Control of an internal combustion engine

Abstract

An internal combustion engine uses gaseous main fuel and liquid pilot fuel and has a plurality of cylinders and an engine controller capable of adjusting a burning state of each cylinder through fuel regulation, including fuel cut off, upon occurrence of abnormal combustion. A method of operating the internal combustion engine includes, upon occurrence of abnormal combustion in a cylinder in a gaseous mode, cutting off the main fuel into only the cylinder and the fuel injection is kept partially active with a pilot fuel injected by a pilot nozzle of the cylinder.

Claims

1. A method of operating an internal combustion engine using gaseous main fuel and liquid pilot fuel, which engine has a plurality of cylinders and an engine controller capable of adjusting a burning state of each cylinder through fuel regulation, including fuel cut off, upon occurrence of abnormal combustion, wherein upon occurrence of abnormal combustion, each cylinder having a cylinder-specific gaseous fuel injector and a cylinder-specific liquid fuel injector, wherein abnormal combustion is determined by the engine controller sensing at least one of a cylinder pressure, cylinder knocking and exhaust gas temperature, wherein upon occurrence of abnormal combustion in a respective cylinder, in a gaseous mode, a cut off of gaseous main fuel into only said respective cylinder is executed and the fuel injection is kept partially active with a pilot fuel injected by a pilot nozzle of the cylinder-specific liquid fuel injector of said respective cylinder, and wherein normal fuel injection, determined by the engine controller based upon sensing the exhaust gas temperature, is provided to cylinders where abnormal fuel injection is not detected.

2. The method according to claim 1, wherein the burning state of the respective cylinder, for which the cutoff of gaseous main fuel is made, is detected and compared to a burning state predetermined for an amount of fuel injected by the pilot nozzle of the cylinder-specific liquid fuel injector.

3. The method according to claim 1 wherein the amount of the pilot fuel injected to the respective cylinder, for which the cutoff of main fuel is made, is increased.

4. A method of operating an internal combustion engine using gaseous main fuel and liquid pilot fuel and having a plurality of cylinders and an engine controller capable of adjusting a burning state of each cylinder through fuel regulation, the method comprising: upon occurrence of abnormal combustion, each cylinder of the plurality of cylinders having a cylinder-specific gaseous fuel injector and a cylinder-specific liquid fuel injector, wherein abnormal combustion is determined by the engine controller sensing at least one of a cylinder pressure, cylinder knocking, and exhaust gas temperature, wherein upon occurrence of abnormal combustion in a respective cylinder of the plurality of cylinders in a gaseous mode, cutting off the gaseous main fuel into only said respective cylinder of one of the plurality of cylinders; maintaining the fuel injection partially active with a pilot fuel injected by said cylinder-specific liquid fuel injector of respective cylinder of one of the plurality of cylinders; and normal fuel injection, determined by the engine controller based upon sensing the exhaust gas temperature, is continued in cylinders of the plurality of cylinders where abnormal combustion is not detected.

5. An internal combustion engine using gaseous main fuel and liquid pilot fuel, the internal combustion engine comprising: a plurality of cylinders; and an engine controller configured to adjust a burning state of the plurality of cylinders through fuel regulation, including fuel cut off, wherein upon occurrence of abnormal combustion, each cylinder of the plurality of cylinders having a cylinder-specific gaseous fuel injector and a cylinder-specific liquid fuel injector, wherein abnormal combustion is determined by the engine controller sensing at least one of a cylinder pressure, cylinder knocking, and exhaust gas temperature, wherein upon occurrence of abnormal combustion in a respective cylinder of the plurality of cylinders, the engine controller is configured to cut off of the gaseous main fuel into only said respective cylinder of one of the plurality cylinders and fuel injection is kept partially active with the liquid pilot fuel injected by a pilot nozzle of the cylinder-specific liquid fuel injector of said respective cylinder of one of the plurality of cylinders, and wherein normal fuel injection, determined by the engine controller based upon sensing the exhaust gas temperature, is continued in cylinders of the plurality of cylinders where abnormal combustion is not detected.

Description

LIST OF FIGURES

(1) In the following, the invention is described in more detail by reference to the enclosed drawings, where:

(2) FIG. 1 illustrates an example of an internal combustion engine and an engine controller adjusting burning state of each cylinder through fuel regulation;

(3) FIG. 2 illustrates, where burning state of one the cylinders is regulated;

(4) FIG. 3 is a flowchart of an embodiment illustrating steps to determinate the need for fuel regulation;

(5) FIG. 4 is a flowchart illustrating steps to recover from fuel regulation;

(6) FIG. 5 is a flowchart of a second embodiment illustrating steps to determinate the need for fuel regulation; and

(7) FIG. 6 is a flowchart illustrating steps to recover from fuel regulation.

DESCRIPTION OF THE FIGURES

(8) Internal combustion engine 2 of FIG. 1 has a plurality of cylinders 3, here four. A control device 10 regulates amount of fuel delivered to engine 2 with control signals 21 and 22. Control signal 21 controls ignition device or pilot fuel injector. Main fuel control signal 22 controls main fuel actuator 32.

(9) Stopping of the fuel injection is activated based on measurements. The control device 10 receives measurement data relating to cylinders 3. Reference number 41 denotes exhaust gas temperature measurement and reference number 41 denote measurement of cylinder pressures (pressure sensor) and/or cylinder knock (accelerometer).

