WO2010130872A1 - Engine fuel supply control - Google Patents

Engine fuel supply control Download PDF

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Publication number
WO2010130872A1
WO2010130872A1 PCT/FI2010/050366 FI2010050366W WO2010130872A1 WO 2010130872 A1 WO2010130872 A1 WO 2010130872A1 FI 2010050366 W FI2010050366 W FI 2010050366W WO 2010130872 A1 WO2010130872 A1 WO 2010130872A1
Authority
WO
WIPO (PCT)
Prior art keywords
control
data
cylinder specific
load
speed reference
Prior art date
Application number
PCT/FI2010/050366
Other languages
French (fr)
Inventor
Tom Kaas
Ari Saikkonen
Original Assignee
Wärtsilä Finland Oy
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from FI20095536A external-priority patent/FI121395B/en
Priority claimed from FI20095535A external-priority patent/FI124890B/en
Application filed by Wärtsilä Finland Oy filed Critical Wärtsilä Finland Oy
Priority to KR1020117029832A priority Critical patent/KR101510926B1/en
Priority to EP10723160.7A priority patent/EP2430299B1/en
Priority to CN201080016188.9A priority patent/CN102388212B/en
Publication of WO2010130872A1 publication Critical patent/WO2010130872A1/en

Links

Classifications

    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • 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
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor

Definitions

  • the invention relates to controlling of internal combustion engines.
  • the invention particularly relates to distributed fuel control of internal combustion engines.
  • the objective of the invention is to provide distributed engine control.
  • the objective will be achieved as presented in the independent claims.
  • Figure 2 illustrates a second example of a fuel supply control system according to the invention
  • Figure 3 illustrates a control unit for controlling fuel supply in example of figure 1 ;
  • Figure 4 illustrates a third example of a fuel supply control system according to the invention
  • Figure 5 illustrates a control unit for controlling fuel supply in example of figure 4.
  • Figure 6 is a flowchart illustrating one embodiment of a controlling method for controlling fuel supply in example of figure 5;
  • Figure 7 is a flowchart illustrating second embodiment of a controlling method for controlling fuel supply in example of figure 5;
  • Figure 8 illustrates a third example control unit for controlling fuel supply;
  • Figure 9 is a flowchart illustrating a controlling method for controlling fuel supply in example of figure 8.
  • Figures 10 - 12 illustrate a fourth example control unit for controlling fuel supply
  • Figure 13 illustrates a control unit for controlling fuel supply in example of figures 10 - 12; and Figure 14 is a flowchart illustrating a controlling method for controlling fuel supply in example of figure 13.
  • FIG. 1 illustrates an example of a isochronous control of an internal combustion engine.
  • Speed unit 4 provides position information wherefrom it is possible to determine the location of pistons of the engine allowing to control cylinder-wise fuel control and timing. In this example the position information is acquired from sensor 3 identifying the rotational position of a flywheel 1. Speed unit 4 process the data provided by the sensor 3 and provides speed measurement data 41 to be utilized in controlling fuel supply to cylinders of the engine.
  • Each control unit 10 has a control module 100 controlling cylinder fuel injection valves (not disclosed).
  • First control module controls fuel injenction valve of cylinder 1 , denoted by reference number 11.
  • Second control module controls fuel injenction valve of cylinder 2, denoted by reference number 12.
  • Third control module controls fuel injenction valve of cylinder 3, denoted by reference number 13. It is clear, that number of cylinders may vary.
  • the speed measurement data 41 from the speed unit 4 is provided to each control units 10. Here, the speed measurement data 41 is received in a speed data input 40 of the lefmost control unit 10 and is simultaneously received in the speed data input 40 of other control units 10.
  • Control modules 100 are connected via communication line 6 arranged between control units 10.
  • the communication line 6 is received with communication means 40 of the control unit 10.
  • Communication protocol for example CAN (Controller Area Network), allows devices to communicate with each other without any host device. It is noted that the communication protocol used for communication between the control modules can vary.
  • Communication means 60 functions as interface between control modules 100 and the communication line 6.
  • Figure 2 illustrates a second example of a fuel supply control system. This embodiment differs from example figure 1 in that the speed unit 4 is integrated into one of the control units 10. The speed measurement data 41 from the speed unit 4 is provided to all control units 10. Here, the speed measurement data 41 is received in a speed data input 40 of the lefmost control unit 10 and is shared to the speed data input 40 of the next control unit 10.
  • Figure 3 illustrates a control unit 10 for controlling fuel supply in example of figure 1.
  • the control module 100 of the control unit 10 is connected to communication line 6 via communication means 60.
  • Speed data receiving means 40 receive engine speed measurement data 41 provided by speed unit 4.
  • Controller 140 provides specific fuel supply control data 11 based on said cylinder specific speed reference data 132 and engine speed measurement data 41.
  • Controller 140 may be configured as PID-controller (Proportional /Integral/Derivative).
  • Fuel supply control data 11 controls fuel regulating unit, such as fuel injenction valve of cylinder.
  • Communication means 60 are connected to communication bus 6 for providing connection between control modules 100. Due to the communication between the cylinder control modules the cylinder load for each cylinder can be communicated to all other cylinder specific fuel demand controllers and therefore it is possible to calculate the mean cylinder load.
  • Each control module 100 is arranged to provide its reference data 62 to other control modules 100 by communication means 60.
  • Control module 100 uses reference data 62 with highest value for determining fuel supply control data 11.
  • the communication means 60 are configured to select the reference data 62 with highest value or the reference data 62, wherein the control is selected to be fixed. Selected data is forwarded to a local speed reference generator 130. Reference data 62 to be used in control module 100 is selected here by communication means 60. This selection can aslo be selected by separate means as disclosed in figure 13 by reference number 620.
  • Each control module 100 estimate its cylinder specific load data 61 based on cylinder specific fuel supply control data 11 with estimator 150. This cylinder specific load data 61 is delivered to other control modules via communication bus 6.
  • Control modules 100 are configured to generate cylinder specific load data 61 indexed such that data can be indentified to certain control module 100. Indexed information can be generated/handled in communication means 60. This allows control modules to determine the status of the control system.
  • Cylinder specific load data 61 of control modules 100 is calculated in calculation unit, referred here as calculator 110, which determines the average of load data 112 of control modules 100. Average of load data
  • comparator 120 is used in comparator 120 to determine load deviation value 122 of the control module 100 by comparing cylinder specific load data 61 of said control module 100 to average of load data 112 of control modules.
