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EP4330529A1 - Dispositif de commande en boucle fermée pour la commande en boucle fermée d'un ensemble d'alimentation comprenant un moteur à combustion interne et un générateur présentant un raccordement d'entraînement fonctionnel au moteur à combustion interne, agencement de commande en boucle fermée doté d'un tel dispositif de commande en boucle fermée, et procédé de commande en boucle fermée d'un ensemble d'alimentation - Google Patents

Dispositif de commande en boucle fermée pour la commande en boucle fermée d'un ensemble d'alimentation comprenant un moteur à combustion interne et un générateur présentant un raccordement d'entraînement fonctionnel au moteur à combustion interne, agencement de commande en boucle fermée doté d'un tel dispositif de commande en boucle fermée, et procédé de commande en boucle fermée d'un ensemble d'alimentation

Info

Publication number
EP4330529A1
EP4330529A1 EP22733981.9A EP22733981A EP4330529A1 EP 4330529 A1 EP4330529 A1 EP 4330529A1 EP 22733981 A EP22733981 A EP 22733981A EP 4330529 A1 EP4330529 A1 EP 4330529A1
Authority
EP
European Patent Office
Prior art keywords
control device
internal combustion
combustion engine
control
generator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22733981.9A
Other languages
German (de)
English (en)
Inventor
Armin DÖLKER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
Original Assignee
Rolls Royce Solutions GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Rolls Royce Solutions GmbH filed Critical Rolls Royce Solutions GmbH
Publication of EP4330529A1 publication Critical patent/EP4330529A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • F02D41/1402—Adaptive control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • 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
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • F02D2041/1419—Several control loops, either as alternatives or simultaneous the control loops being cascaded, i.e. being placed in series or nested
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque

Definitions

  • Control device for controlling a power arrangement comprising an internal combustion engine and a generator drivingly connected to the internal combustion engine, control arrangement with such a control device, power arrangement and method for controlling a power arrangement
  • the invention relates to a control device for controlling a power arrangement comprising an internal combustion engine and a generator drivingly connected to the internal combustion engine, a control arrangement with such a control device, a power arrangement comprising an internal combustion engine and a generator drivingly connected to the internal combustion engine, with such a control device or with such a control arrangement , and a method for controlling such a power arrangement.
  • Such a control device is typically set up to control a rotational speed of the internal combustion engine and, indirectly via this, a generator frequency of the generator which is drive-actively connected to the internal combustion engine. This is problematic insofar as a comparatively dynamic variable is used for regulation. Thus, the control is intrinsically comparatively less robust, from which a stationary control behavior suffers in particular.
  • the speed controller has to be parameterized in a special way in order to be able to control the generator frequency. Furthermore, a separate adaptation is required for each speed controller of each specific power arrangement.
  • the invention is based on the object of providing a control device for controlling a power arrangement comprising an internal combustion engine and a generator drivingly connected to the internal combustion engine, a control arrangement having such a control device, a power arrangement comprising an internal combustion engine and a generator drivingly connected to the internal combustion engine, having such a control device or with such a control arrangement, and to create a method for controlling such a power arrangement, the disadvantages mentioned not occurring.
  • the object is achieved by providing the present technical teaching, in particular the teaching of the independent claims and the embodiments disclosed in the dependent claims and the description.
  • the object is achieved in particular by creating a control device for controlling a power arrangement comprising an internal combustion engine and a generator drivingly connected to the internal combustion engine, the control device being set up to detect a generator frequency of the generator as a control variable in a first functional state.
  • the control device is also set up to determine a control deviation as the difference between the detected generator frequency and a setpoint generator frequency.
  • the control device is set up to determine a setpoint speed as a manipulated variable for controlling the internal combustion engine as a function of the control deviation.
  • the controller is also set up to use a control law to determine the target speed.
  • the control device is set up to be operatively connected to a control device of the internal combustion engine in such a way that the setpoint speed can be transmitted from the control device to the control device.
  • control device is designed as a generator controller and can be operatively connected to the control device of the internal combustion engine in such a way that the setpoint speed can be transmitted from the control device to the control device.
  • control device proposed here calculates the target speed as a function of the control deviation determined as the difference between the detected generator frequency and the target generator frequency, comparatively slow control is provided which can readjust deviations from the target generator frequency in a robust manner.
  • the control device uses a control law for this purpose, a particularly robust configuration of the frequency control is achieved.
