Internal-combustion engines – Engine speed regulator – Having condition responsive means with engine being part of...
Patent
1996-08-23
1998-06-23
Moulis, Thomas N.
Internal-combustion engines
Engine speed regulator
Having condition responsive means with engine being part of...
123501, F02D 700
Patent
active
057690529
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND AND SUMMARY OF THE INVENTION
The invention relates to a method for improving the loading behavior of an internal combustion engine with one or more turbochargers and, more particularly, to a method for regulating the loading behavior of an internal combustion engine with one or more turbochargers, especially a Diesel engine with exhaust turbocharging as a drive for an electrical generator, in which the internal combustion engine is operated by supplying fuel as a function of at least one operating parameter, mainly in optimized steady-state operating states, corresponding to the motor requirements in each case.
In steady-state operation of an internal combustion engine with exhaust turbochargers, the torque delivered by the internal combustion engine is determined not only by the internal efficiency of the internal combustion engine, but also dependent on the interplay between the cylinders and the exhaust turbochargers. Thus, a supercharged internal combustion engine, hereinafter also referred to as the motor, at a transition from a steady-state load stage to a different, higher steady-state load stage, i.e. during so-called transient operation, does not reach the load stage to be compensated until after a definite warmup time has elapsed. This period of time until the set load stage is reached is determined primarily by the acceleration capacity of the turbocharger. As a result, when a large load is applied during this warmup time, the desired engine performance is not reached immediately. Especially each time a load is applied and each time the motor is accelerated, this means that, initially and momentarily, the performance values which are reached are lower than the performance points that can be achieved only after a significant delay, and which are required to compensate the new steady-state operating point.
In addition, the degree of deviation of the power that is initially available from the steady-state set load stage depends on the starting point of the respective acceleration, so that considerable deviations can occur in low rpm ranges under load.
The reason for this is that upon acceleration from an operating point with a low rpm and low torque, the boost air pressure, and hence the volume of air available for combustion in the cylinder, is insufficient to react with the amount of fuel required to represent the load stage or operating point.
In addition to the limited acceleration capacity of the turbocharger, the acceleration capacity of the motor is also determined by its performance potential, utilizing the predetermined mechanical and thermal load limits. The mechanical loadability is critically determined by the maximum combustion pressure, which in turn is significantly influenced by the boost air pressure at the cylinder. The maximum admissible internal cylinder pressure is therefore the limit for the maximum acceleration capacity of the internal combustion engine that can be obtained when necessary. If the internal combustion engine is subjected to demands above this over-pressure limit and for longer than a predetermined period of time, damage to the motor can result. Consequently, an arbitrary increase in motor power for load compensation is also impossible because of the motor-loading limit.
Because of this risk of overloading the internal combustion engine, the parameters referred to above are important, especially for operating a supercharged Diesel engine as a drive in generator systems. The generator load connection is characteristic of the operating requirements of such a drive for a motor-generator set in which the motor, for example, must be shifted to full load from idle within the shortest possible time. Another factor that complicates the situation is that the entire generator system must keep the motor output rpm largely constant during all motor regulating states, so that the electrical power delivered by the generator can be fed into the network as close to the rated frequency as possible. It is this latter requirement in particular that cannot always be met
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Oestreicher Wolfgang
Zellbeck Hans
Moulis Thomas N.
MTU Motoren-Und Turbinen-Union Friedrichshafen GmbH
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