  • Cylinder specific load data 61 is received here from comparator, but comparator may be connected to communication means 60 or to estimator 150 for acquiring such data.
  • Comparator 120 can receive cylinder specific load data 61 of said control module 100 from estimator 150 or from communication bus 6, wherein cylinder specific load data 61 is provided indexed corresponding said control module 100.
  • the error in load sharing can be calculated by comparing the mean cylinder load to the local estimated load.
  • the load sharing error, i.e. load deviation is afterwards used to offset the global speed reference, here speed reference data 62.
  • Local speed reference generator 130 generates cylinder specific speed reference data 132 by affecting speed reference data 62 with determined load deviation value 122.
  • the load deviation value 122 i.e. load sharing error
  • the load deviation value 122 is used to offset the global speed reference. For example, if the local estimated load is higher than the mean cylinder load the local speed reference is correspondingly decreased, and vice versa.
  • the load sharing in steady state, the local estimated load is equal to the mean cylinder load, independent of the total engine load. This implies that the load sharing error is zero and the local speed reference is equal to the global speed reference.
  • Figure 4 illustrates a third example of a fuel supply control system. This embodiment differs from example figure 1 in that several, in this example three, control modules are embodied in the control unit 10.
  • First control module 100A controls fuel injenction valve of cylinder 1 , denoted by reference number 11.
  • Second control module 100B controls fuel injenction valve of cylinder 2, denoted by reference number 12.
  • Third control module 100C controls fuel injenction valve of cylinder 3, denoted by reference number 13.
  • the speed measurement data 41 from the speed unit 4 is provided to each control units 10.
  • the speed measurement data 41 is received in a speed data input 40 of the control units, here the lefmost control unit
  • Control modules are connected via communication line 6 arranged between control units 10. Data in communication line 6 is received with communication means 60 of the control unit 10. Communication means
  • control modules 100 functions as interface between control modules 100 and the communication line 6.
  • Figure 5 illustrates a control unit for controlling fuel supply in example of figure 4. This embodiment differs from description of figure 3 in that several control modules, in this example three, control modules 100A, 100B, 100C, are embodied in the control unit 10.
  • Control modules 100A 1 100B 1 100C of the control unit 10 are connected to communication line 6 via communication means 60.
  • Communication means 60 functions as interface between control modules 100A- 100C and the communication line 6.
  • Speed data receiving means 40 receive engine speed measurement data 41 provided by speed unit 4. Speed measurement data 41 is provided to each controller 140 of control modules 100A 1 100B 1 100C. Depending on system configuration this speed measurement data 41 can be received or retrieved into control modules 100A 1 100B 1 100C. Controller 140 provides specific fuel supply control data 11 based on said cylinder specific speed reference data 132 and engine speed measurement data 41.
  • Figure 6 is a flowchart illustrating one embodiment of a controlling method for controlling fuel supply in example of figure 5.
  • Engine speed measurement data 41 from speed data receiving means 40 is received in controller 140.
  • Speed reference data 62 from communication means 60 is received in local speed reference generator 130.
  • Estimator 150 estimates cylinder specific load data 61 from cylinder specific fuel supply control data 11.
  • Communication means 60 provides this cylinder specific load data 61 to calculators 110 of control modules 100A- 100C via communication line 6
  • Calculator 110 calculate the average of load data 112 of control modules 100A - 100C from cylinder specific load data 61.
  • Average of load data 1 12 is used in comparator 120 to determine load deviation value 122 of the control module 100A by comparing cylinder specific load data 61(100A) of said control module to average of load data 112 of control modules .
  • Local speed reference generator 130 generates cylinder specific speed reference data 132 by changing speed reference data 62 with determined load sharing deviation value 122. Controllers 140 of each control module controls fuel supply based on cylinder specific speed reference data 132 and engine speed measurement data 41.
  • Figure 7 is a flowchart illustrating second embodiment of a controlling method for controlling fuel supply in example of figure 5.
  • This embodiment is, for example, suitable to be used in fixed propeller control.
  • This embodiment differs from method of figure 6 in that cylinder specific speed reference data 132 (100A) is delivered to local speed reference generator 130 of control modules 100A - 100N.
  • Speed reference data 62 to be used in generating cylinder specific speed reference data 132 is selected from cylinder specific speed reference data 132 of control modules.
  • Cylinder specific speed reference data 132 can also included with a data part for identifying controlling mode of said cylinder. This allows manual/analog controlling of one cylinder in such a way that other control modules can follow such selection. For example, other control modules starts to use cylinder specific speed reference data 132 which controlling mode is changed to analog.
  • the system can be used in two isochronous-modes, fixed isochronous-mode or analog isochronous-mode. Fixed isochronous-mode can use predetermined rated speed.
  • Analog isochronous-mode can be adjusted with separate control signal, for example with 4 - 20 mA signal, added by a user or external system. These modes can be prioritized fixed mode having a higher control priority. The method and control unit can use the highest value, taking this prioritization also into consideration, i.e value with fixed mode is selected even the analog mod values are higher.
  • Figure 8 illustrates a third example of control unit for controlling fuel supply.
