WO2013119178A1 - Engine with misfire detection for vehicles using alternative fuels - Google Patents
Engine with misfire detection for vehicles using alternative fuels Download PDFInfo
- Publication number
- WO2013119178A1 WO2013119178A1 PCT/SE2013/050114 SE2013050114W WO2013119178A1 WO 2013119178 A1 WO2013119178 A1 WO 2013119178A1 SE 2013050114 W SE2013050114 W SE 2013050114W WO 2013119178 A1 WO2013119178 A1 WO 2013119178A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- built
- information
- ion current
- detection
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/12—Testing characteristics of the spark, ignition voltage or current
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/11—Testing internal-combustion engines by detecting misfire
-
- 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
- F02D2200/1015—Engines misfires
-
- 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/029—Arrangement on engines or vehicle bodies; Conversion to gaseous fuel supply systems
Definitions
- the present invention relates to an engine for a utility vehicle using alternative fuel, preferably gas, comprising an engine having an engine management system including an ignition control system wherein said ignition system includes misfire detection by means of a sensor device providing information to said ignition control system, and wherein said combustion includes diluted operation to optimize emissions.
- alternative fuels will need such a system to optimize combustion. It is becoming more and more common to use engines powered by alternative fuels for utility vehicles and therefore also an increased need of systems that may detect other parameters than those needed to meet todays legislative demands for diesel engines, e.g. an increased need for0 detecting misfiring.
- Detecting misfiring can be made in different ways. To meet this demand the control system of the vehicle has to be completed with a function for detecting misfiring. This can be both an expensive and an advanced procedure.
- the document JP 2001050114 shows a method to detect misfiring in an engine powered by compressed natural gas.
- the method is founded on analysis of variables as rotational speed of the engine and a feedback of the air/fuel ratio. This is a typical example which will be both expensive and require an advanced procedure.
- the document US 2008289600 shows a method for an engine to use two types of fuels with different octane numbers and ion current analysis is used to calculate the combustion timing such that the fuel mix to each cylinder may be adjusted from this calculation.
- misfiring may be detected by a sensor5 signal from the rotational speed or by measurement of temperature and oxygen
- an engine built in accordance with the invention may be cost-efficiently converted from diesel to alternative fuels.
- said built-in function comprises a combination of ion current information and information about discharge current and/or spark-over voltage that covers detection of misfiring in more reliable and easy manner than feasible with known systems.
- Fig. 1 shows a schematic view of a vehicle according to the invention.
- Fig. 2 shows a circuit diagram for a sensor device according to an exemplary embodiment of the invention.
- Fig. 1 schematically shows a utility vehicle 1 having an engine 5, an engine
- the engine management system 2 includes a CPU (not shown) that controls the combustion of the engine 5, i.e. by means sensor signals from a sensing device 4.
- the engine 5 has an engine block 5 A that has a total cylinder volume of at least 3 dm 3 , more preferred between 5-12 dm 3 .
- an ignition system being controlled by an ignition control system 20 receiving sensor signals from an ion sensing measurement means 40.
- ignition control system 20 forms a sub system within the engine management system 2.
- Said ion sensing measurement means 40 is arranged to measure an ion current in the engine 5, which in turn may be used to optimize combustion, e.g. by controlling Air/Fuel rate, ignition timing, etc.
- the ignition control system 20 does not merely control basic parameters, but also has a built-in function arranged to analyze the ion current to detect misfiring. Thanks to having such a function built in (i.e. the engine management system 2 being provided with appropriate software and means for sensor input) the misfire detection ability may be obtained without any "add-on". More preferred said built-in function may also comprises a combination of detecting ion current information and information about discharge current and/or spark-over voltage, to enable even more sophisticated control of the combustion.
- the engine 5 is equipped with means (not shown) for diluted operation, wherein the engine management system 2 controls the diluted operation to achieve stoichiometric combustion, i.e. the engine 5 operating at ⁇ equal to one.
- a three way catalyst (not shown) may be used to provide extra safety for attaining low emissions. Diluted operation implies that an extra amount of inert gas is added to optimize the combustion, which in applications with larger engines (i.e. larger than 3 dm 3 ) will lead to relatively large amounts of inert gas.
- the means and control system 2 shall provide for enabling supply of a maximum amount of inert gas of at least 10 %, and in some applications a maximum up to 30 %, preferably it shall enable a peak supply between 15 - 25 %.
- EGR Exhaust gas recirculation
- a modular engine construction system is used enabling use of common parts both for diesel and alternative fuels, e.g. the engine block 5 A and basic elements of the engine management system 2.
- a manner enabling conversion, from diesel to alternative fuels in a manner as cost efficient as possible, e.g. implying using several common parts for the engine 5, etc.
- alternative fuels some additional aspects have to be considered for optimal engine control (as mentioned above) and therefore it is an advantage to use basic elements of the engine management system 2 that may allow easy adaptation of a diesel engine to an alternative fuel.
- the housing of the engine management system 2 is preferably equipped with extra input connections, enabling easy interconnection when installing supplementary equipment (for control of an engine using alternative fuel), e.g. of an ion sensing measurement means 40.