  • the dynamics for the operation of the power arrangement are provided separately from this by a speed controller implemented in the control device of the internal combustion engine. This results in a particularly robust configuration of the control device for the purpose of frequency control.
  • control device itself is designed as a generator controller and can be actively connected to the control device of the internal combustion engine, it can be used flexibly with different internal combustion engines in different power configurations. In particular the control device can also be used with internal combustion engines or power systems from other manufacturers.
  • a generator frequency is understood to mean in particular the frequency of the electrical voltage induced in the generator, in particular the frequency of the electrical output voltage of the generator.
  • a control law is understood to mean, in particular, a mathematical relationship, in particular an equation, which describes the behavior of a controller.
  • the control law describes the relationship between the manipulated variable and the control deviation.
  • the control law describes how the manipulated variable behaves as a function of the control deviation.
  • control law describes the behavior of a controller that is selected from a group consisting of a P controller, an I controller, a D controller, a PI controller, a PD controller, a PD1 controller, a PD2 controller, a PID controller, a PT 1 controller, a PT2 controller, a PI(DT1) controller, and a combination of at least two of the aforementioned controllers.
  • Control laws that describe the behavior of these and other controllers are known in principle to those skilled in the art.
  • the control law is preferably implemented in the control device, preferably in a hardware structure of the control device, or in the form of software that is executed on the control device during operation of the control device.
  • the manipulated variable it is possible, on the one hand, for the manipulated variable to be calculated explicitly as a function of the control deviation by carrying out specific calculation steps in the software; However, it is also possible for the manipulated variable to be determined as a function of the control deviation on the basis of the specific interconnection of the hardware structure of the control device, that is to say it is calculated more or less indirectly.
  • a control device is understood to mean, in particular, a control device.
  • a control arrangement is understood to mean, in particular, a control arrangement.
  • a control device is understood to mean, in particular, a control device.
  • a generator controller is understood to mean, in particular, a control device that is separate from the control device of the internal combustion engine, i.e. in particular an external control unit, which is set up to regulate the generator frequency of the generator by specifying the target speed for the internal combustion engine, in particular the target speed as a manipulated variable to the To transmit control device of the internal combustion engine.
  • a generator controller itself is not a control device for the internal combustion engine, in particular not a so-called engine control unit (ECU).
  • the generator regulator is provided in addition to the control device for the internal combustion engine, that is to say in addition to the control unit.
  • a power arrangement is understood here in particular to be an arrangement made up of an internal combustion engine and an electric machine that can be operated as a generator, i.e. a generator, with the internal combustion engine being operatively connected to the generator in order to drive the generator.
  • the power arrangement is thus set up in particular to convert chemical energy converted into mechanical energy in the internal combustion engine into electrical energy in the generator.
  • the power arrangement can be operated alone—in a so-called island operation—or with a plurality of—in particular few—other power arrangements together in a network, ie in an island parallel operation.
  • the first functional state is preferably assigned to an isolated parallel operation or parallel operation of a power system equipped with the control device.
  • the control device is preferably set up to assume the first functional state when a power arrangement that is operatively connected to it is in isolated parallel operation or parallel grid operation--i.e. H. in particular in combination with at least one other power arrangement or on a national power grid - is operated.
  • the control device is preferably set up in the first functional state in order to vary the setpoint speed—in particular as a function of an instantaneous load requirement.
  • the control device preferably has an interface via which it can be operatively connected to a control device of the internal combustion engine in such a way that the setpoint Speed can be transmitted via the interface from the control device to the control device.
  • the control device is operatively connected--in particular via the interface--to a control device of the internal combustion engine in such a way that the setpoint speed can be transmitted from the control device to the control device.
  • the control device is also set up to receive at least one torque variable from the control device.
  • the interface is preferably set up in such a way that, in addition to the output of the setpoint speed, the at least one torque variable can be received via the interface.
  • a separate, second interface to be provided for receiving the at least one torque variable.
  • the control device is set up to adapt the control law used to determine the setpoint speed as a function of at least one adaptation variable, the at least one adaptation variable being selected from a group consisting of a droop variable and a torque value—calculated in particular by the control device of the internal combustion engine.
  • This torque variable is preferably the at least one torque variable received via the interface or via a separate, second interface.