  • the control modules 100A - 100C 10 differs from of figure 3 in that the cylinder specific fuel supply control data 11 is provided to local speed reference generator 130 via filtering means 160.
  • the local speed reference generator 130 In isochronous-mode the local speed reference generator 130 generates cylinder specific speed reference data 132 by affecting speed reference data 62 with load contol value 123 or with the load deviation value 122.
  • the local speed reference generator 130 In Droop-mode the local speed reference generator 130 generates cylinder specific speed reference data 132 by affecting speed reference data 62 with determined load control value 123.
  • Load contol value 123 is generated from fuel supply control data 11 by filtering the fuel supply control data 11 with filtering means 160.
  • Filtering means 160 may be low-pass filter means suitable for reducing the effect of fluctuation.
  • This embodiment provides option to control the engine in independent manner in case there is a failure in communication between control units 10.
  • Identifying the communication between units can be executed in communication means 60 or in local speed reference generator 130.
  • Local speed reference generator 130 can select input 122 or 123 with priority selection. For, example, the local speed reference generator 130 selects the use of the load control value 123 only if there is no other active inputs.
  • the system can be used in two modes, isochronous-mode or droop-mode.
  • a system operating in the isochronous mode maintains the engine at a constant speed without regard to engine load.
  • a system operating in the droop mode controls engine speed as a function of engine load. It is noted that operations needed for different modes can be activated also only when needed. This has an advantage in that unnessessary calculations is not executed.
  • Figure 9 is a flowchart illustrating a controlling method for controlling fuel supply in example of figure 8. Selective control method of fuel supply to internal combustion engine, wherein engine speed measurement data is received into two or more control units with control modules.
  • the state of communication between control units 10 is determined by communacation means 60 and executes YES-path in case of first state of communication between control units.
  • the method uses the estimatied cylinder specific load data from cylinder specific fuel supply control data 11. Cylinder specific load data is provided to control modules. Average of load data of control modules from cylinder specific load data is calculated and load deviation value 122 of said control module by comparing cylinder specific load data of said control module to the average of load data of control modules.
  • Cylinder specific speed reference data 132 is generated by affecting speed reference data with determined load sharing deviation value 122. Fuel supply is controlled based on cylinder specific speed reference data 132. in case of second state of communication between control units, wherein communication is determined not be valid, the method executes NO-path. Load control value 123 of said control module from cylinder specific fuel supply control data 11 is determined. Cylinder specific speed reference data 132 is generated by deducting speed reference data with determined load control value 123 and the fuel supply is controlled based on cylinder specific speed reference data.
  • Figures 10 - 12 illustrates a fourth example control unit for controlling fuel supply. This embodiment differs from previously descibed in that control units 10 are connected to main unit 5. Main unit 5 is connected to communication line 6 via communication means 60.
  • Speed data receiving means 40 receive engine speed measurement data 41 provided by speed unit 4.
  • Main controller 5 provides data for specific fuel supply control data based on specific speed reference data and engine speed measurement data 41. In this case, when in use, there is no need for isochronous control mode, because the cylinders are controlled in a traditional way by a main unit.
  • the system of figure 8 may be controlled in a known manner by main unit 5, other two modes beiing available to be used in case of fault in main unit 5 or in case of fault in communication between units.
  • this example provides more options for controlling the engine. Examples disclosed provides advatageous back-up for malfunctions in a main unit or in communications between units.
  • the control units 10 are so called slave-type, i.e. following commands from the main unit 5.
  • Figure 11 illustrates such fault in communication between main unit 5 an control units 10.
  • the system can still be controlled in two modes, one with communication between control units 10 and other without communication between them.
  • Figure 12 illustrates a situation where controlling is to be utilized without any communication between control units 10.
  • Figure 13 illustrates a control unit for controlling fuel supply in example of figures 10 - 12.
  • the control modules 100A - 100C 10 differs from of figure 6 in that the main control data 63 from main unit is received in control modules 100A - 100C. With this arrangement the control modules 100A - 100C can also be controlled with known manner.
  • FIG. 13 discloses separate reference data handler 620.
  • Reference data handler 620 executes at least part of functionality, which is previously described to be executed in local speed reference generator 130.
  • Data flow change can be arranged with a change in adressing data in communication means 60.
  • Figure 14 is a flowchart illustrating a controlling method for controlling fuel supply in example of figure 13. This embodiment differs from description of figure 7 in that state of communication from main unit is also determined. By determining the state of communication system can be used in three modes, main unit-mode, isochronous-mode or droop- mode.
  • control modules 100 are performed by a method implementing program integrated in control unit. It is evident from the description and examples presented above that an embodiment of the invention can be created using a variety of different solutions. It is evident that the invention is not limited to the examples mentioned in this text but can be implemented in many other different embodiments. Therefore any inventive embodiment can be implemented within the scope of the inventive idea.

