EP2310655B1 - Method and system for balancing the cylinders of a diesel engine - Google Patents

Method and system for balancing the cylinders of a diesel engine Download PDF

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Publication number
EP2310655B1
EP2310655B1 EP09754028.0A EP09754028A EP2310655B1 EP 2310655 B1 EP2310655 B1 EP 2310655B1 EP 09754028 A EP09754028 A EP 09754028A EP 2310655 B1 EP2310655 B1 EP 2310655B1
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EP
European Patent Office
Prior art keywords
cylinders
exhaust gas
fuel injection
cylinder
duration
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EP09754028.0A
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German (de)
French (fr)
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EP2310655A1 (en
Inventor
Tony Glader
Pasi Juppo
Kai Lehtonen
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Wartsila Finland Oy
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Wartsila Finland Oy
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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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F02D41/1443—Plural sensors with one sensor per cylinder or group of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure

Definitions

  • the invention relates to a method of balancing the cylinders of a diesel engine.
  • the invention also relates to a system for balancing the cylinders of a diesel engine.
  • US7178507 discloses a system to balance the cylinder outputs using cylinder pressure information.
  • An object of the invention is to provide an improved solution for balancing the cylinder loading in a diesel engine.
  • the starting moment of the combustion process in each cylinder is defined and the defined starting moment of the combustion process is compared to a specific set value.
  • the starting moment of fuel injection is changed, if the defined starting moment of the combustion process differs from the set value.
  • the duration of fuel injection into the cylinders is changed in order to equalise the powers produced by the cylinders.
  • the present invention By adjusting both the starting moment of the combustion process and the duration of fuel injection into each cylinder individually the power differences between the cylinders will be balanced.
  • the power differences between the cylinders due to the wear of the components of the injection system can be compensated and thus the operation of the cylinders kept optimal during the whole lifetime of the components.
  • the loading changes caused by the quality variations of the fuels of different types or the fuel can be compensated, whereby they have as small an impact on the engine operation as possible.
  • the system may also be utilised in the maintenance of the components, e.g. injectors, of the fuel injection system.
  • the control unit of the system may be set to monitor the changes in the set values of the components, whereby the control unit informs about the need to change a component, if the set value exceeds the limit value indicating the need to replace the component. Further, less expensive injectors can be utilised in the injection system, since there is no need to find individual injector trim values for each common pressure supply system.
  • the drawing depicts an example of the system 1 according to the invention for balancing the cylinders 3 of a diesel engine.
  • the system 1 is arranged in conjunction with a piston engine 2.
  • the engine 2 is a large diesel engine, which is used for instance as a main and an auxiliary engine in vessels or in power plants.
  • the engine 2 is provided with a common pressure supply system 4 for supplying fuel into the cylinders 3. For instance, heavy fuel oil is used as a fuel in the engine 2.
  • the injection system 4 is electrically controlled.
  • the engine comprises several cylinders 3, of which each one is provided with an injector 5 for injecting fuel into the combustion chamber of the cylinder.
  • the supply system comprises a common rail 9 for pressurised fuel.
  • the injectors 5 are connected to the common rail 9.
  • the fuel supply system 4 comprises a fuel source 6, for instance a fuel tank, and a low-pressure pump 11 and a high-pressure pump 12 for feeding fuel from the fuel source 6 into the common rail 9.
  • Each injector 5 is in flow connection with the common rail 9 via a fuel channel 10.
  • fuel is pumped from the fuel tank 6 by the low-pressure pump 11 along a feed channel 13 to the high-pressure pump 12 and further, by the high-pressure pump 12 via the feel channel 13 into the common rail 9. From the common rail 9, fuel is led to the injectors 5. Fuel is injected by the injectors 5 into the cylinders 3 at a desired moment.
  • the engine comprises the system 1, by which the cylinders 3 are balanced, i.e. the combustion process is kept as similar as possible between the cylinders 3.
  • the system 1 comprises a control unit 14, which controls fuel injection from the injectors 5 into the cylinders 3.
  • the control unit 14 defines the starting moment of fuel injection into each cylinder.
  • the control unit 14 adjusts the starting moment of fuel injection.
  • the control unit 14 controls the duration of fuel injection.
  • the control unit 14 defines the starting moment of the combustion process, i.e. the crankshaft angle in each cylinder 3 corresponding the start of the combustion.
  • the starting moment of the combustion process can be defined on the basis of the position measurement of cylinder pressure (the crankshaft angle corresponding to the cylinder pressure indicating the start of the combustion process) or on the basis of the measurement of the torsional vibration of the crankshaft.
  • the angle of rotation is measured by an angle sensor 16 suitable for the purpose. The measuring data of the angle sensor 16 is conveyed to the control unit 14.
  • the cylinder pressure in each cylinder 3 is measured by a measuring means 15 suitable for the purpose, such as a pressure sensor, a knock sensor (an acceleration transducer) or a strain gauge, adapted in conjunction with the cylinder 3. Cylinder pressure can also be measured by using ionisation measurement.
  • the measuring data on cylinder pressure and the angle of rotation of the crankshaft is conveyed to the control unit 14.
  • the control unit 14 defines the starting moment of the combustion process in each cylinder 3 on the basis of the measuring data on cylinder pressure and the angle of rotation of the crankshaft. As soon as the measured cylinder pressure reaches the value, which indicates that the combustion process in the cylinder 3 has started, a corresponding crankshaft angle will be defined.
  • the start of the combustion process is indicated for instance by a change in angular coefficient occurring in the cylinder pressure increase curve.
