GB2504655A - Controllable fuel injection system for a two-stroke, compression ignition, engine - Google Patents

Controllable fuel injection system for a two-stroke, compression ignition, engine Download PDF

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Publication number
GB2504655A
GB2504655A GB1210392.5A GB201210392A GB2504655A GB 2504655 A GB2504655 A GB 2504655A GB 201210392 A GB201210392 A GB 201210392A GB 2504655 A GB2504655 A GB 2504655A
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United Kingdom
Prior art keywords
combustion
fuel injection
cylinder
fuel
engine
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GB1210392.5A
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GB201210392D0 (en
Inventor
John Vaughan
John Heath
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Cosworth Ltd
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Cosworth Ltd
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Priority to GB1210392.5A priority Critical patent/GB2504655A/en
Publication of GB201210392D0 publication Critical patent/GB201210392D0/en
Publication of GB2504655A publication Critical patent/GB2504655A/en
Withdrawn legal-status Critical Current

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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
    • F02D19/0639—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 characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • 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
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/08—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/02—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for hand-held tools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—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
    • 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
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion 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
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • 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
    • 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
    • F02D41/146—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 an NOx content or concentration
    • F02D41/1461—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 an NOx content or concentration of the exhaust gases emitted by the engine
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

A controllable fuel injection system 6 for a two-stroke, compression ignition, engine, the fuel system comprises a fuel injector 8, 9 configured to inject fuel into a cylinder of an engine 7, a means for detecting combustion in the cylinder 10, 11 and a controller 14 for controlling the injection of fuel into the cylinder by the injector and for monitoring combustion detected by the combustion sensor 12, 13. The controller controls fuel injection timing in dependence on the timing of combustion. Also provided are a two-stroke, compression ignition engine, a generator and a method of controlling a two-stroke compression ignition, engine. The invention provides an engine that will be optimised for operation under conditions such as use at altitude or using poor quality fuel, by varying the injection timing based on the time of the start of combustion, or more specifically the delay between the preceding fuel injection and the start of combustion.

Description

CONTROLLABLE FUEL INJECTION SYSTEM FOR A TWO-STROKE COMPRESSION
IGNITION ENGINE
FIELD OF THE INVENTION
The present invention relates to a controllable fuel injection system for a two-stroke, compression ignition, engine.
The invention further relates to a two-stroke, compression ignition, engine utilising a controllable fuel injection system. The engine is particularly suitable for use at altitude and/or with unknown fuel quality. It is therefore particularly suitable for use in Unmanned Aerial Vehicles (UAVs), or in
portable generators.
The invention further relates to a generator comprising a controllable fuel injection system or a two-stroke compression ignition engine utilising a controllable fuel injection system The invention further relates to a method of controlling a two-stroke, compression ignition, engine having a controllable fuel injection system.
BACKGROUND TO THE PRESENT INVENTION
Small, two-stroke, compression ignition, engines known in the art use mechanically driven fuel injectors and operate with fixed fuel injection timing. Such engines and fuel systems are suitable for use in applications where the injection timing can be selected to provide adequate performance under all operating conditions. However, in certain applications, such as where the engine is to be utilised at varying altitude, or with unknown fuel quality, it is not possible to choose an injection timing that provides adequate or optimum performance under all operating conditions.
Combustion is affected by factors such as: air temperature and pressure (factors particularly affected by altitude); fuel quality (particularly the fuel Cetane value); engine wear; and combustion chamber deposits affecting the compression ratio. The simple, fixed-timing, mechanical fuel injection system of such small, two-stroke, compression ignition engines known in the art do not account for changes in these parameters and so the engine operates below optimum or does not function at all in some conditions Four-stroke and two-stroke, spark ignition, engines are also known which operate to high altitude for aviation purposes, but the fuel quality is closely controlled and the combustion delay -the
H
time delay between the injection of fuel into the cylinder and the onset of combustion in the cylinder -can be closely controlled by the spark timing of the spark plugs used in such engines.
