust temperature, ambient pressure, boost pressure, position of the exhaust gas recirculation valve (if available), and brake specific fuel consumption.
From
By using different levels of negative inclination angles, the compressor efficiency will actually be reduced (see fig. 6). While the dashed line forms the compressor map using an inclination angle of 0 °, the solid line forms the compressor map when the inclination angle of the
Other negative cant angles between 0 and-20 will bring about different variations in the speed line and efficiency level; tests have shown that, for example at-5 °, the efficiency will actually increase by about 1%. This means that: different combinations of tilt angle, engine setting, wastegate setting (or variable geometry turbine setting) will provide an effective means for optimizing the
Referring again to fig. 6, since the
As is clear from fig. 6, the compressor speed margin has been increased, which allows the possibility of increasing the amount of fuel and thus the engine power.
The graphs of fig. 5 and 6 illustrate experimental data, i.e., measurements mapped to illustrate the effect that different inclination angles of the
It should be noted that the two different routes set forth above (
It is to be understood that the invention is not limited to the embodiments described above and shown in the drawings; rather, one of ordinary skill in the art appreciates that various modifications and changes can be made within the scope of the claims set forth below.
It is to be understood that the invention is not limited to the embodiments described above and shown in the drawings; rather, one of ordinary skill in the art appreciates that various modifications and changes can be made within the scope of the claims set forth below.
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