- the soft ware may also then easily be prepared for a swift conversion enabling optimized combustion, i.e. low emissions/pollution.
- Fig 2. there is shown an exemplary control circuit to describe the general principles of the invention, and whereby also other parameters, e.g. knock may be detected.
- a spark generating meanslO comprising a coil 11 with secondary coil 11 " that has a first end 11a connected to a spark plug 12 and a second end 1 lb connected to an ion current measurement means 2.
- the coil 11 comprises a primary coil 11 ' to which a current is lead from a power supply 14 such as a battery or a capacitor for inducing a current in the secondary coil 11 " .
- a primary switch 13 is used to control the flow of a current in the primary coil 11 ' and the operation of this switch 13 is determined by a control unit 61 (not shown).
- the current that is induced in the secondary coil 11 " flows to the spark plug 12, but also to the ion current measurement means 40 that are connected to the secondary coil 11 " by its second end 1 lb.
- a spark current is created that flows to or from the spark plug and thereby creates a current that in turn induces a second current component at the second end 1 lb of the secondary coil 11 ".
- This current is used to charge a capacitor 21.
- This current will charge the capacitor to a voltage that equals a Zener voltage.
- the capacitor voltage will supply a voltage in a range of 60-400 V to a spark gap and if ions are present, an ion current will flow that is further transmitted to an amplifier 41 in the form of a first signal 71.
- the amplifier 41 is a variable-gain amplifier and amplifies the first signal 71 to form an amplified signal 72.
- the amplified signal 72 is transmitted towards a band pass filter 43 connected to an analysing means 20 by a first connection 82, and towards a low pass filter 42 connected to an analysing means 20 by a second connection 83.
- the analysing means 20 can be used for analysing the amplified signal 72 and yield information regarding the operation of the spark generation means 1 and the
- the spark generating means 1 can comprise a plurality of coils 11, each connected to a power supply 14 and divided by a primary switch 13 each that is connected to the power supply, so that only one primary coil 11 ' at a time can be used for generating a spark in the spark plug 12 in the active cylinder. Any sparks generated by the spark plug 12 are used for igniting an air and fuel mixture inside a cylinder 51 (not shown) or a plurality of cylinders 52 (not shown). The timing of the spark is controlled by the control unit 20 that controls the connecting of each primary switch 13 that serves to create a current in the secondary coil 11 " and thereby generates the spark at the spark plug 12.
- each coil 11 is connected to a separate ion current measurement means 40 and onwards to a separate amplifier 41, and via a fourth connection 45 each such separate amplifier 41 can be connected to the low pass filter 42 and band pass filter 43. Thanks to a coil select switch 44, the operation of the circuits can be controlled so that signals from only one of the separate amplifiers 41 are allowed to reach the low pass filter 42 and band pass filter 43 at the time.
- signals with information regarding ion currents from more than one spark generating means 10 and cylinder 52 can be analysed by the same analysis means 20, thereby yielding detailed and comprehensive information to a control unit 20, that can be the same unit as the control unit 20 used for controlling the generation of sparks, or can alternatively be a separate control unit.
- a control unit 20 that can be the same unit as the control unit 20 used for controlling the generation of sparks, or can alternatively be a separate control unit.
- properties of the ion current that can be detected at the second end 1 lb of the secondary coil 11 " are only analysed during a section of a revolution of a cylinder 51, namely during a time interval when a knock event will occur.
- This section is preferably 0°-90°, more preferably 0°-50°, even more preferably 10°-40° of a revolution of a crank shaft of a cylinder, and it is advantageous if the section starts at a position when a piston of the cylinder 51 is at a top dead centre (TDC) position, thereby giving the position for 0° at this TDC position.
- the analysis that is performed by the analysing means 20 uses only the section that comprises the information that is sought, e.g. the occurrence of a combustion event, to enable detection of misfire (i.e. if no detection of any combustion event a misfire has occurred). Further the system may also be used to detect other aspects, e.g. a knock event.
- the novel principle enables the analysing means to analyse signals 72 from more than one cylinder 51, so that the fourth connection 45 and the coil select switch 44 can be operated to allow the amplified signal 72 that is generated from the performance of a specific coil 11 to reach the analysing means during this section of the revolution.
- the analysing means can thereby receive signals 72 from a plurality of amplifiers 41 and arrive at a comprehensive analysis regarding most or all of the cylinders 51 in a specific engine.
- the circuitry also includes features to detect other many different kind of faulty operations, e.g. features that detect that the spark plug is short circuited and/or if the spark excites somewhere else than in the combustion chamber, because under such conditions the ion current on its own may not be used to detect such a fault. This may be achieved by analyzing the ion current in combination with spark-over voltage and/or primary current/voltage.
Abstract
This invention relates to an engine for a vehicle using alternative fuel, preferably gas, comprising an engine (5) having a spark ignited ignition system (2) wherein said ignition system (2) includes misfire detection by means of a sensor device (4) providing information to a control system (20), connected to or within said ignition system (2), and wherein said combustion includes diluted operation to optimize emissions wherein said sensor device (4) includes an ion sensing measurement means (40) arranged to measure an ion current in said engine (5) and that said ignition system (2) has a built-in function to detect misfiring through an analysis of the ion current of the engine (5) during combustion.
