CA2969373A1 - Injection control unit and method for controlling a fuel injection means of a diesel engine during mixed operation with a diesel-gas mixture - Google Patents
Injection control unit and method for controlling a fuel injection means of a diesel engine during mixed operation with a diesel-gas mixture Download PDFInfo
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- CA2969373A1 CA2969373A1 CA2969373A CA2969373A CA2969373A1 CA 2969373 A1 CA2969373 A1 CA 2969373A1 CA 2969373 A CA2969373 A CA 2969373A CA 2969373 A CA2969373 A CA 2969373A CA 2969373 A1 CA2969373 A1 CA 2969373A1
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- injection
- control signal
- diesel
- injection control
- gas
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Classifications
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
- F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/066—Retrofit of secondary fuel supply systems; Conversion of engines to operate on multiple fuels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
- F02D19/105—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous operating in a special mode, e.g. in a liquid fuel only mode for starting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/11—After-sales modification devices designed to be used to modify an engine afterwards
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- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Abstract
According to the invention, an injection control unit for permitting retroactive conversion of a diesel engine to diesel-gas mixed operation comprises the control of a fuel injection means of an engine, said engine being controlled by way of coils or piezo injectors, during operation with, for example, natural gas as gaseous fuel, comprises an electrical dummy load which simulates the fuel injection device, and comprises a processor device. The processor device is configured so as to generate the diesel injection control signal and the gas injection control signal independently of the original injection control signal output by the vehicle, to vary said diesel injection control signal and gas injection control signal in terms of length and time, and if required to cancel injection signals or shift injection signals in an advancing or retarding direction, wherein the processor device coordinates the diesel injection control signal and the gas injection control signal with one another, and here, modifies the diesel injection control signal in relation to the injection control signal at least when, at the second outlet port, the gas injection control signal is output for the purposes of operating the diesel engine in mixed operation with gaseous fuel.
Description
INJECTION CONTROL UNIT AND METHOD FOR CONTROLLING A FUEL
INJECTION MEANS OF A DIESEL ENGINE DURING MIXED OPERATION WITH A
DIESEL-GAS MIXTURE
Technical field [0001] The present invention relates in general to an injection controller or a method for actuating a diesel engine fuel injection means. In particular, the invention relates to an injection controller which can be retrofitted to a diesel-fuelled vehicle and complements the existing fuel injection device in such a manner that the diesel engine can be operated in mixed-mode operation with a diesel-gas fuel mixture.
Background of the invention
INJECTION MEANS OF A DIESEL ENGINE DURING MIXED OPERATION WITH A
DIESEL-GAS MIXTURE
Technical field [0001] The present invention relates in general to an injection controller or a method for actuating a diesel engine fuel injection means. In particular, the invention relates to an injection controller which can be retrofitted to a diesel-fuelled vehicle and complements the existing fuel injection device in such a manner that the diesel engine can be operated in mixed-mode operation with a diesel-gas fuel mixture.
Background of the invention
[0002] In the light of ongoing rises crude oil prices, the automotive sector is increasingly seeking out alternative drive concepts which entirely or partially dispense with petroleum-based fuels. There are as yet no drive units in the prior art which can be produced in large numbers and which offer a combination of convenience, reliability and cost similar to that of diesel or spark ignition engines.
[0003] Diesel engines which are equipped for mixed-mode operation with gas are above all one interesting possibility for simultaneously reducing costs and exhaust emissions. Such drive units are advantageous because it is possible not only to make use of existing, consumption-optimised diesel engines but also to use gas as a second, usually lower cost fuel. Furthermore, older vehicles may be equipped with systems for mixed-mode operation, so making it possible to raise these vehicles of an older design and emission classification to higher (cleaner) emission classes without costly expenditure. Most commercially available injection systems which enable diesel-gas mixed-mode operation operate the diesel engine with its original parameters with regard to diesel injection. As a consequence, in mixed-mode operation, an increase in the torque or power of the diesel engine necessarily occurs in the mid to high engine speed range, since a certain amount of gaseous fuel is injected in addition to the diesel fuel. This increase in power not only exposes the diesel engine to higher thermal loads but also invalidates the vehicle's operating permit.
[0004] Injection devices which enable mixed-mode operation of a diesel engine with a gas-diesel mixture are known from the prior art. DE 20 2012 100 107 U1 discloses such a retrofit device. The device comprises a diesel ECU and a gas ECU and, in addition to the existing diesel injectors, a gas injector for each cylinder.
The gas ECU
monitors the diesel injector actuation signals and, in accordance with a specified family of characteristics, switches the actuation signals from the diesel ECU
over to a dummy impedance in order to actuate the respective gas injectors for injecting the gaseous fuel in accordance with a performance map during the switchover time.
As a consequence, the gaseous fuel partially replaces the diesel fuel and thus leads to a reduction in consumption of the more costly diesel fuel.
The gas ECU
monitors the diesel injector actuation signals and, in accordance with a specified family of characteristics, switches the actuation signals from the diesel ECU
over to a dummy impedance in order to actuate the respective gas injectors for injecting the gaseous fuel in accordance with a performance map during the switchover time.
As a consequence, the gaseous fuel partially replaces the diesel fuel and thus leads to a reduction in consumption of the more costly diesel fuel.
[0005] CA 2 626 995 Al discloses a retrofit device and a fuel injection control method for a direct injection gaseous-fuelled diesel internal combustion engine.
Injection of gaseous fuel is controlled by a control unit on the basis of engine unit data using correction factors. The correction factors are determined in the control unit using predefined, stored parameters, algorithms, characteristic curves and look-up tables together with the engine unit data. These data include, for example, engine speed, total volume of fuel as well as engine status, various pressure values and temperatures
Injection of gaseous fuel is controlled by a control unit on the basis of engine unit data using correction factors. The correction factors are determined in the control unit using predefined, stored parameters, algorithms, characteristic curves and look-up tables together with the engine unit data. These data include, for example, engine speed, total volume of fuel as well as engine status, various pressure values and temperatures
[0006] WO 2011/130832 Al discloses a method for controlling direct injection of an internal combustion engine operated with a gaseous fuel in order to achieve an improvement in efficiency of an SCR converter for reducing NOx emissions in the exhaust gas by controlling the temperature of the exhaust gases on emergence from the combustion chamber in comparison with a predefined temperature and, in the given case, increasing the temperature of the exhaust gases by post-injecting fuel at around top dead centre.