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

Abstract

The invention relates to a control of fuel supply to internal combustion engine. Cylinder specific load data (61) is provided to control modules (100) and a load deviation value (122) of said control module (100) is used to generate a cylinder specific speed reference data (132) by affecting a speed reference data (62) with determined load sharing deviation value (122). Fuel supply is controlled based on cylinder specific speed reference data (132).

Description

ENGINE FUEL SUPPLY CONTROL
Field of technology
The invention relates to controlling of internal combustion engines. The invention particularly relates to distributed fuel control of internal combustion engines.
Prior art
For speed control of an engine a non-distributed fuel demand control is normally used. If using a global fuel demand control all cylinders take on approximately the same load because fuel demand is in practise proportional to the cylinder load.
During certain conditions there is a need to handle the speed control of the engine in a distributed manner.
Short description of invention
The objective of the invention is to provide distributed engine control. The objective will be achieved as presented in the independent claims.
List of figures In the following, the invention is described in more detail by reference to the enclosed drawings, where Figure 1 illustrates an example of a fuel supply control system according to the invention;
Figure 2 illustrates a second example of a fuel supply control system according to the invention; Figure 3 illustrates a control unit for controlling fuel supply in example of figure 1 ;
Figure 4 illustrates a third example of a fuel supply control system according to the invention;
Figure 5 illustrates a control unit for controlling fuel supply in example of figure 4;
Figure 6 is a flowchart illustrating one embodiment of a controlling method for controlling fuel supply in example of figure 5;
Figure 7 is a flowchart illustrating second embodiment of a controlling method for controlling fuel supply in example of figure 5; Figure 8 illustrates a third example control unit for controlling fuel supply;
Figure 9 is a flowchart illustrating a controlling method for controlling fuel supply in example of figure 8;
Figures 10 - 12 illustrate a fourth example control unit for controlling fuel supply;
Figure 13 illustrates a control unit for controlling fuel supply in example of figures 10 - 12; and Figure 14 is a flowchart illustrating a controlling method for controlling fuel supply in example of figure 13.
Description of the drawings Figure 1 illustrates an example of a isochronous control of an internal combustion engine. Speed unit 4 provides position information wherefrom it is possible to determine the location of pistons of the engine allowing to control cylinder-wise fuel control and timing. In this example the position information is acquired from sensor 3 identifying the rotational position of a flywheel 1. Speed unit 4 process the data provided by the sensor 3 and provides speed measurement data 41 to be utilized in controlling fuel supply to cylinders of the engine.
Engine is controlled by three control units 10. Each control unit 10 has a control module 100 controlling cylinder fuel injection valves (not disclosed). First control module controls fuel injenction valve of cylinder 1 , denoted by reference number 11. Second control module controls fuel injenction valve of cylinder 2, denoted by reference number 12. Third control module controls fuel injenction valve of cylinder 3, denoted by reference number 13. It is clear, that number of cylinders may vary. The speed measurement data 41 from the speed unit 4 is provided to each control units 10. Here, the speed measurement data 41 is received in a speed data input 40 of the lefmost control unit 10 and is simultaneously received in the speed data input 40 of other control units 10. Control modules 100 are connected via communication line 6 arranged between control units 10. The communication line 6 is received with communication means 40 of the control unit 10. Communication protocol, for example CAN (Controller Area Network), allows devices to communicate with each other without any host device. It is noted that the communication protocol used for communication between the control modules can vary. Communication means 60 functions as interface between control modules 100 and the communication line 6.
Figure 2 illustrates a second example of a fuel supply control system. This embodiment differs from example figure 1 in that the speed unit 4 is integrated into one of the control units 10. The speed measurement data 41 from the speed unit 4 is provided to all control units 10. Here, the speed measurement data 41 is received in a speed data input 40 of the lefmost control unit 10 and is shared to the speed data input 40 of the next control unit 10.
Figure 3 illustrates a control unit 10 for controlling fuel supply in example of figure 1. The control module 100 of the control unit 10 is connected to communication line 6 via communication means 60. Speed data receiving means 40 receive engine speed measurement data 41 provided by speed unit 4. Controller 140 provides specific fuel supply control data 11 based on said cylinder specific speed reference data 132 and engine speed measurement data 41. Controller 140 may be configured as PID-controller (Proportional /Integral/Derivative).
Fuel supply control data 11 controls fuel regulating unit, such as fuel injenction valve of cylinder. Communication means 60 are connected to communication bus 6 for providing connection between control modules 100. Due to the communication between the cylinder control modules the cylinder load for each cylinder can be communicated to all other cylinder specific fuel demand controllers and therefore it is possible to calculate the mean cylinder load.
Each control module 100 is arranged to provide its reference data 62 to other control modules 100 by communication means 60. Control module 100 uses reference data 62 with highest value for determining fuel supply control data 11.
Here, the communication means 60 are configured to select the reference data 62 with highest value or the reference data 62, wherein the control is selected to be fixed. Selected data is forwarded to a local speed reference generator 130. Reference data 62 to be used in control module 100 is selected here by communication means 60. This selection can aslo be selected by separate means as disclosed in figure 13 by reference number 620.
Each control module 100 estimate its cylinder specific load data 61 based on cylinder specific fuel supply control data 11 with estimator 150. This cylinder specific load data 61 is delivered to other control modules via communication bus 6.
