A METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE

Abstract

A method of controlling an internal combustion engine with a plurality of cylinders includes injecting a first gaseous fuel, at a first pressure, into at least a first cylinder of the cylinders, in a first combustion mode, and simultaneously providing a second gaseous fuel, at a second pressure which is different than the first pressure, for at least a second cylinder of the cylinders, in a second combustion mode which is dissimilar to the first combustion mode, wherein the second cylinder is not the first cylinder.

Claims

1. A method of controlling an internal combustion engine with a plurality of cylinders, the method comprising injecting a first gaseous fuel, at a first pressure, into at least a first cylinder of the cylinders, in a first combustion mode, wherein a first gas injection system is provided for the step of injecting the first gaseous fuel, accumulating in a container first gaseous fuel from the first gas injection system, simultaneously with the step of injecting the first gaseous fuel providing a second gaseous fuel, at a second pressure which is different than the first pressure, for at least a second cylinder of the cylinders, and supplying the second gaseous fuel for the second gaseous fuel provision from the container, wherein the simultaneous provision of the second gaseous fuel is in a second combustion mode which is dissimilar to the first combustion mode, wherein the second cylinder is not the first cylinder, wherein the step of simultaneously providing the second gaseous fuel for at least a second cylinder of the cylinders, includes providing the second gaseous fuel for one or more of the cylinders, but less than all cylinders.

2. A method according to claim 1, wherein the first gaseous fuel and the second gaseous fuel are of the same type.

3. A method according to claim 1, wherein the step of injecting the first gaseous fuel comprises injecting the first gaseous fuel into a plurality of cylinders of the cylinders.

4. A method according to claim 1, wherein the step of simultaneously providing the second gaseous fuel comprises simultaneously providing the second gaseous fuel for only a single cylinder of the cylinders.

5. A method according to claim 1, comprising injecting (S1) the first gaseous fuel at the first pressure into all cylinders in the first combustion mode, and subsequently shifting to the step of injecting the first gaseous fuel, at the first pressure, into at least the first cylinder of the cylinders, in a first combustion mode, and the step of simultaneously providing the second gaseous fuel, at the second pressure, for at least the second cylinder of the cylinders, in the second combustion mode.

6. A method according to claim 5, comprising determining a load of the engine, and performing the shift in dependence on the determined load.

7. A method according to claim 5, comprising determining a load of the engine, and performing the shift on the condition that the load is below a load threshold value.

8. A method according to claim 5, wherein the container is a second container, comprising supplying the first gaseous fuel for the first gaseous fuel injection at the first pressure from a first container, supplying the second gaseous fuel for the second gaseous fuel provision at the second pressure from the second container, determining a pressure or a gas content in the second container, and performing the shift in dependence on the determined pressure or gas content in the second container.

9. A method according to claim 8, comprising performing the shift on the condition that the pressure or gas content in the second container is above a threshold value.

10. A method according to claim 1, wherein the second combustion mode comprises providing the second gaseous fuel at the second pressure for a premix of air and gas to the second cylinder.

11. A method according to claim 1, wherein the second combustion mode comprises determining a value of an air flow related parameter indicative of an air mass flow into the second cylinder, determining, based on the determined air flow related parameter value, a value of a fuel flow related parameter indicative of a mass flow of the second gaseous fuel, providing, in accordance with the determined fuel flow related parameter value, the second gaseous fuel to provide a premix of air and the excess gaseous fuel to the cylinder.

12. A method according to claim 1, wherein the second combustion mode comprises providing air and the second gaseous fuel at the second pressure for a lambda value of 1.3-1.7.

13. A method according to claim 1, comprising determining a required load on the engine, and controlling the injection of the first gaseous fuel so as to provide a total load on the engine corresponding to the required load.

14. A method according to claim 13, wherein the substantially constant load in the second cylinder corresponds to a load in an interval of 50-70% of a full load in the second cylinder.

15. A method according to claim 1, wherein the second combustion mode comprises a pilot injection of a liquid fuel.

16. A method according to claim 1, wherein the step of injecting the first gaseous fuel comprises injecting the first gaseous fuel by means of a first injector, and the second combustion mode comprises a pilot injection of the first gaseous fuel by means of the first injector.

17. A method according to claim 15, comprising determining an air to gas ratio in the second combustion mode, and controlling the pilot injection in dependence on the determined air to gas ratio.

18. A method according to claim 1, wherein the second combustion mode comprises a homogenous charge compression ignition (HCCI) of the second gaseous fuel provided at the second pressure.

19. A method according to claim 1, wherein the second combustion mode involves injecting only the second gaseous fuel at the second pressure.

20. An internal combustion engine system comprising an internal combustion engine with a plurality of cylinders, an air intake system presenting for each cylinder an air conduit dedicated only for the respective cylinder, a first gas injection system for injecting a first gaseous fuel into the cylinders at a first pressure, a second gas injection system for providing a second gaseous fuel to the engine at a second pressure which is different than the first pressure, the first gas injection system comprising a first container for the first gaseous fuel to be injected by the first gas injection system, the second gas injection system comprising a second container for the second gaseous fuel to be provided by the second gas injection system, wherein the second gas injection system is arranged to provide the second gaseous fuel directly into one or more of the cylinders or directly to one or more of the air conduits dedicated only for the respective cylinder, allowing for supplying the second gaseous fuel to a selected subgroup of the cylinders only.

21. A system according to claim 20, wherein the first gaseous fuel and the second gaseous fuel are of the same type.

22. A system according to claim 20, wherein the second gas injection system comprises at least one injector arranged to inject fuel into a respective of the at least one of the air conduits.

23. A system according to claim 20, wherein the first container is a liquid natural gas (LNG) tank.

24. A system according to claim 20, wherein the second container is arranged to accumulate first gaseous fuel from the first container.

25. A computer comprising a computer program for performing the steps of claim 1 when the program is run on the computer.

26. A non-transitory computer readable medium carrying a computer program for performing the steps of claim 1 when the program is run on a computer.

27. A control unit arranged to perform the steps of the method according to claim 1.

28. (canceled)

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0048] With reference to the appended drawings, below follows a more detailed description of embodiments of the invention cited as examples. In the drawings:

[0049] FIG. 1 is a partially sectioned side view of a vehicle in the form of a truck.

[0050] FIG. 2 is a diagram of an engine system in the vehicle in FIG. 1.

[0051] FIG. 3 and FIG. 4 are flow diagrams depicting steps in a method in the engine system in FIG. 2.

[0052] FIG. 5 and FIG. 6 show diagrams depicting fuel injections in combustion modes provided by the method in FIG. 3 and FIG. 4, as functions of the crankshaft angle.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION

[0053] FIG. 1 shows a vehicle in the form of a truck, or a tractor for a semitrailer. It should be noted that the vehicle can be of a variety of alternative types, e.g. it may be a car, a bus, or a working machine such as a wheel loader. The vehicle comprises an engine system with a high pressure gas injection (HPGI) internal combustion engine 1.

[0054] FIG. 2 depicts components of the engine system including the engine 1 which has four cylinders 101-104. The engine system comprises an air intake system 2 for the engine 1. The air intake system 2 presents for each cylinder 101-104 an air conduit 201-204 dedicated for a respective of the cylinders 101-104.

[0055] The engine system also comprises a first gas injection system 3 for injecting a first gaseous fuel into the cylinders 101-104 at a first pressure. Any suitable type of gaseous fuel may be used; in this example the first gaseous fuel is natural gas comprising methane. Other possible gases include propane and butane. The first gas injection system 3 comprises a first container 301 for the first gaseous fuel to be injected by the first gas injection system 3. The first container 301 is a liquid natural gas (LNG) tank. The first gas injection system 3 further comprises a high pressure injector 311-314 at each cylinder 101-104. The first gas injection system 3 further comprises, between the first container 301 and the high pressure injectors 311-314, a high pressure pump 302. The first gas injection system 3 also comprises an evaporator (not shown). Thus, the high pressure pump 302 is arranged to provide the first gaseous fuel from the first container 301 to the high pressure injectors 311-314, via a high pressure buffer tank 304, herein also referred to as a third container, and a high pressure fuel conduit 303.

[0056] It should be noted that the high pressure injectors 311-314 are arranged to change the fuel injection pressure, e.g. based on the engine load. Thus, what is herein referred to as the first pressure may vary depending on the operational situation of the engine.

[0057] The engine system also comprises a pilot fuel system 4 for injecting a pilot fuel into the cylinders 101-104. Any suitable type of pilot fuel may be used; in this example the pilot fuel is diesel. In alternative embodiments, the pilot fuel may be dimethyl ester (DME). The pilot fuel system 4 comprises a pilot fuel tank 401 and a pilot fuel injector 411-414 at each cylinder 101-104. The pilot fuel system 4 further comprises, between the pilot fuel tank 401 and the pilot fuel injectors 411-414, a pilot fuel pump 402. Thus, the pilot fuel pump 402 is arranged to provide the pilot fuel from the pilot fuel tank 401 to the pilot fuel injectors 411-414. It should be noted that in each cylinder 101-104 the respective high pressure injector 311-314 and pilot fuel injector 411-414 may be provided as separate units, or combined in a single combination injector, as is known per se.