[0007] W02013/000030 Al discloses an engine control system for controlling the timing of the injection of the gaseous fuel in relation to measured NOx emissions and lambda values in the exhaust gas, in comparison with suitable functions, look-up tables and characteristic curves.
[0008] US 2012/085326 Al describes that the duration of the "diesel injection time"
and the duration of the "gas injection time" can be adjusted. The "timing" of the injection (i.e. the point in time when injection takes place), however, cannot be influenced in any way. This is clear and obvious on the basis of the circuit.
and the duration of the "gas injection time" can be adjusted. The "timing" of the injection (i.e. the point in time when injection takes place), however, cannot be influenced in any way. This is clear and obvious on the basis of the circuit.
[0009] GB 2 468 539 A uses dummy loads and transistor control means to control the engine in mixed-mode operation. The respective original diesel injector is used as a dummy load, i.e. those injectors which are precisely not in the working cycle are used as a dummy load for those injectors which are in the working cycle.
Cylinder-selective injection of the gas is thus involved. Neither the duration of injection nor the injection time and crankshaft position (start of injection) can be independently and autonomously adjusted.
Cylinder-selective injection of the gas is thus involved. Neither the duration of injection nor the injection time and crankshaft position (start of injection) can be independently and autonomously adjusted.
[0010] WO 2010/103288 Al for the most part relates to reducing common rail pressure. This reduction in injection pressure, however, has a negative impact on efficiency, atomisation pattern, emissions and consumption (thus CO2) of the engine.
[0011] WO 2009/106849 Al describes a converted diesel engine which is operated with natural gas, so not a dual fuel engine in which diesel and natural gas are simultaneously combusted in the combustion chamber.
Object of the invention
Object of the invention
[0012] It is an object of the invention to provide a retrofittable injection controller for mixed-mode operation of a diesel engine with gaseous fuel which prevents thermal overloading of the diesel engine in mixed-mode operation.
General description of the invention
General description of the invention
[0013] Said object is achieved according to the invention by an injection controller according to claim I.
[0014] According to the invention, an injection controller for controlling a fuel injection means of a diesel engine for mixed-mode operation with gas comprises an electrical dummy load which simulates the fuel injection device, and a processor device. The dummy load is based on an electrical resistor and/or electrical inductor and is connectable to an engine control unit output port which outputs an injection control signal. Thanks to the structure of the circuit, the injection controller is capable of independently generating both the start of the diesel injections and the length and number thereof without having to await the injection control signal from the original vehicle ECU. The processor device comprises at least the following terminals:
¨ an input port for receiving the injection control signal which is shaped in accordance with the injection parameters determined by the engine control unit, ¨ a first output port for outputting a diesel injection control signal which is optionally modified by the processor device relative to the injection control signal (in order to differentiate from the injection control signal output by the engine control unit, the injection control signal modified by the processor device is hereinafter designated "diesel injection control signal"); and ¨ a second output port for outputting a gas injection control signal for controlling a gas injection device.
¨ an input port for receiving the injection control signal which is shaped in accordance with the injection parameters determined by the engine control unit, ¨ a first output port for outputting a diesel injection control signal which is optionally modified by the processor device relative to the injection control signal (in order to differentiate from the injection control signal output by the engine control unit, the injection control signal modified by the processor device is hereinafter designated "diesel injection control signal"); and ¨ a second output port for outputting a gas injection control signal for controlling a gas injection device.
[0015] The processor device is configured such that it generates the diesel injection control signal and the gas injection control signal as well as the start, length and/or number of diesel injections and gas injections independently of the injection control signal, wherein the processor device adapts the diesel injection control signal and the gas injection control signal to one another and in so doing modifies the diesel injection control signal relative to the injection control signal at least when the gas injection control signal for operating the diesel engine in mixed-mode operation with gaseous fuel is output at the second output port. Consequently, the start of injection, pre-injection, main injection and post-injection may be freely selected and controlled depending on application, thus be defined with regard to the length thereof, but alternatively freely selected injections from these cited output injections may also be completely or partially omitted in order to operate the diesel engine in the mixed-mode operation in line with emissions requirements. By way of example, in a diesel engine with common-rail injection, the start of injection of the injection group (pre-injection, main injection and post-injection) may be shifted in the "late"
direction, whereby NOx emissions in the exhaust gas are reduced. In addition, the pressure rise in the combustion chamber may be better controlled by shifting the injection group in the direction "late start of injection with regard to crankshaft angle", so making it possible to avoid pressure peaks in the combustion chamber which are hazardous to the engine in mixed-mode operation. Making such a shift is not possible in existing systems. It is likewise possible to generate an additional post-injection in order to increase the exhaust gas temperature and bring about a reduction in hydrocarbons by efficient conversion in a catalytic converter, or autonomous actuation of the "seventh injector (AHD" is likewise enabled with the control unit.
direction, whereby NOx emissions in the exhaust gas are reduced. In addition, the pressure rise in the combustion chamber may be better controlled by shifting the injection group in the direction "late start of injection with regard to crankshaft angle", so making it possible to avoid pressure peaks in the combustion chamber which are hazardous to the engine in mixed-mode operation. Making such a shift is not possible in existing systems. It is likewise possible to generate an additional post-injection in order to increase the exhaust gas temperature and bring about a reduction in hydrocarbons by efficient conversion in a catalytic converter, or autonomous actuation of the "seventh injector (AHD" is likewise enabled with the control unit.
[0016] The electrical dummy load decouples the engine control unit from the diesel injector or diesel injectors. Depending on application, the processor device is capable of differently modifying the diesel injection control signal relative to the injection control signal. The processor device may thus adjust the same injection controller to use different gaseous fuels, such as for example CNG (Compressed Natural Gas) or LNG (Liquefied Natural Gas).
[0017] This decoupling of the injectors from the engine control unit makes it possible for the processor device to calculate signals for controlling the injection of both diesel and gas for the injectors in advance without its being required or necessary to await the required injection output from the original engine control unit to the diesel injector.
The dummy loads, consisting of electrical resistors and/or an electrical inductor, make it possible to absorb and dissipate the signals for controlling injection from the engine control unit during engine operation without the engine control unit receiving a malfunction. These injection control signals may furthermore be read in by the processor device.
The dummy loads, consisting of electrical resistors and/or an electrical inductor, make it possible to absorb and dissipate the signals for controlling injection from the engine control unit during engine operation without the engine control unit receiving a malfunction. These injection control signals may furthermore be read in by the processor device.
