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WO2009122011A1 - System for regulating pilot fuel supply in a combustion engine - Google Patents

System for regulating pilot fuel supply in a combustion engine Download PDF

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Publication number
WO2009122011A1
WO2009122011A1 PCT/FI2009/050227 FI2009050227W WO2009122011A1 WO 2009122011 A1 WO2009122011 A1 WO 2009122011A1 FI 2009050227 W FI2009050227 W FI 2009050227W WO 2009122011 A1 WO2009122011 A1 WO 2009122011A1
Authority
WO
WIPO (PCT)
Prior art keywords
crankshaft angle
cylinder
range
maximum pressure
pilot fuel
Prior art date
Application number
PCT/FI2009/050227
Other languages
French (fr)
Inventor
Kaj Portin
Jenny Hellen
Original Assignee
Wärtsilä Finland Oy
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 Wärtsilä Finland Oy filed Critical Wärtsilä Finland Oy
Priority to EP09726520A priority Critical patent/EP2262998B1/en
Priority to AT09726520T priority patent/ATE521800T1/en
Priority to KR1020107022970A priority patent/KR101510921B1/en
Priority to US12/935,565 priority patent/US7971573B2/en
Publication of WO2009122011A1 publication Critical patent/WO2009122011A1/en

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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F02D41/1443—Plural sensors with one sensor per cylinder or group of cylinders
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to supplying pilot fuel to the cylinders of a combustion engine.
  • the invention particularly relates to gas engines.
  • Fuel is supplied to the cylinders of a combustion engine and burned.
  • the combustion of fuel releases energy, which is converted to mechanical motion using the piston in the cylinder.
  • Cylinder operation is usually divided into four strokes, for example: fuel intake, compression stroke, expansion stroke and exhaust ventilation.
  • the combustion of fuel takes place between the compression and expansion strokes.
  • the strokes combined constitute the cylinder cycle in which the piston in the cylinder has moved in accordance with the strokes and returned to the initial position.
  • the work done during the cycle is transferred to the engine's crankshaft.
  • pilot fuel can be diesel, for example.
  • the pilot fuel is separately ignited using some kind of ignition means.
  • Other methods include the use of spark plugs, laser or an incandescent element.
  • the use of pilot fuel brings benefits such as good engine efficiency and a long maintenance interval.
  • the time and quantity of supplying pilot fuel into the cylinder are important for efficient engine operation. If the timing or quantity is not correct, the cylinder will produce less power. The cylinder's emissions will also increase. If there is too much pilot fuel, the combustion of fuel in the cylinder generates harmful nitrogen oxides (NOx). On the other hand, if there is too little pilot fuel, the combustion of fuel in the cylinder may generate unburned hydrocarbons (UHC).
  • the quantity and timing of pilot fuel are regulated with the aim of reducing NOx and UHC emissions and maintaining good engine efficiency. Load on the engine affects combustion conditions in the cylinders. The quantity of pilot fuel required at light load differs from that required at heavy loads.
  • pilot fuel charts that indicate a predetermined quantity of pilot fuel for different engine loads is known from prior art.
  • pilot fuel supply system that account for a certain aspect such as emissions or cylinder power.
  • the system requires several different sensors and the processing of data from those sensors. This will easily make the system unreasonably complex and expensive.
  • the construction and operation of parallel systems is also complex and expensive.
  • a system according to the invention comprises cylinder-specific pressure sensors 1 that are installed in the cylinders of a combustion engine for measuring cylinder pressures, as well as a control unit 2.