  • the use and especially the adaptation of the control law make it possible to operate the control device in combination with a large number of different power arrangements, in particular with a large number of different internal combustion engines, without a specific adaptation to the power arrangement actually being operated, in particular to the internal combustion engine actually being operated , requirement.
  • the power arrangement, in particular the internal combustion engine can be operated virtually without any adjustments, so that the adaptation effort otherwise required with conventional control devices and methods is advantageously minimal when using the technical teaching according to the invention, preferably completely eliminated.
  • control law is adapted as a function of the at least one adaptation variable also advantageously makes it possible to keep a loop gain of the open control loop similar at all operating points, preferably at a predetermined value, in particular at a value parameterized by the user, across all operating points. This in turn simplifies the control behavior and at the same time the adjustment of the control device to the specific application.
  • the control device is easy to adapt in this way and can be used easily and reliably, which last but not least also saves costs in use.
  • adaptation of the control law as a function of at least one adaptation variable is understood in particular to mean that at least one parameter determining the control law is changed as a function of the at least one adaptation variable.
  • the control law is adapted as a function of the at least one adjustment variable by changing the proportional coefficient of the control law as a function of the at least one adjustment variable.
  • the control law is determined in particular by the proportional coefficient as a parameter.
  • An adaptation variable is accordingly understood as a variable, depending on which the at least one parameter determining the control law is changed.
  • an adjustment variable is a variable on which a value of the at least one parameter that determines the control law depends.
  • the droop size is preferably a size provided and used to ensure a predetermined power distribution among a plurality of power assemblies. Droop size is also known as P grade. A finite value of, in particular, a few percentage points, preferably at most 8%, preferably 4%, is preferably assigned to the droop size in the first puncture state. The droop size also has a dampening and stabilizing effect on the behavior of the power arrangement in conjunction with other power arrangements. However, the droop size can also be chosen to be zero in the first puncture state if the power distribution does not take place in the control device itself, but in a higher-level control device which is connected upstream of the control device in particular.
  • the droop magnitude takes on the value zero when the controller does not assume a power distribution.
  • the droop size preferably has the value zero.
  • the second functional state is associated with isolated operation of a power arrangement that is operatively connected to the control device, ie operation of the power arrangement as the sole power generation device in a—particularly comparatively small—power grid. Accordingly, no power distribution is required.
  • the torque variable is, in particular, an instantaneous torque of the internal combustion engine, preferably a time-delayed, in particular filtered torque.
  • the torque variable is preferably a variable derived from the—in particular instantaneous—torque of the internal combustion engine.
  • the control law is preferably tracked as a function of the at least one adjustment variable, with it being adjusted--in particular automatically--in particular to changing operating points of the power arrangement.
  • control device is set up to keep the control law constant—in particular independently of a current operating point of the power arrangement.
  • control device is preferably set up to adapt, in particular to track, the control law in the first functional state as a function of the at least one adaptation variable.
  • the control device is preferably set up to adapt, in particular to track, the control law used to determine the setpoint speed in the first functional state as a function of the droop size and the torque size.
  • the control device is preferably set up to keep the control law used to determine the setpoint speed constant in the second functional state.
  • a stationary state is considered, which is why the variables concerned are provided with the index "stat".
  • the relationships, connections and equations derived in this way are also valid in transient states.
  • the control law is preferably determined in particular by: with the proportional coefficient k p , the predetermined, preferably predefinable
  • the full-load torque My corresponds in particular to the torque at 100% engine power of the internal combustion engine.
  • Equation (1) is sometimes also briefly referred to as a control law.
  • Equation (1) shows that in the first functional state - which is preferably associated with island parallel operation or grid parallel operation, with the droop variable df preferably being different from zero - the proportional coefficient k p with a specified, constant loop gain vf with the droop -Size d and the torque M stat varies.
  • Equation (1) can be derived in particular if one starts from the linearized representation of the control circuit according to FIG. namely considering the complex variables s according to the following equation:
  • the transfer function G s (s ) of the controlled system of the frequency controller starting from the setpoint speed n o u up to the output of the actual frequency fi s , can be read off as:
  • the transfer function according to equation (10) can be derived from the model of the controlled system as a two-mass oscillator in the following way:
  • Equation (16) can easily be derived from a consideration of the electrodynamic load behavior of the generator, is given by Linearization in a steady state after some transformations:
  • Equation (1) in particular assuming a controller that includes at least one P controller, that is, for example, a P controller, a PI controller, a PID controller, or a PI(DTi) controller.
  • the control device is set up to adapt the control law by determining the proportional coefficient k p of the control law in such a way that the predetermined loop gain vf of the open control loop is constant.
  • the control device is preferably set up to determine the proportional coefficient k p in such a way that the predetermined loop gain vf—in particular over all operating points of the power arrangement—remains constant.
  • the control device is advantageously easy to adapt in this way and can be used easily and reliably.
  • Equation (1) in particular shows that it is possible to always adapt the proportional coefficient k p in such a way that the loop gain vf is constant—in particular independently of the instantaneous operating point of the power arrangement.
  • the predetermined loop gain vf can preferably be parameterized, ie in particular can be set or specified by a user. In this way, a user can Control device or a user of a power arrangement that is operated with the control device, set the loop gain vf in the desired manner.
  • the proportional coefficient k p is then suitably adapted to the loop gain vf selected by the user. This has the advantage that no complex tuning of the control device to the power arrangement is required.
  • the control device is set up in particular to select the proportional coefficient k p proportional to the predetermined loop gain vf.
  • the predetermined loop gain vf is preferably set once or at most infrequently by a user and otherwise kept constant. It can thus be regarded as a constant, at least during ongoing operation of the power arrangement.
  • the control device is set up to determine the proportional coefficient k p as a function of the droop variable d and the torque variable.
  • the control device is preferably set up to determine the proportional coefficient k p according to equation (1). In this way, the proportional coefficient k p can be tracked flexibly and precisely.
  • the control device is set up to select the proportional coefficient k p only as a function of the predetermined loop gain vf, ie preferably constant at least during operation of the power arrangement.
  • the control device is set up to determine the proportional coefficient k p according to equation (2). This represents a simplified design of the control device that is optimized in particular in terms of computational complexity.
  • control device is set up to filter an instantaneous actual frequency of the generator and to use the filtered actual frequency as the detected generator frequency.
  • the instantaneous actual frequency is preferably measured directly at the generator.
  • the current actual frequency filtered with a PTi filter or an averaging filter, the detected generator frequency resulting from the PTi filter or the averaging filter.
  • control device is set up in order to preset the setpoint speed to be constant in the second functional state.
  • This represents a particularly stable way of controlling the generator frequency, especially in stand-alone operation, with the speed controller in particular reacting immediately to changing load requirements. For example, an application of load leads to a downward deviation from the setpoint speed, and a removal of load leads to an upward deviation from the setpoint speed, with the corresponding deviation being corrected directly by the speed controller.
  • the object is also achieved by creating a control arrangement for controlling a power arrangement comprising an internal combustion engine and a generator that is drivingly connected to the internal combustion engine, which has a control device according to the invention or a control device according to one or more of the exemplary embodiments described above and a control device that is operatively connected to the control device for direct Having control of the internal combustion engine.
  • the control device is set up to transmit the setpoint speed to the control device.
  • the control device is preferably an engine regulator of the internal combustion engine .
  • the control device is particularly preferably what is known as an engine control unit (ECU).
  • the engine controller or the ECU is preferably set up to calculate at least one energization duration for at least one fuel injection valve, in particular an injector, of the internal combustion engine using the target speed—preferably via the intermediate step of a target torque.
  • the control device preferably has a speed controller, or a speed controller is implemented in the control device.
  • the speed controller is preferably designed as disclosed in patent specification DE 102008036 300 B3.
  • the control device is set up to determine at least one torque variable, in particular to calculate, and to transmit to the control device, wherein the control device is set up to receive the at least one torque variable from the control device.
  • the at least one torque variable is in particular that torque variable which is preferably used in the control device to adapt, in particular track, the control law, in particular according to equation (1).
  • the control device is set up to determine as the at least one torque variable a variable that is selected from a group consisting of a—preferably filtered—target torque and an integral component for the target torque a speed controller of the control device.
  • the at least one torque variable is the setpoint torque, which is used in the control device to calculate an energization duration for the fuel injection valves, in particular as a manipulated variable for the speed controller.
  • the at least one torque variable is preferably an integral component (I component) of the setpoint torque.
  • the at least one torque variable is preferably a torque, or an integral component of a torque, or a variable derived from a torque in some other way.
  • the object is also achieved by creating a power arrangement that has an internal combustion engine and a generator that is drivingly connected to the internal combustion engine.
  • the power arrangement has a control device according to the invention or a control device according to one or more of the exemplary embodiments described above.
  • the power arrangement has a control arrangement according to the invention or a control arrangement according to one or more of the exemplary embodiments described above.
  • the control device or the control arrangement is operatively connected to the internal combustion engine and the generator of the power arrangement.
  • a method for controlling an internal combustion engine and a generator which is drivingly connected to the internal combustion engine comprehensive power arrangement is created, in a first mode, a generator frequency of the generator is detected as a controlled variable.
  • a control deviation is determined as the difference between the detected generator frequency and a setpoint generator frequency.
  • a setpoint speed is determined as a manipulated variable for controlling the internal combustion engine as a function of the control deviation.
  • the setpoint speed is determined, in particular calculated, using a control law.
  • the first mode of operation of the method is preferably assigned to an isolated parallel operation or a grid parallel operation of the power arrangement.
  • the control law used to determine the setpoint speed is preferably adapted as a function of at least one adaptation variable.
  • the at least one adjustment variable is selected from a group consisting of a droop variable and a torque variable—calculated in particular by the control device of the internal combustion engine.
  • the control law is preferably kept constant.
  • the setpoint speed is preferably specified as constant.
  • the droop size is preferably chosen to be zero.
  • An isolated operation of the power arrangement is preferably assigned to the second operating mode.
  • the control law is adjusted by determining a proportional coefficient of the control law such that a predetermined open-loop gain is constant to be shown to remain constant.
  • the proportional coefficient is preferably determined as a function of the droop size and of the torque size, preferably according to equation (1).
  • the proportional coefficient is preferably only a function of the predetermined loop gain, ie preferably in ongoing operation of the internal combustion engine constant selected.
  • the proportional coefficient is preferably determined according to equation (2).
  • An instantaneous actual frequency of the generator is preferably filtered, and the filtered actual frequency is used as the detected generator frequency.
  • Figure 1 is a first schematic representation of an embodiment of a
  • FIG. 2 shows a second schematic illustration of the exemplary embodiment of the power arrangement according to FIG. 1;
  • FIG. 3 shows a third schematic illustration of the exemplary embodiment of the power arrangement according to FIG. 1;
  • FIG. 4 shows a detailed representation of a controller for frequency control
  • FIG. 5 shows a detailed illustration of an embodiment of a method for calculating the proportional coefficient for the frequency control
  • FIG. 6 shows a schematic, diagrammatic representation of the functioning of an embodiment of a method for controlling a power arrangement.
  • the power arrangement 1 shows a first schematic representation of an embodiment of a power arrangement 1 with a first embodiment of a control device 3.
  • the power arrangement 1 has an internal combustion engine 5 and a generator 9 drivingly connected to the internal combustion engine 5 via a shaft 7 shown schematically.
  • the control device 3 is operatively connected to the internal combustion engine 5 on the one hand and to the generator 9 on the other hand.
  • control device 3 is set up to control the power arrangement 1, wherein it is set up to detect a generator frequency fc of the generator 9 as a controlled variable, to determine a control deviation as the difference between the detected generator frequency fc and a setpoint generator frequency f desired , and to a setpoint speed n is to be determined as a manipulated variable for controlling internal combustion engine 5 as a function of the control deviation.
  • the control device 3 is also set up to a control law Determining the target speed n is to be used.
  • the control device 3 is designed as a generator controller and is operatively connected to a control device 11 of the internal combustion engine 5 in such a way that the setpoint speed n setpoint can be transmitted from the control device 3 to the control device 11 . At the same time, this enables a particularly robust frequency control and a diverse range of uses for the control device 3, in particular with a large number of power arrangements 1.
  • the regulating device 3 and the control device 11 together form a regulating arrangement 13 for regulating the power arrangement 1.
  • the control device 11 is preferably designed as an engine regulator, in particular as an engine control unit (ECU).
  • the control device 11 is set up in particular to calculate at least one torque variable and to transmit it to the control device 3 , with the control device 3 being set up to receive the at least one torque variable from the control device 11 .
  • control device 11 is preferably set up to determine a variable as the torque variable that is selected from a group consisting of a - preferably filtered - target torque M set and an integral component of a speed controller 21 - shown in Figure 2 - of control device 11 , In particular an integral component M s l ol of the target torque M set -
  • a further input variable of the control device 3 is optionally a droop variable d.
  • the control device 11 also has the target speed n set and a detected speed n st as input variables. From this, the control device 11 calculates a speed control deviation. From this speed control deviation, the control device 11 finally calculates an energization duration BD for controlling fuel injection valves of the internal combustion engine 5. The control device 11 preferably first calculates the setpoint torque M soll from the speed control deviation and from this in turn the energization duration BD.
  • FIG. 2 shows a second schematic representation of the exemplary embodiment of the power arrangement 1 according to FIG. 1, in particular in the form of a block diagram.
  • an actual frequency factual detected at the generator 9 is filtered in a frequency filter 15, and the filtered actual frequency fist is used as the detected generator frequency fc.
  • the frequency filter 15 is preferably a PTi filter or an average filter.
  • the frequency filter 15 is preferably part of the control device 3, which also has a frequency controller 17 , which calculates the target speed n target from the control deviation e/ as the difference between the target generator frequency / so// and the detected generator frequency fc.
  • the set speed n set can be an absolute set speed—unrelated to a rated speed H N —or a relative set speed—particularly as a difference from the rated speed H N . If the setpoint speed n setpoint is a relative speed, the nominal speed H N is added to the output of the frequency controller 17 in the control device 11, as shown in dashed lines.
  • the control device 11 has a speed filter 19, which is preferably designed as a PTi filter or averaging filter.
  • a measured speed n mess that is preferably used to calculate the speed control deviation e n results from filtering the actual speed n st measured directly on the internal combustion engine 5 using the speed filter 19.
  • the control device 11 also has the speed controller 21, which is Speed control deviation e n the target torque M is and preferably from this - in a manner not shown - the energization duration BD calculated.
  • a controlled system 23 of the speed control circuit assigned to the speed controller 21 includes the internal combustion engine 5 and the generator 9.
  • a differential speed An is preferably calculated on the basis of the droop variable d, with an effective desired speed n efj being calculated by adding the differential speed An to the desired speed n desired -- alternatively the nominal speed HN.
  • the effective set speed n ej f is used to calculate the speed control deviation e n by using the effective set Speed n ejj the measured speed n meSs is subtracted.
  • the differential speed An is calculated in a calculation block 25 .
  • the input variables of the calculation block 25 are the integral component Mi oll of the setpoint torque M setpoint calculated by the speed controller 21 , the droop size d, the full-load torque Mv, and a nominal speed H N for the internal combustion engine 5, the nominal Speed H N can be 1500 min 1 , for example.
  • the differential speed An is preferably calculated according to the following equation:
  • the droop variable d is preferably set to a finite value, in particular in the single-digit percentage range, preferably to a maximum of 8%, preferably 4%.
  • the droop variable d can in particular be specified by a user of the power arrangement 1 or the control device 3, ie in particular it can be parameterized.
  • the droop size d is preferably set to zero, both in the control device 3 and in the control device 11. If the droop size d is equal to zero , the differential speed An disappears at the same time, so that the effective target speed n e ff is equal to the target speed n set .
  • the droop variable d is not zero, the following results: If the internal combustion engine 5 is running under full load, the integral component Mi oll of the setpoint torque M setpoint is equal to the full-load torque Mv, so that the differential speed An is equal to zero. If, on the other hand, the internal combustion engine 5 is idling, the integral component is M ⁇ . 0 ⁇ i is equal to zero, and the differential speed An is equal to the percentage of the nominal speed H N determined by the droop size d. If the rated speed is 1500 rpm and the droop size d is 4 %, the value of the differential speed An varies between 0 rpm at full load and 60 rpm when idling.
  • FIG. 3 shows a third schematic representation of the power arrangement 1 according to FIG. 1, in this case as a linearized block diagram.
  • the individual controls are through Transmission blocks are shown with correspondingly assigned transmission functions.
  • the controlled system 23 in FIG. 3 is shown divided into two transmission blocks, namely a transmission block assigned to the internal combustion engine 5, characterized by the transmission function with the setpoint torque M setpoint as the input variable and the actual speed m st as the output variable, and a transmission block assigned to the generator 9, characterized by the transfer function G S J (s), with the same input variable, namely the setpoint torque M setpoint , and the actual frequency fi st as output variable.
  • the speed controller 21 is represented by a first multiplication element 27 for calculating a proportional component of the target torque M soll by multiplying it by the speed proportional coefficient , and a first integrator 29 for the calculation of the integral component M s l o u of the target torque M SOÜ by multiplying by a term with the reset time and the complex variable s.