[0018] According to a preferred embodiment of the invention, the processor device is configured such that it adapts the diesel injection control signal and the gas injection control signal to one another in such a manner that, in mixed-mode operation with gaseous fuel, a specified nominal power and nominal torque of the diesel engine is not exceeded. This is achieved by a diesel injection control signal which is modified relative to the injection control signal. The diesel injection control signal and the gas injection control signal may consequently be freely adapted over the entire engine speed and load range by adjusting the performance map, wherein the resultant injection output times, in each case communicated via CAN bus between the two control units, accordingly allow the combustion situation within the engine to be arranged with regard not only to thermal load but also to pressure profile curve in such a manner that the engine does not reach overload and its expected operational performance is not accordingly reduced. Torque build-up and control are accordingly maintained 1:1 in mixed-mode operation relative to original diesel performance.
[0019] The injection controller preferably comprises at least one interface for reading in a parameter set, wherein the parameter set comprises one or more of the following parameters:
¨ engine speed, ¨ exhaust gas oxygen content/residual oxygen (lambda), ¨ accelerator pedal position, ¨ engine load (engine CAN), ¨ demanded engine load (engine CAN), ¨ output engine load (engine CAN), ¨ engine temperature, ¨ intake air temperature, ¨ boost pressure, ¨ water temperature, ¨ fuel temperature on both diesel and gas sides, ¨ gas pressure sensor, ¨ additional coolant circuit sensor (e.g. LNG heating circuit), ¨ EGR rate, ¨ AHI rate and actuation, ¨ SCR actuation and monitoring, ¨ NOx sensors, ¨ air mass, ¨ diesel fuel pressure, ¨ exhaust gas temperature and ¨ tank pressure or tank contents.
¨ The basic performance maps of the original engine can be accurately acquired and reproduced with the control unit, since an accurate definition of the injection profile of the diesel injectors and mapping of the injection times from the original ECU may be obtained by sensing the crankshaft sensor signal and camshaft sensor signal.
¨ Sensing of both the crankshaft sensor signal and camshaft sensor signal for accurately defining the injection profile of the diesel injectors and mapping the injection times from the original ECU, so enabling accurate reproduction and acquisition of the basic performance maps of the original engine.
¨ Detection of the effective engine load calculated from injection times in correlation with rail pressure/prevailing operating injection pressure of the engine.
¨ Calculation of the phase delay (time delay of gas injection into the intake manifold) in order to enable synchronous displacement by the electronic controller of dead times over the intake manifold volume up to the cylinder on the diesel side to the gas side, in particular in order to achieve better engine responsiveness and better targeted overrun fuel cut-off, which furthermore enables a great reduction in emission of hydrocarbon (HC) arising from the simultaneous combustion of diesel and natural gas.
¨ Consideration of the time profile/behaviour of overrun fuel cut-off on the diesel side via engine electronics.
¨ Model-based correction of energy content in the natural gas supplied to the engine at the respective operating point, determined from the variables a) ambient temperature, b) tank pressure in the CNG/LNG tank, c) gas side injection time/extraction volume and d) gas temperature/delta T measured in the heat exchanger cooling water/gas flowing through the gas pressure regulator.
¨ engine speed, ¨ exhaust gas oxygen content/residual oxygen (lambda), ¨ accelerator pedal position, ¨ engine load (engine CAN), ¨ demanded engine load (engine CAN), ¨ output engine load (engine CAN), ¨ engine temperature, ¨ intake air temperature, ¨ boost pressure, ¨ water temperature, ¨ fuel temperature on both diesel and gas sides, ¨ gas pressure sensor, ¨ additional coolant circuit sensor (e.g. LNG heating circuit), ¨ EGR rate, ¨ AHI rate and actuation, ¨ SCR actuation and monitoring, ¨ NOx sensors, ¨ air mass, ¨ diesel fuel pressure, ¨ exhaust gas temperature and ¨ tank pressure or tank contents.
¨ The basic performance maps of the original engine can be accurately acquired and reproduced with the control unit, since an accurate definition of the injection profile of the diesel injectors and mapping of the injection times from the original ECU may be obtained by sensing the crankshaft sensor signal and camshaft sensor signal.
¨ Sensing of both the crankshaft sensor signal and camshaft sensor signal for accurately defining the injection profile of the diesel injectors and mapping the injection times from the original ECU, so enabling accurate reproduction and acquisition of the basic performance maps of the original engine.
¨ Detection of the effective engine load calculated from injection times in correlation with rail pressure/prevailing operating injection pressure of the engine.
¨ Calculation of the phase delay (time delay of gas injection into the intake manifold) in order to enable synchronous displacement by the electronic controller of dead times over the intake manifold volume up to the cylinder on the diesel side to the gas side, in particular in order to achieve better engine responsiveness and better targeted overrun fuel cut-off, which furthermore enables a great reduction in emission of hydrocarbon (HC) arising from the simultaneous combustion of diesel and natural gas.
¨ Consideration of the time profile/behaviour of overrun fuel cut-off on the diesel side via engine electronics.
¨ Model-based correction of energy content in the natural gas supplied to the engine at the respective operating point, determined from the variables a) ambient temperature, b) tank pressure in the CNG/LNG tank, c) gas side injection time/extraction volume and d) gas temperature/delta T measured in the heat exchanger cooling water/gas flowing through the gas pressure regulator.
[0020] At least one injection controller interface preferably takes the form of a CAN
bus (Controller Area Network) interface which may be designed to communicate via OBDI/II, VVWH OBD (On-Board Diagnostics protocol) or vehicle CAN network.
bus (Controller Area Network) interface which may be designed to communicate via OBDI/II, VVWH OBD (On-Board Diagnostics protocol) or vehicle CAN network.
[0021] The processor unit is preferably configured such that the read-in parameter set for generating the diesel injection control signal and the gas injection control signal is also taken into account. The parameter set may be read in, in addition to the injection control signal, in order to optimise combustion of the gas-diesel-air mixture.
Use is preferably made of lambda for optimising combustion. The processor unit may furthermore comprise a memory device on which one or more families of characteristics for the volume of gas to be injected and the volume of diesel to be injected is/are stored and which can be used by the processor unit for generating the diesel injection control signal and the gas injection control signal.
Use is preferably made of lambda for optimising combustion. The processor unit may furthermore comprise a memory device on which one or more families of characteristics for the volume of gas to be injected and the volume of diesel to be injected is/are stored and which can be used by the processor unit for generating the diesel injection control signal and the gas injection control signal.
[0022] A plurality of parameters of the parameter set or additional parameters are often already determined by the engine control unit for generating the injection control signal, for which reason it is possible to dispense with providing additional sensors on the diesel engine. The at least one injection controller interface is preferably operatively connected to an interface of the engine control unit in order to read in the parameters. Alternatively or additionally, the injection controller may comprise at least one sensor (for example a lambda probe which is installed in the exhaust gas system of the vehicle) which is used for determining one or more parameters of the parameter set. The at least one sensor preferably comprises at least one sensor interface which is operatively connected to the at least one injection controller interface. In this manner, additional parameters such as boost pressure, low gas pressure or, gas temperature may be determined on a gas filter with integral sensors.
[0023] According to a preferred embodiment of the invention, the injection control signal and the diesel injection control signal are shaped inter alia according to a duration of the main injection, which is hereafter denoted main injection duration for the injection control signal and as diesel main injection duration for the diesel injection control signal. In mixed-mode operation, the processor device modifies the diesel injection control signal relative to the injection control signal to the effect that the diesel main injection duration is shortened relative to the main injection duration.
A reduced volume of diesel fuel is accordingly injected in mixed-mode operation.
A reduced volume of diesel fuel is accordingly injected in mixed-mode operation.
[0024] The injection control signal and the diesel injection control signal are preferably shaped inter alia according to a start of injection, which is hereafter denoted start of injection for the injection control signal and start of diesel injection for the diesel injection control signal. In mixed-mode operation, the processor device modifies the diesel injection control signal relative to the injection control signal to the effect that the start of diesel injection is time-delayed relative to the start of injection.
A person skilled in the art understands this kind of time-delayed injection as a shift of injection in the "late" direction.
A person skilled in the art understands this kind of time-delayed injection as a shift of injection in the "late" direction.
[0025] Alternatively, the processor unit modifies the diesel injection control signal relative to the injection control signal in such a manner that pre-injection is not output.
The homogeneous air/gas mixture may thus be ignited at the optimum point in time by a main injection which is adjusted "late".
The homogeneous air/gas mixture may thus be ignited at the optimum point in time by a main injection which is adjusted "late".
[0026] The gas injection control signal is shaped according to a gas injection parameter. The gas injection parameter, which preferably corresponds to the gas mass flow rate, is dependent on engine speed and nominal load. Depending on application, correction variables such as lambda, gas temperature, boost pressure, gas pressure, battery voltage, engine temperature also enter into the determination of the gas mass flow rate.
[0027] According to a preferred embodiment of the invention, the injection controller comprises at least one injector for injecting the gaseous fuel, wherein the injector has an injector interface for receiving the gas injection control signal. The gas injector is positioned such that the gaseous fuel mixes with the fresh air taken in by the diesel engine in such a manner that a homogeneous mixture is present in the combustion chamber of the respective cylinder of the diesel engine immediately prior to combustion. According to a first variant, preferably two or more injectors are arranged in the intake manifold or in a pre-mixing device of the diesel engine. This permits accurate electrical actuation and gas metering via a first valve with a low mass flow rate under low engine load and nevertheless sufficient gas metering via the second valve with a larger mass flow rate under high engine load. Long pre-mixing sections are preferably usable in a pre-mix method which provides the gas and the intake air with the time necessary for homogeneous intermixing, in order to be likewise homogeneous in the subsequent combustion and to avoid any increase in specific pollutant groups requiring subsequent exhaust gas post-treatment.
[0028] Calculation of the phase delay (time delay of gas injection into the intake manifold) makes it possible for the electronic controller synchronously to displace dead times over the intake manifold volume up to the cylinder on the diesel side to the gas side. Better engine responsiveness and better targeted overrun fuel cut-off are achieved as a consequence, such that the emission of hydrocarbon (HC) arising from the simultaneous combustion of diesel and natural gas can be greatly reduced.
[0029] The injection controller is preferably designed to detect diesel particulate filter regeneration. If the injection controller detects diesel particulate filter regeneration, the injection controller operates the diesel engine in pure diesel mode (without addition of gaseous fuel). The processor unit accordingly does not output a gas injection control signal, so the diesel injection control signal corresponds to the injection control signal.
[0030] According to a preferred embodiment of the invention, the injection controller is designed such that, depending on vehicle type, it detects diesel particulate filter regeneration by at least one of the following three modes.
[0031] In the first mode, the injection controller reads in the temperature of the exhaust gas line via the at least one injection controller interface. In this case, the injection controller interface is preferably operatively connected to a CAN
bus interface or an OBDI/II interface of the engine control unit.
bus interface or an OBDI/II interface of the engine control unit.
[0032] In the second mode, the at least one injection controller interface is preferably operatively connected to the temperature sensor interface. The temperature sensor is preferably arranged upstream of the diesel particulate filter.
[0033] In the third mode, the injection controller samples the injection control signal, wherein it detects the post-injection required for diesel particulate filter regeneration.
[0034] The injection controller is furthermore preferably designed such that a driving profile is detected. The processor device is then capable of modifying the diesel injection control signal according to the detected driving profile. The data relating to the driving profile may be output via an interface (CAN bus) of the injection controller.
The injection controller may furthermore be designed to compile statistics on the basis of the detected driving profile. The statistics may inter alia relate to the consumption of diesel fuel and/or gaseous fuel. Finally, the injection controller is designed such that "logging" data are stored in the injection controller which make it possible at any time to monitor saved sequences and parameters in both diesel mode and mixed-mode operation and to make use of them for evaluation purposes.
The injection controller may furthermore be designed to compile statistics on the basis of the detected driving profile. The statistics may inter alia relate to the consumption of diesel fuel and/or gaseous fuel. Finally, the injection controller is designed such that "logging" data are stored in the injection controller which make it possible at any time to monitor saved sequences and parameters in both diesel mode and mixed-mode operation and to make use of them for evaluation purposes.
[0035] The fuel injection device of a diesel engine for mixed-mode operation with gaseous fuel is controlled by a method which comprises the following steps:
¨ simulating a fuel injection device with an electrical dummy load, ¨ receiving an injection control signal by a processor unit, wherein the injection control signal is shaped by an engine control unit in accordance with specific injection parameters, ¨ generating a diesel injection control signal and a gas injection control signal, wherein the diesel injection control signal is modified relative to the injection control signal and the generated diesel injection control signal and the generated gas injection control signal are adapted to one another.
¨ applying the diesel injection control signal, which is to be freely defined, and the freely selectable time to a diesel injector of any design and type of actuation, namely 12V coil, 42V coil, piezo, etc., and ¨ applying the gas injection control signal to a gas injector.
¨ simulating a fuel injection device with an electrical dummy load, ¨ receiving an injection control signal by a processor unit, wherein the injection control signal is shaped by an engine control unit in accordance with specific injection parameters, ¨ generating a diesel injection control signal and a gas injection control signal, wherein the diesel injection control signal is modified relative to the injection control signal and the generated diesel injection control signal and the generated gas injection control signal are adapted to one another.
¨ applying the diesel injection control signal, which is to be freely defined, and the freely selectable time to a diesel injector of any design and type of actuation, namely 12V coil, 42V coil, piezo, etc., and ¨ applying the gas injection control signal to a gas injector.
[0036] The diesel injection control signal and the gas injection control signal are preferably adapted to one another in such a manner that, in mixed-mode operation with gaseous fuel, a specified nominal power and nominal torque of the diesel engine are not exceeded.
[0037] Model-based correction of the energy content in the gaseous fuel supplied to the engine at the respective operating point may optionally be carried out, said correction proceeding via the ambient temperature, the pressure in the gaseous fuel tank, the gaseous fuel injection time, the gaseous fuel extraction volume, gaseous fuel temperature, or the temperature difference measured between the heat exchanger cooling water and gas flowing through the gas pressure regulator.
[0038] The injection profile of the diesel injectors is preferably accurately defined by sensing a crankshaft sensor signal and a camshaft sensor signal. In combination with mapping of the injection times from the original ECU, it is possible to acquire and accurately reproduce the basic performance maps of the original engine.
Brief description of the figures
Brief description of the figures
[0039] Further details and advantages of the invention may be inferred from the following detailed description of two different embodiments of the invention made with reference to the appended figures, in which:
Figure 1 shows a schematic circuit diagram arrangement of an injection controller according to the invention which actuates solenoid valve injectors, Figure 2 shows a schematic circuit diagram arrangement of an injection controller according to the invention which actuates piezo injectors, Figure 3 shows a schematic profile of an injection control signal and of a diesel injection control signal, Figure 4 shows a schematic profile of an injection control signal with post-injection and of a diesel injection control signal with double post-injection.
Description of various embodiments of the invention
Figure 1 shows a schematic circuit diagram arrangement of an injection controller according to the invention which actuates solenoid valve injectors, Figure 2 shows a schematic circuit diagram arrangement of an injection controller according to the invention which actuates piezo injectors, Figure 3 shows a schematic profile of an injection control signal and of a diesel injection control signal, Figure 4 shows a schematic profile of an injection control signal with post-injection and of a diesel injection control signal with double post-injection.
Description of various embodiments of the invention
[0040] Two preferred arrangements of a retrofittable injection controller which controls the fuel system of a diesel engine for mixed-mode operation with gaseous fuel will now be presented below. The injection controller 1 in Figure 1 is connected in series between the engine control unit 10 and the diesel injectors 2, 4, 6, 8 of the diesel engine. The injection controller arrangement shown in Figure 1 differs from the arrangement in Figure 2 by the actuator used in the diesel injector and the different actuation principle associated therewith.
[0041] In Figure 1, diesel injectors (solenoid valve injectors or also alternatively piezo injectors) 2, 4, 6, 8 are used which adjust the nozzle needle into an open position by a solenoid valve. The nozzle needle is biassed in a closed position and, in operation, is opened by the actuator by application of a voltage. In order to open a diesel injector, the diesel injector to be opened is firstly connected to earth (earthed) by the injection controller via a switch 10, 12, 14 or 16 controlled by the processor device. A vehicle electrical system voltage, for example a 12 or 24 volt voltage, is then briefly passed via one of switches 18, 20 to the (earthed) diesel injector in order to pre-magnetise the coil of the injector to be opened. In order to permit rapid opening of the actuated diesel injector, the diesel injector is supplied with a voltage substantially higher than that of the battery. This proceeds by the engine control unit closing the switch 18 in order to supply the earthed injector with a higher voltage (booster voltage), from 12 volts to 120 volts (depending on the type of diesel injector used). After brief actuation via the switch 18, the switch 18 is opened and then the switch 20 is reclosed in clocked manner in order to ensure the holding current of the magnet coil of the actuated solenoid valve injector. At the end of diesel injection, the switch 20 is reopened.
[0042] The diesel injection control signal which is required for controlling the diesel injectors 2, 4, 6, 8 in Figure 1 is output at output port 50 by the processor device 22 of the diesel engine. The processor device 22 generates the diesel injection control signal independently of receiving the injection control signal which is output at output port 11 of the engine control unit 10 and passed via the connecting lead 26, 26' and the dummy loads 42, 44, 46, 48 to input ports 70, 72, 74, 76 of the processor device 22. The electrical dummy loads of the injection valves which simulate the fuel injection device are based on electrical resistors and an electrical inductor or have an equivalent circuit diagram of a piezo actuator. The dummy loads are thus not reproduced via transistors or transistor circuits. Moreover, the original injection valves are not used as dummy loads. The simulating electrical dummy loads are connectable to the output port of an engine control unit which outputs an injection control signal.
[0043] Thanks to the structure of the circuit diagram, the injection controller is capable of autonomously generating both the start of the diesel injections and the length and number thereof. There is thus no need to await an injection signal or injection pulse from the vehicle's own engine controller, ECU. Accordingly, on the basis of the actuation described here, not only the start but also the length and number of diesel injections are freely selectable and configurable. The processor device 22 makes it possible, should a gas injection control signal be output, to determine the gas injection control signal and the diesel injection control signal from the injection control signal. The gas injection control signal is passed from the output port 28 of the processor device 22 via the connecting lead 24 to the input port 32 of the gas injection device 30.
[0044] If a gas injection control signal is output, the processor device 22 modifies the diesel injection control signal relative to the injection control signal, wherein a nominal power of the diesel engine specified by the injection control signal is not exceeded in mixed-mode operation with gas. In mixed-mode operation, a specific diesel injection volume is in principle replaced by a specific gas injection volume. The diesel injection volume is preferably reduced by reducing the duration of the main injection in mixed-mode operation, as shown in Figure 3. If no gas injection control signal is output, the diesel injection control signal substantially corresponds to the injection control signal.