[0058] In accordance with this embodiment of the invention, the engine system comprises a second gas injection system 5 for providing a second gaseous fuel to the engine 1 at a second pressure which is lower than the first pressure, at which the first gaseous fuel is injected. The second gaseous fuel is excess gaseous fuel from the first gas injection system 3, and is accumulated as exemplified below. The second gas injection system 5 comprises an injector 502, herein also referred to as a low pressure injector 502, arranged to inject fuel into one of the air conduits 201.

[0059] In other embodiments, a low pressure injector 502 may be arranged to inject fuel into a respective of a plurality of the air conduits 201-204, which could be less than all, or all of the conduits 201-204. In further embodiments, a low pressure injector 502 could be arranged to inject the second gaseous fuel directly into a respective of one or more of the cylinders 101-104.

[0060] The second gas injection system 5 comprises a second container 501 for the second gaseous fuel. The second gas injection system 5 further comprises, between the second container 501 and the low pressure injector 502, a low pressure fuel pump 503. Thus, the low pressure pump 503 is arranged to provide the second gaseous fuel from the second container 501 to the low pressure injector 502. It should be noted that in some embodiments, the pressure in the second container 501 may be such that no low pressure pump 503 needs to be provided. Instead a pressure regulator or a valve may be arranged to control the pressure at the low pressure injector 502. In further embodiments, no pump, pressure regulator or valve is provided between the second container 501 and the low pressure injector 502.

[0061] The low pressure injector 502 pressure is arranged to control, as exemplified below, a supply of the second gaseous fuel based on signals from a pressure sensor 701 in the second container 501, and in accordance with determined values of a fuel flow related parameter in the form of a flow of the second gaseous fuel.

[0062] In accordance with this embodiment of the invention, the second container 501 is arranged to accumulate first gaseous fuel from the first container 301. Thus, the first gaseous fuel and the second gaseous fuel are in this embodiment of the same type. The first gaseous fuel accumulated in the second container 501 is herein also referred to as second gaseous fuel, or excess gaseous fuel, from the first gas injection system 3. The transport of gaseous fuel from the first container 301 to the second container 501, whereby it in this presentation of this embodiment changes its name from the first gaseous fuel to the second gaseous fuel or to the excess gaseous fuel, may occur in at least three ways:

a) Boil-off gas from the first container; i.e. when the temperature of the first gaseous fuel increases resulting increased saturated gas pressure. The first gaseous fuel forming boil-off gas is transported from the first container 301 to the second container 501 via a boil-off conduit 601.
b) When gas injection pressure in the first gas injection system 3 is decreased during operation of the engine, e.g. due to a decrease in the engine load, the first gaseous fuel in the high pressure fuel conduit 303 is transported via a relief valve 602 in the high pressure fuel conduit 303, and a relief conduit 603, to the second container 501. The release valve 602 is adapted to adjust its setting based on an actual injection pressure exceeding a desired injection pressure. When there is an excess of pressure in the high pressure fuel conduit 303, the release valve 602 will open a connection between the high pressure fuel conduit 303 and the relief conduit 603.
c) When the engine is stopped, the high pressure fuel conduit 303 is emptied from the first gaseous fuel, which is transported via the relief valve 602 in the high pressure fuel conduit 303, and the relief conduit 603, to the second container 501.

[0063] The engine system further comprises a control unit 7 which is arranged to control the high pressure injectors 311-314 individually, to control the pilot fuel injectors 411-414 individually, and to control the low pressure injector 502. The control unit 7 is further arranged to receive signals from a pressure sensor 701 in the second container 501 to determine the pressure therein.

[0064] The control unit 7 is also arranged to receive signals from a mass air flow (MAF) sensor 702, located in the intake system 2, upstream of the air conduits 201-204. The control unit is arranged to determine based in the signals from the MAF sensor 702 values of an air flow related parameter in the form of the air mass flow to the cylinders 101-104.

[0065] It should be noted that in alternative embodiments, the air flow related parameter may be some other parameter, which is nevertheless indicative of the air mass flow into the cylinders 101-104. For example, the air flow related parameter may be the pressure in the intake system 2, determined by means of a manifold absolute pressure (MAP) sensor.

[0066] As exemplified below, the control unit 7 is arranged to determine, based on the determined air mass flow, values of the flow of the second gaseous fuel. The control unit 7 is further arranged to control the low pressure injector 502 so as to supply from the second container 501, in accordance with the determined values of the second gaseous fuel flow, the second gaseous fuel to provide a premix of air and the second gaseous fuel to the cylinder 101.

[0067] In addition, the control unit 7 is arranged to determine the load of the engine during its operation in the vehicle, as is known per se, e.g. based on signals from the MAF sensor 702, and/or an accelerator pedal position (APP) sensor, (not shown).

[0068] With reference to FIG. 3 and FIG. 4, a method according to an embodiment of the invention will be described.

[0069] As a starting point in this example, the engine 1 is operating with all cylinders in the same combustion mode, herein referred to as the first combustion mode. Thereby, the first gaseous fuel is injected S1 at a first pressure into all cylinders 101-104. Thereby, the high pressure injectors 311-314 and the pilot fuel injectors 411-414 at all cylinders are controlled for main injections of the first gaseous fuel from the first container 301 and pilot fuel injections for auto-ignition of diesel fuel. Thereby the first gaseous fuel is combusted in a process similar to that of combustion with diesel fuel only.

[0070] While the engine is operating with all cylinders in the first combustion mode, first gaseous fuel from the first container 301 is accumulated S2 in the second container 501, for example as mentioned above, i.e. (a) as boil-off gas received via the boil-off conduit 601, or (b or c) transported via the relief valve 602 and the relief conduit 603 at a first gas injection system pressure decrease or during a temporary engine stoppage.

[0071] Also, while the engine is operating with all cylinders in the first combustion mode, the pressure in the second fuel container 501 is continuously monitored by the control unit 7 by means of the pressure sensor 701. The control unit 7 determines S3 whether the second fuel container pressure is above a threshold value, herein also referred to as a first pressure threshold value. If the second fuel container pressure is above the first pressure threshold value, the control unit 7 determines S4 whether the load of the engine is below a load threshold value, herein also referred to as a first load threshold value.

[0072] If the second container pressure is above the first pressure threshold value, and the load is below the first load threshold value, the first combustion mode as described above is continued S5 in a first subset of the cylinders, herein also referred to as first cylinders 102-104. However, in one of the cylinders, herein referred to as the second cylinder 101, the first combustion mode is replaced S6 by a second combustion mode.

[0073] Reference is made to FIG. 4 showing steps in the control of the first and second combustion modes. When the second combustion mode is introduced in the second cylinder 101, the second gaseous fuel stored in the second fuel container 501 is pumped to the low pressure injector 502, from which it is provided to the air conduit 201 leading to the second cylinder 101. The low pressure injector 502 injects the second gaseous fuel at the second pressure which is as stated lower than the first pressure by which the first gaseous fuel is injected. The low pressure injector 502 is controlled to control the flow of the injected second gaseous fuel as follows:

[0074] The control unit 7 determines S601 based on signals from the MAF sensor 702 a value of the air mass flow. Based on the determined air mass flow, the control unit determines S602 a value of the mass flow of the second gaseous fuel. The fuel mass flow is chosen so as to provide a premix with a lambda value of approximately 1.5. The control unit 7 then controls the low pressure injector 502 so as to supply S603 from the second container 501 the second gaseous fuel by injecting at the determined fuel mass flow value the second gaseous fuel into the air conduit 201 leading to the second cylinder 101. This will provide the premix of air and the second gaseous fuel to the second cylinder 101. The lambda value of approximately 1.5 will provide a premixed flame propagation combustion in the second cylinder 101, resulting in a major part of the second gaseous fuel being combusted.

[0075] To keep the lambda value constant in view of a fluctuating air mass flow, the steps of determining S601 the air mass flow, and determining S602 the second gaseous fuel mass flow are continuously repeated. As a result of the engine being un-throttled, if the engine rotational speed is within a range normally provided during non-transient conditions giving a steady air mass flow, said premix control will in this example provide in a constant load in the second cylinder 101 corresponding to approximately 65% of the full load in the second cylinder.

[0076] Since the load provided by the second cylinder 101 is substantially constant, the following steps are carried out to compensate for any discrepancy between the required load on the engine and the share of the engine load provided by the second cylinder. The control unit 7 determines S604 a required load of the engine, and controls S605 the injection, in the first combustion mode, of the first gaseous fuel into the first cylinders 102-104 so as to provide a total load of the engine corresponding to the required load.

[0077] For example, where the second cylinder 101 is operating in the second mode providing a substantially constant load of 65% of full load, and the required load is 50%, the first combustion mode is controlled so as to provide less than 50% of full load in the first cylinders 102-104, so that the total load provided by the engine corresponds to the required load.

[0078] FIG. 5 shows a diagram depicting fuel injections in the first combustion mode as a function of the crankshaft angle (CAD) of the first cylinders 102-104. This combustion mode is known per se as a HPGI combustion mode. It involves the a pilot injection by means of the pilot fuel injectors 412-414 in the first cylinders 102-104 of diesel fuel, at the end of the compression stroke, close to the top dead centre (TDC) position. A main injection of the first gaseous fuel by means of the high pressure injectors 312-314 in the first cylinders 102-104 is provided at the beginning of the expansion stroke.

[0079] FIG. 6 shows a diagram depicting fuel injections in the second combustion mode as a function of the crankshaft angle of the second cylinder 101. The second gaseous fuel is injected well into the air conduit 201 leading to the second cylinder 101 at the end of an induction stroke of the second cylinder 101. Thereby the excess gaseous fuel is injected early enough for the air and fuel premix to be introduced to the second cylinder 101 and homogenously mixed. As mentioned, the low pressure injector 502 may be alternatively arranged to inject fuel directly into the second cylinder 101. Also, alternatively, the second fuel may be injected at the beginning of the compression stroke of the cylinder.

[0080] Further, a pilot injection of diesel fuel is provided by means of the pilot fuel injector 411 in the second cylinder 101, at the end of the compression stroke. In addition, a pilot injection of the first gaseous fuel by means of the high pressure injector 311 in the second cylinder 101 is provided at the beginning of the expansion stroke. The pilot injections auto-ignite and provides thereby an initiation of the premixed flame propagation combustion of the air fuel premix. The additional pilot injection of first gaseous fuel provides additional energy needed to ignite the air and fuel premix, compared to the ignition energy needed in the first combustion mode.

[0081] During the compression stroke in the second combustion mode, the pressure and temperature of the premixed charge is increased, however, not to levels at which a premature auto-ignition would occur. Instead ignition is accomplished by the pilot injections and auto-ignition of the diesel fuel and the first gaseous fuel. It should be noted that the pilot injections, e.g. the amount of pilot fuel injected in each cycle, is controlled in dependence on the determined ratio of air to second gaseous fuel, as discussed above. The premixed second gaseous fuel and air charge is subsequently combusted mainly in a controlled flame propagation process.

[0082] It should be noted that during the dual combustion mode operation of the engine, the first gaseous fuel injection in the first cylinders 102-104 is controlled, in addition to the engine load control as exemplified above, so as to optimise the ignition events for the dual fuel operation. More specifically, the amount of first gaseous fuel during the dual combustion mode operation is controlled to assure optimum conditions in terms of power efficiency, methane oxidation efficiency and safety margins towards knock.

[0083] If during the dual combustion mode the load of the engine is increased above a second load threshold value, the combustion mode in the second cylinder 101 is shifted S7 from the second combustion mode back to the first combustion mode, so that all cylinders are operating with the high pressure first gaseous fuel injections. Thereby, a priority can be given to power requirements during certain vehicle operational situations.

[0084] When the pressure in the second container 501 has degreased below a second threshold S8, the combustion mode in the second cylinder 101 is shifted from the second combustion mode back to the first combustion mode. Thereby, when a major portion of, or all of, the gaseous fuel collected in the second container 501 has been burned off in the second cylinder 101, all cylinders will again be operating in the first combustion mode.

[0085] Thus, since the second container 501 is arranged to accumulate first gaseous fuel from the first container 301 as described, emissions of the first gaseous fuel from the first gas injection system 3 may be avoided, thereby reducing the environmental impact of the vehicle. It should be noted that the size of the second container 501 may be small in relation to the first container 301. In some embodiments, providing the second container 501 in the form of a pipe could suffice. The size of the second container should however, be sufficient for allow the second combustion mode with the air to fuel ratio as exemplified above. Also, the size of the second container should be large enough to receive all gaseous fuel when the engine is stopped as described above. Since the pressure in the second container 301, e.g. 10-15 bar, is lower that the pressure in the third container 304, a reduced strength of the second container 501 is allowed.

[0086] Several alternative combustion processes for the second combustion mode could be considered. In alternative embodiments, the second combustion mode may comprise a homogenous charge compression ignition (HCCI) of the second gaseous fuel provided at the second pressure. In such a case, no pilot fuel injection would be required in the second combustion mode. Suitably, where the second combustion mode involves HCCI, the supply of the second gaseous fuel based on the air mass flow is controlled so as to provide a lambda value of the premix charge of 2.0-2.5.

[0087] It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims.