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CN114061962B - Engine state estimation device, engine state estimation method, and storage medium - Google Patents

Engine state estimation device, engine state estimation method, and storage medium Download PDF

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Publication number
CN114061962B
CN114061962B CN202110870668.1A CN202110870668A CN114061962B CN 114061962 B CN114061962 B CN 114061962B CN 202110870668 A CN202110870668 A CN 202110870668A CN 114061962 B CN114061962 B CN 114061962B
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China
Prior art keywords
engine
air
measurement data
state
air density
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CN202110870668.1A
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Chinese (zh)
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CN114061962A (en
Inventor
川谷圣
藤原真
笹岛己喜朗
福岛圭一郎
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Nabtesco Corp
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Nabtesco Corp
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • G01M15/05—Testing internal-combustion engines by combined monitoring of two or more different engine parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/005—Controlling engines characterised by their being supercharged with the supercharger being mechanically driven by the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Geometry (AREA)
  • Evolutionary Computation (AREA)
  • Computer Hardware Design (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention provides an engine state estimating device, an engine state estimating method and a storage medium, which can estimate the state of an engine with stable precision. An engine state estimation device (100) for estimating the state of an engine (200) is provided with: an air density measurement data acquisition unit (110) that acquires measurement data of parameters related to the density of air sucked by the engine (200) and supplied to the combustion unit; and a state estimation unit (120) that estimates the state of the engine (200) on the basis of the air density measurement data and the amount of fuel supply (U) to be supplied to the combustion unit, which is input to the engine model that represents the characteristics of the engine (200).

Description

Engine state estimation device, engine state estimation method, and storage medium
Technical Field
The present invention relates to a state estimation technique for an engine.
Background
Engines are widely used in ships, automobiles, aircraft, etc., but as awareness of environmental problems is also increasing, further improvement in efficiency is demanded in recent years, and various technologies have been developed therefor.
Prior art literature
Patent literature
Patent document 1: japanese patent laid-open publication No. 2005-307800
Patent document 2: japanese patent laid-open No. 2015-222074
Patent document 3: japanese patent application laid-open No. 2015-3658
Disclosure of Invention
Problems to be solved by the invention
As one example, a technique for simulating parameters of an engine as disclosed in patent document 1 is known. Patent document 1 uses a predetermined calculation model to simulate the tuning frequency of a pressure wave in an intake pipe as a parameter of an engine. However, there are the following problems: the operation and state of the engine change at time, and even if the simulation is performed using the same operational model, the accuracy of the simulation varies.
The present invention has been made in view of such a situation, and an object thereof is to provide an engine state estimating device capable of estimating a state of an engine with stable accuracy.
Solution for solving the problem
In order to solve the above problems, an engine state estimating device according to an aspect of the present invention estimates a state of an engine including: a combustion unit that generates power by combusting air and fuel; and a supercharger that increases the pressure of the intake air and supplies the air to the combustion unit, wherein the engine state estimation device includes: an air density measurement data acquisition unit that acquires air density measurement data that is measurement data of a parameter related to the density of at least one of air taken in by the supercharger and compressed air supplied to the combustion unit by the supercharger; and a state estimating unit that estimates the state of the engine based on the air density measurement data and the amount of fuel supplied to the combustion unit that is input to the engine model that represents the characteristics of the engine.
In this aspect, a parameter related to the density of at least one of the air taken in by the supercharger and the compressed air supplied to the combustion unit after the pressure of the supercharger is increased is measured, and the state of the engine is estimated using the parameter. The parameter represents the density of air used for combustion in the combustion section, and is a parameter that has a particularly large influence on the operation and state of the engine among a plurality of engine-related parameters. Therefore, when the parameter fluctuates, the state of the engine fluctuates greatly, which causes a large deviation in the accuracy of the state estimation. In the present invention, since the parameter having a large influence on the state of the engine as described above can be measured as the air density measurement data and used for the state estimation, the state estimation of the engine can be performed with stable accuracy.
Another aspect of the present invention is an engine state estimation method. The method estimates the state of an engine provided with: a combustion unit that generates power by combusting air and fuel; and a supercharger that supplies the air to the combustion section after increasing the pressure of the sucked air, the engine state estimation method including the steps of: an air density measurement data acquisition step of acquiring air density measurement data, which is measurement data of a parameter related to the density of at least one of air sucked by the supercharger and compressed air supplied to the combustion section by the supercharger; and a state estimation step of estimating the state of the engine based on the air density measurement data and the amount of fuel supplied to the combustion section that is input to the engine model that represents the characteristics of the engine.
Any combination of the above components, and the expression of the present invention in a method, an apparatus, a system, a recording medium, a computer program, or the like are also effective as the mode of the present invention.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, the state of the engine can be estimated with stable accuracy.
Drawings
Fig. 1 is a schematic diagram showing a configuration of an engine state estimation device according to a first embodiment.
Fig. 2 is a schematic diagram showing the structure of a four-stroke engine.