[0045] The gas injection device 30 controls the gas injectors 36, 38 as a function of the gas injection control signal. In the fitted state, the gas injectors 36, 38 inject the gaseous fuel into the intake manifold of the diesel engine, whereby it is largely homogeneously mixed with the fresh air taken in during operation. The gas injection control signal is modified during operation, as a function of the specified nominal power, by the processor device 22, wherein the specified nominal power corresponds to the power of the diesel engine in normal operation (without supply of gaseous fuel).
[0046] The nominal power and mixing ratios are determined on the test rig and stored on a memory device of the processor device. On the test rig, the duration of the main injection is shortened and the nominal power determined in pure diesel mode. The missing diesel energy is calculated from the missing nominal power and, in mixed-mode operation, is replaced by the same quantity of gas energy. If performance maps for the volume of diesel to be injected and the volume of gas to be injected have been determined, they are in each case stored as performance maps in the memory device of the processor device and may be read out for operating the diesel engine.
[0047] The volume of diesel may be calculated from the injection durations (pre-injection, main injection and post-injection) of the injection control signal applied to the dummy loads and from the rail pressure on the basis of a "look-up table".
The "look-up table" is compiled during a test rig trial and determines the volume of gas to be injected and the volume of diesel to be injected independently of the injection control signal.
The "look-up table" is compiled during a test rig trial and determines the volume of gas to be injected and the volume of diesel to be injected independently of the injection control signal.
[0048] Via connecting leads 34, 34', the processor device switches the switches 18, of the respective diesel injector, which is coupled via the second output port 50 of the processor device 22 and earthed via connecting lead 34", as a function of the diesel injection control signal which is shaped in accordance with the diesel injection parameters. In mixed-mode operation, the processor unit independently produces a diesel injection control signal 210, as in Figure 3, with a shorter main injection 214 in comparison with the main injection 206 of the read-in injection control signal 202. The diesel injection control signal 210 as a whole is furthermore delayed, independently of the injection control signal 202, by time T3. As a result, the respective starts of the pre- 212; main 214 and optionally post-injections 216 are shifted in the "late" direction in order to reduce nitrogen oxide emissions in the exhaust gas from the diesel engine. The injection parameters such as for example the number of pre-injections (pilot injections), the number of main injections and the duration of pre-injection are taken from the diesel injection control signal as a basis (master) in order to avoid costly test runs of the diesel engine. Decoupling of diesel injectors 2, 4, 6, 8 from the engine control unit 10 means that the diesel injection parameters can be modified at will, independently of the injection parameters, in order to optimise combustion. For example, the diesel injection control signal 218 may be modified independently of the injection control signal 220 in such a manner that an additional post-injection 222, as shown in Figure 4, is carried out in order to bring about a reduction in hydrocarbons in the exhaust gas.
[0049] During operation, some of the parameters of the parameter set are read in by the processor device 22 and used for determining the diesel injection control signal and the gas injection control signal for the purposes of further reducing consumption and optimising exhaust gases. The parameter set comprises: engine speed, lambda, accelerator pedal position, engine temperature, air temperature, boost pressure, water temperature, fuel temperature, air mass, gas pressure, gas temperature, etc.
Some of the parameters are acquired by sensors and setpoint encoders, which each have an interface 54 which is operationally coupled with a respective interface 41 of the processor device 22. In this case, the interface 54 corresponds to the interface of the map sensor or air mass sensor. The remaining parameters from the parameter set, which have already been determined or calculated by the engine control unit, are read in via the interface 40. One of the parameters read in via the interface indicates the filling level of the gas tank. If the gas tank is empty, the processor device 10 switches over to pure diesel mode and no longer outputs a gas injection control signal.
Some of the parameters are acquired by sensors and setpoint encoders, which each have an interface 54 which is operationally coupled with a respective interface 41 of the processor device 22. In this case, the interface 54 corresponds to the interface of the map sensor or air mass sensor. The remaining parameters from the parameter set, which have already been determined or calculated by the engine control unit, are read in via the interface 40. One of the parameters read in via the interface indicates the filling level of the gas tank. If the gas tank is empty, the processor device 10 switches over to pure diesel mode and no longer outputs a gas injection control signal.
[0050] Thanks to the parameter set read into the interfaces, the injection controller is furthermore capable of observing and, if needs be, actuating control elements and metering flow controllers. These above all include the AHI (hydrocarbon injector), SCR (selective catalytic reduction) and EGR (exhaust gas recirculation) control elements and metering flow controllers, said actuation possibly being carried out either by a dummy load circuit diagram or pulse-width-modulated, PWM, circuit.
[0051] A thermal monitoring system for the exhaust gas system, in particular for measuring temperatures up- and downstream of the diesel particulate filter, may furthermore be connected to the injection controller. By open- and closed-loop control of mixture formation it is thus possible to avoid exceeding maximum temperatures, something which is of extreme relevance to the functionality and life expectancy of the exhaust gas purification system.
[0052] The processor device 122 of the second injector controller 100 in Figure 2 comprises an additional output port 152 which, via connecting lead 157, outputs a signal for actuating switches 164, 166. Immediately after diesel injection (pre- and main injection), the piezo injector must be discharged in order to close. The processor device 122 controls said discharge operation by actuating either switches 154, 156 or switches 158, 160. By closing switches 158, 160, the piezo injector is discharged and the energy stored therein recovered in the 12 or 24 volt energy storage means 162. The energy may then be reused for subsequent injection operations.
[0053] The injection controller is usable as a retrofit system for subsequent installation on diesel engines (common rail, pump-line-nozzle, etc.). In addition to the autonomous generation and variation of injection signals on relatively modern common rail injection systems, the device also simultaneously enables selective actuation of a second electromechanical control unit on the same working cylinder.
(X-Pulse injection system - pressure boost).
(X-Pulse injection system - pressure boost).
[0054] As a retrofit fuel injection device, the injection controller is furthermore also capable of actuating the diesel flow controller with regard to the delivered volume of diesel and of defining the adapted volume of diesel with regard to the length of injection for the injector in order to avoid malfunctioning of the original diesel management system.
[0055] One advantage is that both coil and piezo injectors may be actuated on the diesel side and the fuel volume metering thereof may be freely arranged in respect of load and engine speed of the diesel engine.