Description
ENGINE WITH MISFIRE DETECTION FOR VEHICLES USING ALTERNATIVE FUELS
FIELD OF THE INVENTION
5 The present invention relates to an engine for a utility vehicle using alternative fuel, preferably gas, comprising an engine having an engine management system including an ignition control system wherein said ignition system includes misfire detection by means of a sensor device providing information to said ignition control system, and wherein said combustion includes diluted operation to optimize emissions.
0
BACKGROUND INFORMATION
Today when using utility vehicles, such as a truck or a bus, there are some legislative demands that assist in reducing pollution. However, different engine types need different control parameters to optimize combustion. For instance a diesel-powered5 engine will need no system that detects misfiring, whereas an engine powered by
alternative fuels will need such a system to optimize combustion. It is becoming more and more common to use engines powered by alternative fuels for utility vehicles and therefore also an increased need of systems that may detect other parameters than those needed to meet todays legislative demands for diesel engines, e.g. an increased need for0 detecting misfiring.
Detecting misfiring can be made in different ways. To meet this demand the control system of the vehicle has to be completed with a function for detecting misfiring. This can be both an expensive and an advanced procedure.
5
The document JP 2001050114 shows a method to detect misfiring in an engine powered by compressed natural gas. The method is founded on analysis of variables as rotational speed of the engine and a feedback of the air/fuel ratio. This is a typical example which will be both expensive and require an advanced procedure.
0
The document US 2008289600 shows a method for an engine to use two types of fuels with different octane numbers and ion current analysis is used to calculate the combustion timing such that the fuel mix to each cylinder may be adjusted from this calculation. The document also suggests that misfiring may be detected by a sensor5 signal from the rotational speed or by measurement of temperature and oxygen
concentration in the exhausts through existing sensors in the engine. However, this method inherently comes with some disadvantages, e.g. that it is a complex system in
need of a multiplicity of different sensors supplying a complex set of signals, i.a. leading to a risk for misinterpretation of combinations of the signals.
Many control system are known that use ion current sensing to detect different aspects and to control combustions parameters. From US 20030200023 (D2) and US
20030209211 (D3) there are known such a systems, which however do not present any solution how to also handle misfire detection in a reliable manner. US 6,298,717 (D4) presents another system which suggests the use of a ion sensing in combination with revolution data, depending on operation conditions, implying a complex mode of functioning. Kaiadi, M. Diluted Operation of a Heavy-duty Natural Gas Engine. Aiming at Improved Efficiency, Emissions and Maximum Load. Doctoral thesis.
Division of Combustion Engines. Department of Energy Sciences. Faculty of
Engineering. Lund University. Doktorsavhandling. Januari 2011." (Dl) describes another known system using ion current sensing as one of many means to optimize combustion, but it does not provide any reliable solution regarding how to detect misfires using ion current in diluted Si-engines.
SUMMARY OF THE INVENTION
It is an object of the present invention to improve upon the situation described above, which is obtained by an engine in accordance with claim 1.
Thanks to this invention a reliable and relatively inexpensive way is obtained for providing engines for utility vehicles, powered by alternative fuels to obtain optimized control of combustion, e.g. to more easy fulfill the legislative demands regarding emissions.
According to another aspect of the invention it gives the advantage that an engine built in accordance with the invention may be cost-efficiently converted from diesel to alternative fuels.
According to another aspect of the invention said built-in function comprises a combination of ion current information and information about discharge current and/or spark-over voltage that covers detection of misfiring in more reliable and easy manner than feasible with known systems.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 shows a schematic view of a vehicle according to the invention, and,
Fig. 2 shows a circuit diagram for a sensor device according to an exemplary embodiment of the invention.
DETAILED DESCRIPTION OF THE INVENTION
Fig. 1 schematically shows a utility vehicle 1 having an engine 5, an engine
management system 2 and a fuel tank 3, wherein the engine management system 2 includes a CPU (not shown) that controls the combustion of the engine 5, i.e. by means sensor signals from a sensing device 4.
In a preferred embodiment the engine 5 has an engine block 5 A that has a total cylinder volume of at least 3 dm3, more preferred between 5-12 dm3. To enable optimizing the combustion in relation to an engine powered by an alternate fuel there is used an ignition system, being controlled by an ignition control system 20 receiving sensor signals from an ion sensing measurement means 40. Accordingly, ignition control system 20 forms a sub system within the engine management system 2. Said ion sensing measurement means 40 is arranged to measure an ion current in the engine 5, which in turn may be used to optimize combustion, e.g. by controlling Air/Fuel rate, ignition timing, etc. In the preferred embodiment the ignition control system 20 does not merely control basic parameters, but also has a built-in function arranged to analyze the ion current to detect misfiring. Thanks to having such a function built in (i.e. the engine management system 2 being provided with appropriate software and means for sensor input) the misfire detection ability may be obtained without any "add-on". More preferred said built-in function may also comprises a combination of detecting ion current information and information about discharge current and/or spark-over voltage, to enable even more sophisticated control of the combustion.
In the preferred mode the engine 5 according to the invention the engine is equipped with means (not shown) for diluted operation, wherein the engine management system 2 controls the diluted operation to achieve stoichiometric combustion, i.e. the engine 5 operating at λ equal to one. A three way catalyst (not shown) may be used to provide extra safety for attaining low emissions. Diluted operation implies that an extra amount of inert gas is added to optimize the combustion, which in applications with larger engines (i.e. larger than 3 dm3 ) will lead to relatively large amounts of inert gas. The amount of course varies with the load, but it is foreseen that the means and control system 2 shall provide for enabling supply of a maximum amount of inert gas of at least
10 %, and in some applications a maximum up to 30 %, preferably it shall enable a peak supply between 15 - 25 %. One preferable way to obtain this is by means of Exhaust gas recirculation (EGR) wherein the recirculated amount is controlled by means of input from the ion sensing measurement means 40/control system 2.
Furthermore it is preferable that a modular engine construction system is used enabling use of common parts both for diesel and alternative fuels, e.g. the engine block 5 A and basic elements of the engine management system 2. Preferably in a manner enabling conversion, from diesel to alternative fuels, in a manner as cost efficient as possible, e.g. implying using several common parts for the engine 5, etc. When using alternative fuels some additional aspects have to be considered for optimal engine control (as mentioned above) and therefore it is an advantage to use basic elements of the engine management system 2 that may allow easy adaptation of a diesel engine to an alternative fuel. For instance the housing of the engine management system 2 is preferably equipped with extra input connections, enabling easy interconnection when installing supplementary equipment (for control of an engine using alternative fuel), e.g. of an ion sensing measurement means 40. Furthermore the soft ware may also then easily be prepared for a swift conversion enabling optimized combustion, i.e. low emissions/pollution.
In Fig 2. there is shown an exemplary control circuit to describe the general principles of the invention, and whereby also other parameters, e.g. knock may be detected.
In the circuit diagram of Fig. 2 a spark generating meanslO is shown comprising a coil 11 with secondary coil 11 " that has a first end 11a connected to a spark plug 12 and a second end 1 lb connected to an ion current measurement means 2. The coil 11 comprises a primary coil 11 ' to which a current is lead from a power supply 14 such as a battery or a capacitor for inducing a current in the secondary coil 11 " . A primary switch 13 is used to control the flow of a current in the primary coil 11 ' and the operation of this switch 13 is determined by a control unit 61 (not shown).
The current that is induced in the secondary coil 11 " flows to the spark plug 12, but also to the ion current measurement means 40 that are connected to the secondary coil 11 " by its second end 1 lb. During a spark event, a spark current is created that flows to or from the spark plug and thereby creates a current that in turn induces a second current component at the second end 1 lb of the secondary coil 11 ". This current is used to charge a capacitor 21. This current will charge the capacitor to a voltage that equals a
Zener voltage. After the spark event, the capacitor voltage will supply a voltage in a range of 60-400 V to a spark gap and if ions are present, an ion current will flow that is further transmitted to an amplifier 41 in the form of a first signal 71. The amplifier 41 is a variable-gain amplifier and amplifies the first signal 71 to form an amplified signal 72.
When a coil select switch 44 is closed, the amplified signal 72 is transmitted towards a band pass filter 43 connected to an analysing means 20 by a first connection 82, and towards a low pass filter 42 connected to an analysing means 20 by a second connection 83. The analysing means 20 can be used for analysing the amplified signal 72 and yield information regarding the operation of the spark generation means 1 and the
combustion, and further the analysing means 20may be arranged to adjust a gain of the amplifier 41 via a third connection 46. The operation of the first and second analysing means will be described in more detail further below. The spark generating means 1 can comprise a plurality of coils 11, each connected to a power supply 14 and divided by a primary switch 13 each that is connected to the power supply, so that only one primary coil 11 ' at a time can be used for generating a spark in the spark plug 12 in the active cylinder. Any sparks generated by the spark plug 12 are used for igniting an air and fuel mixture inside a cylinder 51 (not shown) or a plurality of cylinders 52 (not shown). The timing of the spark is controlled by the control unit 20 that controls the connecting of each primary switch 13 that serves to create a current in the secondary coil 11 " and thereby generates the spark at the spark plug 12.
According to a preferred embodiment within the scope of invention each coil 11 is connected to a separate ion current measurement means 40 and onwards to a separate amplifier 41, and via a fourth connection 45 each such separate amplifier 41 can be connected to the low pass filter 42 and band pass filter 43. Thanks to a coil select switch 44, the operation of the circuits can be controlled so that signals from only one of the separate amplifiers 41 are allowed to reach the low pass filter 42 and band pass filter 43 at the time. Thereby, signals with information regarding ion currents from more than one spark generating means 10 and cylinder 52 can be analysed by the same analysis means 20, thereby yielding detailed and comprehensive information to a control unit 20, that can be the same unit as the control unit 20 used for controlling the generation of sparks, or can alternatively be a separate control unit.
Preferably, properties of the ion current that can be detected at the second end 1 lb of the secondary coil 11 " are only analysed during a section of a revolution of a cylinder 51, namely during a time interval when a knock event will occur. This section is preferably 0°-90°, more preferably 0°-50°, even more preferably 10°-40° of a revolution of a crank shaft of a cylinder, and it is advantageous if the section starts at a position when a piston of the cylinder 51 is at a top dead centre (TDC) position, thereby giving the position for 0° at this TDC position. Thereby, the analysis that is performed by the analysing means 20 uses only the section that comprises the information that is sought, e.g. the occurrence of a combustion event, to enable detection of misfire (i.e. if no detection of any combustion event a misfire has occurred). Further the system may also be used to detect other aspects, e.g. a knock event. The novel principle enables the analysing means to analyse signals 72 from more than one cylinder 51, so that the fourth connection 45 and the coil select switch 44 can be operated to allow the amplified signal 72 that is generated from the performance of a specific coil 11 to reach the analysing means during this section of the revolution. The analysing means can thereby receive signals 72 from a plurality of amplifiers 41 and arrive at a comprehensive analysis regarding most or all of the cylinders 51 in a specific engine.
According to a preferred mode of the invention the circuitry also includes features to detect other many different kind of faulty operations, e.g. features that detect that the spark plug is short circuited and/or if the spark excites somewhere else than in the combustion chamber, because under such conditions the ion current on its own may not be used to detect such a fault. This may be achieved by analyzing the ion current in combination with spark-over voltage and/or primary current/voltage.
It is evident that many modifications may be performed without departing from the scope of the invention. For instance it is realized that many different kind of alternate fuels may be used in connection with the invention, e.g. Natural gas, LPG (liquefied propane gas), alcohols like ethanol and methanol, hydrogen gas, biogas or wood gas.
Claims
1. Engine for a utility vehicle using alternative fuel, preferably gas, comprising an engine (5) having an engine management system (2) including an ignition control system (20) enabling misfire detection by means of a sensor device (4) providing information to a said control system (20), and wherein said combustion includes means for diluted operation to optimize emissions, characterized in that said sensor device (4) includes an ion sensing measurement means (40) arranged to measure an ion current in said engine (5) and that said ignition control system (20) has a built-in function to detect misfiring through an analysis of the ion current of the engine (5) during combustion .
2. Engine according to claim ^characterized in that said engine (5) includes an engine block (5 A) having a total cylinder volume of at least 3 dm3' preferably at least 5 dm3, and more preferred at least 7 dm3.
3. Engine according to any of claims 1-2, characterized in that said means for diluted operation allows for peak values allowing at least 10 % of diluted gas, preferably at least 15 %.
4. Engine according to any of claims 1-3, characterized in that said built-in function comprises measures for detection of a combination of ion current information and information about discharge current.
5. Engine according to any of claims 1-4, characterized in that said built-in function comprises measures for detection of a combination of ion current information and information of spark-over voltage.
6. Engine according to any of claims 1-5, characterized in that said built-in function comprises measures for detection of a combination of ion current information and information about primary current/voltage.
7. Engine according to any preceding claims, characterized in that said
alternative fuels comprises natural gases like LNG (liquefied natural gas), CNG (compressed natural gas) and SNG (synthetic natural gas).
8. Method of building an engine, in accordance with any of claims 1-11, characterized in that said engine (5) is built by using some basic parts, including the engine block (5 A) and some basic parts of the engine management system (2), irrespective if the engine is to be powered by diesel or an alternative fuel.
9. Method according to claim 8, characterized in that said engine
management system includes a housing equipped with input connections for an ion sensing means (40).
10. Method according to any preceding claim, characterized in that said built- in function includes an analyzing arrangement enabling detection of events from more than one cylinder during one revolution.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/376,630 US9810191B2 (en) | 2012-02-09 | 2013-02-11 | Engine for vehicle using alternative fuels |
EP13747144.7A EP2812668B1 (en) | 2012-02-09 | 2013-02-11 | Engine with misfire detection for vehicles using alternative fuels |