Control modules 100 are configured to generate cylinder specific load data 61 indexed such that data can be indentified to certain control module 100. Indexed information can be generated/handled in communication means 60. This allows control modules to determine the status of the control system.
Cylinder specific load data 61 of control modules 100 is calculated in calculation unit, referred here as calculator 110, which determines the average of load data 112 of control modules 100. Average of load data
112 is used in comparator 120 to determine load deviation value 122 of the control module 100 by comparing cylinder specific load data 61 of said control module 100 to average of load data 112 of control modules.
Cylinder specific load data 61 is received here from comparator, but comparator may be connected to communication means 60 or to estimator 150 for acquiring such data.
Comparator 120 can receive cylinder specific load data 61 of said control module 100 from estimator 150 or from communication bus 6, wherein cylinder specific load data 61 is provided indexed corresponding said control module 100. The error in load sharing can be calculated by comparing the mean cylinder load to the local estimated load. The load sharing error, i.e. load deviation is afterwards used to offset the global speed reference, here speed reference data 62.
Local speed reference generator 130 generates cylinder specific speed reference data 132 by affecting speed reference data 62 with determined load deviation value 122.
The load deviation value 122, i.e. load sharing error, is used to offset the global speed reference. For example, if the local estimated load is higher than the mean cylinder load the local speed reference is correspondingly decreased, and vice versa. When the load sharing is used, in steady state, the local estimated load is equal to the mean cylinder load, independent of the total engine load. This implies that the load sharing error is zero and the local speed reference is equal to the global speed reference. Figure 4 illustrates a third example of a fuel supply control system. This embodiment differs from example figure 1 in that several, in this example three, control modules are embodied in the control unit 10.
First control module 100A controls fuel injenction valve of cylinder 1 , denoted by reference number 11. Second control module 100B controls fuel injenction valve of cylinder 2, denoted by reference number 12.
Third control module 100C controls fuel injenction valve of cylinder 3, denoted by reference number 13.
The speed measurement data 41 from the speed unit 4 is provided to each control units 10. Here, the speed measurement data 41 is received in a speed data input 40 of the control units, here the lefmost control unit
10, and is forwarded to the speed data input 40 of the next control unit
10.
Control modules are connected via communication line 6 arranged between control units 10. Data in communication line 6 is received with communication means 60 of the control unit 10. Communication means
60 functions as interface between control modules 100 and the communication line 6.
Figure 5 illustrates a control unit for controlling fuel supply in example of figure 4. This embodiment differs from description of figure 3 in that several control modules, in this example three, control modules 100A, 100B, 100C, are embodied in the control unit 10.
Control modules 100A1 100B1 100C of the control unit 10 are connected to communication line 6 via communication means 60. Communication means 60 functions as interface between control modules 100A- 100C and the communication line 6.
Speed data receiving means 40 receive engine speed measurement data 41 provided by speed unit 4. Speed measurement data 41 is provided to each controller 140 of control modules 100A1 100B1 100C. Depending on system configuration this speed measurement data 41 can be received or retrieved into control modules 100A1 100B1 100C. Controller 140 provides specific fuel supply control data 11 based on said cylinder specific speed reference data 132 and engine speed measurement data 41. Figure 6 is a flowchart illustrating one embodiment of a controlling method for controlling fuel supply in example of figure 5.
Engine speed measurement data 41 from speed data receiving means 40 is received in controller 140. Speed reference data 62 from communication means 60 is received in local speed reference generator 130.
Estimator 150 estimates cylinder specific load data 61 from cylinder specific fuel supply control data 11. Communication means 60 provides this cylinder specific load data 61 to calculators 110 of control modules 100A- 100C via communication line 6 Calculator 110 calculate the average of load data 112 of control modules 100A - 100C from cylinder specific load data 61. Average of load data 1 12 is used in comparator 120 to determine load deviation value 122 of the control module 100A by comparing cylinder specific load data 61(100A) of said control module to average of load data 112 of control modules .
Local speed reference generator 130 generates cylinder specific speed reference data 132 by changing speed reference data 62 with determined load sharing deviation value 122. Controllers 140 of each control module controls fuel supply based on cylinder specific speed reference data 132 and engine speed measurement data 41.
Figure 7 is a flowchart illustrating second embodiment of a controlling method for controlling fuel supply in example of figure 5. This embodiment is, for example, suitable to be used in fixed propeller control. This embodiment differs from method of figure 6 in that cylinder specific speed reference data 132 (100A) is delivered to local speed reference generator 130 of control modules 100A - 100N.
Speed reference data 62 to be used in generating cylinder specific speed reference data 132 is selected from cylinder specific speed reference data 132 of control modules.
Cylinder specific speed reference data 132 can also included with a data part for identifying controlling mode of said cylinder. This allows manual/analog controlling of one cylinder in such a way that other control modules can follow such selection. For example, other control modules starts to use cylinder specific speed reference data 132 which controlling mode is changed to analog. By delivering the control mode of cylinder to control modules, the system can be used in two isochronous-modes, fixed isochronous-mode or analog isochronous-mode. Fixed isochronous-mode can use predetermined rated speed. Analog isochronous-mode can be adjusted with separate control signal, for example with 4 - 20 mA signal, added by a user or external system. These modes can be prioritized fixed mode having a higher control priority. The method and control unit can use the highest value, taking this prioritization also into consideration, i.e value with fixed mode is selected even the analog mod values are higher.