Four-stroke, compression ignition, engines are also known for use in general aviation, but they are turbo-charged and so the variation in combustion delay is reduced making them more tolerant to operating with different fuel qualities. The addition of the turbo-charging machinery can substantially increase the volume of the engine package making turbo-charged engines unsuitable for space-critical and weight-critical applications Small, four-stroke, compression ignition, engines with electronic fuel injection are also known for automotive applications. However, due to the nature of four-stroke engines, they are less power dense than two-stroke engines! and so are limited to use in road cars and the like and are unsuitable for use in applications which typically require a smaller, lighter, engine such as UAV5 and portable generators.
The inventors have appreciated that there is a need for a two-stroke, compression ignition, engine that is optimised for operation under all conditions, in particular at altitude and/or when using fuel of unknown or variable fuel quality.
The inventors have also appreciated that accurate control of the combustion process in a two-stroke, compression ignition engine is a critical factor, particularly in relation to such engines intended for use at altitude and/or using unknown fuel quality, in order to maintain performance and economy while not adversely affecting durability.
SUMMARY OF THE PRESENT INVENTION
The inventors have appreciated that at least some of the aforementioned problems with known engines can be addressed by providing a two-stroke, compression ignition, engine with a controllable fuel injection system.
The invention in a first aspect provides: a controllable fuel injection system for a two-stroke, compression ignition, engine, the fuel system comprising: a fuel injector configured to inject fuel into a cylinder of an engine; a means for detecting combustion in the cylinder; and a controller for controlling the injection of fuel into the cylinder by the injector and for monitoring combustion detected by the combustion sensor; wherein the controller controls fuel injection timing in dependence on the timing of combustion.
The inventors have appreciated that in relation to a two-stroke, compression ignition, engine, an important factor is the time delay between the injection of fuel into the cylinder and the start of combustion in the cylinder, which typically occurs some time after the fuel is injected. This combustion delay varies with operating conditions and so if the regime of the engine is increased, such as with operation at high altitudes and/or with fuel of varying quality, no single, fixed, injection timing can be selected to keep the start of combustion within acceptable limits for good performance. Instead, the fuel injection timing must be accurately and effectively controlled so as to control the combustion delay. The controllable fuel system of the present invention allows the fuel injection timing to be altered so as to control the combustion delay. This allows an engine to be operated more effectively across a range of environments.
Preferably, the means for detecting combustion in the cylinder detects the start of combustion and the controller controls fuel injection timing in dependence on the timing of the start of combustion. More preferably, the timing of a next fuel injection event is controlled by the controller in dependence on the delay between a preceding fuel injection event and the start of combution in the cylinder. This allows the combustion delay to be kept within reasonable limits for improved engine performance.
The timing of a next fuel injection event may be controlled by the controller in dependence on the delay between two or more preceding fuel injection events and the respective delay to the start of combustion in the cylinder. The preceding readings may be readings from the immediately preceding engine cycles or from earlier engine cycles. This allows the combustion delay to be monitored and controlled in response to a plurality of readings which may provide smoother, more uniform engine operation.
Preferably, the controller measures the combustion time delay between the injection of fuel by the injector and the start of combustion and controls the timing of a next fuel injection event in dependence on the combustion delay following one or more preceding fuel injection events so as to control the time delay between a next fuel injection event and the start of combustion in the cylinder.
Preferably, the combustion detecting means comprises at least one of: an accelerometer for measuring engine structural vibration caused by combustion; NOx sensor for detecting the products of combustion; a sensor for measuring cylinder pressure; a speed sensor for measuring crankshaft angular acceleration; a sensor for measuring the gas temperature in the cylinder; a sensor for measuring the gas temperature of the gas in the exhaust; a sensor for measuring the temperature of the cylinder head; a sensor for measuring ionisation in the cylinder; and a sensor for measuring engine torque. Other sensors for detecting the start of combustion will also be apparent. The combustion detecting means may comprise a combination of two or more of the same or different types of sensors.
Preferably, the controllable fuel system includes a further sensor for detecting at least one of: ambient air temperature, ambient air pressure, and fuel cetane value, the controller being additionally configured to control the timing of fuel injection in dependence on at least one of these detected parameters. This enables the fuel system to adapt to changes in the environment that are known to affect engine performance.
Preferably, the controllable fuel system includes: a first fuel injector configured to inject fuel into a first cylinder of an engine; a second fuel injector configured to inject fuel into a second cylinder of an engine; a first combustion sensor for detecting combustion in the first cylinder; and a second combustion sensor for detecting combustion in the second cylinder; and the controller controls the injection of fuel into the cylinder by the first and second injectors and monitors combustion detected by the first and second combustion sensors.