CA2862501A CA2862501A1 (en) | 2012-02-09 | 2013-02-11 | Engine with misfire detection for vehicles using alternative fuels |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE1250100 | 2012-02-09 | ||
SE1250100-3 | 2012-02-09 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013119178A1 true WO2013119178A1 (en) | 2013-08-15 |
Family
ID=48947830
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/SE2013/050114 WO2013119178A1 (en) | 2012-02-09 | 2013-02-11 | Engine with misfire detection for vehicles using alternative fuels |
Country Status (4)
Country | Link |
---|---|
US (1) | US9810191B2 (en) |
EP (1) | EP2812668B1 (en) |
CA (1) | CA2862501A1 (en) |
WO (1) | WO2013119178A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11340300B2 (en) | 2019-04-05 | 2022-05-24 | Samsung Electronics Co., Ltd. | Battery service life management method and system |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5437154A (en) * | 1993-03-19 | 1995-08-01 | Honda Giken Kogyo Kabushiki Kaisha | Misfire-detecting system for internal combustion engines |
DE4437480C1 (en) * | 1994-10-20 | 1996-03-21 | Bosch Gmbh Robert | Method for monitoring the function of an internal combustion engine for detecting misfires |
US6298717B1 (en) * | 1999-02-18 | 2001-10-09 | Mitsubishi Denki Kabushiki Kaisha | Device for detecting the misfire in an internal combustion engine |
EP1217207A2 (en) * | 2000-12-20 | 2002-06-26 | Honda Giken Kogyo Kabushiki Kaisha | Misfire detection system for internal combustion engines |
US20030200023A1 (en) * | 2002-04-17 | 2003-10-23 | Mitsubishi Denki Kabushiki Kaisha | Misfire detection apparatus of internal combustion engine |
US20030209211A1 (en) * | 2002-02-19 | 2003-11-13 | Collier R. Kirk | Low-emission internal combustion engine |
Family Cites Families (60)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5832711B2 (en) * | 1976-03-29 | 1983-07-14 | 富士通株式会社 | Self-shift panel drive method |
US5376886A (en) * | 1992-02-06 | 1994-12-27 | Honda Giken Kogyo Kabushiki Kaisha | Ignition distributor cap with misfire detecting capacitor for internal combustion engine |
JP3100219B2 (en) * | 1992-02-06 | 2000-10-16 | 本田技研工業株式会社 | Spark plug cap structure |
JP3188757B2 (en) * | 1992-04-28 | 2001-07-16 | 本田技研工業株式会社 | Ignition coil structure |
JP3148831B2 (en) * | 1992-05-01 | 2001-03-26 | 本田技研工業株式会社 | High pressure cord cover for internal combustion engine |
JP3109907B2 (en) * | 1992-05-01 | 2000-11-20 | 本田技研工業株式会社 | High pressure cord connector structure of internal combustion engine ignition system |
JP3321837B2 (en) * | 1992-08-06 | 2002-09-09 | 株式会社日立製作所 | Vehicle diagnostic control method |
US5392641A (en) * | 1993-03-08 | 1995-02-28 | Chrysler Corporation | Ionization misfire detection apparatus and method for an internal combustion engine |
JP3194676B2 (en) * | 1994-11-08 | 2001-07-30 | 三菱電機株式会社 | Misfire detection device for internal combustion engine |
EP0715075B1 (en) * | 1994-12-02 | 1999-08-25 | NGK Spark Plug Co. Ltd. | Misfire detecting device for internal combustion engine |
DE19524539C1 (en) * | 1995-07-05 | 1996-11-28 | Telefunken Microelectron | Circuit arrangement for ion current measurement in the combustion chamber of an internal combustion engine |
JPH09273470A (en) * | 1996-02-09 | 1997-10-21 | Nippon Soken Inc | Combustion condition detector |
US6029627A (en) * | 1997-02-20 | 2000-02-29 | Adrenaline Research, Inc. | Apparatus and method for controlling air/fuel ratio using ionization measurements |
JPH11280631A (en) * | 1998-01-28 | 1999-10-15 | Ngk Spark Plug Co Ltd | Ion current detector |
DE19849258A1 (en) * | 1998-10-26 | 2000-04-27 | Bosch Gmbh Robert | Energy regulation of internal combustion engine ignition system with primary side short circuit switch involves controlling closure time/angle depending on shorting phase primary current |
JP3753290B2 (en) * | 1998-12-28 | 2006-03-08 | 三菱電機株式会社 | Combustion state detection device for internal combustion engine |
JP2000205034A (en) * | 1999-01-18 | 2000-07-25 | Mitsubishi Electric Corp | Combustion condition detector for internal combustion engine |
DE19916915B4 (en) * | 1999-04-14 | 2005-08-11 | Infineon Technologies Ag | Switching power supply and method for determining the supply voltage in a switched-mode power supply |
JP2001050114A (en) | 1999-08-06 | 2001-02-23 | Toyota Motor Corp | Internal combustion engine control device for gaseous fuel vehicle |
JP3505448B2 (en) * | 1999-09-16 | 2004-03-08 | 三菱電機株式会社 | Combustion state detection device for internal combustion engine |
JP3523542B2 (en) * | 1999-09-27 | 2004-04-26 | 三菱電機株式会社 | Misfire detection device for internal combustion engine |
DE19953710B4 (en) * | 1999-11-08 | 2010-06-17 | Robert Bosch Gmbh | Method and device for measurement window positioning for ion current measurement |
SE519192C2 (en) * | 2000-05-17 | 2003-01-28 | Mecel Ab | Engine control method |
US6498490B2 (en) * | 2000-06-28 | 2002-12-24 | Delphi Technologies, Inc. | Ion sense ignition bias circuit |
JP2002364509A (en) * | 2001-04-05 | 2002-12-18 | Nippon Soken Inc | Knock detector for internal combustion engine |
DE10127363C1 (en) * | 2001-06-06 | 2002-10-10 | Siemens Ag | Ignition device for internal combustion engine comprises control input connected to variable current source and sink for sending current signal to controller depending on ignition voltage |
US6615811B1 (en) * | 2002-03-04 | 2003-09-09 | Delphi Technologies, Inc. | Ignition coil integrated ion sense with combustion and knock outputs |
US6722183B2 (en) * | 2002-03-04 | 2004-04-20 | Delphi Technologies, Inc. | System and method for impulse noise suppression for integrator-based ion current signal processor |
JP3614150B2 (en) * | 2002-04-17 | 2005-01-26 | 三菱電機株式会社 | Combustion state detection device |
JP2003314352A (en) * | 2002-04-17 | 2003-11-06 | Mitsubishi Electric Corp | Misfire detecting device for internal combustion engine |
US7690352B2 (en) * | 2002-11-01 | 2010-04-06 | Visteon Global Technologies, Inc. | System and method of selecting data content of ionization signal |
US6951201B2 (en) * | 2002-11-01 | 2005-10-04 | Visteon Global Technologies, Inc. | Method for reducing pin count of an integrated coil with driver and ionization detection circuit by multiplexing ionization and coil charge current feedback signals |
US6998846B2 (en) * | 2002-11-01 | 2006-02-14 | Visteon Global Technologies, Inc. | Ignition diagnosis using ionization signal |
US7134423B2 (en) * | 2002-11-01 | 2006-11-14 | Visteon Global Technologies, Inc. | Ignition diagnosis and combustion feedback control system using an ionization signal |
US7104043B2 (en) * | 2002-11-01 | 2006-09-12 | Visteon Global Technologies, Inc. | Closed loop cold start retard spark control using ionization feedback |
US6883509B2 (en) * | 2002-11-01 | 2005-04-26 | Visteon Global Technologies, Inc. | Ignition coil with integrated coil driver and ionization detection circuitry |
US7472687B2 (en) * | 2002-11-01 | 2009-01-06 | Visteon Global Technologies, Inc. | System and method for pre-processing ionization signal to include enhanced knock information |
US7055372B2 (en) * | 2002-11-01 | 2006-06-06 | Visteon Global Technologies, Inc. | Method of detecting cylinder ID using in-cylinder ionization for spark detection following partial coil charging |
US7137382B2 (en) * | 2002-11-01 | 2006-11-21 | Visteon Global Technologies, Inc. | Optimal wide open throttle air/fuel ratio control |
US6922057B2 (en) * | 2002-11-01 | 2005-07-26 | Visteon Global Technologies, Inc. | Device to provide a regulated power supply for in-cylinder ionization detection by using a charge pump |
US6980903B2 (en) * | 2002-11-01 | 2005-12-27 | Visteon Global Technologies, Inc. | Exhaust gas control using a spark plug ionization signal |
US7086382B2 (en) * | 2002-11-01 | 2006-08-08 | Visteon Global Technologies, Inc. | Robust multi-criteria MBT timing estimation using ionization signal |
US7137385B2 (en) * | 2002-11-01 | 2006-11-21 | Visteon Global Technologies, Inc. | Device to provide a regulated power supply for in-cylinder ionization detection by using the ignition coli fly back energy and two-stage regulation |
US7013871B2 (en) * | 2002-11-01 | 2006-03-21 | Visteon Global Technologies, Inc. | Closed loop MBT timing control using ionization feedback |
US7063079B2 (en) * | 2002-11-01 | 2006-06-20 | Visteon Global Technologies, Inc. | Device for reducing the part count and package size of an in-cylinder ionization detection system by integrating the ionization detection circuit and ignition coil driver into a single package |
US7021287B2 (en) * | 2002-11-01 | 2006-04-04 | Visteon Global Technologies, Inc. | Closed-loop individual cylinder A/F ratio balancing |
EP1689991A4 (en) * | 2003-10-31 | 2012-09-19 | Woodward Inc | Method and apparatus for controlling exhaust gas recirculation and start of combustion in reciprocating compression ignition engines with an ignition system with ionization measurement |
US7124019B2 (en) * | 2004-08-06 | 2006-10-17 | Ford Global Technologies, Llc | Powertrain control module spark duration diagnostic system |
US7877195B2 (en) * | 2005-04-01 | 2011-01-25 | Hoerbiger Kompressortechnik Holding Gmbh | Method for the estimation of combustion parameters |
JP4434065B2 (en) * | 2005-04-22 | 2010-03-17 | 株式会社デンソー | Ignition device |
DE102006010807B4 (en) * | 2006-03-07 | 2015-06-25 | Volkswagen Aktiengesellschaft | Circuit for detecting combustion-relevant variables |
FR2899394B1 (en) * | 2006-04-03 | 2008-05-16 | Renault Sas | METHOD FOR MEASURING AN IONIZATION CURRENT OF A RESONANT STRUCTURE TYPE CANDLE, AND CORRESPONDING DEVICE |
US7603226B2 (en) * | 2006-08-14 | 2009-10-13 | Henein Naeim A | Using ion current for in-cylinder NOx detection in diesel engines and their control |
JP2008291717A (en) | 2007-05-23 | 2008-12-04 | Honda Motor Co Ltd | Control device for homogeneous charge compression ignition engine |
DE102008013199A1 (en) * | 2008-03-07 | 2009-09-17 | Beru Ag | Apparatus and method for detecting malfunctions in combustion anomalies |
JP4981869B2 (en) * | 2009-10-15 | 2012-07-25 | 三菱電機株式会社 | Combustion state detection device for internal combustion engine |
DE102009057925B4 (en) * | 2009-12-11 | 2012-12-27 | Continental Automotive Gmbh | Method for operating an ignition device for an internal combustion engine and ignition device for an internal combustion engine for carrying out the method |