Figure 8 illustrates a third example of control unit for controlling fuel supply. The control modules 100A - 100C 10 differs from of figure 3 in that the cylinder specific fuel supply control data 11 is provided to local speed reference generator 130 via filtering means 160.
In isochronous-mode the local speed reference generator 130 generates cylinder specific speed reference data 132 by affecting speed reference data 62 with load contol value 123 or with the load deviation value 122.
In Droop-mode the local speed reference generator 130 generates cylinder specific speed reference data 132 by affecting speed reference data 62 with determined load control value 123.
Load contol value 123 is generated from fuel supply control data 11 by filtering the fuel supply control data 11 with filtering means 160. Filtering means 160 may be low-pass filter means suitable for reducing the effect of fluctuation.
When the load sharing in Droop-mode is used based on the current mean cylinder load the result will be that the local speed reference tends to decrease as the engine load is increased, if any corrertions are not executed, eg. Increase/decrease pulses provided by a user or external system.
This embodiment provides option to control the engine in independent manner in case there is a failure in communication between control units 10.
Identifying the communication between units can be executed in communication means 60 or in local speed reference generator 130. Local speed reference generator 130 can select input 122 or 123 with priority selection. For, example, the local speed reference generator 130 selects the use of the load control value 123 only if there is no other active inputs. By determining the state of communication, i.e between control units, the system can be used in two modes, isochronous-mode or droop-mode. A system operating in the isochronous mode maintains the engine at a constant speed without regard to engine load. A system operating in the droop mode controls engine speed as a function of engine load. It is noted that operations needed for different modes can be activated also only when needed. This has an advantage in that unnessessary calculations is not executed.
Figure 9 is a flowchart illustrating a controlling method for controlling fuel supply in example of figure 8. Selective control method of fuel supply to internal combustion engine, wherein engine speed measurement data is received into two or more control units with control modules.
The state of communication between control units 10 is determined by communacation means 60 and executes YES-path in case of first state of communication between control units.
The method uses the estimatied cylinder specific load data from cylinder specific fuel supply control data 11. Cylinder specific load data is provided to control modules. Average of load data of control modules from cylinder specific load data is calculated and load deviation value 122 of said control module by comparing cylinder specific load data of said control module to the average of load data of control modules.
Cylinder specific speed reference data 132 is generated by affecting speed reference data with determined load sharing deviation value 122. Fuel supply is controlled based on cylinder specific speed reference data 132. in case of second state of communication between control units, wherein communication is determined not be valid, the method executes NO-path. Load control value 123 of said control module from cylinder specific fuel supply control data 11 is determined. Cylinder specific speed reference data 132 is generated by deducting speed reference data with determined load control value 123 and the fuel supply is controlled based on cylinder specific speed reference data. Figures 10 - 12 illustrates a fourth example control unit for controlling fuel supply. This embodiment differs from previously descibed in that control units 10 are connected to main unit 5. Main unit 5 is connected to communication line 6 via communication means 60. Speed data receiving means 40 receive engine speed measurement data 41 provided by speed unit 4. Main controller 5 provides data for specific fuel supply control data based on specific speed reference data and engine speed measurement data 41. In this case, when in use, there is no need for isochronous control mode, because the cylinders are controlled in a traditional way by a main unit.
This has an effect in that engine can be controlled in three different modes. The system of figure 8 may be controlled in a known manner by main unit 5, other two modes beiing available to be used in case of fault in main unit 5 or in case of fault in communication between units. However, this example provides more options for controlling the engine. Examples disclosed provides advatageous back-up for malfunctions in a main unit or in communications between units. When controlled by main unit 5, the control units 10 are so called slave-type, i.e. following commands from the main unit 5. Figure 11 illustrates such fault in communication between main unit 5 an control units 10. The system can still be controlled in two modes, one with communication between control units 10 and other without communication between them.
Figure 12 illustrates a situation where controlling is to be utilized without any communication between control units 10. Figure 13 illustrates a control unit for controlling fuel supply in example of figures 10 - 12. The control modules 100A - 100C 10 differs from of figure 6 in that the main control data 63 from main unit is received in control modules 100A - 100C. With this arrangement the control modules 100A - 100C can also be controlled with known manner.
Other difference is that figure 13 discloses separate reference data handler 620. Reference data handler 620 executes at least part of functionality, which is previously described to be executed in local speed reference generator 130. Data flow change can be arranged with a change in adressing data in communication means 60.
Figure 14 is a flowchart illustrating a controlling method for controlling fuel supply in example of figure 13. This embodiment differs from description of figure 7 in that state of communication from main unit is also determined. By determining the state of communication system can be used in three modes, main unit-mode, isochronous-mode or droop- mode.
It is noted that at least part of the functionality of control modules 100 is performed by a method implementing program integrated in control unit. It is evident from the description and examples presented above that an embodiment of the invention can be created using a variety of different solutions. It is evident that the invention is not limited to the examples mentioned in this text but can be implemented in many other different embodiments. Therefore any inventive embodiment can be implemented within the scope of the inventive idea.

Claims

Claims
1. Control method of fuel supply to internal combustion engine, the method comprising:
- receiving engine speed measurement data (41) and speed reference data (62) into two or more control units (10) with control modules (100);
- estimating cylinder specific load data (61) from cylinder specific fuel supply control data (11);
- providing cylinder specific load data (61 ) to control modules (100);
- calculation of average of load data (112) of control modules (100) from cylinder specific load data (61 );
- determining load deviation value (122) of said control module (100) by comparing cylinder specific load data (61) of said control module (100) to the average of load data (112) of control modules (100);
- generating cylinder specific speed reference data (132) by affecting speed reference data (62) with determined load sharing deviation value
(122); and
- controlling fuel supply based on cylinder specific speed reference data (132).
2. A method according to claim 1 , charaterized in that the method further comprising:
- delivering cylinder specific speed reference data (132) to control modules (100); and - determining speed reference data (62) to be used in generating cylinder specific speed reference data (132) from cylinder specific speed reference data (132) of control modules.
3. A method according to claim 2, charaterized in that the delivered cylinder specific speed reference data (132) further comprises a data part for identifying controlling state of said cylinder.
4. A method according to any previous claim, charaterized in that the method comprises:
- determining the state of communication between control units 10; and in case of first state of communication between control units 10, wherein communication is determined valid, the method
- estimates cylinder specific load data (61 ) from cylinder specific fuel supply control data (11); - provides cylinder specific load data (61) to control modules (100);
- calculates average of load data (112) of control modules (100) from cylinder specific load data (61);
- determines load deviation value (122) of said control module (100) by comparing cylinder specific load data (61) of said control module (100) to the average of load data (112) of control modules (100);
- generates cylinder specific speed reference data (132) by affecting speed reference data (62) with determined load sharing deviation value (122); and - controls fuel supply based on cylinder specific speed reference data (132); and in case of second state of communication between control units 10, wherein communication is determined not be valid, the method - determines load control value (123) of said control module (100) from cylinder specific fuel supply control data (11);
- generates cylinder specific speed reference data (132) by deducting speed reference data (62) with determined load control value (123); and
- controls fuel supply based on cylinder specific speed reference data (132);
5. A control method according to claim 4, charaterized in that the method further comprise:
- selecting controlling mode of the control module (100) based on determined state of communication between control units 10.
6. A control method according to claim 4 or 5, charaterized in that the method further comprises:
- providing cylinder specific speed reference data (132) to control modules (100).
7. A control method according to claims 4 - 6, charaterized in that the method further comprises:
- providing a data part identifying controlling state of said cylinder to control modules (100).
8. Control unit of fuel supply to internal combustion engine, comprising: - speed data receiving means (40) for receiving engine speed measurement data (41);
- communication means (60) connectable to communication bus (6) for providing connection between control units (10), and
- control module (100) providing specific fuel supply control data (11), characterised in that control module (100) comprises,
- estimator (150) to estimate cylinder specific load data (61) based on cylinder specific fuel supply control data (11); - calculator (110) arranged to determine average of load data (112) of control modules;
- comparator (120) determining load deviation value (122) of said control module (100) by comparing cylinder specific load data (61) of said control module (100) to average of load data (112) of control modules;
- local speed reference generator (130) arranged to generate cylinder specific speed reference data (132) by affecting speed reference data (62) with determined load deviation value (122); and
- controller (140) arranged to provide specific fuel supply control data (11) to control fuel supply based on said cylinder specific speed reference data (132) and engine speed measurement data (41).
9. A control unit according to claim 8, charaterized in that - control modules (100) are arranged to determine the state of communication between control units 10 for altering the controling of the fuel supply to internal combustion engine and in that
- control modules (100) are configured to select controlling mode based on determined state of communication between control units 10.
PCT/FI2010/050366 2009-05-13 2010-05-06 Engine fuel supply control WO2010130872A1 (en)

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KR1020117029832A KR101510926B1 (en) 2009-05-13 2010-05-06 Engine fuel supply control
EP10723160.7A EP2430299B1 (en) 2009-05-13 2010-05-06 Engine fuel supply control
CN201080016188.9A CN102388212B (en) 2009-05-13 2010-05-06 Engine fuel supply control

Applications Claiming Priority (4)

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FI20095536A FI121395B (en) 2009-05-13 2009-05-13 Engine fuel supply control method and control unit
FI20095536 2009-05-13
FI20095535A FI124890B (en) 2009-05-13 2009-05-13 Adjusting the Engine Fuel Supply

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CN102388212A (en) 2012-03-21
EP2430299B1 (en) 2013-05-01
KR20120027344A (en) 2012-03-21
EP2430299A1 (en) 2012-03-21
CN102388212B (en) 2014-03-26

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