  • the control unit is arranged to determine the crankshaft angle corresponding to maximum pressure in each cylinder of the engine, as well as the cylinders' average crankshaft angle at maximum pressure in response to cylinder pressure measurements and to verify whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation. If the average crankshaft angle at maximum pressure is outside the range of crankshaft angle variation, the unit is arranged to control the duration of total pilot fuel injection into the engine.
  • control unit is arranged to determine the differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure.
  • the unit is also arranged to compare the differences with a certain range of difference variation and to control the duration of fuel injection into a cylinder if the difference for an individual cylinder traverses the minimum or maximum limit of the range of difference variation.
  • Figure 1 illustrates an example of an apparatus according to the invention
  • Figure 2 illustrates a flowchart example of the method according to the invention.
  • Figure 1 illustrates an example of a system according to the invention installed on a combustion engine 3.
  • the system comprises cylinder-specific pressure sensors 1 that are installed in the cylinders 4 of the combustion engine for measuring cylinder pressures, as well as a control unit 2.
  • the pressure curve for an individual cylinder follows the strokes in the cycle. The pressure is at its lowest during fuel intake and exhaust ventilation. The pressure increases during the compression stroke and reaches its maximum during the expansion stroke. It is preferable that maximum pressure occurs within the crankshaft angle range of -5 to +40 degrees in order to get desired power from the cylinder.
  • the top dead centre (TDC) of the crankshaft is zero degrees:
  • the cylinder pressure measurement data is sent to a control unit 2 that receives measurement data through a reception interface 6.
  • the control unit is arranged to determine the crankshaft angle at maximum pressure of each cylinder 4 and the cylinders' average crankshaft angle at maximum pressure in response to cylinder pressure measurements.
  • the average crankshaft angle at maximum pressure is arranged to be computed from the cylinders' crankshaft angles at maximum pressure.
  • the control unit is also arranged to verify whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation, for example -5 to +40 degrees, and to control the duration of total pilot fuel injection into the engine 3 if the average crankshaft angle at maximum pressure is outside the range of crankshaft angle variation.
  • Total pilot fuel refers to pilot fuel supplied to the entire engine - that is, all cylinders of the engine.
  • the duration of total pilot fuel injection affects the quantity of pilot fuel injected into each cylinder, which affects ignition and therefore shifts the point of maximum pressure. If the quantity of total pilot fuel is increased, the pilot fuel and actual fuel will ignite earlier, which means that the point of maximum pressure moves to an earlier point in the cylinder's cycle. If the quantity of total pilot fuel is decreased, the pilot fuel and actual fuel will ignite later, which means that the point of maximum pressure moves to a later point in the cylinder's cycle.
  • the control unit is arranged to decrease the duration of total pilot fuel injection when the minimum limit of the range of variation is traversed, and to increase the duration of total pilot fuel injection when the maximum limit of the range of variation is traversed.
  • the control unit is also arranged to determine the differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure as necessary, and to compare the differences with a certain range of difference variation.
  • the range of difference variation is the allowed range for the difference between a cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure.
  • the range of difference variation can be, for example, 5 crankshaft angle degrees to either side of the average crankshaft angle at maximum pressure. Because the point of average maximum pressure depends on engine load, such an arrangement means that the maximum and minimum limits of the range of difference variation are also arranged to depend on engine load. The maximum and minimum limits can of course be made load-dependent also by other means.
  • control unit is arranged to control the duration of fuel injection into the cylinder.
  • the duration of pilot fuel injection into the cylinder is reduced if the minimum limit of the range of difference variation is traversed, and the duration of pilot fuel injection into the cylinder is increased if the maximum limit of the range of variation is traversed. If the cylinder's difference remains within the range of difference variation, control is not applied to pilot fuel injection.
  • the control unit has a control interface 7 through which the pilot fuel injection element 5 for each cylinder is controlled. It must be noted that the interfaces 6, 7 of the control unit can be implemented in different ways, for example as a common bus or as separate cylinder-specific connectors.
  • Figure 2 illustrates a flowchart example of the method according to the invention.
  • the method comprises a stage for determining each cylinder's crankshaft angie at maximum pressure and the cylinders' average crankshaft angle at maximum pressure 21.
  • the method also comprises stages for verifying whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation 22, for controlling the duration of total pilot fuel injection into the engine if the average crankshaft angle at maximum pressure is outside the range of crankshaft angle variation 23, for determining the differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure 24, for comparing the differences with a certain range of difference variation 25, and for controlling the duration of fuel injection into a cylinder if the difference in an individual cylinder traverses the minimum or maximum limit of the range of difference variation 26. If the cylinder's difference remains within the range of difference variation, control is not applied to pilot fuel injection.
  • the average crankshaft angle at maximum pressure is arranged to be computed from the cylinders' crankshaft angles at maximum pressure, and the maximum and minimum limits of the range of difference variation can be arranged to depend on engine load.
  • the duration of total pilot fuel injection is reduced if the minimum limit of the range of variation is traversed, and the duration of total pilot fuel injection is increased if the minimum limit of the range of variation is traversed.
  • the duration of pilot fuel injection into each cylinder is reduced if the minimum limit of the range of difference variation is traversed, and the duration of pilot fuel injection into the cylinder is increased if the maximum limit of the range of difference variation is traversed.
  • the arrangement according to the invention only requires sensors of a single type for measuring the pressure in each cylinder.
  • the same measurement data can be used for controlling total pilot fuel as well as cylinder-specific pilot fuel injection. Because both controls affect the duration of fuel injection, the system is simpler and easier to control. No separate sensors and arrangements are required for load-based, efficiency-based and emissions-based control of pilot fuel injection.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The invention relates to supplying pilot fuel to the cylinders of a combustion engine. The invention comprises cylinder-specific pressure sensors (1) that are installed in the cylinders of the combustion engine, as well as a control unit (2). The control unit determines each cylinder's crankshaft angle at maximum pressure and the cylinders' average crankshaft angle at maximum pressure, and verifies whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation. If the average crankshaft angle at maximum pressure is outside the range of variation, the duration of total pilot fuel injection into the engine is controlled. Furthermore, the differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure are determined. The differences are compared with a certain range of difference variation, and the duration of fuel injection into a cylinder is controlled if the difference in an individual cylinder traverses the minimum or maximum limit of the range of difference variation.

Description

System for regulating pilot fuel supply in a combustion engine
Field of technology
The invention relates to supplying pilot fuel to the cylinders of a combustion engine. The invention particularly relates to gas engines.
Prior art
Fuel is supplied to the cylinders of a combustion engine and burned. The combustion of fuel releases energy, which is converted to mechanical motion using the piston in the cylinder. Cylinder operation is usually divided into four strokes, for example: fuel intake, compression stroke, expansion stroke and exhaust ventilation. The combustion of fuel takes place between the compression and expansion strokes. The strokes combined constitute the cylinder cycle in which the piston in the cylinder has moved in accordance with the strokes and returned to the initial position. The work done during the cycle is transferred to the engine's crankshaft. In combustion engines fueled by gas, also known as gas combustion engines, the fuel is ignited using so-called pilot fuel, for example. The pilot fuel can be diesel, for example. In some solutions the pilot fuel is separately ignited using some kind of ignition means. Other methods include the use of spark plugs, laser or an incandescent element. However, the use of pilot fuel brings benefits such as good engine efficiency and a long maintenance interval.
The time and quantity of supplying pilot fuel into the cylinder are important for efficient engine operation. If the timing or quantity is not correct, the cylinder will produce less power. The cylinder's emissions will also increase. If there is too much pilot fuel, the combustion of fuel in the cylinder generates harmful nitrogen oxides (NOx). On the other hand, if there is too little pilot fuel, the combustion of fuel in the cylinder may generate unburned hydrocarbons (UHC). The quantity and timing of pilot fuel are regulated with the aim of reducing NOx and UHC emissions and maintaining good engine efficiency. Load on the engine affects combustion conditions in the cylinders. The quantity of pilot fuel required at light load differs from that required at heavy loads. The use of pilot fuel charts that indicate a predetermined quantity of pilot fuel for different engine loads is known from prior art. Thus there are arrangements for the supply of pilot fuel that account for a certain aspect such as emissions or cylinder power. If it is desired that the pilot fuel supply system should account for several aspects, the system requires several different sensors and the processing of data from those sensors. This will easily make the system unreasonably complex and expensive. The construction and operation of parallel systems is also complex and expensive.
Short description of invention
The objective of the invention is to reduce the problems of prior art. The objective will be achieved as presented in the independent claims. A system according to the invention comprises cylinder-specific pressure sensors 1 that are installed in the cylinders of a combustion engine for measuring cylinder pressures, as well as a control unit 2. The control unit is arranged to determine the crankshaft angle corresponding to maximum pressure in each cylinder of the engine, as well as the cylinders' average crankshaft angle at maximum pressure in response to cylinder pressure measurements and to verify whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation. If the average crankshaft angle at maximum pressure is outside the range of crankshaft angle variation, the unit is arranged to control the duration of total pilot fuel injection into the engine. If the average crankshaft angle at maximum pressure is within the range of crankshaft angle variation, the control unit is arranged to determine the differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure. The unit is also arranged to compare the differences with a certain range of difference variation and to control the duration of fuel injection into a cylinder if the difference for an individual cylinder traverses the minimum or maximum limit of the range of difference variation. List of figures
In the following, the invention is described in more detail by reference to the enclosed drawings, where
Figure 1 illustrates an example of an apparatus according to the invention, and
Figure 2 illustrates a flowchart example of the method according to the invention.
Description of the invention Figure 1 illustrates an example of a system according to the invention installed on a combustion engine 3. The system comprises cylinder-specific pressure sensors 1 that are installed in the cylinders 4 of the combustion engine for measuring cylinder pressures, as well as a control unit 2. The pressure curve for an individual cylinder follows the strokes in the cycle. The pressure is at its lowest during fuel intake and exhaust ventilation. The pressure increases during the compression stroke and reaches its maximum during the expansion stroke. It is preferable that maximum pressure occurs within the crankshaft angle range of -5 to +40 degrees in order to get desired power from the cylinder. The top dead centre (TDC) of the crankshaft is zero degrees: The cylinder pressure measurement data is sent to a control unit 2 that receives measurement data through a reception interface 6.
The control unit is arranged to determine the crankshaft angle at maximum pressure of each cylinder 4 and the cylinders' average crankshaft angle at maximum pressure in response to cylinder pressure measurements. The average crankshaft angle at maximum pressure is arranged to be computed from the cylinders' crankshaft angles at maximum pressure. The control unit is also arranged to verify whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation, for example -5 to +40 degrees, and to control the duration of total pilot fuel injection into the engine 3 if the average crankshaft angle at maximum pressure is outside the range of crankshaft angle variation. Total pilot fuel refers to pilot fuel supplied to the entire engine - that is, all cylinders of the engine. The duration of total pilot fuel injection affects the quantity of pilot fuel injected into each cylinder, which affects ignition and therefore shifts the point of maximum pressure. If the quantity of total pilot fuel is increased, the pilot fuel and actual fuel will ignite earlier, which means that the point of maximum pressure moves to an earlier point in the cylinder's cycle. If the quantity of total pilot fuel is decreased, the pilot fuel and actual fuel will ignite later, which means that the point of maximum pressure moves to a later point in the cylinder's cycle. Thus the control unit is arranged to decrease the duration of total pilot fuel injection when the minimum limit of the range of variation is traversed, and to increase the duration of total pilot fuel injection when the maximum limit of the range of variation is traversed.
The control unit is also arranged to determine the differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure as necessary, and to compare the differences with a certain range of difference variation. The range of difference variation is the allowed range for the difference between a cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure. The range of difference variation can be, for example, 5 crankshaft angle degrees to either side of the average crankshaft angle at maximum pressure. Because the point of average maximum pressure depends on engine load, such an arrangement means that the maximum and minimum limits of the range of difference variation are also arranged to depend on engine load. The maximum and minimum limits can of course be made load-dependent also by other means. If the difference in an individual cylinder traverses the minimum or maximum limit of the range of difference variation, the control unit is arranged to control the duration of fuel injection into the cylinder. The duration of pilot fuel injection into the cylinder is reduced if the minimum limit of the range of difference variation is traversed, and the duration of pilot fuel injection into the cylinder is increased if the maximum limit of the range of variation is traversed. If the cylinder's difference remains within the range of difference variation, control is not applied to pilot fuel injection. The control unit has a control interface 7 through which the pilot fuel injection element 5 for each cylinder is controlled. It must be noted that the interfaces 6, 7 of the control unit can be implemented in different ways, for example as a common bus or as separate cylinder-specific connectors. Figure 2 illustrates a flowchart example of the method according to the invention. In response to the engine cylinder pressure measurements, the method comprises a stage for determining each cylinder's crankshaft angie at maximum pressure and the cylinders' average crankshaft angle at maximum pressure 21. The method also comprises stages for verifying whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation 22, for controlling the duration of total pilot fuel injection into the engine if the average crankshaft angle at maximum pressure is outside the range of crankshaft angle variation 23, for determining the differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure 24, for comparing the differences with a certain range of difference variation 25, and for controlling the duration of fuel injection into a cylinder if the difference in an individual cylinder traverses the minimum or maximum limit of the range of difference variation 26. If the cylinder's difference remains within the range of difference variation, control is not applied to pilot fuel injection.
In the method according to the invention, the average crankshaft angle at maximum pressure is arranged to be computed from the cylinders' crankshaft angles at maximum pressure, and the maximum and minimum limits of the range of difference variation can be arranged to depend on engine load. The duration of total pilot fuel injection is reduced if the minimum limit of the range of variation is traversed, and the duration of total pilot fuel injection is increased if the minimum limit of the range of variation is traversed. The duration of pilot fuel injection into each cylinder is reduced if the minimum limit of the range of difference variation is traversed, and the duration of pilot fuel injection into the cylinder is increased if the maximum limit of the range of difference variation is traversed. The arrangement according to the invention only requires sensors of a single type for measuring the pressure in each cylinder. The same measurement data can be used for controlling total pilot fuel as well as cylinder-specific pilot fuel injection. Because both controls affect the duration of fuel injection, the system is simpler and easier to control. No separate sensors and arrangements are required for load-based, efficiency-based and emissions-based control of pilot fuel injection.
It is evident from the description and examples presented above that an embodiment of the invention can be created using a variety of different solutions. It is evident that the invention is not limited to the examples mentioned in this text but can be implemented in many other different embodiments.
Therefore any inventive embodiment can be implemented within the scope of the inventive idea.

Claims

Claims
1. A system for regulating pilot fuel supply in a combustion engine, characterised in that the system comprises cylinder-specific pressure sensors (1 ) for installation in the cylinders of a combustion engine for measuring cylinder pressures, as well as a control unit (2) arranged to determine a crankshaft angle at maximum pressure of each cylinder of the engine and the cylinders' average crankshaft angle at maximum pressure in response to cylinder pressure measurements, to verify whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation, to control duration of total pilot fuel injection into the engine if the average crankshaft angle at maximum pressure is outside the range of crankshaft angle variation, to determine differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure if the average crankshaft angle at maximum pressure is within the range of crankshaft angle variation, to compare the differences with a certain range of difference variation, to control duration of pilot fuel injection into a cylinder if the difference in an individual cylinder traverses the minimum or maximum limit of the range of difference variation.
2. A system according to Claim 1 , characterised in that the average crankshaft angle at maximum pressure is arranged to be computed from the cylinders' crankshaft angles at maximum pressure.
3. A system according to Claim 2, characterised in that the maximum and minimum limits of the range of difference variation are arranged to depend on engine load.
4. A system according to Claim 2 or 3, characterised in that it is arranged to reduce the duration of total pilot fuel injection when the minimum limit of the range of angle variation is traversed, and to increase the duration of total pilot fuel injection when the maximum limit of the range of angle variation is traversed.
5. A system according to Claim 4, characterised in that it is arranged to reduce the duration of pilot fuel injection into a cylinder when the minimum limit of the range of difference variation is traversed, and to increase the duration of pilot fuel injection into a cylinder when the maximum limit of the range of difference variation is traversed.
6. A system according to Claim 5, characterised in that the range of crankshaft angle variation is from -5 to +40 crankshaft angle degrees.
7. A system according to Claim 6, characterised in that the range of difference variation of the crankshaft angle is 5 crankshaft angle degrees to either side of the average crankshaft angle at maximum pressure.
8. A system according to Claim 2, 3, 5, 6 or 7, characterised in that the control unit comprises an interface for receiving cylinder-specific pressure data and another interface for controlling the duration of fuel injection specific to each cylinder.
9. A system according to Claim 8, characterised in that it is connected to a combustion engine.
10. A method for supplying pilot fuel into a combustion engine, characterised in that in response to measuring the engine's cylinder pressures, the method comprises stages: to determine crankshaft angle at maximum pressure of each cylinder and the cylinders' average crankshaft angle at maximum pressure, to verify whether the average crankshaft angle at maximum pressure is within a certain range of crankshaft angle variation, to control duration of total pilot fuel injection into the engine if the average crankshaft angle at maximum pressure is outside the range of crankshaft angle variation, to determine differences between each cylinder's crankshaft angle at maximum pressure and the average crankshaft angle at maximum pressure, to compare the differences with a certain range of difference variation, and to control duration of pilot fuel injection into a cylinder if the difference in an individual cylinder traverses the minimum or maximum limit of the range of difference variation.
1 1. A method according to Claim 10, characterised in that the average crankshaft angle at maximum pressure is arranged to be computed from the cylinders' crankshaft angles at maximum pressure.
12. A method according to Claim 1 1 , characterised in that the maximum and minimum limits of the range of difference variation are arranged to depend on engine load.
13. A method according to Claim 10 or 1 1 , characterised in that it is arranged to reduce the duration of total pilot fuel injection when the minimum limit of the range of angle variation is traversed, and to increase the duration of total pilot fuel injection when the maximum limit of the range of angle variation is traversed .
14. A method according to Claim 13, characterised in that it is arranged to reduce the duration of pilot fuel injection into a cylinder when the minimum limit of the range of difference variation is traversed, and to increase the duration of pilot fuel injection into a cylinder when the maximum limit of the range of difference variation is traversed.
PCT/FI2009/050227 2008-03-31 2009-03-25 System for regulating pilot fuel supply in a combustion engine WO2009122011A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP09726520A EP2262998B1 (en) 2008-03-31 2009-03-25 System for regulating pilot fuel supply in a combustion engine
AT09726520T ATE521800T1 (en) 2008-03-31 2009-03-25 SYSTEM FOR REGULATING THE IGNITION OIL SUPPLY IN AN INTERNAL COMBUSTION ENGINE
KR1020107022970A KR101510921B1 (en) 2008-03-31 2009-03-25 System for regulating pilot fuel supply in a combustion engine
US12/935,565 US7971573B2 (en) 2008-03-31 2009-03-25 System for regulating pilot fuel supply in a combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20085263 2008-03-31
FI20085263A FI121030B (en) 2008-03-31 2008-03-31 Pilot fuel control system and method for internal combustion engine

Publications (1)

Publication Number Publication Date
WO2009122011A1 true WO2009122011A1 (en) 2009-10-08

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/FI2009/050227 WO2009122011A1 (en) 2008-03-31 2009-03-25 System for regulating pilot fuel supply in a combustion engine

Country Status (6)

Country Link
US (1) US7971573B2 (en)
EP (1) EP2262998B1 (en)
KR (1) KR101510921B1 (en)
AT (1) ATE521800T1 (en)
FI (1) FI121030B (en)
WO (1) WO2009122011A1 (en)

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WO2014167177A1 (en) 2013-04-09 2014-10-16 Wärtsilä Finland Oy Method of operating an electric power generator set and an electric power generator set

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EP2262998A1 (en) 2010-12-22
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