List of reference signs:
1, 100 Injection controller 2, 4, 6, 8 Solenoid valve injector 10, 12, 14, 16, 18, 20, 154, 156, 164, 166 Switch 11, 152 Output port 22, 122 Processor device 17, 34, 34', 34", 26, 26', 157 Connecting lead 28, 40, 41, 52, 54 Interface 30 Gas injection device 32, 70, 72, 74, 76 Input port 36, 38 Gas injectors 42, 44, 46, 48 Dummy loads 50 Output port 78, 80, 82, 84 Piezo injector 162 Energy storage means 202, 218 Injection control signal 210, 220 Diesel injection control signal 204, 212 Pre-injection 206, 214 Main injection 208, 216, 222 Post-injection
List of reference signs:
1, 100 Injection controller 2, 4, 6, 8 Solenoid valve injector 10, 12, 14, 16, 18, 20, 154, 156, 164, 166 Switch 11, 152 Output port 22, 122 Processor device 17, 34, 34', 34", 26, 26', 157 Connecting lead 28, 40, 41, 52, 54 Interface 30 Gas injection device 32, 70, 72, 74, 76 Input port 36, 38 Gas injectors 42, 44, 46, 48 Dummy loads 50 Output port 78, 80, 82, 84 Piezo injector 162 Energy storage means 202, 218 Injection control signal 210, 220 Diesel injection control signal 204, 212 Pre-injection 206, 214 Main injection 208, 216, 222 Post-injection
Claims (14)
1. An injection controller for controlling a fuel injection device of a diesel engine for mixed-mode operation with a gaseous fuel, the injection controller comprising:
¨ an electrical dummy load which simulates the fuel injection device and is connectable to an output port of an engine control unit which outputs an injection control signal, ¨ a processor device comprising:
.circle. an input port for receiving the injection control signal which is shaped in accordance with the injection parameters determined by the engine control unit;
.circle. a first output port for outputting a diesel injection control signal which is optionally modified by the processor device relative to the injection control signal; and .circle. a second output port for outputting a gas injection control signal for controlling a gas injection device;
wherein the processor device is configured such that it generates the diesel injection control signal and the gas injection control signal as well as the start, length and number of diesel injections and gas injections independently of the injection control signal, wherein the processor device adapts the diesel injection control signal and the gas injection control signal to one another and in so doing modifies the diesel injection control signal relative to the injection control signal at least when the gas injection control signal for operating the diesel engine in mixed-mode operation with gaseous fuel is output at the second output port.
¨ an electrical dummy load which simulates the fuel injection device and is connectable to an output port of an engine control unit which outputs an injection control signal, ¨ a processor device comprising:
.circle. an input port for receiving the injection control signal which is shaped in accordance with the injection parameters determined by the engine control unit;
.circle. a first output port for outputting a diesel injection control signal which is optionally modified by the processor device relative to the injection control signal; and .circle. a second output port for outputting a gas injection control signal for controlling a gas injection device;
wherein the processor device is configured such that it generates the diesel injection control signal and the gas injection control signal as well as the start, length and number of diesel injections and gas injections independently of the injection control signal, wherein the processor device adapts the diesel injection control signal and the gas injection control signal to one another and in so doing modifies the diesel injection control signal relative to the injection control signal at least when the gas injection control signal for operating the diesel engine in mixed-mode operation with gaseous fuel is output at the second output port.
2. An injection controller according to claim 1, wherein the processor device is configured such that it adapts the diesel injection control signal and the gas injection control signal to one another in such a manner that, in mixed-mode operation with gaseous fuel, a specified nominal power of the diesel engine is not exceeded.
3. An injection controller according to one of the preceding claims, wherein the injection controller comprises at least one interface for receiving a parameter set, wherein the parameter set comprises one or more of the following parameters:
engine speed, exhaust gas oxygen content/residual oxygen (lambda), accelerator pedal position, engine load, demanded engine load, output engine load, engine temperature, intake air temperature, boost pressure, water temperature, fuel temperature on both diesel and gas sides, gas pressure sensor, additional coolant circuit sensor (e.g. LNG heating circuit), EGR rate, AHI rate and actuation, SCR actuation and monitoring, NOx sensors, air mass, diesel fuel injection, and exhaust gas temperature.
engine speed, exhaust gas oxygen content/residual oxygen (lambda), accelerator pedal position, engine load, demanded engine load, output engine load, engine temperature, intake air temperature, boost pressure, water temperature, fuel temperature on both diesel and gas sides, gas pressure sensor, additional coolant circuit sensor (e.g. LNG heating circuit), EGR rate, AHI rate and actuation, SCR actuation and monitoring, NOx sensors, air mass, diesel fuel injection, and exhaust gas temperature.
4. An injection controller according to claim 3, wherein the processor device is configured such that it also takes account of the received parameter set for generating the diesel injection control signal and/or the gas injection control signal.
5. An injection controller according to claim 3 or 4, wherein the injection controller comprises at least one sensor which is used for determining the parameter set, wherein the sensor has a sensor interface which is operatively connected to the at least one injection controller interface.
6. An injection controller according to one of the preceding claims, wherein the injection controller is designed to detect diesel particulate filter regeneration in order to operate the diesel engine in pure diesel mode in the event of diesel particulate filter regeneration being detected.
7. An injection controller according to one of the preceding claims, wherein the injection controller is designed such it detects diesel particulate filter regeneration in accordance with at least one of the following modes:
¨ sensing a temperature of an exhaust gas line via an injection controller interface which is operatively connected to an engine control unit interface, ¨ sensing a temperature of the exhaust gas line via an injection controller interface which is operatively connected to a temperature sensor interface, or ¨ sampling and evaluating the injection control signal by the injection controller to detect post-injection in the case of diesel particulate filter regeneration.
¨ sensing a temperature of an exhaust gas line via an injection controller interface which is operatively connected to an engine control unit interface, ¨ sensing a temperature of the exhaust gas line via an injection controller interface which is operatively connected to a temperature sensor interface, or ¨ sampling and evaluating the injection control signal by the injection controller to detect post-injection in the case of diesel particulate filter regeneration.
8. An injection controller according to one of the preceding claims, wherein the injection controller is designed to detect a driving profile, wherein the processor device modifies the diesel injection control signal in accordance with the detected driving profile.
9. An injection controller according to one of the preceding claims, wherein, in mixed-mode operation with gaseous fuel, the diesel injection control signal is modified relative to the injection control signal in such a manner that a diesel fuel may be injected with a time delay.
10. An injection controller according to one of the preceding claims, comprising at least one gas injector for injecting the gaseous fuel, wherein the gas injector has a terminal for receiving the gas injection control signal and is positioned such that the gaseous fuel is mixed with the fresh air taken in by the diesel engine.
11. An injection controller according to one of the preceding claims, wherein, in mixed-mode operation with gaseous fuel, the diesel injection control signal is modified relative to the injection control signal in such a manner that the diesel injection control signal brings about at least one additional post-injection relative to the injection control signal.
12. An injection controller according to one of the preceding claims, wherein, in mixed-mode operation with gaseous fuel, the diesel injection control signal is modified relative to the injection control signal in such a manner that a pre-injection provided by the diesel injection control signal is suppressed and that the diesel injection control signal brings about a main injection which is advanced in time relative to the injection control signal.
13. A method for controlling a fuel injection device of a diesel engine for mixed-mode operation with gaseous fuel, comprising:
¨ simulating a fuel injection device with an electrical dummy load, ¨ generating a diesel injection control signal and a gas injection control signal as well as the start, length and number of diesel injections and gas injections by the processor device, wherein the diesel injection control signal is modified relative to the injection control signal, and the generated diesel injection control signal and the generated gas injection control signal are adapted to one another, ¨ applying the diesel injection control signal to a diesel injector; and ¨ applying the gas injection control signal to a gas injector.
¨ simulating a fuel injection device with an electrical dummy load, ¨ generating a diesel injection control signal and a gas injection control signal as well as the start, length and number of diesel injections and gas injections by the processor device, wherein the diesel injection control signal is modified relative to the injection control signal, and the generated diesel injection control signal and the generated gas injection control signal are adapted to one another, ¨ applying the diesel injection control signal to a diesel injector; and ¨ applying the gas injection control signal to a gas injector.
14. A method for controlling a fuel injection device of a diesel engine for mixed-mode operation with gaseous fuel according to claim 13, wherein the diesel injection control signal and the gas injection control signal are adapted to one another in such a manner that, in mixed-mode operation with gaseous fuel, a specified nominal power and setpoint torque of the diesel engine are not exceeded.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| LU92605A LU92605B1 (en) | 2014-12-03 | 2014-12-03 | INJECTION CONTROL UNIT AND METHOD FOR DRIVING A FUEL INJECTION OF A DIESEL ENGINE IN MIXED OPERATION WITH A DIESEL-GAS-FUEL MIXTURE |
| LU92605 | 2014-12-03 | ||
| PCT/EP2015/078540 WO2016091716A1 (en) | 2014-12-03 | 2015-12-03 | Injection control unit and method for controlling a fuel injection means of a diesel engine during mixed operation with a diesel-gas fuel mixture |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2969373A1 true CA2969373A1 (en) | 2016-06-16 |
Family
ID=52232374
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2969373A Abandoned CA2969373A1 (en) | 2014-12-03 | 2015-12-03 | Injection control unit and method for controlling a fuel injection means of a diesel engine during mixed operation with a diesel-gas mixture |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP3227543B8 (en) |
| CN (1) | CN107208561A (en) |
| CA (1) | CA2969373A1 (en) |
| ES (1) | ES2747629T3 (en) |
| LU (1) | LU92605B1 (en) |
| WO (1) | WO2016091716A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2021081639A1 (en) * | 2019-10-29 | 2021-05-06 | Innovative Fuel Systems Ltd. | Mixed fuel engine |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110552794A (en) * | 2019-07-25 | 2019-12-10 | 东风商用车有限公司 | multi-stage injection method for diesel micro-injection ignition natural gas engine |
| FR3106628B1 (en) * | 2020-01-28 | 2022-10-21 | Xifoumi | METHOD FOR CONTROLLING A SIMULTANEOUS DUAL-FUEL ENGINE |
| CN117646686B (en) * | 2024-01-25 | 2024-03-26 | 山东康达精密机械制造有限公司 | Oil injection quantity adjusting and controlling system |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2447046B (en) * | 2007-02-28 | 2009-09-02 | Inspecs Ltd | Engine fuel supply system |
| GB2452909B (en) * | 2007-09-18 | 2012-02-22 | T Baden Hardstaff Ltd | Dual fuel engine control unit |
| GB0803670D0 (en) * | 2008-02-28 | 2008-04-09 | Johnson Matthey Plc | Improvements in emission control |
| JP2012520418A (en) * | 2009-03-13 | 2012-09-06 | ティー． バーデン ハードスタッフ リミテッド | Method and control device for controlling an engine |
| GB2468539B (en) * | 2009-03-13 | 2014-01-08 | T Baden Hardstaff Ltd | An injector emulation device |
| US20120085326A1 (en) * | 2010-10-10 | 2012-04-12 | Feng Mo | Method and apparatus for converting diesel engines to blended gaseous and diesel fuel engines |
-
2014
- 2014-12-03 LU LU92605A patent/LU92605B1/en active
-
2015
- 2015-12-03 CN CN201580075114.5A patent/CN107208561A/en active Pending
- 2015-12-03 CA CA2969373A patent/CA2969373A1/en not_active Abandoned
- 2015-12-03 WO PCT/EP2015/078540 patent/WO2016091716A1/en active Application Filing
- 2015-12-03 EP EP15804511.2A patent/EP3227543B8/en active Active
- 2015-12-03 ES ES15804511T patent/ES2747629T3/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2021081639A1 (en) * | 2019-10-29 | 2021-05-06 | Innovative Fuel Systems Ltd. | Mixed fuel engine |
| US20220381191A1 (en) * | 2019-10-29 | 2022-12-01 | Innovative Fuel Systems Ltd. | Mixed fuel engine |
| EP4051894A4 (en) * | 2019-10-29 | 2023-12-06 | Innovative Fuel Systems Ltd. | Mixed fuel engine |
Also Published As
| Publication number | Publication date |
|---|---|
| LU92605B1 (en) | 2016-06-06 |
| EP3227543B1 (en) | 2019-06-26 |
| EP3227543A1 (en) | 2017-10-11 |
| ES2747629T3 (en) | 2020-03-11 |
| WO2016091716A1 (en) | 2016-06-16 |
| EP3227543B8 (en) | 2019-09-11 |
| CN107208561A (en) | 2017-09-26 |
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