Preferably, the controller is configured to control the fuel injection timing of each of the first and second fuel injectors separately in dependence on the combustion timing in each of the respective first and second cylinders.
Preferably, the controller is an electronic controller. This allows precise control of the fuel injection by the injectors. The controller may alternatively be mechanical.
Preferably, the controller meters the volume of fuel injected by the, or each, fuel injector. This enables the fuel system to precisely control both the timing of fuel injection and the volume of fuel injected for improved engine control and performance.
The invention in a second aspect provides: a two-stroke, compression ignition, engine, comprising: a fuel injection system, comprising a fuel injector, configured to inject fuel into a cylinder of the engine; and means for controlling the fuel injector; wherein the fuel injection timing is controlled by the controlling means in dependence on the timing of combustion in the cylinder Preferred features of the engine are set out in the dependent claims to which reference should now be made. Comments above on the advantages of features of the controllable fuel injection system also apply to the engine which comprises a controllable fuel injection system.
Preferably, the engine comprises a first cylinder and a second cylinder, configured so that the cylinders directly oppose each other, wherein the fuel injection system further comprises a first fuel injector configured to inject fuel into the first cylinder, and a second fuel injector configured to inject fuel into the second cylinder. Preferably, the fuel injectors are positioned in the ends of the cylinders with their principle axis being substantially parallel to the longitudinal axis of the cylinder.
Preferably, the engine includes a first combustion sensor for detecting the start of combustion in the first cylinder and second combustion sensor for detecting the start of combustion in the second cylinder. Alternatively, a single combustion sensor may be provided for detecting the start of combustion in two or more cylinders if the combustion events occur individually in the cycle, for example one event every 180 degrees of crank angle rotation for a two cylinder engine or 120 degrees of crank angle rotation for a three cylinder engine).
The invention in a third sspect provides generator comprising the controllable fuel injection system of any of the first aspect of the invention or the two-stroke, compression ignition, engine of the second aspect of the invention.
Preferably, the generator is configured to be stowed on and transported by a vehicle. More preferably, the generator has a housing of substantially the same external shape and dimensions as a portable fuel or liquid container designed to be stowed on and transported by a vehicle such that the generator is stowable in the space intended for stowage of the portable fuel or liquid container. Preferably, the generator has a housing with substantially the same external shape and dimensions as an 18 litre or 20 litre Jerry Can. This enables the generator to be used as a vehicle based Auxiliary Power Unit (APU) for providing additional power when required and enables the generator to be easily stored on a vehicle already designed to carry fuel tanks.
The invention in a fourth aspect provides: a method of controlling a two-stroke, compression ignition, engine, the engine comprising: a fuel injection system, comprising: a fuel injector, configured to inject fuel into a cylinder of the engine; and means for controlling the timing of fuel injection; wherein the fuel injection timing is controlled in dependence on the timing of cornbustion in the cylinder; the method comprising the steps of: logging a time at which a fuel injection event occurs; determining the combustion time delay between the fuel injection event and the start of combustion in the cylinder; determining the time difference, if any, between the actual combustion time delay and a between a pre-detemiined or calculated preferred combustion time delay; adjusting the timing of a next fuel injection event so as to control the combustion time delay between the next fuel injection event and the start of combustion.
The method allows effective control of a two-stroke, compression ignition and enhances the operation of the engine in a variety of operating environments.
BRIEF DESCRIPTION OF THE FIGURES
Preferred embodiments of the present invention will now be described, by way of example only, with reference to the accompanying figures, in which: Figure 1 shows a controllable fuel injection system according to a first aspect of the present invention for a single cylinder, two-stroke, compression ignition, engine; Figure 2 shows a controllable fuel injection system according to to a first aspect of the present invention for a two cylinder, flat-twin, two-stroke, compression ignition, engine; Figure 3 shows a flat-twin, two-stroke, compression ignition, engine with which the controllable fuel injection system according to a first aspect of the present invention may be used; and Figure 4 shows an alternative view of the example engine of Figure 1.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION
A controllable fuel injection system 1 for a single cylinder, two-stroke, compression ignition engine 2 is shown in Figure 1. The controllable fuel injection system 1 is a variable timing fuel injection system which allows the fuel injection timing to be adjusted to ensure optimum running of the engine, particularly where the operating environment changes, for example at altitude, or where the engine is operated with fuels of unknown grade. The fuel injection system is an electronic fuel injection system.
The controllable fuel injection system includes a fuel injector 3, a combustion detecting sensor 4 and a controller 5.
A similar controllable fuel injection system 6 for a two-cylinder flat-twin, two-stroke, compression ignition, engine 7 i shown in Figure 2. The controllable fuel injection system includes two fuel injectors 8, 9-one for each of the two cylinders 10, 11, two combustion detecting sensors 12,13 -one for each cylinder, and a controller 14.
The fuel injectors 8, 9 inject fuel supplied by a fuel pump through a common fuel rail into each cylinder of the engine. The fuel injector injects fuel directly into the combustion chamber. More than one injector may optionally be provided for injecting fuel into the combustion chamber of each cylinder 10,11 The combustion sensors 12,13 detect the Onset of combustion of the fuel in each of the cylinders. Various technologies may be used for the combustion sensors to suit a particular application for the engine. An accelerometer is a particularly suitable measurement sensor for the lightweight structure typically used in 2-stroke engines. The accelerometer is positioned on the engine structure where the combustion causes the strongest vibration signature, such as the cylinder head, and detects the start of combustion through the measurement of the amplitude and/or frequency of structural borne engine vibrations resulting from combustion.
A number of alternative sensors may also be used. Examples include: a nitrogen oxide sensor or NOx sensor" to detect mono-nitrogen oxides NO and N02 generated as the fuel is combusted; a pressure sensor to detect an increase in the pressure in the cylinder; a crankshaft speed sensor to measure crankshaft angular acceleration; a gas temperature sensor to detect an increase in the gas temperature in the cylinder; a gas temperature sensor to detect an increase in the gas temperature in the exhaust; a temperature sensor to detect an increase in the temperature in the cylinder head; an ionisation sensor to detect ionisation in the combustion chamber resulting from combustion of the fuel; a torque sensor to detect an increase in engine output torque (measured at the crankshaft or at the engine mounting points). One or more of the same sensor or a combination of different types of sensors may be to detect the onset of combustion and monitor the timing and duration of combustion.
The controller 14 is an electronic controller in communication with the fuel injectors and the combustion sensors. The controller may be a designated fuel system controller which may be in communication with a central engine management system or it may form part of the central engine management system.
In operation of the engine operating a two-stroke cycle, the controller 14 signals the fuel injectors 80,90 to inject fuel from the fuel rail into the cylinders at the appropriate stage in the engine cycle. The combustion sensors 12, 13 detect the onset of combustion in the chambers and send signals to the controller 14. The controller then calculates the combustion time delay between the fuel injection in each cylinder and the start of combustion in corresponding cylinders. This time delay is compared by the controller to a predetermined ideal combustion timing delay. If the actual combustion delay is found to match the predetemiined ideal combustion timing delay or to be within certain acceptable limits, the next fuel injection event by the fuel injectors may be initiated by the controller at the same point in the next engine cycle to maintain the same combustion delay. If however, the actual combustion delay is found to be different to the predetermined ideal combustion timing delay or to be outside certain acceptable limits, the next fuel injection event by the fuel injectors may be initiated by the controller at a different point in the * next engine cycle in order to increase or decrease the combustion delay in each respective cylinder.
The controller therefore controls the timing of the next fuel injection event in dependence on the difference between the actual combustion delay of the previous fuel injection event and a predetermined or calculated ideal combustion delay so as to control the combustion delay and ensure that combustion begins at the appropriate point. The combustion sensors detect the start of each combustion event and feed this data to the controller. This provides continuous, closed-loop combustion control which enables the combustion process to be more effectively monitored and controlled during operation of the engine.
The controller may analyse the fuel injection and combustion timing of any number of preceding engine cycles to calculate to the optimum timing of the next fuel injection event in each cylinder in order to control the combustion process. It may therefore analyse and compare the current engine performance against the performance over any number of previous engine cycles to identify the optimum fuel injection timing for the next engine cycle.
As discussed above, combustion is affected by factors such as: ambient air temperature, ambient air pressure and fuel quality (Cetane value) among others. Additional sensors may therefore be included in the system and positioned to detect on one or more of these parameters with the data being fed to the controller. The fuel injection timing can therefore be controlled, and if necessary adjusted by the controller, in response to changes in any of these engine operating conditions to enable more complete control of the combustion timing.
The controller can be configured to control the fuel injection timing in each of the two cylinders simultaneously or individually as required. The controller may be further configured to meter and control the volume of fuel andior the rate of flow of the fuel injected by the fuel injectors during each fuel injection event. The volume of fuel and/or the rate of flow of the fuel may be the same or different for each cylinder.
The controllable fuel system is suitable for use with a two-stroke compression ignition engine powered by diesel fuel which has a reasonably constant Cetane number. The fuel system is also engine is also suitable for use with such an engine powered by jet fuel or heavy fuel' which is not a uniform substance but it is a mixture of hydrocarbons of varying lengths. The lengths of those hydrocarbon molecules determine the properties of the jet fuel, such as the flash point, freezing point and maximum burning temperature. Heavy fuel therefore has a variable Cetane number.
During operation of the engine with heavy fuel, the controllable fuel injection system with feedback control enables the engine to make adjustments as required to the fuel injection timing
S
so that the engine can automatically adjust and compensate for a particular fuel in order to optimise its performance. This makes the engine particularly suitable for use in environments where the quality of available fuel is unknown or variable.
The combustion process occurring in the combustion chamber is known to be affected by air temperature and pressure which vary with altitude. As the fuel system with feedback control is able to make continual adjustments to the fuel injection timing to control the combustion timing.
the engine is also suitable for use at altitude and at variable altitude, making it particularly suitable for use in airbome vehicles such as model aircraft and Unmanned Air Vehciles (UAVs).
The controllable fuel injection system described above may also be used for a single cylinder engine as shown in Figure 1 or an engine having more than two cylinders, the number of fuel injectors and combustion detecting sensors being adjusted accordingly so that at least one of each component is provided per cylinder, each of the fuel injectors and combustion detecting sensors being connected to the controller. The controller may be configured so that the fuel injection timing and start of combustion in the cylinder is controllable for each cylinder simultaneously or individually.
In an alternative embodiment, the fuel injection system is a mechanical fuel injection system which has the capability to vary the fuel injection timing to control the start of combustion.
The invention also relates to a two-stroke, compression ignition engine comprising the controllable fuel system described above. -Two-stroke, compression ignition engines are being developed for use in Unmanned Air Vehicles (UAV5), portable generators and other applications. One such engine is described in UK patent number GB 2,428,741 assigned to the Applicant for the present application. This UK patent describes a light-weight, compact, crankcase compression engine, eg for an airborne portable generator set, which comprises a combustion chamber 12 within the cylinder head, the combustion chamber being in the shape of a shallow bowl, and a piston 10 having a dome-shaped crown 4 for protruding within the combustion chamber during a combustion operation near or at Top Dead Centre (TDC). A glow plug (25, fig.2) protrudes into the combustion chamber 12 in close proximity to, but not in contact with, an injected fuel spray plume to facilitate ignition at moderate compression ratios. For example, the piston crown 4 may be recessed to prevent contact with the glow-plug. A minimal squish area 22 is defined between the bowl-shaped combustion chamber 12 and the edges of the piston 10 as the piston approaches TDC.
The engine provides variable combustion chamber geometry as the piston moves towards Bottom Dead Centre during combustion in the cylinder. This decreases the rates of combustion pressure rise while providing reasonable power output. The engine also operates with a lower compression ratio which enables fuel to be combusted in a manner that is less stressful on the crankcase rotating components and makes the engine easier to start, particularly by hand. The controllable fuel system of the invention is suitable for use with this engine.
Figures 3 and 4 show a further example of an engine with which the controllable fuel injection system of the present invention may be used. The engine is a compact, two-stroke, compression ignition, engine. The engine is a two-cylinder engine with the cylinders arranged such that they are arranged at an angle of 180 degrees and opposed from each other, to form a flat' or boxer' engine in which the pistons reciprocate simultaneously and in opposing directions. As engines of this nature are known in the art, a general discussion of the construction and operation of the engine is not included here. However, some general comments on the engine are provided below: i. the cylinders are arranged in a flat twin' or V-twin' configuration; H. the engine is air-cooled; iii. one or more glow plugs are provided for each cylinder which protrude into the combustion chamber to assist with ignition of the fuel on engine start-up. The glow plugs is no longer required after start-up when the engine is running; iv. the engine has direct injection -fuel injected by an injector directly into the cylinders; v. the fuel injection system includes a common fuel rail -a high pressure fuel rail feeding each of the fuel injectors simultaneously having a mechanical Pressure Regulating Valve to control the fuel pressure in the rail: vi. a fuel pump is provided for supplying the fuel rail with fuel at high pressure; vii. a fuel filter may be provided for filtering the fuel drawn from the fuel tank; viii. an air filter is provided for filtering ambient air drawn into the engine; ix. an exhaust pipe is provided for removing the waste products of combustion;.
As the engine is a small, lightweight, engine that is effectively operable in a variety of environments and under variable operating conditions, it is particularly suitable for applications such as model aircraft and UAVs where the physical volume and the mass of the engine are critical. The engine is also particularly suitable for use in other applications, for example lightweight generators for generating power. The engine may, for example, be used in a lightweight Auxiliary Power Unit (APU) for domestic use or for use on board a vehicle to provide additional power for powering vehicle systems or external electrical devices. It is suitable for use in other applications requiring a small, lightweight generator, for example: garden machinery such as chainsaws, lawnmowers, strimmers, hedge trimmers, leafblowers etc., and industrial machine tools such as grinders, saws and pumps. It is also suitable for use in outboard engines for boats and power packs for applications such as unmanned, ground based vehicles.
In a particular preferred embodiment, a generator comprising the engine of the present invention may used to form an APU that is packaged so that the external shape and dimensions of the AFU are substantially the same as a conventional, portable, fuel container, such as an 18 or 20 Litre Jerry Can which is designed to be stowed on and transported by a vehicle, for example a military vehicle, and used to refill the vehicle's fuel tank as required. Alternatively, the APU may have substantially the same shape and dimension as a water tank or other portable container that may be carried by a vehicle. This enables the generator to be stored in the space on a vehicle designed to stow a Jerry Can or other type of container enabling the generator to be transported without modification to the vehicle structure or layout.
It will be appreciated that the controllable fuel injection system may also be used with other types of two stroke compression ignition engines having a range of power output values and a range of cylinder configurations.

Claims (33)

  1. CLAIMS1. A controllable fuel injection system for a two-stroke, compression ignition, engine, the fuel system comprising: a fuel injector configured to inject fuel into a cylinder of an engine; a means for detecting combustion in the cylinder; and a controller for controlling the injection of fuel into the cylinder by the injector and for monitoring combustion detected by the combustion sensor; wherein the controller controls fuel injection timing in dependence on the timing of combustion.
  2. 2. A controllable fuel injection system according to claim 1. wherein the means for detecting combustion in the cylinder detects the start of combustion and the controller controls fuel injection timing in dependence on the timing of the start of combustion.
  3. 3. A controllable fuel injection system according to claim 1 or 2, wherein the timing of a next fuel injection event is controlled by the controller in dependence on the delay between a preceding fuel injection event and the start of combustion in the cylinder.
  4. 4. A controllable fuel injection system according to claim 3 wherein the timing of a next fuel injection event is controlled by the controller in dependence on the delay between two or more preceding fuel injection events and the respective delay to the start of combustion in the cylinder.
  5. 5. A controllable fuel injection system according to any preceding claini, wherein the controller measures the combustion time delay between the injection of fuel by the injector and the start of combustion and controls the timing of a next fuel injection event in dependence on the combustion delay following one or more preceding fuel injection events so as to control the time delay between a next fuel injection event and the start of combustion in the cylinder.
  6. 6. A controllable fuel injection system according to any of preceding claim, wherein the combustion detecting means comprises at least one of: an accelerometer for measuring engine structural vibration caused by combustion; NOx sensor for detecting the products of combustion; a sensor for measuring cylinder pressure; a speed sensor formeasuring crankshaft angular acceleration; a sensor for measuring the gas temperature in the cylinder: a sensor for measuring the gas temperature of the gas in the exhaust; a sensor for measuring the temperature of the cylinder head; a sensor for measuring ionisation the cylinder; and a sensor for measuring engine torque.
  7. 7. A controllable fuel injection system according to any of the preceding claims including a further sensor for detecting at least one of; ambient air temperature, ambient air pressure, and fuel cetane value, the controller being additionally configured to control the timing of fuel injection in dependence on at least one of these detected parameters.
  8. 8. A controllable fuel injection system according to any of the preceding claims including; a first fuel injector configured to inject fuel into a first cylinder of an engine; a second fuel injector configured to inject fuel into a second cylinder of an engine; a first combustion sensor for detecting combustion in the first cylinder; and a second combustion sensor for detecting combustion in the second cylinder; wherein the contrQller controls the injection of fuel into the cylinder by the first and second injectors and monitors combustion detected by the first and second combustion sensors.
  9. 9. A controllable fuel injection system according to claim 8 wherein the controller is configured to control the fuel injection timing of each of the first and second fuel injectors separately in dependence on the combustion timing in each of the respective first and second cylinders.
  10. 10. A controllable fuel injection system according to any of the preceding claims, wherein the controller is an electronic controller.
  11. 11. A controllable fuel injection system according to any of the preceding claims, wherein the controller meters the volume of fuel injected by the, or each, fuel injector.
  12. 12. A two-stroke, compression ignition, engine, comprising: a fuel injection system, comprising: a fuel injector, configured to inject fuel into a cylinder of the engine; and means for controlling the fuel injector; wherein the fuel injection timing is controlled by the controlling means in dependence on the timing of combustion in the cylinder.
  13. 13. A two-stroke, compression ignition, engine according to claim 12. further comprising means for detecting combustion in the cylinder.
  14. 14. A two-stroke, compression ignition, engine according to claim 13,wherein the means for detecting combustion in the cylinder detects the start of combustion and the fuel injection timing is controlled by the controlling means in dependence on the timing of the start of combustion in the cylinder.
  15. 15. A two-stroke, compression ignition, engine according to any of claims 12 to 14, wherein the timing of a next fuel injection event is controlled by the controller in dependence on the delay between a preceding fuel injection event and the start of combustion in the cylinder.
  16. 16. A two-stroke, compression ignition, engine according to any of claims 12 to 15 wherein the timing of a next fuel injection event is controlled by the controller in dependence on the delay between two or more preceding fuel injection events and the respective delay to the start of combustion in the cylinder.
  17. 17. A two-stroke, compression ignition, engine according to any of claims 12 to 16, wherein the controller measures the combustion time delay between the injection of fuel by the injector and the start of combustion and controls the timing of a next fuel injection event in dependence on the combustion delay following one or more preceding fuel injection events so as to control the time delay between a next fuel injection event and the start of combustion in the cylinder.
  18. 18. A two-stroke, compression ignition, engine according to any of claims 12 to 17, wherein the combustion detecting means compises at least one of: an accelerometer for measuring engine structural vibration caused by combustion; NOx sensor for detecting the products of combustion; a sensor for measuring cylinder pressure; a speed sensor for measuring crankshaft angular acceleration; a sensor for measuring the gas temperature in the cylinder; a sensor for measuring the gas temperature of the gas in the exhaust; a sensor for measuring the temperature of the cylinder head; a sensor for measuring ionisation in the cylinder; and a sensor for measuring engine torque.
  19. 19. A two-stroke, compression ignition, engine according to any of claims 12 to 18.wherein the controlling means is further configured to control the timing of fuel injection in dependence on at least one of: ambient air temperature; ambient air pressure; and fuel cetane value.
  20. 20. A twa-stroke, compression ignition, engine according to any if claims 12 to 19, comprising a first cylinder and a second cylinder, configured so that the cylinders directly oppose each other, wherein the fuel injection system further comprises a first fuel injector configured to inject fuel into the first cylinder, and a second fuel injector configured to inject fuel into the second cylinder.
  21. 21. A two-stroke, compression ignition, engine according to claim 20 including a first combustion sensor for detecting the start of combustion in the first cylinder and second combustion sensor for detecting the start of combustion in the second cylinder.
  22. 22. A two-stroke, compression ignition, engine according to claim 21, wherein the control means is configured to control the fuel injection timing of each of the ffrst and second fuel injectors separately in dependence on the timing of the start combustion in each respective cylinder.
  23. 23. A two-stroke, compression ignition, engine according to claim 21 or 22, wherein each of the first and second combustion sensors is at east one of: an accelerometer for measuring engine structural vibration caused by combustion; NOx sensor for detecting the products of combustion; a sensor for measuring cylinder pressure; a speed sensor for measuring crankshaft angular acceleration: a sensor for measuring the gas temperature in the cylinder; a sensor for measuring the gas temperature of the gas in the exhaust; a sensor for measuring the temperature of the cylinder head; a sensor for measuring ionisation in the cylinder; and a sensor for measuring engine torque
  24. 24. A two-stroke, compression ignition, engine according to any of claims 12 to 23, wherein the fuel injection control means is electronic.
  25. 25. A two-stroke, compression ignition, engine according to any of claims 12 to 23, wherein the fuel injection control means is mechanical.
  26. 26. A two-stroke, compression ignition, engine according to any of claims 12 to 25, wherein the control means is further configured to meter the volume of fuel injected during each fuel injection event.
  27. 27. A generator comprising the controllable fuel injection system of any of claims 11 to 11 or the two-stroke, compression ignition, engine of any of claims 12 to 26.
  28. 28. A generator according to claim 27 configured to be stowed on and transported by a vehicle.
  29. 29. A generator according to claim 28 having a housing of substantially the same external shape and dimensions as a portable fuel or liquid container designed to be stowed on and transported by a vehicle such that the generator is stowable in the space intended for stowage of the portable fuel or liquid container.
  30. 30. A generator according to any of claims 27 to 29 having a housing with substantially the same external shape and dimensions as an 18 litre or 20 litre Jerry Can.
  31. 31. A method of controlling a two-stroke, compression ignition, engine, the engine comprising: a fuel injection system, comprising: a fuel injector, configured to inject fuel into a cylinder of the engine; and means for controlling the timing of fuel injection; wherein the fuel injection timing is controlled independence on the timing of combustion in the cylinder; the method comprising the steps of: logging a time at which a fuel injection event occurs; determining the combustion time delay between the fuel injection event and the start of combustion in the cylinder; determining the time difference, if any, between the actual combustion time delay and a between a pre-determined or calculated preferred combustion time delay; adjusting the timing of a next fuel injection event so as to control the combustion time delay between the next fuel injection event and the start of combustion.
  32. 32. A controllable fuel injection system for a two-stroke, compression ignition, engine substantially as hereinbefore described with reference to the accompany figures.
  33. 33. A two-stroke, compression ignition, engine, substantially as hereinbefore described with reference to the accompany figures.--34. A generator comprising a two-stroke, compression ignition, engine, substantially as hereinbefore described with reference to the accompany figures.35. A method of controlling a two-stroke, compression ignition, engine, substantially as hereinbefore described with reference to the accompany figures.
GB1210392.5A 2012-06-11 2012-06-11 Controllable fuel injection system for a two-stroke, compression ignition, engine Withdrawn GB2504655A (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0071557A2 (en) * 1981-07-23 1983-02-09 Ail Corporation Method and apparatus for generating a start of combustion signal for a compression ignition engine
US5623412A (en) * 1993-10-12 1997-04-22 Institut Francais Du Petrole Instantaneous data acquisition and processing system for internal-combustion engine control
WO2009046713A1 (en) * 2007-10-08 2009-04-16 Man Diesel, Filial Af Man Diesel Se, Tyskland Method and apparatus for controlling a dual fuel compression ignition engine
WO2009144374A1 (en) * 2008-05-26 2009-12-03 Wärtsilä Finland Oy Method and system for balancing the cylinders of a diesel engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0071557A2 (en) * 1981-07-23 1983-02-09 Ail Corporation Method and apparatus for generating a start of combustion signal for a compression ignition engine
US5623412A (en) * 1993-10-12 1997-04-22 Institut Francais Du Petrole Instantaneous data acquisition and processing system for internal-combustion engine control
WO2009046713A1 (en) * 2007-10-08 2009-04-16 Man Diesel, Filial Af Man Diesel Se, Tyskland Method and apparatus for controlling a dual fuel compression ignition engine
WO2009144374A1 (en) * 2008-05-26 2009-12-03 Wärtsilä Finland Oy Method and system for balancing the cylinders of a diesel engine

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