Fig. 3 is a schematic view showing the structure of a two-stroke engine.
Fig. 4 is a graph showing the influence of air density measurement data on the output of the engine.
Fig. 5 is a graph showing the influence of air density measurement data on the burnup of the engine.
Fig. 6 is a graph showing the influence of air density measurement data on the temperature of gas flowing through the engine.
Fig. 7 is a graph showing the influence of air density measurement data on the pressure of gas flowing through the engine.
Fig. 8 is a schematic diagram showing a configuration of an engine state estimation device according to a second embodiment.
Description of the reference numerals
100: An engine state estimation device; 110: an air density measurement data acquisition unit; 120: a state estimation unit; 121: a calculation unit; 122: an engine model correction unit; 200: an engine; 210: a combustion section; 220: a gas supply path; 221: an air inlet pipe; 222: an air supply pipe; 223: a gas supply receiver; 224: a supply air cooler; 230: an exhaust path; 231: an exhaust gas receiver; 232: an exhaust pipe; 233: a turbine outlet duct; 240: a supercharger; 241: a compressor; 242: and (3) a turbine.
Detailed Description
The engine state estimation device of the present embodiment estimates the state of the engine using a mathematical model representing the characteristics of the engine. Among a plurality of engine-related parameters, the temperature and pressure of air for fuel combustion, which have a large influence on the output and burnup of the engine, are measured and used for state estimation, whereby the estimation accuracy can be improved.
Fig. 1 is a schematic diagram showing a configuration of an engine state estimation device 100 according to a first embodiment. The engine state estimation device 100 is a device that estimates the state of the engine 200, and includes an air density measurement data acquisition unit 110 and a state estimation unit 120.
Before explaining each part of the engine state estimation device 100, an engine 200 that is the object of state estimation thereof is explained with reference to fig. 2 and 3.
Fig. 2 is a schematic diagram showing a so-called four-stroke engine as an example of the engine 200. As described later, the four-stroke engine is an engine in which one cycle including four strokes of intake, compression, combustion, and exhaust is performed by four upward and downward movements (two increases and two decreases) of a piston.
The engine 200 includes a combustion unit 210 that generates power by mixing air with fuel and combusting the mixture, and a supercharger 240 that supplies the sucked air to the combustion unit 210 after increasing the pressure of the air. The supercharger 240 is a so-called turbocharger, and includes a turbine 242 that rotates by the gas discharged after combustion in the combustion section 210, and a compressor 241 that is coaxially coupled to the turbine 242 by a shaft 243 to rotate in conjunction therewith.
The compressor 241 is provided at a position on one end side in the air supply path 220 having one end opened to the outside air (atmosphere) and the other end communicating with the combustion section 210, and sucks the outside air by rotation of the compressor 241 and compresses the sucked outside air. The air compressed by the compressor 241 and having a high pressure is supplied to the combustion section 210 through the air supply passage 220 to be used for combustion of the fuel therein. The air supply path 220 includes: an intake pipe 221 through which air sucked from an end open to the outside air by the compressor 241 flows; an air supply pipe 222 through which compressed air supplied from the compressor 241 to the combustion section 210 flows; and an air supply receiver 223 as an air supply receiving portion provided at the other end side thereof at a position close to the combustion portion 210, for receiving compressed air. In addition, in order to prevent the air compressed by the compressor 241 from expanding due to a temperature rise, an air supply cooler 224, which is a cooler for cooling the compressed air flowing through the air supply pipe 222, is provided in the middle of the air supply pipe 222. Thereby, the temperature of the compressed air cooled during the passage through the supply air cooler 224 and stored in the supply air receiver 223 is kept within a fixed range.
The turbine 242 is provided at a position on the other end side in the exhaust passage 230 where one end communicates with the combustion section 210 and the other end is open to the outside air (atmosphere). The gas discharged after combustion in the combustion section 210 rotates the turbine 242 due to its momentum, and is then discharged from the other end of the exhaust path 230 to the outside air. The exhaust path 230 includes: an exhaust receiver 231 as an exhaust receiving portion provided at one end side thereof at a position close to the combustion portion 210, and receiving gas discharged after combustion in the combustion portion 210; an exhaust pipe 232 through which exhaust gas flows from the exhaust receiver 231 toward the turbine 242; and a turbine outlet pipe 233 through which exhaust gas after passing through the turbine 242 flows from the other end to before being discharged to the outside air.
The combustion unit 210 includes: a combustion chamber 211 for generating combustion of fuel by air; a fuel supply nozzle 212 for supplying fuel into the combustion chamber 211 in an amount specified by the fuel supply amount U per combustion; an intake valve 213 for controlling the supply of air from the supply air receiver 223 to the combustion chamber 211; an exhaust valve 214 for controlling the discharge of gas from the combustion chamber 211 to an exhaust receiver 231; a piston 215 that is driven linearly in correspondence with the combustion of the fuel in the combustion chamber 211; a crankshaft 216 as a rotation driving unit that is driven to rotate in accordance with the linear motion of the piston 215; and a connecting rod 217 having one end fixed to the piston 215 and the other end fixed to the crankshaft 216 for converting the linear motion of the piston 215 into the rotational motion of the crankshaft 216. In the above, the fuel is directly supplied into the combustion chamber 211 through the fuel supply nozzle 212, but in the case of using a fuel having high volatility such as gasoline, the fuel may be injected into the air supply receiver 223 or the air supply pipe 222 and supplied into the combustion chamber 211 in a state of being mixed with air.
In the above-described configuration, the engine 200 is driven in the following cycle. Here, the engine 200 is set to be in an operating state by the drive before the previous cycle or the drive caused by the combustion of the multiple cylinders, and the piston 215 is set to repeatedly rise and fall in accordance with the operation of the continuously rotating crankshaft 216.
(1) And (3) air inlet: the intake valve 213 is opened, the exhaust valve 214 is closed, and the piston 215 is lowered, whereby air is supplied from the air supply receiver 223 to the combustion chamber 211.
(2) Compression: the intake valve 213 closes and the piston 215 rises, whereby the air in the combustion chamber 211 is compressed.
(3) And (3) burning: the fuel of the amount specified by the fuel supply amount U for each combustion is supplied from the fuel supply nozzle 212 into the combustion chamber 211, and is combusted in the compressed air. Thereby generating power and lowering the piston 215.
(4) And (3) exhausting: the exhaust valve 214 is opened, and the piston 215 is raised, whereby the burned gas is discharged from the combustion chamber 211 to the exhaust receiver 231.
Fig. 3 is a schematic diagram showing a combustion section of a so-called two-stroke engine as another example of the engine 200 (the same reference numerals are given to the constituent elements corresponding to those in fig. 2, and the description thereof is omitted as appropriate). Unlike the four-stroke engine of fig. 2 in which one cycle is completed with four up-and-down movements of the piston, in the two-stroke engine, one cycle is completed by a total of two up-and-down movements of the piston.
As in the case of the four-stroke engine described above, the combustion unit 210 of the two-stroke engine linearly drives the piston 215 by combustion of the fuel in the combustion chamber 211, and converts the drive into rotational power of the crankshaft 216. In both types of engines, the main construction is almost identical, but there is a different point in two-stroke engines: the combustion section 210 is provided with a scavenging passage 219 for connecting a crankcase 218 accommodating a crankshaft 216 and the combustion chamber 211.
In the illustrated state in which the piston 215 is lowered, the gas can flow through the crankcase 218, the scavenging passage 219, the combustion chamber 211, and the exhaust passage 230, and the fresh air in the crankcase 218 flows into the combustion chamber 211 through the scavenging passage 219, and the burned gas is discharged (scavenged) to the exhaust passage 230 by its potential.
Then, when the piston 215 is raised, the scavenging path 219 and the exhaust path 230 are closed, and the combustion chamber 211 is sealed and the pressure thereof is raised. Then, fuel is supplied from the fuel supply nozzle 212 into the combustion chamber 211 having a high pressure to cause combustion, thereby generating power for lowering the piston 215 again. On the other hand, when the piston 215 is lifted, the crankcase 218 communicates with the air supply passage 220, and fresh air flows into the crankcase 218 from the air supply passage 220. As described above, when the piston 215 is lifted, combustion in the combustion chamber 211 and gas supply to the crankcase 218 are simultaneously performed.
As described above, in the two-stroke engine, the piston 215 is once lowered and once raised to perform a total of two strokes to complete a cycle. In such a two-stroke engine, when the supercharger 240 shown in fig. 2 is used, the pressure of the supply air to the crankcase 218 when the piston 215 is raised and the scavenging air to the combustion chamber 211 when the piston 215 is lowered can be increased.
As the two-stroke engine, a structure as disclosed in patent document 2 may be used. In this two-stroke engine, as in the above description with respect to fig. 3, in a state where the piston (41: the reference numeral (the same as hereinafter) in patent document 2) is lowered, the gas can flow through the paths of the scavenging receiver (2) corresponding to the supply gas receiver 223, the scavenging port (17) corresponding to the crankcase 218 and the scavenging passage 219, the cylinder (1) corresponding to the combustion chamber 211, and the exhaust duct (6) corresponding to the exhaust passage 230, and the fresh air in the scavenging receiver flows into the cylinder through the scavenging port, and the scavenging operation of discharging the burned gas to the exhaust duct is performed by its potential. In addition, when the supercharger 240 is used in such a structure, the pressure of the scavenging air in the scavenging air receiver can be increased.
The present embodiment is not limited to applications such as marine, vehicular, and aircraft, and can be applied to various types of engines 200 as described above, but is particularly preferably used for marine engines having a rated rotational speed of 1000 revolutions per minute or less. In general, an engine for a ship can be driven at a lower rated rotational speed than an engine for a vehicle. In particular, in a large-sized ship, since it takes time until the power generated by the engine is reflected as the actual motion of the ship, accurate engine driving is required. As described above, in the marine engine, it is highly desirable to use the engine state estimation device 100 of the present embodiment because it is highly required to estimate the state of the engine with high accuracy and perform accurate driving.
Further, as a ship, the engine 200 of the present embodiment can be used in addition to the structure disclosed in, for example, patent document 3. That is, the engine 200 of the present embodiment is used as a main power device (10: reference numeral (hereinafter, the same) in patent document 3) for generating propulsion of a ship, and the power generated here is transmitted to the propeller (14) via the drive shaft, whereby the propeller (14) rotates to generate propulsion of the ship.
In the engine 200 having the above-described configuration, the gas used for combustion of the fuel flows through the following path. External air→intake pipe 221→compressor 241→air supply pipe 222→air supply receiver 223→combustion section 210 (combustion chamber 211) →exhaust receiver 231→exhaust pipe 232→turbine 242→turbine outlet pipe 233→external air.
In the present embodiment, a sensor for measuring a parameter related to the density of air, specifically, a parameter such as pressure or temperature, may be provided at each of the above-described gas flow paths. As shown in the figure, the installation positions of the sensors are classified into three positions S0 to S2 below.
S0: in the air inlet pipe 221
S1: in the gas supply pipe 222
S2: in the air supply receiver 223
A sensor for measuring the pressure, temperature, and flow rate of the outside air sucked by the compressor 241 can be provided at the sensor installation position S0 in the intake pipe 221. The sensor installation position S0 in the intake pipe 221 is preferably set to a position spaced apart from the open end of the intake pipe 221, which is open to the outside air, and the inlet of the compressor 241 by a predetermined distance, so that stable measurement can be performed. When excessively approaching the open end open to the outside air, the measurement data is easily affected by sudden changes in the outside air, and when excessively approaching the inlet of the compressor 241, there is a possibility that the measurement environment is unstable due to the influence of the air flow generated by the rotating compressor 241.
A sensor for measuring the pressure and temperature of the compressed air supplied to the combustion unit 210 after the pressure of the compressor 241 is increased can be provided at the sensor installation position S1 in the air supply pipe 222. The temperature may be measured directly as the temperature of the compressed air, or may be measured indirectly as the cooling temperature of the supply air cooler 224 for cooling the compressed air, that is, as the temperature of the refrigerant such as cooling water. In addition, in the case where the cooling temperature of the air supply cooler 224 is fixed and the temperature of the compressed air in the air supply pipe 222 can be regarded as fixed, the importance of measuring the temperature at the sensor installation position S1 is low, and therefore, it is preferable to measure the pressure.
The sensor installation position S1 in the air supply pipe 222 is preferably set to a position spaced apart from the outlet of the compressor 241 by a predetermined distance so that stable measurement can be performed. More preferably, if the position is set at the subsequent stage of the supply air cooler 224 where the compressed air is sufficiently cooled, more stable measurement can be performed. In particular, when the cooling temperature of the air supply cooler 224 can be regarded as fixed, the temperature of the compressed air can be regarded as fixed, and therefore, the state of the compressed air in the air supply pipe 222 can be grasped with high accuracy by measuring only the pressure.
A sensor for measuring the pressure and temperature of the compressed air supplied to the combustion unit 210 can be provided at the sensor installation position S2 in the air supply receiver 223. In the same manner as in the case of the air supply pipe 222, when the cooling temperature of the air supply cooler 224 is fixed and the temperature of the compressed air in the air supply receiver 223 can be regarded as fixed, the importance of measuring the temperature at the sensor installation position S2 is low, and therefore, it is preferable to measure the pressure.
The sensor installation position S2 in the air supply receiver 223 is preferably set to a position spaced apart from the inlet of the compressed air from the air supply pipe 222 and the outlet of the compressed air to the combustion unit 210 by a predetermined distance, so that stable measurement can be performed. This makes it possible to perform stable measurement while avoiding the influence of abnormal airflow that may occur at these locations. In addition, in the case where the cooling temperature of the supply air cooler 224 can be regarded as fixed, the temperature of the compressed air in the supply air receiver 223 can be regarded as fixed, and therefore, the state of the compressed air in the supply air receiver 223 can be grasped with high accuracy by measurement of only the pressure.
The parameters that can be measured at the three sensor installation positions S0 to S2 described above represent the density of air used for combustion in the combustion section 210, and are used to estimate the state of the engine 200 by the engine state estimating device 100 as described later. Here, the state of the engine 200 can be estimated without providing sensors at all three of the sensor installation positions S0 to S2 and providing a sensor at least one of the sensor installation positions. On the other hand, in the case where the sensor is provided at a plurality of sensor installation positions in S0 to S2, or in the case where a plurality of sensors of different types are provided at one sensor position, the accuracy of the state estimation of the engine 200 can be improved based on the plurality of measurement data thus obtained.
Referring back to fig. 1, the respective parts (air density measurement data acquisition unit 110, state estimation unit 120) of engine state estimation device 100 that perform state estimation of engine 200 will be described.
The air density measurement data acquisition unit 110 acquires various air density measurement data measured at the sensor installation positions S0 to S2. Specifically, measurement data of the outside air sucked into the compressor 241 is acquired from the sensor installation position S0 (in the intake pipe 221), and measurement data of the air supplied to the combustion unit 210 after the pressure of the compressor 241 is increased is acquired from the sensor installation positions S1 (in the air supply pipe 222) and S2 (in the air supply receiver 223).
The state estimating unit 120 that estimates the state of the engine 200 includes a calculating unit 121, and the calculating unit 121 calculates a state variable that is a parameter related to the state of the engine 200 based on an engine model that represents the characteristics of the engine 200. The engine model of the calculation unit 121 mathematically models the characteristics of the engine 200 such as the thermal efficiency, the power transmission efficiency, the dynamic characteristics, the supercharger efficiency, and the disturbance influence, calculates the fuel supply amount U per combustion supplied to the combustion unit 210, the measurement data Ne of the rotation speed of the crankshaft 216 that generates the rotational power in the combustion unit 210, and the like as input data, and outputs the estimated values of the state variables of the engine 200 as the engine state estimation results. As described later, in the present embodiment, the state of the engine 200 can be estimated with high accuracy by inputting not only the fuel supply amount U and the rotation speed Ne but also the air density measurement data acquired by the air density measurement data acquisition unit 110 into the engine model. In addition, although various methods of constructing the engine model can be conceived, as a simple example, a table may be constructed in which the fuel supply amount U, the rotation speed Ne, the air density measurement data, and the like, which are input, are correlated with the estimated values of the state variables of the engine 200, which are output.
The state variables of the engine 200 that the state estimating unit 120 can estimate are, for example, the following variables.
Parameters related to the operation of the combustion section 210:
rotation speed of crankshaft 216 (rotation speed Ne of combustion unit 210)
Parameters related to the action of supercharger 240:
the rotational speeds of the compressor 241, the turbine 242, and the shaft 243 (the rotational speed Ntc of the supercharger 240)
In the present embodiment, the rotation speed Ne is acquired as measurement data, and therefore, estimation by the state estimating unit 120 is not required.
The following is a variable that the air density measurement data acquisition unit 110 can acquire as measurement data, among the state variables of the engine 200. In the present embodiment, the state variables acquired as measurement data in this way do not need to be estimated by the state estimating unit 120.
Parameters related to the outside air taken in by the compressor 241 (which can be measured at S0 in the intake pipe 221):
Pressure of outside air (outside air pressure Pa)
Temperature of outside air (outside air temperature Ta)
Parameters (which can be measured at S1 in the air supply pipe 222 and S2 in the air supply receiver 223) related to compressed air (air supply) supplied to the combustion section 210 after the pressure is increased by the compressor 241:
the pressure of the supply air (the supply air pressure Pb/the scavenging pressure Ps is also described as the scavenging pressure in the two-stroke engine that performs the scavenging operation)
The temperature of the intake air (the intake air temperature Tb/the scavenging temperature Ts also described as the two-stroke engine that performs the scavenging operation)
The temperature of the cooling water of the air supply cooler 224 (cooling water temperature Tw)
In addition to the above, parameters related to the gas flowing through each portion in the engine 200:
flow rate in the intake pipe 221, the air supply pipe 222, and the air supply receiver 223
The pressure, temperature, and flow rate in the exhaust gas receiver 231, the exhaust pipe 232, and the turbine outlet pipe 233 can be calculated by the engine model using the above parameters, and various performances of the engine 200:
performance (torque, output, etc.) related to the power generated by engine 200
Performance related to fuel consumption of engine 200 (fuel consumption per unit time (hereinafter simply referred to as fuel consumption), fuel consumption rate per unit time and unit output, travel distance per unit capacity fuel, and the like)
Each of the above-described state variables can be measured by providing an appropriate sensor, but in the actual engine 200, it is not realistic to measure all the state variables due to restrictions on cost and installation. Therefore, in the present embodiment, the following configuration is adopted: only the rotation speed Ne and a part of the air density measurement data used to improve the estimation accuracy of the state estimating unit 120 are measured, and the state variable other than the rotation speed Ne and the part of the air density measurement data are calculated by the state estimating unit 120.
The fuel supply amount U per combustion, which is a driving input to the engine 200, is set based on the measurement data of the rotation speed Ne of the combustion unit 210. That is, when the target rotation speed of the combustion unit 210 is set to Ne0, a difference between Ne, which is a measured value, and Ne0, which is a target value, is calculated, and the fuel supply amount U per combustion, which makes the difference small, is set based on a predetermined table or algorithm.
Next, a technique for improving the state estimation accuracy by using the air density measurement data, which the present inventors found through experiments, will be described. Fig. 4 to 7 show the results of experiments on the influence of the external air temperature Ta, the external air pressure Pa, and the cooling water temperature Tw, which are air density measurement data, on various state variables of the engine 200. Specifically, fig. 4 shows the influence on the output, fig. 5 shows the influence on the burnup, fig. 6 shows the influence on the temperature in the vicinity of the outlet of the compressor 241 in the gas supply pipe 222 (compressor outlet temperature Tc), the scavenging temperature Ts in the gas supply receiver 223, and the exhaust temperature Tex in the exhaust gas receiver 231, and fig. 7 shows the influence on the scavenging pressure Ps in the gas supply receiver 223, the exhaust pressure Pex in the exhaust gas receiver 231, and the pressure in the turbine outlet pipe 233 (turbine outlet pressure P0), respectively. In each experiment, the load of the engine 200 was measured while being changed, and the results in the case where the load of the engine 200 was 50%, 75%, 85%, 100% of the maximum load are shown in each drawing.
In each drawing, the ratio of the change in the state variable as the object in each drawing when the outside air temperature Ta, the outside air pressure Pa, and the cooling water temperature Tw are changed within the fluctuation range of the assumed environmental condition is shown as a graph. For example, from the outside air temperature Ta of fig. 4 for which the output is set, there is an influence of about-1.2% at the load of 100%, which means that the output becomes smaller by about 1.2% when the outside air temperature Ta is the upper limit of the assumed range, relative to the output when the outside air temperature Ta is the lower limit of the assumed range. Similarly, from the external air temperature Ta of fig. 5 for which the burnup is the target, the influence of about 1.5% is exerted at the load of 50%, which means that the burnup becomes about 1.5% when the external air temperature Ta is the upper limit of the assumed range, relative to the burnup when the external air temperature Ta is the lower limit of the assumed range.
As is clear from fig. 4 and 5 regarding the output and burn-up as important indexes of the engine 200 in the above experimental results, the influence of the outside air temperature Ta on the output and burn-up is significantly large in the three air density measurement data. Thus, the outside air temperature Ta is measured at the sensor installation position S0, and is supplied to the state estimating section 120 via the air density measurement data acquiring section 110, whereby the state estimating section 120 can estimate the output and the burn-up with high accuracy.
As is apparent from fig. 6, which relates to the temperature of the gas flowing through the engine 200, the external air temperature Ta has the greatest influence on the compressor outlet temperature Tc (next, the cooling water temperature Tw), and the cooling water temperature Tw has the greatest influence on the scavenging temperature Ts (next, the cooling water temperature Tw), and the external air temperature Ta has the greatest influence on the exhaust gas temperature Tex (next, the cooling water temperature Tw).
As is apparent from fig. 7 relating to the pressure of the gas flowing through the engine 200, the external air temperature Ta has the greatest influence on the scavenging pressure Ps (the cooling water temperature Tw, the second) and the external air temperature Ta has the greatest influence on the exhaust gas pressure Pex (the cooling water temperature Tw, the second) and the external air pressure Pa has the greatest influence on the turbine outlet pressure P0.
Accordingly, by measuring the outside air temperature Ta (sensor installation position S0), the outside air pressure Pa (sensor installation position S0), and the cooling water temperature Tw (sensor installation position S1), respectively, and supplying them to the state estimating unit 120 via the air density measurement data acquiring unit 110, the state estimating unit 120 can estimate the state variables having a large influence due to the respective air density measurement data with high accuracy.
In addition, although the above experiments were performed on three air density measurement data, the teachings obtained here can be applied to other air density measurement data as follows.
As shown in fig. 4 and 5, the influence of the outside air temperature Ta on the output and the burnup is the greatest, and it is considered that this is because the state of the outside air directly affects the basic operation of the engine 200, that is, the combustion of the fuel and the generation of power in the combustion portion 210. That is, since the external air is sucked by the compressor 241 and supplied to the combustion portion 210, it can be understood that the state of the external air has a great influence on the output and the burnup of the engine 200.
On the other hand, in fig. 4 and 5, the influence of the outside air pressure Pa, which is another parameter indicating the state of the outside air, on the output and the burn-up is hardly observed. This is considered to be because the output and the burnup are hardly affected in the range of the fluctuation of the assumed outside air pressure Pa.
When the outside air is sucked and compressed by the compressor 241 and then enters the air supply pipe 222 and the air supply receiver 223 as described above, the pressure thereof, that is, the air supply pressure Pb and the scavenging pressure Ps are considered to be main parameters that affect the output and the burn-up this time. This is because the density of the air supplied to the combustion portion 210 is mainly determined by the pressure, since the supply air temperature Tb and the scavenging air temperature Ts are cooled within a fixed range by the supply air cooler 224 provided midway in the supply air pipe 222. Accordingly, in the engine 200 provided with the charge air cooler 224, the charge air pressure Pb and the scavenging pressure Ps of the cooled air are measured as the air density measurement data, and supplied to the state estimating unit 120 via the air density measurement data acquiring unit 110, whereby the state estimating unit 120 can estimate the output and the burn-up with high accuracy. On the other hand, in the engine 200 in which the intake air cooler 224 is not provided, it is considered that the intake air temperature Tb and the scavenging air temperature Ts continue to have a large influence on the output and the burnup as in the case of the external air temperature Ta, and therefore, by measuring the intake air temperature Tb and the scavenging air temperature Ts, the output and the burnup can be estimated with high accuracy.
In view of the above, in order to improve the accuracy of the output and the fuel consumption estimation, which are important indicators of the engine 200, the following air density measurement data is preferably used.
Outside air temperature Ta
Air supply pressure Pb and scavenging pressure Ps
The supply air temperature Tb and the scavenging air temperature Ts (when the supply air cooler 224 is not provided)
The findings described above, which are obtained from fig. 4 to 7, are preferably pre-programmed into the engine model of the calculation unit 121 as information indicating the relationship between each air density measurement data and each state variable. According to such an engine model, it is possible to calculate each state variable with high accuracy, taking into consideration the influence degree shown in fig. 4 to 7, from the measured air density measurement data.
As is clear from fig. 4 to 7, in the case of a low load such as 50% of the maximum load of the engine 200, the influence of the gas density measurement data on the state variables tends to be large. This is considered to be because the engine 200 is susceptible to various changes in the inside and outside of the engine 200 when the engine is operated at a low load. Therefore, it is preferable that the state estimating unit 120 estimates the state of the engine 200 using the gas density measurement data when the engine 200 is operating at a low load, for example, when operating at a load of 50% or less of the maximum load. On the other hand, when a high load operation is performed in which the influence of the gas density measurement data is relatively small, for example, when the gas density measurement data is operated at a load higher than 50% of the maximum load, the state estimation may be performed without using the gas density measurement data, or the frequency of the state estimation itself may be reduced.
The engine state estimation result output by the engine state estimation device 100 as described above can be used for the following purposes, for example.
The engine state estimation result can be used for various controls of the engine 200. According to the present embodiment, the accuracy of the state estimation of the engine 200 can be improved, and thus the accuracy of the control can be improved.
The engine state estimation result can be used for monitoring and degradation diagnosis of the engine 200. An abnormality of the engine can be reliably determined and thus promptly dealt with.
Fig. 8 is a schematic diagram showing the structure of an engine state estimation device 100 according to the second embodiment. In comparison to the engine state estimation device 100 according to the first embodiment shown in fig. 1, only the configuration of the state estimation unit 120 is different. The state estimating unit 120 includes a calculating unit 121 and an engine model correcting unit 122.
The calculation unit 121 calculates an estimated value of a state variable of the engine 200 based on an engine model indicating a characteristic of the engine 200 using the fuel supply amount U and the rotation speed Ne as input data, and outputs the estimated value as an engine state estimation result. In the present embodiment, unlike the first embodiment, the air density measurement data is not input to the engine model of the calculation unit 121, but is supplied to the engine model correction unit 122 at the subsequent stage. Alternatively, the calculation unit 121 calculates air density estimation data, which is an estimation value of the gas density measurement data, in the calculation process based on the engine model described above. As described in the first embodiment, since the measurement data that affects the air density, such as the outside air pressure Pa, the outside air temperature Ta, the supply air pressure Pb, the scavenging pressure Ps, the supply air temperature Tb, the scavenging temperature Ts, and the cooling water temperature Tw, are all state variables of the engine 200, the calculation unit 121 can calculate the gas estimation data in the normal calculation that calculates the engine state estimation result.
The engine model correction unit 122 corrects the engine model in the calculation unit 121 so that the difference between the air density estimation data supplied from the calculation unit 121 and the air density measurement data supplied from the air density measurement data acquisition unit 110 becomes small. Here, when there is a difference between the estimated value, that is, the air density estimation data, and the actual measured value, that is, the air density measurement data, the engine model, which is the basis of the calculation of the estimated value, deviates from the actual characteristics of the engine 200, and therefore the engine model is corrected by the engine model correction unit 122 so as to approach the actual characteristics of the engine 200. If ideally the difference between the air density estimation data and the air density measurement data is always zero, the engine model accurately represents the actual engine 200 characteristics. By such correction, the engine model is a model that better reflects the characteristics of the actual engine 200, and therefore the accuracy of the engine state estimation can be improved. In particular, in the present embodiment, the correction of the engine model can be effectively performed by using the air density measurement data having a large influence on each state variable such as the output and the burnup of the engine 200.
The present invention has been described above based on the embodiments. It should be understood by those skilled in the art that the embodiments are exemplary, and various modifications can be made to the combination of the respective constituent elements and the respective processing steps, and such modifications are also within the scope of the present invention.
In the embodiment, the temperature or the pressure is exemplified as the air density measurement data, but other parameters related to the density of air may be measured. For example, the concentration, density, and component amount of the gas can be mentioned.
The functional configuration of each device described in the embodiments can be realized by a hardware resource, a software resource, or cooperation of a hardware resource and a software resource. As hardware resources, processors, ROM, RAM, and other LSIs can be utilized. As the software resource, programs such as an operating system and an application can be utilized.
In the embodiment disclosed in the present specification, a plurality of functions may be provided in a distributed manner, and a part or all of the plurality of functions may be provided in a concentrated manner. The functions may be concentrated or distributed, and may be configured to achieve the object of the invention.

Claims (14)

1. An engine state estimating device that estimates a state of an engine, the engine comprising: a combustion unit that generates power by combusting air and fuel; and a supercharger that increases the pressure of the intake air and supplies the air to the combustion unit, wherein the engine state estimation device includes:
An air density measurement data acquisition unit that acquires air density measurement data that is measurement data of a parameter related to the density of at least one of air taken in by the supercharger and compressed air supplied to the combustion unit by the supercharger; and
A state estimating unit that estimates a state of the engine based on the air density measurement data and a fuel supply amount to be supplied to the combustion unit, the fuel supply amount being input to an engine model representing a characteristic of the engine,
Wherein the state estimation unit includes:
A calculation unit that calculates air density estimation data, which is an estimated value of the air density measurement data, based on measurement data of the fuel supply amount input to the engine model and a rotational speed of a rotational drive unit that generates rotational power in the combustion unit; and
And an engine model correction unit that corrects the engine model so that a difference between the air density estimation data and the air density measurement data becomes smaller.
2. The engine state estimation device according to claim 1, characterized in that,
The engine is for a ship having a rated rotational speed of 1000 revolutions per minute or less.
3. The engine state estimation device according to claim 1 or 2, characterized in that,
The state estimating unit inputs the air density measurement data to the engine model to estimate a state of the engine.
4. The engine state estimation device according to claim 1, characterized in that,
The air density measurement data measuring device is provided in an intake pipe through which air sucked by the supercharger flows.
5. The engine state estimation device according to claim 1, characterized in that,
The air density measurement data measuring device is provided in an air supply housing section for housing the compressed air.
6. The engine state estimation device according to claim 1, characterized in that,
The air density measurement data is measurement data of at least one of the temperature and the pressure of the air sucked by the supercharger and the compressed air.
7. The engine state estimation device according to claim 6, characterized in that,
The air density measurement data is measurement data of the temperature of air taken in by the supercharger.
8. The engine state estimation device according to claim 6 or 7, characterized in that,
The engine is provided with a cooler for cooling the compressed air,
The air density measurement data is measurement data of the pressure of the compressed air cooled by the cooler.
9. The engine state estimation device according to claim 1, characterized in that,
The engine is provided with a cooler for cooling the compressed air,
The air density measurement data is measurement data of a temperature of a cooling refrigerant of the cooler.
10. The engine state estimation device according to claim 1, characterized in that,
The state estimating unit estimates the state of the engine based on measurement data of the rotational speed of a rotation driving unit that generates rotational power in the combustion unit.
11. The engine state estimation device according to claim 1, characterized in that,
The state estimating unit estimates a state of the engine when the load of the engine is 50% or less of the maximum load of the engine.
12. An engine state estimation method estimates a state of an engine, the engine including: a combustion unit that generates power by combusting air and fuel; and a supercharger that supplies the air to the combustion section after increasing the pressure of the sucked air, the engine state estimation method including the steps of:
an air density measurement data acquisition step of acquiring air density measurement data, which is measurement data of a parameter related to the density of at least one of the air taken in by the supercharger and the compressed air supplied to the combustion unit by the supercharger; and
A state estimating step of estimating a state of the engine based on the air density measurement data and a fuel supply amount to be supplied to the combustion section, which is input to an engine model representing a characteristic of the engine,
Wherein the state estimation step includes:
A calculation step of calculating air density estimation data, which is an estimated value of the air density measurement data, based on the fuel supply amount input into the engine model and measurement data of a rotational speed of a rotation driving section that generates rotational power in the combustion section; and
An engine model correction step of correcting the engine model so as to reduce a difference between the air density estimation data and the air density measurement data.
13. A computer-readable storage medium storing an engine state estimation program that estimates a state of an engine, the engine comprising: a combustion unit that generates power by combusting air and fuel; and a supercharger that supplies the air to the combustion unit after increasing the pressure of the sucked air, wherein the engine state estimation program causes a computer to execute:
an air density measurement data acquisition step of acquiring air density measurement data, which is measurement data of a parameter related to the density of at least one of the air taken in by the supercharger and the compressed air supplied to the combustion unit by the supercharger; and
A state estimating step of estimating a state of the engine based on the air density measurement data and a fuel supply amount to be supplied to the combustion section, which is input to an engine model representing a characteristic of the engine,
Wherein the state estimation step includes:
A calculation step of calculating air density estimation data, which is an estimated value of the air density measurement data, based on the fuel supply amount input into the engine model and measurement data of a rotational speed of a rotation driving section that generates rotational power in the combustion section; and
An engine model correction step of correcting the engine model so as to reduce a difference between the air density estimation data and the air density measurement data.
14. A computer program product comprising a computer program which, when executed by a processor, implements the engine state estimation method of claim 12.
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