Abstract:
The embodiments relate to a method and to a device for operating a system including a generator and an internal combustion engine driving the generator, wherein a rotational speed of the generator is controlled by a rotational speed controller. In the method, the rotational speed controller outputs a target torque as manipulated variable, and an additional torque is imposed on the target torque, wherein the additional torque is calculated or is determined based on a measured value picked up from the system.

Description:
[0001]    The present patent document is a §371 nationalization of PCT Application Serial Number PCT/EP2015/051136, filed Jan. 21, 2015, designating the United States, which is hereby incorporated by reference, and this patent document also claims the benefit of EP 14156990.5, filed on Feb. 27, 2014, which is also hereby incorporated by reference. 
     
    
     TECHNICAL FIELD 
       [0002]    The embodiments relate to a method for operating an internal combustion engine coupled to a generator. The embodiments also relate to an open-loop and closed-loop control apparatus as a device for carrying out the method. 
       BACKGROUND 
       [0003]    Generators that are driven by an internal combustion engine are known per se. The internal combustion engine may be coupled to an electric generator and a frequency converter may be connected downstream of the generator. 
         [0004]    U.S. Patent Publication No. 2009/0194067 A discloses a mobile system having a network-independent energy source in the form of an internal combustion engine and individual assemblies driven by the internal combustion engine, including a generator provided as a current/voltage source. The energy provided by the internal combustion engine and the energy needed by the or each assembly are monitored. If the energy needed exceeds the available energy, a rotational speed target value that is used to control the rotational speed of the internal combustion engine is increased or individual assemblies are deactivated according to a priority scheme, so that either the available energy is increased or the energy requirement is reduced. 
         [0005]    DE 10 2004 017 087 A1 discloses an assembly with an internal combustion engine. The assembly having an internal combustion engine is used as a drive source, which is rotationally connected to an energy generator, (e.g., an electrical generator, a hydraulic pump, an air compressor or the like). The internal combustion engine has a rotational speed controller for stabilizing a preselected rotational speed, wherein the rotational speed controller controls a control member of the internal combustion engine in order to vary the amount of fuel supplied to the internal combustion engine up to a full load limit. The assembly also has a unit for measuring the change in load of the energy generator, wherein the unit is operatively connected to the rotational speed controller of the internal combustion engine by a signal link in such a manner that the control member of the internal combustion engine may be actuated by the unit independently of the rotational speed controller. 
         [0006]    The trend for arrangements having a generator coupled to an internal combustion engine is moving towards lightweight construction, and therefore, for example, balance weights, as have previously been provided to compensate any fluctuations in rotational speed, are if possible avoided or at least the moved masses are reduced. The generator may be operated at a predefined or predefinable rotational speed. For this purpose, the generator is assigned a rotational speed controller. The internal combustion engine and the combustion process taking place therein are managed by controlling the rotational speed. This may be done according to different criteria. For example, power, efficiency, and emission are conceivable. 
         [0007]    Previously, the balance weight on the generator has been increased in order to obtain greater rotational speed stability of the generator. However, such an increase in the moved masses is actually undesirable, especially if the internal combustion engine and the generator are part of a motor vehicle or the like and are moved together from the motor vehicle. As an alternative, the rotational speed control was previously accordingly operated with maximum dynamics in order to achieve a broad range and high closed-loop gains. A possibility in this regard includes the use of very high clock frequencies of the rotational speed controller. However, this may result in excessively increased power losses in the switching elements. 
       SUMMARY AND DESCRIPTION 
       [0008]    The scope of the present invention is defined solely by the appended claims and is not affected to any degree by the statements within this summary. The present embodiments may obviate one or more of the drawbacks or limitations in the related art. 
         [0009]    An object of the present embodiments accordingly includes specifying a method for operating an internal combustion engine coupled to a generator and a device operating according to the method, with which the above-outlined disadvantages are avoided or at least reduced in terms of their effects. 
         [0010]    To this end, in a method for operating a system including a generator and an internal combustion engine that drives the generator, in which system a rotational speed of the generator is controlled by a rotational speed controller, it is provided that the rotational speed controller outputs a target torque as a manipulated variable and that an additional torque is imposed on the target torque, wherein the additional torque is calculated or determined on the basis of a measured value picked up from the system. 
         [0011]    Optimal process management of the system, including the internal combustion engine and the generator, is achieved by imposing an additional torque, that is, a numerical and automatically processable value for the additional torque, on the target torque output by the rotational speed controller as manipulated variable. Balance weights and the like for stabilizing the rotational speed of the generator are then not needed. 
         [0012]    An open-loop and closed-loop control apparatus is provided, wherein the apparatus is configured for carrying out the operating method described here and below. The apparatus includes at least one control unit and a rotational speed controller. A target torque may be output as a manipulated variable by the rotational speed controller. 
         [0013]    In one embodiment of the method, a counter torque is calculated as the additional torque that is imposed on the target torque output by the rotational speed controller. The counter torque is calculated on the basis of a measured value recorded in the system. The measured value recorded in the system is a measured pressure value recorded at the internal combustion engine, e.g., a measured pressure value that indicates the pressure in the combustion chamber of the internal combustion engine. The counter torque/additional torque is then calculated on the basis of the measured pressure value. 
         [0014]    In an alternative embodiment of the method, a counter torque is likewise calculated as the additional torque that is imposed on the target torque output by the rotational speed controller. In this case, however, a measured pressure value that is recorded in the system is not used. Instead, the counter torque/additional torque is calculated by estimating a pressure prevailing in the combustion chamber of the internal combustion engine by a thermodynamic model and calculating the counter torque/additional torque on the basis of the estimated pressure. 
         [0015]    In another alternative embodiment of the method, when the additional torque is calculated by a pilot control block, a pilot control torque is calculated, which is imposed as the additional torque on the target torque output by the rotational speed controller. 
         [0016]    In a particular embodiment of the method, one of the calculated additional torques and the additional torque output by the pilot control block are used at the same time. Therefore, the additional torque output by the pilot control block and the additional torque determined on the basis of the measured or estimated pressure in the combustion chamber of the internal combustion engine are imposed on the target torque output by the rotational speed controller. 
         [0017]    To carry out individual embodiments of the method, the open-loop and closed-loop control apparatus is characterized in that a measured pressure value recorded in the system, (e.g., at the internal combustion engine), may be processed by the open-loop and closed-loop control apparatus, that the additional torque may be determined using the measured pressure value and using data that may be output by the control unit, (e.g., at least one geometric value, a target position, and kinematic data), and that the additional torque may be imposed on the target torque. 
         [0018]    A first alternative embodiment of the open-loop and closed-loop control apparatus is intended and designed such that an estimated value of the pressure prevailing in the combustion chamber of the internal combustion engine may be determined by a thermodynamic model included in the open-loop and closed-loop control apparatus. The apparatus is also intended and designed such that the additional torque may be determined using the estimated value and data that may be output by the control unit, (e.g., at least one geometric value, a target position, and kinematic data), and that the additional torque may be imposed on the target torque. 
         [0019]    A further alternative embodiment of the open-loop and closed-loop control apparatus is intended and designed such that a pilot control torque may be determined by a pilot control block included in the open-loop and closed-loop control apparatus, and that the pilot control torque may be imposed as the additional torque on the target torque. 
         [0020]    One embodiment of the open-loop and closed-loop control apparatus that is intended to carry out the method, in which one of the calculated additional torques and the additional torque output by the pilot control block are used at the same time, is characterized by an implementation of a combination of the above-mentioned corresponding features. 
         [0021]    Overall, the embodiments also include a system having a generator and an internal combustion engine and an open-loop and closed-loop control apparatus having the features described here and below. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0022]    An exemplary embodiment is explained in more detail below using the drawings. Objects or elements that correspond to each other are provided with the same reference signs in all the figures. 
           [0023]      FIG. 1  depicts an example of a system having an internal combustion engine and a generator, wherein the generator is driven by the internal combustion engine. 
           [0024]      FIG. 2  depicts a first embodiment of an open-loop and closed-loop control apparatus for open-loop and closed-loop control of a system of the type depicted in  FIG. 1 . 
           [0025]      FIG. 3  depicts a second embodiment of an open-loop and closed-loop control apparatus for open-loop and closed-loop control of a system of the type depicted in  FIG. 1 . 
           [0026]      FIG. 4  depicts a third embodiment of an open-loop and closed-loop control apparatus for open-loop and closed-loop control of a system of the type depicted in  FIG. 1 . 
       
    
    
     DETAILED DESCRIPTION 
       [0027]    The diagram in  FIG. 1  depicts the basic structure of a system  10  of the type in question here, in a schematically simplified form. The system  10  includes an electric motor operated as a generator  12  and an internal combustion engine  14 . The internal combustion engine  14  is mechanically coupled to the generator  12 . The diagram of the internal combustion engine  14  depicts the crankshaft and a piston  16  thereof. The internal combustion engine  14  may include more than the one piston  16  depicted, that is, may be in the form of a split-single engine, for example. 
         [0028]    The alternating current generated by the generator  12  is supplied to a converter  18  (e.g., frequency converter) depicted here as a rectifier. The energy originally generated by the internal combustion engine  14  may be picked up at the output of the converter  18  in the form of electrical energy. 
         [0029]    The system  10  may be considered as a mobile system for use in a motor vehicle, for example. In addition, the system  10  may also be considered as an emergency generating set or the like. 
         [0030]    An open-loop and closed-loop control apparatus  20  ( FIG. 2 ) included for example in the converter  18  effects control of the system  10 , e.g., rotational speed control of the generator  12 . A position sensor  22  is assigned to the generator  12  for this purpose. An actual position value may be obtained during operation by the position sensor  22 , and a progression over time of the actual position value is a measure of the respective rotational speed of the generator  12 . Therefore, an actual position value  23  and also directly or at least indirectly an actual rotational speed value  24  ( FIG. 2 ) may be obtained from the position sensor  22 . 
         [0031]    It is also depicted that a pressure sensor  26  is assigned to the internal combustion engine  14 . A measured value regarding a pressure (measured pressure value  28 ) generated during operation of the internal combustion engine  14  in the piston chamber thereof may be obtained by the pressure sensor  26 . 
         [0032]    The measured pressure value  28  and the actual position value  23  and/or the actual rotational speed value  24  are supplied to the open-loop and closed-loop control apparatus  20 . On the basis thereof, a manipulated variable  30  is generated to influence the system  10 . 
         [0033]    A pressure generated by the combustion taking place in the internal combustion engine  14  and mass forces arising as a result of the movement and acceleration of the piston  16  occur as process forces inside the system  10  subjected to open-loop and closed-loop control. The process forces are known or may be measured, and the approach explained below is based on a linearization of the process forces and subsequent control of the rotational speed and/or pilot control of the process forces and subsequent control of the rotational speed. 
         [0034]    The linearization of the process forces is explained first. 
         [0035]    The diagram of  FIG. 2  depicts the already mentioned open-loop and closed-loop control apparatus  20  with further details, e.g., a control unit  32  and a rotational speed controller  34  as functional units inside the open-loop and closed-loop control apparatus  20 . 
         [0036]    The control unit  32  specifies a target rotational speed ω*=dφ*/dt  36  (superscript asterisks indicate target values). The target rotational speed ω* may be the starting value of a current controller connected upstream of the system  10  overall. The rotational speed controller  34  outputs a target torque T* as a manipulated variable  30 . For linearization, the torque that the generator  12  applies counter to the pressure prevailing in each case in the combustion chamber is subtracted from the target torque T* at a summation point downstream of the rotational speed controller  34 . 
         [0037]    On the basis of the measured pressure value P ist    28 , the force currently acting on the generator  12  in each case may be calculated, since the resulting force, as is known, is calculated in the form of a product of the pressure respectively prevailing in the combustion chamber and the area A of the piston  16 . An automatically processable value for the area A of the piston  16  is output by the control unit  32  on the basis of a respectively predefined or predefinable parameterization as a geometric value  38 . 
         [0038]    With the actual position value  23  recorded by the position sensor  22 , the current position φ (e.g., rotational position) of the rotor of the generator  12  is known. Moreover, a respective target position φ*  40  and an angle-dependent transmission ratio between the rotational position of the rotor and the translational position x of the piston  16  are known at all times. The open-loop and closed-loop control apparatus  20  in this respect includes a transfer member  42 , which outputs a measure for the change in the translational position of the piston  16  depending on the change in the rotational position of the rotor (dx/dφ)* on the basis of the target position φ*  40 . The transfer function f(φ*) of the transfer member  42  may be influenced by kinematic data  44  that may be output by the control unit  32 . The kinematic data  44  output in each case are likewise based on a predefined or predefinable parameterization of the open-loop and closed-loop control apparatus  20 . 
         [0039]    The torque that the generator  12  applies counter to the pressure prevailing in the combustion chamber (counter torque T) may be calculated from the above-mentioned variables as the additional torque T that is imposed on the target torque T* output by the rotational speed controller  34 . The counter torque then results as: 
         [0000]    
       
         
           
             T 
             = 
             
               
                 P 
                 ist 
               
               · 
               A 
               · 
               
                 
                   dx 
                   
                     
                       d 
                        
                       
                           
                       
                        
                       ϕ 
                     
                      
                     
                         
                     
                   
                 
                 . 
               
             
           
         
       
     
         [0040]    The pressure measurement included in the determination of the counter torque T in the form of the measured pressure value P ist    28  recorded in the system  10  is a feedback of the pressure and represents a linearization of the system  10  overall. 
         [0041]    The diagram of  FIG. 3  shows that, instead of a pressure measurement, a determination of the pressure may take place by calculation, e.g., by estimating the pressure prevailing in the combustion chamber of the internal combustion engine  14  using a thermodynamic model  46 . Values input into the thermodynamic model  46  are, in addition to the current position φ (e.g., actual position value  23 ) or the respective target position φ*  40  of the rotor of the generator  12 , the geometric value  38 , or other geometric data, the kinematic data  44  and thermodynamic data  48 , (e.g., information on the amount of fuel injected in each case into the combustion chamber of the internal combustion engine  14 ). A target value or an estimated value P* for the pressure in the combustion chamber of the internal combustion engine  14  is produced at the output of the thermodynamic model  46 . The counter torque T may be calculated, as above: 
         [0000]    
       
         
           
             T 
             = 
             
               
                 P 
                 * 
               
               · 
               A 
               · 
               
                 
                   dx 
                   
                     
                       d 
                        
                       
                           
                       
                        
                       ϕ 
                     
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                 . 
               
             
           
         
       
     
         [0042]    The diagram of  FIG. 4  depicts a pilot control of the process forces, which may be used additionally or alternatively to the linearization ( FIG. 2 ,  FIG. 3 ). 
         [0043]    The pilot control is based on the fact that the mass force of the piston  16  may be calculated, specifically from the target position φ*  40  (e.g., or the actual position value φ  23 ) and the angle-dependent transmission ratio between the rotational position of the rotor and the position x of the piston  16 . A respectively current angular acceleration at the rotor is also known. The additional torque T (e.g., pilot control torque), which is necessary to accelerate rotor and piston  16  and is imposed on the target torque T* output by the rotational speed controller  34 , is calculated by a pilot control block  50 , which is included in the open-loop and closed-loop control apparatus  20 , to give: 
         [0000]    
       
         
           
             T 
             = 
             
               
                 J 
                 · 
                 
                   ϕ 
                   ¨ 
                 
               
               + 
               
                 m 
                 · 
                 
                   
                     [ 
                     
                       
                         
                           
                             ( 
                             
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                             ) 
                           
                           2 
                         
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                           ϕ 
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                       + 
                       
                         
                           
                             
                               d 
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                              
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                             d 
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                              
                             
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                               2 
                             
                           
                         
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                         · 
                         
                           
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                             . 
                           
                           2 
                         
                       
                     
                     ] 
                   
                   . 
                 
               
             
           
         
       
     
         [0044]    This variant automatically (implicitly) takes into account predefined rotational speed fluctuations by optimal process management. The pilot control block  50  includes an implementation of the above-specified relationship to determine the pilot control torque T. Values input into the pilot control block  50  and output by the control unit  32  are the respective target position φ*  40  (e.g., or the actual position value φ  23 ), kinematic data  44 , and at least one item of mass information m  52  relating to the moved masses. This produces precise pilot control of the necessary accelerations and of the torque to be applied in each case. 
         [0045]    The embodiment of the open-loop and closed-loop control apparatus  20  depicted in  FIG. 4  is independent of the embodiments depicted in  FIG. 2  and  FIG. 3 . However, the embodiments described may also be combined, for example, in the form of a combination of the embodiments of  FIG. 2  and  FIG. 4  or a combination of the embodiments of  FIG. 3  and  FIG. 4 . 
         [0046]    The advantage of an open-loop and closed-loop control apparatus  20  of the type described here includes that the rotational speed controller  34  is relieved by the direct control of the process forces, since interfering forces that are otherwise taken into account by the rotational speed controller  34  may be eliminated. The rotational speed controller  34  is thus only responsible for implementation of process management on the basis of the target rotational speed ω*  36  specified by the control unit  32 . If the pilot control according to  FIG. 4  is used in addition to the linearization ( FIG. 2 ,  FIG. 3 ), the process management is carried out by the pilot control and the rotational speed controller  34  only has to adjust small deviations. 
         [0047]    Overall, the counter force exerted on the generator  12  by the internal combustion engine  14  is implemented in a more dynamic and direct manner, because it depends only on the very large dynamics of the current controller on the input side. 
         [0048]    Balance weights may be omitted without reducing the stability of the rotational speed. This results in a more lightweight design and a smaller amount of current necessary to accelerate and decelerate the moved masses. 
         [0049]    Although the invention has been illustrated and described in detail using the exemplary embodiment, the invention is not restricted by the disclosed example(s), and other variations may be derived therefrom by a person skilled in the art without departing from the scope of protection of the invention. 
         [0050]    It is to be understood that the elements and features recited in the appended claims may be combined in different ways to produce new claims that likewise fall within the scope of the present invention. Thus, whereas the dependent claims appended below depend from only a single independent or dependent claim, it is to be understood that these dependent claims may, alternatively, be made to depend in the alternative from any preceding or following claim, whether independent or dependent, and that such new combinations are to be understood as forming a part of the present specification. 
         [0051]    While the present invention has been described above by reference to various embodiments, it may be understood that many changes and modifications may be made to the described embodiments. It is therefore intended that the foregoing description be regarded as illustrative rather than limiting, and that it be understood that all equivalents and/or combinations of embodiments are intended to be included in this description.