(10) FIG. 2 illustrates a so-called cold cylinder operation (CCO), where one of the cylinders has been identified with poor cylinder performance (either heavy knock or total misfiring) and needs to be adjusted. Determination of poor cylinder performance is based on measurements 41, 42 of cylinder-wise cylinder pressures, cylinder knock (accelerometer) and/or exhaust-gas temperatures. Fuel injection to one of the cylinders 3 is restricted with respective main fuel actuator 32.

(11) According to second embodiment (FIGS. 5 and 6), the fuel injection is kept partially active with a fuel injected by pilot nozzle. Pilot-fuel injection is kept active, despite CCO, to maintain partial combustion in controlled cylinder. This has an advantage, especially in gaseous mode, to prevent excessive amounts of fuel flowing to the exhaust-gas pipe system during solenoid-valve malfunction.

(12) FIG. 3 illustrates steps to determinate need for CCO state. Measured engine parameters in step 110 can be, for example cylinder-wise cylinder pressures, cylinder knock value and exhaust-gas temperatures.

(13) Measured engine parameters are analyzed in step 120 to determine burning state of said cylinders. Occurrence of abnormal combustion in cylinder 3, i.e. poor cylinder performance can be determined by analyzing one or several measurements and comparing resulting value or values to predetermined threshold (step 130). Normal fuel injection (step 100) is continued if occurrence of abnormal combustion in cylinder 3 is not detected. Normal fuel injection (step 100) is stopped if occurrence of abnormal combustion in cylinder 3 is detected and fuel injection is controlled according to CCO state.

(14) FIG. 4 illustrates steps executed after cylinder has been set to CCO state (step 200 in FIG. 3). After cylinder has been set to CCO state, the exhaust-gas temperature of the cylinder in question is measured (step 210) and when the temperature is under a certain level or within certain predetermined range, it is determined (step 230) that cylinder has reaches steady-state. More preferably, steady-state of CCO cylinder is determined if the measured temperature reaches a given standard deviation or variance for a time window t.sub.1.

(15) The fuel injection is restarted by wake-up procedure (step 300). If no change is detected in the exhaust-gas temperature, cylinder pressure or other signal indicative of the combustion process, has happened for a given time period t.sub.2, the cylinder is again set to CCO state to prevent excessive leakage of fuel to the exhaust gas system.

(16) If the exhaust-gas temperature increases during the wake-up attempt a given amount of degrees during t.sub.2, the wake-up action is defined as successful and the cylinder is set in normal state (step 100).

(17) The period of time (step 330) predetermined for restricted injection in CCO state is dependent on number attempt of the restoration main fuel injection. The number attempts of the restoration main fuel injection is limited (step 320). This has an advantage in that first attempt can be rather soon after CCO state and time between further attempts can extended and number of attempts can be limited.

(18) FIG. 5 illustrates steps to determinate need for CCO with pilot injection. Measured engine parameters in step 110 can be, for example cylinder-wise cylinder pressures, cylinder knock value and exhaust-gas temperatures.

(19) Measured engine parameters are analyzed in step 120 to determine burning state of said cylinders. Occurrence of abnormal combustion in cylinder 3, i.e. poor cylinder performance can be determined by analyzing one or several measurements and comparing resulting value or values to predetermined threshold (step 130). Normal fuel injection (step 100) is continued if occurrence of abnormal combustion in cylinder 3 is not detected. Normal fuel injection (step 100) is stopped if occurrence of abnormal combustion in cylinder 3 is detected and fuel injection is controlled according to CCO with pilot injection state.

(20) FIG. 6 illustrates steps executed after cylinder has been set to CCO with pilot injection state (step 200 in FIG. 3). After cylinder has been set to CCO state, the exhaust-gas temperature of the cylinder in question is measured (step 210) and when the temperature is under a certain level or within certain predetermined range, it is determined (step 230) that cylinder has reaches steady-state. More preferably, steady-state of CCO with pilot injection cylinder is determined if the measured temperature reaches a given standard deviation or variance for a time window t.sub.1.

(21) The fuel injection is restarted by wake-up procedure (step 300). If no change is detected in the exhaust-gas temperature, cylinder pressure or other signal indicative of the combustion process, has happened for a given time period t.sub.2, the cylinder is again set to CCO with pilot injection state to prevent excessive leakage of fuel to the exhaust gas system.

(22) If the exhaust-gas temperature increases during the wake-up attempt a given amount of degrees during t.sub.2, the wake-up action is defined as successful and the cylinder is set in normal state (step 100).

(23) The period of time (step 330) predetermined for restricted injection in CCO with pilot injection state is dependent on number attempt of the restoration main fuel injection. The number attempts of the restoration main fuel injection is limited (step 320). This has an advantage in that first attempt can be rather soon after CCO with pilot injection state and time between further attempts can extended and number of attempts can be limited.

(24) The burning state of the cylinder for which the cutoff of main fuel is made is detected 110 and compared 130 to burning state predetermined for amount of fuel injected by the pilot nozzle. This way the effect of such amount of pilot fuel can be predetermined and resulting effect can be compared. Therefore, the success of closing of primary main fuel injection can be determined with increased certainty, because combustion of primary fuel can be identified.

(25) The amount of pilot fuel injected to the cylinder 3 for which the cutoff of main fuel is made can also be increased. The amount of pilot fuel can be changed by control device. More pilot fuel means more effect and more liable determination of CCO cylinders output. Result is also less vibrations due to the control operation CCO of one cylinder. The effect of such increased amount can also be determined and resulting change in effect can be compared.

(26) 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.