  • the starting moment of the combustion process may also be defined by measuring the maximum cylinder pressure.
  • the system comprises measuring means for measuring the torsional vibration of the crankshaft.
  • the angle sensor 16 measuring the angle of rotation of the crankshaft may be used as a measuring means, whereby measuring data on the magnitude of torsional vibration and the angle of rotation, at which torsional vibration occurs, is received.
  • the measuring data is conveyed to the control unit 14.
  • the control unit 14 defines the starting moment of the combustion process in each cylinder 3.
  • the control unit 14 compares the defined starting moment of the combustion process to a specific set value.
  • the set value may be predetermined for instance on the basis of engine load and the pressure of the common rail 9. If the defined starting moment of the combustion process differs from the set value, the control unit 14 changes the starting moment of fuel injection for each cylinder individually. The starting moment of fuel injection is changed so that the starting moment of the combustion process approaches the set value. Since the starting moment of fuel injection corresponds quite precisely the starting moment of the combustion process, the starting moment of fuel injection can be changed to be identical with the set value of the starting moment of the combustion process.
  • control unit 14 changes the duration of fuel injection into the cylinders 3 in order to equalise the powers produced by the cylinders.
  • the duration of fuel injection is changed for each cylinder individually.
  • the duration of fuel injection is changed as soon as the above-described adjustment of the starting moment of fuel injection has been made, i.e. the starting moment of fuel injection is such as desired.
  • the duration of fuel injection into the cylinders can be changed so that the powers produced by the respective cylinders 3 are equal.
  • the duration of fuel injection can be changed on the basis of the exhaust gas temperatures of the cylinders 3 or on the basis of the measurement of the torsional vibration of the crankshaft.
  • the system 1 comprises cylinder-specific temperature sensors 18 for measuring the exhaust gas temperatures of the cylinders.
  • the temperature sensors 18 are mounted in the exhaust ducts 19 of the cylinders.
  • the measuring data of the temperature sensors 18 is conveyed to the control unit 14.
  • the control unit 14 changes the duration of fuel injection on the basis of the measured exhaust gas temperatures.
  • the duration of fuel injection is changed in order to equalise the powers produced by the cylinders 3,
  • the control unit 14 may change the duration of fuel injection so that the exhaust gas temperatures in the respective cylinders 3 are equal.
  • the measured exhaust gas temperatures are compared to the set value.
  • the duration of fuel injection into said cylinder is changed so that the exhaust gas temperature is at its set value.
  • the mean value of the measured exhaust gas temperatures or a predetermined value can be used as a set value for the exhaust gas temperature, the magnitude of which value may depend for instance on the engine load or on the fuel that is used.
  • the duration of fuel injection is prolonged, if the exhaust gas temperature is too low. Similarly, the duration of fuel injection is shortened, if the exhaust gas temperature is too high.
  • the system comprises measuring means for measuring the torsional vibration of the crankshaft.
  • the angle sensor 16 measuring the angle of rotation of the crankshaft may be used as a measuring means, whereby measuring data on the magnitude of torsional vibration and the angle of rotation, at which torsional vibration occurs, is received at the same time.
  • the measuring data is conveyed to the control unit 14.
  • the control unit 14 changes the duration of fuel injection into each cylinder individually so that the torsional vibration of the crankshaft is minimised.
  • the duration of fuel injection can be changed by utilising both the above-mentioned methods, i.e. on the basis of the exhaust gas temperatures of the cylinders and on the basis of the torsional vibration of the crankshaft. Then, the duration of fuel injection may be adjusted by utilising both measurements simultaneously or by using one measurement primarily, for instance that of the exhaust gas temperatures, while the other measurement is a backup measurement. When required, the other measurement may be taken into use, for instance in case the primary measurement fails,
  • the starting moment of the combustion process can be defined by measuring the current in the solenoid valves of the injectors 5 or by measuring the fuel injection pressure.
  • the fuel injection pressure can be measured by a pressure switch or a pressure transducer, which is adapted in the common rail 9 or in the fuel channel 10 of the injector.
  • the duration of fuel injection into the cylinders 3 is changed on the basis of the exhaust gas temperatures and on the basis of torsional vibration in order to equalise the powers produced by the cylinders. In this manner, it is possible to further increase the accuracy of the adjustment as far as the duration of the injection is concerned.
  • the method comprises a stage, at which the correctness of the measurement of the exhaust gas temperature is evaluated and the change in the duration of fuel injection is determined on the basis of torsional vibration, in case the measurement of the exhaust gas temperature of the cylinder is not valid.
  • Such situations, in which the measurement of the exhaust gas temperature is not valid are, for instance, the failure of the sensor that measures the exhaust gas temperature or the case when the exhaust gas temperature 18 of the cylinder deviates sufficiently from the preset temperature value or from the mean value of the exhaust gas temperatures of the cylinders. This provides the advantage that the error conditions of the sensor affecting the adjustment of the duration of injection can be identified and the engine does not necessarily have to be stopped.
  • one way to define the change in the duration of fuel injection into the cylinders 3 is based on torsional vibration, if the exhaust gas temperature 18 of the cylinder deviates more than 50 % from the preset temperature value or from the mean value of the exhaust gas temperatures of the cylinders.
  • the preset temperature value for a specific load may be for instance a reference value for that specific load and speed recorded in the adjustment system.
  • Another way to define the change in the duration of fuel injection into the cylinders 3 is based on torsional vibration, if the exhaust gas temperature 18 of the cylinder deviates more than 10 % from the preset temperature value or from the mean value of the exhaust gas temperatures of the cylinders.

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

Description

  • The invention relates to a method of balancing the cylinders of a diesel engine. The invention also relates to a system for balancing the cylinders of a diesel engine.
  • In piston engines, there are differences in power generation between the various cylinders of the engine. The differences are, e.g., due to the wear of the components of the injection system resulting in changes in their operation in the course of their service life. Differences in cylinder powers have a negative impact on the engine operation, e.g. by increasing the load on the crankshaft and other components as well as engine vibrations. Therefore, efforts are made to balance the cylinders, i.e. to keep the combustion process as similar as possible between the cylinders. Problems related to the power differences between the cylinders occur in abundance in diesel engines that are provided with a common pressure supply system, in which heavy fuel oil is used as a fuel.
  • US7178507 discloses a system to balance the cylinder outputs using cylinder pressure information.
  • An object of the invention is to provide an improved solution for balancing the cylinder loading in a diesel engine.
  • The objects of the invention are achieved primarily as disclosed in the appended claims 1 and 11. In the invention, the starting moment of the combustion process in each cylinder is defined and the defined starting moment of the combustion process is compared to a specific set value. The starting moment of fuel injection is changed, if the defined starting moment of the combustion process differs from the set value. In addition, the duration of fuel injection into the cylinders is changed in order to equalise the powers produced by the cylinders.
  • Considerable advantages are achieved by the present invention. By adjusting both the starting moment of the combustion process and the duration of fuel injection into each cylinder individually the power differences between the cylinders will be balanced. The power differences between the cylinders due to the wear of the components of the injection system can be compensated and thus the operation of the cylinders kept optimal during the whole lifetime of the components. Also, the loading changes caused by the quality variations of the fuels of different types or the fuel can be compensated, whereby they have as small an impact on the engine operation as possible. The system may also be utilised in the maintenance of the components, e.g. injectors, of the fuel injection system. The control unit of the system may be set to monitor the changes in the set values of the components, whereby the control unit informs about the need to change a component, if the set value exceeds the limit value indicating the need to replace the component. Further, less expensive injectors can be utilised in the injection system, since there is no need to find individual injector trim values for each common pressure supply system.
  • In the following, the invention will be explained in more detail, by way of example, with reference to the appended drawing, which illustrates schematically one system according to the invention.
  • The drawing depicts an example of the system 1 according to the invention for balancing the cylinders 3 of a diesel engine. The system 1 is arranged in conjunction with a piston engine 2. The engine 2 is a large diesel engine, which is used for instance as a main and an auxiliary engine in vessels or in power plants. The engine 2 is provided with a common pressure supply system 4 for supplying fuel into the cylinders 3. For instance, heavy fuel oil is used as a fuel in the engine 2. The injection system 4 is electrically controlled.
  • The engine comprises several cylinders 3, of which each one is provided with an injector 5 for injecting fuel into the combustion chamber of the cylinder. The supply system comprises a common rail 9 for pressurised fuel. The injectors 5 are connected to the common rail 9. The fuel supply system 4 comprises a fuel source 6, for instance a fuel tank, and a low-pressure pump 11 and a high-pressure pump 12 for feeding fuel from the fuel source 6 into the common rail 9. Each injector 5 is in flow connection with the common rail 9 via a fuel channel 10.
  • While the engine 2 is running, fuel is pumped from the fuel tank 6 by the low-pressure pump 11 along a feed channel 13 to the high-pressure pump 12 and further, by the high-pressure pump 12 via the feel channel 13 into the common rail 9. From the common rail 9, fuel is led to the injectors 5. Fuel is injected by the injectors 5 into the cylinders 3 at a desired moment.
  • The engine comprises the system 1, by which the cylinders 3 are balanced, i.e. the combustion process is kept as similar as possible between the cylinders 3. The system 1 comprises a control unit 14, which controls fuel injection from the injectors 5 into the cylinders 3. The control unit 14 defines the starting moment of fuel injection into each cylinder. The control unit 14 adjusts the starting moment of fuel injection. Moreover, the control unit 14 controls the duration of fuel injection.
  • The control unit 14 defines the starting moment of the combustion process, i.e. the crankshaft angle in each cylinder 3 corresponding the start of the combustion. The starting moment of the combustion process can be defined on the basis of the position measurement of cylinder pressure (the crankshaft angle corresponding to the cylinder pressure indicating the start of the combustion process) or on the basis of the measurement of the torsional vibration of the crankshaft. In both methods, the angle of rotation is measured by an angle sensor 16 suitable for the purpose. The measuring data of the angle sensor 16 is conveyed to the control unit 14.
  • In the method based on the position measurement of cylinder pressure, the cylinder pressure in each cylinder 3 is measured by a measuring means 15 suitable for the purpose, such as a pressure sensor, a knock sensor (an acceleration transducer) or a strain gauge, adapted in conjunction with the cylinder 3. Cylinder pressure can also be measured by using ionisation measurement. The measuring data on cylinder pressure and the angle of rotation of the crankshaft is conveyed to the control unit 14. The control unit 14 defines the starting moment of the combustion process in each cylinder 3 on the basis of the measuring data on cylinder pressure and the angle of rotation of the crankshaft. As soon as the measured cylinder pressure reaches the value, which indicates that the combustion process in the cylinder 3 has started, a corresponding crankshaft angle will be defined. The start of the combustion process is indicated for instance by a change in angular coefficient occurring in the cylinder pressure increase curve. The starting moment of the combustion process may also be defined by measuring the maximum cylinder pressure.
  • When the starting moment of the combustion process is defined on the basis of torsional vibration measurement, the system comprises measuring means for measuring the torsional vibration of the crankshaft. The angle sensor 16 measuring the angle of rotation of the crankshaft may be used as a measuring means, whereby measuring data on the magnitude of torsional vibration and the angle of rotation, at which torsional vibration occurs, is received. The measuring data is conveyed to the control unit 14. On the basis of the measuring data, the control unit 14 defines the starting moment of the combustion process in each cylinder 3.
  • Once the starting moment of the combustion process is defined, the control unit 14 compares the defined starting moment of the combustion process to a specific set value. The set value may be predetermined for instance on the basis of engine load and the pressure of the common rail 9. If the defined starting moment of the combustion process differs from the set value, the control unit 14 changes the starting moment of fuel injection for each cylinder individually. The starting moment of fuel injection is changed so that the starting moment of the combustion process approaches the set value. Since the starting moment of fuel injection corresponds quite precisely the starting moment of the combustion process, the starting moment of fuel injection can be changed to be identical with the set value of the starting moment of the combustion process.
  • Further, the control unit 14 changes the duration of fuel injection into the cylinders 3 in order to equalise the powers produced by the cylinders. The duration of fuel injection is changed for each cylinder individually. The duration of fuel injection is changed as soon as the above-described adjustment of the starting moment of fuel injection has been made, i.e. the starting moment of fuel injection is such as desired. The duration of fuel injection into the cylinders can be changed so that the powers produced by the respective cylinders 3 are equal. The duration of fuel injection can be changed on the basis of the exhaust gas temperatures of the cylinders 3 or on the basis of the measurement of the torsional vibration of the crankshaft.
  • In case the duration of fuel injection is adjusted on the basis of exhaust gas temperatures, the system 1 comprises cylinder-specific temperature sensors 18 for measuring the exhaust gas temperatures of the cylinders. The temperature sensors 18 are mounted in the exhaust ducts 19 of the cylinders. The measuring data of the temperature sensors 18 is conveyed to the control unit 14. The control unit 14 changes the duration of fuel injection on the basis of the measured exhaust gas temperatures. The duration of fuel injection is changed in order to equalise the powers produced by the cylinders 3, The control unit 14 may change the duration of fuel injection so that the exhaust gas temperatures in the respective cylinders 3 are equal. The measured exhaust gas temperatures are compared to the set value. If the measured exhaust gas temperature of one of the cylinders 3 differs from the set value, the duration of fuel injection into said cylinder is changed so that the exhaust gas temperature is at its set value. The mean value of the measured exhaust gas temperatures or a predetermined value can be used as a set value for the exhaust gas temperature, the magnitude of which value may depend for instance on the engine load or on the fuel that is used. The duration of fuel injection is prolonged, if the exhaust gas temperature is too low. Similarly, the duration of fuel injection is shortened, if the exhaust gas temperature is too high.
  • In case the duration of fuel injection is defined on the basis of the measurement of the torsional vibration of the crankshaft, the system comprises measuring means for measuring the torsional vibration of the crankshaft. The angle sensor 16 measuring the angle of rotation of the crankshaft may be used as a measuring means, whereby measuring data on the magnitude of torsional vibration and the angle of rotation, at which torsional vibration occurs, is received at the same time. The measuring data is conveyed to the control unit 14. The control unit 14 changes the duration of fuel injection into each cylinder individually so that the torsional vibration of the crankshaft is minimised.
  • The duration of fuel injection can be changed by utilising both the above-mentioned methods, i.e. on the basis of the exhaust gas temperatures of the cylinders and on the basis of the torsional vibration of the crankshaft. Then, the duration of fuel injection may be adjusted by utilising both measurements simultaneously or by using one measurement primarily, for instance that of the exhaust gas temperatures, while the other measurement is a backup measurement. When required, the other measurement may be taken into use, for instance in case the primary measurement fails,
  • The invention is not limited to the shown embodiments, but several variations are conceivable within the scope of the appended claims. The starting moment of the combustion process can be defined by measuring the current in the solenoid valves of the injectors 5 or by measuring the fuel injection pressure. The fuel injection pressure can be measured by a pressure switch or a pressure transducer, which is adapted in the common rail 9 or in the fuel channel 10 of the injector.
  • For instance, according to one embodiment, the duration of fuel injection into the cylinders 3 is changed on the basis of the exhaust gas temperatures and on the basis of torsional vibration in order to equalise the powers produced by the cylinders. In this manner, it is possible to further increase the accuracy of the adjustment as far as the duration of the injection is concerned.
  • Further, the method comprises a stage, at which the correctness of the measurement of the exhaust gas temperature is evaluated and the change in the duration of fuel injection is determined on the basis of torsional vibration, in case the measurement of the exhaust gas temperature of the cylinder is not valid. Such situations, in which the measurement of the exhaust gas temperature is not valid are, for instance, the failure of the sensor that measures the exhaust gas temperature or the case when the exhaust gas temperature 18 of the cylinder deviates sufficiently from the preset temperature value or from the mean value of the exhaust gas temperatures of the cylinders. This provides the advantage that the error conditions of the sensor affecting the adjustment of the duration of injection can be identified and the engine does not necessarily have to be stopped. In this case, one way to define the change in the duration of fuel injection into the cylinders 3 is based on torsional vibration, if the exhaust gas temperature 18 of the cylinder deviates more than 50 % from the preset temperature value or from the mean value of the exhaust gas temperatures of the cylinders. The preset temperature value for a specific load may be for instance a reference value for that specific load and speed recorded in the adjustment system. Another way to define the change in the duration of fuel injection into the cylinders 3 is based on torsional vibration, if the exhaust gas temperature 18 of the cylinder deviates more than 10 % from the preset temperature value or from the mean value of the exhaust gas temperatures of the cylinders. This provides the advantage that the determination method affecting the adjustment of the duration of injection can be changed momentarily, whereby one determination method to be used primarily can be selected, in this case the method based on the exhaust gas temperatures. Both practices can be realised by varying the functionality of the control unit 14 of the system.

Claims (22)

  1. A method of balancing the cylinders (3) of a diesel engine (2), in which method
    - the starting moment of the combustion process in each cylinder (3) is defined,
    - the defined starting moment of the combustion process is compared to a specific set value, and
    - based on the defined starting moment of the combustion process, the starting moment of the fuel injection into the cylinders (3) is changed, if the defined starting moment of the combustion process differs from the set value, characterised in that torsional vibration of the engine crankshaft is measured and after adjusting the starting moment of the fuel injection, the duration of fuel injection into the cylinders is changed on the basis of the torsional vibration of the crankshaft in order to equalise the powers produced by the cylinders (3).
  2. A method according to claim 1, characterised in that the exhaust gas temperature (18) of each cylinder is measured and the duration of fuel injection into the cylinders (3) is changed on the basis of the exhaust gas temperatures in order to equalise the powers produced by the cylinders (3).
  3. A method according to claim 2, characterised in that the duration of cylinder-specific fuel injection is prolonged, if the exhaust gas temperature is too low, and shortened, if the exhaust gas temperature is too high.
  4. A method according to claim 2 or 3, characterised in that the duration of fuel injection into the cylinders (3) is changed so that the desired exhaust gas temperature is reached.
  5. A method according to claim 4, characterised in that the mean value of the measured exhaust gas temperatures or a predetermined value is used as a set value.
  6. A method according to claim 1, characterised in that the duration of fuel injection into the cylinders (3) is changed on the basis of exhaust gas temperatures and torsional vibration.
  7. A method according to claim 1, characterised in that the method further comprises a stage, at which the correctness of the measurement of exhaust gas temperature (18) is evaluated and the change in the duration of fuel injection into the cylinders (3) is determined on the basis of torsional vibration, if the measurement of the exhaust gas temperature (18) of the cylinder is not valid.
  8. A method according to claim 1 or 7, characterised in that the change in the duration of fuel injection into the cylinders (3) is defined on the basis of torsional vibration, if the exhaust gas temperature (18) of the cylinder (3) deviates from the preset temperature value or from the mean value of the exhaust gas temperatures of the cylinders.
  9. A method according anyone of the preceding claims, characterised in that the position (15, 16) of the cylinder pressure in each cylinder (3) is measured and the starting moment of the combustion process is defined on the basis of the position measurement of the cylinder pressure.
  10. A method according to claim 9, characterised in that the cylinder pressure is measured by a knock sensor, a strain gauge or a pressure sensor (15), which is adapted in conjunction with the cylinder (3).
  11. A method according anyone of the preceding claims, characterised in that the torsional vibration of the engine crankshaft is measured and the starting moment of the combustion process is defined on the basis of the torsional vibration measurement.
  12. A system (1) for balancing the cylinders of a diesel engine (2), which system (1) comprises a control unit (14), which is arranged
    - to define the starting moment of the combustion process in each cylinder (3),
    - to compare the defined starting moment of the combustion process to a set value, and
    - to change the starting moment of fuel injection into the cylinders (3) on the basis of the defined starting moment of the combustion process, if the defined starting moment of the combustion process differs from the set value, characterised in that the system comprises means (16) for measuring the torsional vibration of the crankshaft, and that after adjusting the starting moment of the fuel injection, the control unit (14) is arranged to change the duration of fuel injection into the cylinders (3) on the basis of torsional vibration in order to equalise the powers produced by the cylinders.
  13. A system according to claim 12, characterised in that the system comprises temperature sensors (18) to be installed in conjunction with each cylinder (3) for measuring the exhaust gas temperature of the cylinder, and that the control unit (14) is arranged to change the duration of fuel injection into the cylinders on the basis of the exhaust gas temperatures measured by the temperature sensors (18) in order to equalise the powers produced by the cylinders (3).
  14. A system according to claim 13, characterised in that the control unit is arranged to prolong the duration of cylinder-specific fuel injection, if the exhaust gas temperature is too low, and to shorten it, if the exhaust gas temperature is too high.
  15. A system according one of the preceding claims 13 or 14, characterised in that the control unit (14) is arranged to change the duration of fuel injection so that the desired set value of the exhaust gas temperature of the cylinders (3) is reached.
  16. A system according to claim 15, characterised in that the desired set value is the mean value of the exhaust gas temperatures or a predetermined value.
  17. A system according to anyone of claims 12 to 16, characterised in that the system comprises means (16) for measuring the torsional vibration of the crankshaft, and that the control unit (14) is arranged to change the duration of fuel injection into the cylinders (3) on the basis of both the exhaust gases temperatures and torsional vibration.
  18. A system according to claim 12, characterised in that it further comprises means to evaluate the correctness of the measurement of exhaust gas temperature (18) and define the change in the duration of fuel injection into the cylinders (3) on the basis torsional vibration, if the measurement (18) of the exhaust gas temperature (18) of the cylinder is not valid.
  19. A system according to claim 12, characterised in that the control unit (14) is arranged to change the duration of fuel injection into the cylinders (3) on the basis of torsional vibration, if the exhaust gas temperature (18) of the cylinder deviates from the preset temperature value or from the mean value of the exhaust gas temperatures of the cylinders (3).
  20. A system according to anyone of claims 12 to 19, characterised in that the system (1) comprises means (15, 16) for measuring the position of the cylinder pressure in each cylinder (3), and that the control unit (14) is arranged to define the starting moment of the combustion process in the cylinders (3) on the basis of the position measurement of the cylinder pressure.
  21. A system according to claim 20, characterised in that the means for measuring the position of the cylinder pressure comprise a knock sensor, a strain gauge or a pressure sensor (15) adapted in conjunction with the cylinder.
  22. A system according to claim 20 or 21, characterised in that the means for measuring the position of the cylinder pressure comprise an angle sensor (16) that measures the angle of rotation of the engine crankshaft.
EP09754028.0A 2008-05-26 2009-05-26 Method and system for balancing the cylinders of a diesel engine Active EP2310655B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20085496A FI122489B (en) 2008-05-26 2008-05-26 Method and apparatus for stabilizing the diesel engine cylinders
PCT/FI2009/050437 WO2009144375A1 (en) 2008-05-26 2009-05-26 Method and system for balancing the cylinders of a diesel engine

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EP2310655A1 EP2310655A1 (en) 2011-04-20
EP2310655B1 true EP2310655B1 (en) 2016-04-06

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EP09754028.0A Active EP2310655B1 (en) 2008-05-26 2009-05-26 Method and system for balancing the cylinders of a diesel engine
EP09754027.2A Active EP2310654B1 (en) 2008-05-26 2009-05-26 Method and system for balancing the cylinders of a diesel engine

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EP (2) EP2310655B1 (en)
KR (3) KR20150129044A (en)
CN (2) CN102046949A (en)
FI (2) FI122489B (en)
RU (1) RU2494270C2 (en)
WO (2) WO2009144374A1 (en)

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KR101770430B1 (en) 2017-09-05
KR101516039B1 (en) 2015-05-04
CN102046946A (en) 2011-05-04
EP2310654A1 (en) 2011-04-20
EP2310655A1 (en) 2011-04-20
WO2009144375A1 (en) 2009-12-03
RU2010153310A (en) 2012-07-10
CN102046946B (en) 2016-03-09
KR20110021833A (en) 2011-03-04
FI20085496A0 (en) 2008-05-26
FI20085496A (en) 2009-11-27
FI20095576A0 (en) 2009-05-26
FI122489B (en) 2012-02-15
CN102046949A (en) 2011-05-04
FI122491B (en) 2012-02-15
FI20095576A (en) 2009-11-27
KR20150129044A (en) 2015-11-18
RU2494270C2 (en) 2013-09-27
KR20110031154A (en) 2011-03-24
WO2009144374A1 (en) 2009-12-03
EP2310654B1 (en) 2019-08-28

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