  • the speed controller 21 here a PI transfer behavior since the first multiplication element 27 has a proportional transfer behavior and the first integrator 29 has an integral transfer behavior.
  • the calculation block 25 is given a negative sign here by the linearization, so that the differential speed An calculated in the calculation block 25 is now subtracted from the setpoint speed n set . Due to the linearization, the differential speed An is calculated in the calculation block 25 according to the following modified equation:
  • FIG. 4 shows a schematic representation of a detail of the frequency controller 17 according to FIG. 3, which is preferably implemented as a PI controller.
  • the control deviation e/ is first multiplied by the proportional coefficient, so that a proportional component for the target Speed n S oii results.
  • the proportional component h o1i is divided by the product of the reset time and the complex variable s in Integral component for the setpoint speed n is calculated, which is then added to the proportional component. This results in the target speed n set as initial size.
  • the transfer function of the frequency controller 17 is thus given by:
  • the proportional coefficient is preferably calculated according to equation (1).
  • the control law is adjusted in particular by the proportional coefficient so it is determined that the predetermined loop gain vf is constant, in particular remains constant.
  • FIG. 5 shows a detailed illustration of an embodiment of a method for calculating the proportional coefficient for the frequency control according to equation (1).
  • a second multiplier 33 multiplies the predetermined loop gain vf by a factor of 900 and an output of a summation element 35 .
  • the proportional coefficient results as the output of the second multiplication element 33.
  • the summation element 35 the number 1 is added to the output of a third multiplication element 37.
  • the droop variable d is multiplied by the torque M stat and the reciprocal of the full-load torque My.
  • the reciprocal of the full-load torque My is formed in a division element 39 from the full-load torque My.
  • the torque M stat can be determined in two different ways: On the one hand from the integral component delayed by a sampling step t a .
  • a to switch switch 41 provided between the two types of calculation is arranged in the upper switch position according to FIG.
  • the torque M stat can be calculated from the setpoint torque M setpoint calculated by the control device 11 . This too is first delayed by a sampling step t 1 , then filtered by a filter 43, the filter 43 preferably being a PTi filter. This calculation is active when the switch 41 is in the lower switch position according to FIG.
  • FIG. 6 shows a schematic, diagrammatic representation of the functioning of an embodiment of a method for controlling the power arrangement 1.
  • the method is illustrated using five time diagrams.
  • a first time diagram at a) shows in particular a time profile of the actual frequency / / s; of the generator 9.
  • a second time diagram at b) shows a time profile of the setpoint speed n set in the unit min "1.
  • a third time diagram at c) shows the time profile of the integral component M s l o u of the setpoint torque M setpoint
  • a fourth time diagram at d) shows the progression over time of the speed n of the internal combustion engine 5.
  • a fifth time diagram at e) shows the progression over time of the differential speed An.
  • a first dashed curve represents the progression of the constant target frequency f target of the generator 9, which is preferably 50 Hz.
  • a load is applied, which means that the actual frequency fi st , which is represented by a second solid curve, drops.
  • the actual frequency fi st increases again, reaches the value of the setpoint frequency f setpoint again , overshoots, and finally levels off at the value of the setpoint frequency f setpoint at a second point in time t 2 .
  • the load is dropped again.
  • the actual frequency fi st subsequently increases and finally levels off again at the value of the target frequency / so « at a fourth point in time t4.
  • the internal combustion engine 5 is operated in parallel operation with the mains.
  • the default droop size is 4%.
  • the second time diagram at b) shows the course over time of the set speed n set .
  • the differential speed An is shown in the fifth time diagram.
  • the load increase shown in the first timing diagram represents an increase in a 50% load - based on full load - when the load is switched off, this 50% load should be shed again.
  • the internal combustion engine 5 Up to the first point in time ti, the internal combustion engine 5 is in a load-free state, so that—as shown in the fifth time diagram—a value of 60 rpm results for the differential speed An.
  • the target speed n target is up to the first point in time ti 1440 min "1 .
  • the 50% load that is present at the second point in time t2 is switched on.
  • the Differential speed An is therefore 30 rpm at the second point in time.
  • the setpoint speed n setpoint is therefore 1470 rpm at the second point in time t2.
  • the setpoint speed n setpoint therefore increases from the first point in time ti to the second point in time t2 from 1440 min "1 to 1470 min " 1.
  • the differential speed An falls from 60 min "1 to 30 min "1 during this period.
  • the integral component M s l o u shown in the third time diagram at c) is 0 Nm up to the first point in time ti, since there is no load. Starting from the first point in time ti, it then increases up to the second point in time t2 to the value 5000 Nm, which in the exemplary embodiment shown here corresponds to a load of 50% of the full-load torque My.
  • the measured speed n me ss and the effective setpoint speed n eff are shown one above the other.
  • both values are typically constant and identical to 1500 rpm.
  • Switching off the load at the third point in time ti results in the setpoint speed n set in the second time diagram being reduced back to its initial value of 1440 rpm will.
  • the integral part M ⁇ . 0 ⁇ i according to the third time diagram is reduced again to the value 0 Nm.
  • the differential speed An shown in the fifth time diagram is increased again to the value of 60 rpm.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Eletrric Generators (AREA)

Abstract

L'invention concerne un dispositif de commande en boucle fermée (3) pour la commande en boucle fermée d'un ensemble d'alimentation (1) comprenant un moteur à combustion interne (5) et un générateur (9) présentant un raccordement d'entraînement fonctionnel au moteur à combustion interne (5), le dispositif de commande en boucle fermée (3) étant conçu, dans un premier état fonctionnel, - pour détecter une fréquence de générateur (fG) du générateur (9) en tant que variable de commande, - pour déterminer un écart de commande (ef) en tant que différence entre la fréquence de générateur (fG) détectée et une fréquence de générateur cible (fsoll), - pour identifier une vitesse cible (nsoll) en tant que variable manipulée pour activer le moteur à combustion interne (5) conformément à l'écart de commande (ef), - le dispositif de commande (3) étant également conçus pour utiliser des règles de commande en boucle fermée pour déterminer la vitesse cible (nsoll), et - le dispositif de commande en boucle fermée (3) étant conçu pour être raccordé de manière fonctionnelle à un dispositif de commande en boucle ouverte (11) du moteur à combustion interne (5) de telle sorte que la vitesse cible (nsoll) peut être transmise par le dispositif de commande en boucle fermée (3) au dispositif de commande en boucle ouverte (11).
EP22733981.9A 2021-06-22 2022-06-21 Dispositif de commande en boucle fermée pour la commande en boucle fermée d'un ensemble d'alimentation comprenant un moteur à combustion interne et un générateur présentant un raccordement d'entraînement fonctionnel au moteur à combustion interne, agencement de commande en boucle fermée doté d'un tel dispositif de commande en boucle fermée, et procédé de commande en boucle fermée d'un ensemble d'alimentation Pending EP4330529A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021206425.6A DE102021206425B3 (de) 2021-06-22 2021-06-22 Regeleinrichtung zur Regelung einer eine Brennkraftmaschine und einen mit der Brennkraftmaschine antriebswirkverbundenen Generator umfassenden Leistungsanordnung, Regelanordnung mit einer solchen Regeleinrichtung, Leistungsanordnung und Verfahren zur Regelung einer Leistungsanordnung
PCT/EP2022/066830 WO2022268780A1 (fr) 2021-06-22 2022-06-21 Dispositif de commande en boucle fermée pour la commande en boucle fermée d'un ensemble d'alimentation comprenant un moteur à combustion interne et un générateur présentant un raccordement d'entraînement fonctionnel au moteur à combustion interne, agencement de commande en boucle fermée doté d'un tel dispositif de commande en boucle fermée, et procédé de commande en boucle fermée d'un ensemble d'alimentation

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EP22733981.9A Pending EP4330529A1 (fr) 2021-06-22 2022-06-21 Dispositif de commande en boucle fermée pour la commande en boucle fermée d'un ensemble d'alimentation comprenant un moteur à combustion interne et un générateur présentant un raccordement d'entraînement fonctionnel au moteur à combustion interne, agencement de commande en boucle fermée doté d'un tel dispositif de commande en boucle fermée, et procédé de commande en boucle fermée d'un ensemble d'alimentation

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US (1) US12297788B2 (fr)
EP (1) EP4330529A1 (fr)
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WO (1) WO2022268780A1 (fr)

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WO2022268780A1 (fr) 2022-12-29
US20240117779A1 (en) 2024-04-11
US12297788B2 (en) 2025-05-13
DE102021206425B3 (de) 2022-11-17

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