JP4930612B2 (en) * | 2010-02-23 | 2012-05-16 | 三菱電機株式会社 | Combustion state detection device for internal combustion engine |
DE102011087599A1 (en) * | 2011-12-01 | 2013-06-06 | Rolls-Royce Deutschland Ltd & Co Kg | Pressure measuring device and pressure measuring method for a flow engine |
CA2818547C (en) * | 2012-09-18 | 2014-08-12 | Ming Zheng | Multi-coil spark ignition system |
-
2013
- 2013-02-11 EP EP13747144.7A patent/EP2812668B1/en active Active
- 2013-02-11 US US14/376,630 patent/US9810191B2/en active Active
- 2013-02-11 WO PCT/SE2013/050114 patent/WO2013119178A1/en active Application Filing
- 2013-02-11 CA CA2862501A patent/CA2862501A1/en not_active Abandoned
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5437154A (en) * | 1993-03-19 | 1995-08-01 | Honda Giken Kogyo Kabushiki Kaisha | Misfire-detecting system for internal combustion engines |
DE4437480C1 (en) * | 1994-10-20 | 1996-03-21 | Bosch Gmbh Robert | Method for monitoring the function of an internal combustion engine for detecting misfires |
US6298717B1 (en) * | 1999-02-18 | 2001-10-09 | Mitsubishi Denki Kabushiki Kaisha | Device for detecting the misfire in an internal combustion engine |
EP1217207A2 (en) * | 2000-12-20 | 2002-06-26 | Honda Giken Kogyo Kabushiki Kaisha | Misfire detection system for internal combustion engines |
US20030209211A1 (en) * | 2002-02-19 | 2003-11-13 | Collier R. Kirk | Low-emission internal combustion engine |
US20030200023A1 (en) * | 2002-04-17 | 2003-10-23 | Mitsubishi Denki Kabushiki Kaisha | Misfire detection apparatus of internal combustion engine |
Non-Patent Citations (2)
Title |
---|
KAIADI, M.: "Diluted Operation of a Heavy-duty Natural Gas Engine. Aiming at Improved Efficiency, Emissions and Maximum Load.", DOCTORAL THESIS. DIVISION OF COMBUSTION ENGINES. DEPARTMENT OF ENERGY SCIENCES. FACULTY OF ENGINEERING. LUND UNIVERSITY., January 2011 (2011-01-01), XP055159131 * |
See also references of EP2812668A4 * |
Also Published As
Publication number | Publication date |
---|---|
US9810191B2 (en) | 2017-11-07 |
US20150032361A1 (en) | 2015-01-29 |
CA2862501A1 (en) | 2013-08-15 |
EP2812668B1 (en) | 2020-06-17 |
EP2812668A1 (en) | 2014-12-17 |
EP2812668A4 (en) | 2017-11-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
KR101333538B1 (en) | USING ION CURRENT FOR IN-CYLINDER NOx DETECTION IN DIESEL ENGINES | |
US8720416B2 (en) | Methods and apparatus to detect and inhibit low-speed pre-ignition in an engine | |
JP4952818B2 (en) | Ignition control device for internal combustion engine having ignition diagnosis function | |
KR101842311B1 (en) | Method of operating an internal combustion piston engine in transient load change, a control system for controlling the operating of an internal combustion engine, and a piston engine | |
WO1998037322A1 (en) | Apparatus and method for controlling air/fuel ratio using ionization measurements | |
RU2011118987A (en) | FEEDBACK CONTROL SYSTEM FOR COMBUSTION CONTROL IN ENGINES | |
AU2011207854B2 (en) | Device and method for analysing a performance of an engine | |
US7971573B2 (en) | System for regulating pilot fuel supply in a combustion engine | |
EP2812668B1 (en) | Engine with misfire detection for vehicles using alternative fuels | |
US20160084174A1 (en) | System and Method for Controlling the Performance of an Engine | |
CN202305219U (en) | On-line measuring instrument for combustion of engine | |
CN107690522B (en) | Method for operating an internal combustion piston engine, control system and internal combustion piston engine | |
EP3434885B1 (en) | Method of operating an electric power generator set and an electric power generator set | |
US8781711B2 (en) | Combustion detecting method of engine | |
EP1937959A1 (en) | Engine management systems and method | |
KR20140083109A (en) | Equipment and method for controlling diesel engine according to bio-diesel content | |
CN103424262A (en) | NOX (homogeneous charge compression ignition) detection and calibration test system in HCCI engine cylinder | |
JP5911342B2 (en) | Combustion state determination device for internal combustion engine | |
JP6037745B2 (en) | Control device for internal combustion engine | |
JP5924910B2 (en) | Control device for internal combustion engine | |
CN115949520A (en) | Low-carbon-zero-carbon fuel engine combustion closed-loop control system and method based on cylinder pressure feedback | |
CN204646507U (en) | Without the engine closed-loop control point ignition system of detonation sensor, motor and automobile | |
JP5904768B2 (en) | Combustion state determination device for internal combustion engine | |
KR100372712B1 (en) | Method for controlling ignition advance angle by ionization current | |
AU2006281915A1 (en) | Engine management systems and method |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 13747144 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2862501 Country of ref document: CA |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2013747144 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14376630 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |