РЕГУЛИРОВАНИЕ ПРОЦЕССА СГОРАНИЯ ПРИ ИНИЦИИРОВАНИИ ОДНОРОДНОГО СГОРАНИЯ СВОБОДНЫМИ РАДИКАЛАМИ (ИОССР) ИЛИ ЧАСТИЧНОМ ИОССР В ЦИКЛИЧЕСКИХ ДВИГАТЕЛЯХ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение относится к области двигателестроения, а именно к двигателям внутреннего сгорания с самовоспламенением гомогенной топливовоздушной смеси. Техническим результатом является повышение эффективности регулирования двигателя. Сущность изобретения заключается в том, что двигатель, обеспечивающий реализацию указанного способа, содержит вторичные камеры, встроенные в оболочку корпуса цилиндра, предназначенные для создания компонентов воспламенения свободными радикалами (ВСР) в одном предварительном цикле сгорания для их использования в последующем цикле. Эти вторичные камеры сообщаются с основной камерой через небольшие соединительные каналы. Также предложены новые средства управления, координируемые с процессами, обеспечиваемыми наличием указанных вторичных камер, предназначенные для управления создаваемыми количествами компонентов ВСР. Заранее заданное присутствие компонентов ВСР, поставляемых таким образом, изменяет или добавляет управляемое разнообразие в основные цепные реакции ...

СИСТЕМА ДВИГАТЕЛЯ (ВАРИАНТЫ) И СПОСОБ ЭКСПЛУАТАЦИИ ДВИГАТЕЛЯ

Изобретение может быть использовано в системах управления топливоподачей двигателей внутреннего сгорания (ДВС). Предложены система и способ подачи двух видов топлива в двигатель, с помощью двух групп топливных форсунок. Первый контроллер 12 непосредственно приводит в действие первую группу форсунок 67 и подает по последовательной коммуникационной шине команды для приведения в действие второй группы форсунок 66 на второй контроллер 1, принимающий команды и непосредственно приводящий в действие вторую группу форсунок 66. Первая группа топливных форсунок 67 и вторая группа топливных форсунок 66 выполнены с возможностью подачи в двигатель разных видов топлива. Система выполнена с возможностью упрощения подачи в двигатель топлива двух или более видов. 3 н. и 14 з.п. ф-лы, 5 ил.

СПОСОБ ДЛЯ ДВИГАТЕЛЯ (ВАРИАНТЫ) И СИСТЕМА ДВИГАТЕЛЯ

Изобретение может быть использовано в системах управления топливоподачей для двигателей внутреннего сгорания (ДВС). Предложены способы и система для подачи газового топлива в виде множества впрысков топлива, осуществляемых на тактах впуска, сжатия и/или рабочего хода для ускорения активации каталитического нейтрализатора выхлопных газов при холодном запуске двигателя. Топливо, впрыснутое в такте впуска и/или сжатия, воспламеняется и сжигается. Впрыски топлива в рабочем такте сжигаются в выпускном канале для повышения температуры и давления выхлопных газов для более быстрой активации каталитического нейтрализатора. 4 н. и 12 з.п. ф-лы, 3 ил.

СПОСОБ РАБОТЫ ДВИГАТЕЛЯ (ВАРИАНТЫ)

Изобретение относится к способу работы двигателя на газообразном топливе. В одном из примеров регулируют заряд воздуха цилиндра посредством электронного контроллера в ответ на температуру воздуха, поступающего в двигатель, и температуру газообразного топлива, впрыскиваемого в двигатель. Способ улучшает регулирование топливно-воздушного соотношения двигателя. 3 н. и 14 з.п. ф-лы, 2 ил.

СПОСОБ ЭКСПЛУАТАЦИИ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение относится к способам эксплуатации двигателя внутреннего сгорания. Технический результат - уменьшение вредных выбросов и расхода топлива. Предлагаются способ эксплуатации двигателя внутреннего сгорания и камера сгорания для такого двигателя внутреннего сгорания. В способе воспламеняют разбавленную основную смесь за счет дополнительного впрыска пилот-топлива, при этом момент впрыска пилот-топлива выбран так, что происходит неполная гомогенизация пилот-топлива с основной смесью. 2 н. и 13 з.п. ф-лы, 3 ил.

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ, В ЧАСТНОСТИ ГАЗОВЫЙ ДВИГАТЕЛЬ, ДЛЯ ТРАНСПОРТНОГО СРЕДСТВА, В ЧАСТНОСТИ ДЛЯ АВТОМОБИЛЯ ПРОМЫШЛЕННОГО НАЗНАЧЕНИЯ

Изобретение может быть использовано в двигателях внутреннего сгорания (ДВС). Предложен ДВС с впускным трактом (25), посредством которого к блоку (11) сгорания, в частности к блоку цилиндр-поршень двигателя (1) внутреннего сгорания, может подводиться газ, в частности газовая смесь горючего газа/воздуха/отработавшего газа, и с рециркуляцией (2) отработавшего газа, посредством которой к газу, подводимому к блоку (11) сгорания в зоне (18) подмешивания отработавшего газа, может подводиться отработавший газ блока (11) сгорания. Во впускном тракте (25) выше по потоку от блока (11) сгорания и ниже по потоку от зоны (18) подмешивания отработавшего газа расположено по меньшей мере одно измерительное устройство (22, 27), посредством которого может определяться массовый поток газа, в частности массовый поток горючего газа/воздуха/отработавшего газа, и температура газа, в частности температура горючего газа/воздуха/отработавшего газа. В соответствии с изобретением, для определения возвращенного массового ...

СПОСОБ ЭКСПЛУАТАЦИИ ДВИГАТЕЛЯ (ВАРИАНТЫ)

Изобретение может быть использовано в системах управления двигателем внутреннего сгорания. Предложены способы эксплуатации двигателя, согласно которым при работе двигателя, в зависимости от запроса на включение впрыска газообразного топлива, задерживают включение впрыска газообразного топлива до тех пор, пока давление во впускном воздушном коллекторе не достигнет определенного порогового значения, и затем включают впрыск газообразного топлива, когда давление во впускном воздушном коллекторе достигнет порогового значения. С помощью предложенных способов достигается снижение перепада давлений на газовой форсунке между давлением в газовой топливной рампе и давлением во впускном воздушном коллекторе, что необходимо для обеспечения стабильного открытия газовой форсунки без увеличения напряжения, подаваемого на газовую форсунку. Изобретение позволяет обеспечить стабильность работы газовой форсунки и, таким образом, достижение необходимых эксплуатационных характеристик двигателя. 2 н. и 8 з.п.

СПОСОБ УПРАВЛЕНИЯ РАБОТОЙ ХОЛОДНОГО ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ В ПЕРИОД ЕГО ПУСКА И ПРОГРЕВА

Изобретение относится к управлению газового двигателя в период его пуска и прогрева. Техническим результатом является снижение расхода вспомогательного топлива в период пуска и прогрева, а также сокращение выбросов вредных веществ. Сущность изобретения заключается в том, что в, по меньшей мере, один момент времени до зажигания впрыскивают газообразное топливо, а затем, но также еще до зажигания, дополнительно впрыскивают вспомогательное топливо. 8 з.п. ф-лы.

БЛОК УПРАВЛЕНИЯ ДВУХТОПЛИВНЫМ ДВИГАТЕЛЕМ

Изобретение относится к блоку управления двигателем (ECU), образующему часть системы многорежимного двигателя, выполненному с возможностью работы во множестве различных режимов. Работа производится в первом или втором режимах. При работе в первом режиме в двигатель (6) подается только первое топливо, во втором режиме - смесь из первого и второго топлив. Двигатель (6) содержит первый ECU (4) и второй ECU (54), первые (18) и вторые (56) датчики. Первый ECU (4) и второй ECU (54) управляют расходом топлива на первом и втором режимах, соответственно. Второй ECU (54), функционально соединен с первым ECU (4). Первый ECU (4) содержит: устройство для приема первых входных сигналов (22) от первых датчиков (18) и выходное устройство для генерирования первого выходного сигнала (24). Первый выходной сигнал (24) определяет количество первого топлива, подаваемого к двигателю (4). При работе во втором режиме второй ECU (54) преобразовывает первый выходной сигнал (24) для получения первого преобразованного ...

СИСТЕМА ДВИГАТЕЛЯ

... 1. Система двигателя, содержащая:двигатель, содержащий цилиндр;топливную форсунку впрыска во впускной канал, подающую топливо в цилиндр;топливную форсунку непосредственного впрыска, подающую топливо в цилиндр; итопливный насос непосредственного впрыска, подающий первое топливо в топливную форсунку непосредственного впрыска, причем топливный насос непосредственного впрыска находится в испарителе.2. Система двигателя по п. 1, дополнительно содержащая контроллер, содержащий исполняемые команды, хранимые в постоянной памяти, для управления потоком первого топлива, чтобы охлаждать топливный насос непосредственного впрыска, причем первое топливо не накачивается посредством топливного насоса непосредственного впрыска, и первое топливо окружает по меньшей мере часть наружной стороны топливного насоса непосредственного впрыска.3. Система двигателя по п. 2, дополнительно содержащая дополнительные команды для регулировки отдачи топливного насоса непосредственного впрыска.4. Система двигателя по п.

СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ

... 1. Контроллер двигателя, устанавливаемый на транспортное средство, содержащее цилиндр двигателя, первую форсунку впрыска через впускное окно, выполненную с возможностью осуществлять впрыск через впускное окно первого газового топлива в цилиндр, вторую форсунку непосредственного впрыска, выполненную с возможностью осуществлять непосредственный впрыск второго жидкого топлива в цилиндр, свечу зажигания для воспламенения топливной смеси в цилиндре, причем контроллер включает в себя считываемые компьютером инструкции для:эксплуатации цилиндра на стехиометрии посредством впрыска переменного соотношения первого топлива и второго топлива; ив ответ на повышенные температуры отработавших газов,обогащения цилиндра посредством избирательного увеличения впрыска второго топлива наряду с поддержанием впрыска первого топлива и, также, наряду с сохранением установки момента искрового зажигания на МВТ, упомянутое обогащение основано на повышенной температуре отработавших газов.2. Контроллер по п. 1, в котором ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ И СПОСОБ РАБОТЫ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение относится к двигателям внутреннего сгорания транспортных средств. Двигатель (10) внутреннего сгорания содержит камеру (12), входной клапанный узел (24, 26), выполненный с возможностью подачи компонентов горючей смеси в камеру для горения в камере и создания увеличения давления в камере, выходной клапанный узел (16), выполненный с возможностью выпуска из камеры под действием увеличения давления выходного потока жидкости в качестве выходной энергии камеры, вводной клапанный узел (136) для выборочной подачи нагретой текучей среды на водной основе в камеру и систему (130, 132, 134) подачи для доставки нагретой текучей среды на водной основе к вводному клапанному узлу. Вводной клапанный узел установлен так, чтобы вводить нагретую текучую среду на водной основе в область камеры, в которой происходит горение горючей смеси, так чтобы по меньшей мере часть нагретой текучей среды на водной основе диссоциировала с образованием водорода, сжигаемого в камере. Изобретение обеспечивает активизацию ...

СИСТЕМА ПИТАНИЯ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ СЖИЖЕННЫМ ГАЗОМ

Изобретение относится к машиностроению, в частности к системам питания сжиженным газом двигателя внутреннего сгорания (ДВС). Система питания ДВС сжиженным газом содержит газовый баллон (1), электромагнитный клапан отсечки газа (13), редуктор-испаритель (14), электронный блок управления ЭБУ (23), электрический коммутатор (27), блок переключателей (29), как минимум по одному электромагнитному газовому клапану сжиженной фазы (11) и паровой фазы (9, 10), устройство контроля давления (15), газовый предохранительный клапан (7). Газовый баллон (1) содержит блок запорно-контрольной арматуры (2) с мультиклапаном. Блок (2) содержит заправочный вентиль сжиженной фазы (6), вентили сжиженной фазы (5) и, как минимум, один вентиль паровой фазы газа (4). Электромагнитные газовые клапаны сжиженной фазы (11) и паровой фазы (9) предназначены для подачи газа в редуктор-испаритель (14). Редуктор-испаритель связан трубопроводами с электромагнитным клапаном отсечки газа (13) газовыми штуцерами (16) и газовыми ...

СПОСОБ ДЛЯ ДВИГАТЕЛЯ, СПОСОБ ПОДАЧИ ТОПЛИВА В ДВИГАТЕЛЬ И ТОПЛИВНАЯ СИСТЕМА

... 1. Способ для двигателя, включающий в себя этапы, на которых:подают топливо, на борту транспортного средства, из топливного бака в топливный сепаратор, причем топливо содержит газовое топливо, растворенное в жидком топливе;выделяют газовое топливо из жидкого топлива в топливном сепараторе; иотделяют газовое топливо от жидкого топлива в топливном сепараторе.2. Способ по п. 1, дополнительно включающий в себя этапы, на которых впрыскивают выделенное газовое топливо в двигатель через газовую топливную форсунку и впрыскивают жидкое топливо в двигатель через жидкостную топливную форсунку.3. Способ по п. 1, в котором выделение газового топлива из жидкого топлива включает в себя этап, на котором фильтруют топливо посредством коалесцирующего фильтра в топливном сепараторе.4. Способ по п. 1, в котором выделение газового топлива из жидкого топлива включает в себя этап, на котором понижают давление топлива ниже порогового давления.5. Способ по п. 3, в котором давление в расширительной камере фильтра ...

СПОСОБ ЭКСПЛУАТАЦИИ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

... 1. Способ эксплуатации двигателя внутреннего сгорания в форме двигателя внутреннего сгорания с принудительным воспламенением рабочей смеси, причем топливо для двигателей с принудительным воспламенением посредством, по меньшей мере, одного инжектора топлива непосредственно вспрыскивается в, по меньшей мере, одну камеру сгорания двигателя внутреннего сгорания, и причем по выбору вместо впрыскивания топлива для двигателей с принудительным воспламенением или дополнительно к впрыскиванию топлива для двигателей с принудительным воспламенением двигатель внутреннего сгорания эксплуатируется на газе, отличающийся тем, что во время работы двигателя внутреннего сгорания только на газе, автоматически на предварительно определенный интервал времени переключаются на режим работы на топливе для двигателей с принудительным воспламенением или режим работы на топливе для двигателей с принудительным воспламенением подключается к режиму работы на газе таким образом, что предварительно определенное количество ...

СПОСОБ РАБОТЫ ТОПЛИВНОЙ СИСТЕМЫ (ВАРИАНТЫ) И ТОПЛИВНАЯ СИСТЕМА

... 1. Способ работы топливной системы, выполненной с возможностью подачи газообразного топлива в двигатель, включающий:во время выбранных условий,последовательное открывание клапана бака и клапана направляющей-распределителя для топлива топливной системы; иуказание ухудшения характеристик регулятора давления топливной системы на основании изменения давления направляющей-распределителя для топлива во время последовательного открывания.2. Способ по п. 1, в котором выбранные условия включают в себя отсутствие подачи газообразного топлива в двигатель.3. Способ по п. 1, в котором выбранные условия включают в себя давление направляющей-распределителя для топлива газообразного топлива, являющееся более высоким, чем пороговое значение.4. Способ по п. 1, в котором регулятор давления является электронным регулятором давления, включающим в себя механический регулятор давления, присоединенный выше по потоку от клапана направляющей-распределителя для топлива, при этом ухудшение характеристик регулятора ...

СПОСОБ (ВАРИАНТЫ) И СПОСОБ УКАЗАНИЯ УХУДШЕНИЯ РАБОТЫ СИСТЕМЫ ТРАНСПОРТНОГО СРЕДСТВА

... 1. Способ, включающий в себя этап, на котором:для каждого из участков высокого и низкого давлений топливной системы, включающей в себя газовое топливо, указывают ухудшение работы на основании потери массы из топливной системы, причем потеря массы основана на отдельном отслеживании массы топлива на каждом из участков на основании соответствующих температур и давлений в первый и второй моменты вслед за состоянием выключения двигателя.2. Способ по п. 1, в котором газовое топливо является топливом CNG.3. Способ по п. 1, в котором состояние выключения двигателя включает в себя прекращение сгорания газового топлива.4. Способ по п. 1, в котором состояние выключения двигателя включает в себя двигатель в состоянии покоя.5. Способ по п. 1, в котором состояние выключения двигателя включает в себя состояние выключения транспортного средства.6. Способ по п. 5, в котором первый момент составляет более 3 часов после остановки двигателя.7. Способ по п. 6, в котором второй момент составляет более 24 часов ...

РЕГУЛИРОВАНИЕ ПРОЦЕССА СГОРАНИЯ ПРИ ИНИЦИИРОВАНИИ ОДНОРОДНОГО СГОРАНИЯ СВОБОДНЫМИ РАДИКАЛАМИ (ИОССР) ИЛИ ЧАСТИЧНОМ ИОССР В ЦИКЛИЧЕСКИХ ДВИГАТЕЛЯХ ВНУТРЕННЕГО СГОРАНИЯ

... 1. Способ управления снижением необходимого количества тепла и необходимой концентрации топлива по отношению к кислороду для воспламенения топлива внутри основной камеры сгорания в двигателе, предусматривающий: ! создание ряда компонентов воспламенения свободными радикалами по меньшей мере в одном предварительном цикле сгорания по меньшей мере в одной вспомогательной камере, соединенной с основной камерой сгорания в двигателе, причем указанные компоненты воспламенения свободными радикалами создаются по меньшей мере одним химико-кинетическим механизмом, запускаемым взаимодействием ОН с компонентами воспламенения свободными радикалами; ! направление части созданных компонентов со свободными радикалами в основную камеру сгорания; ! управление накапливанием указанной части компонентов со свободными радикалами и произведенных в основной камере сгорания компонентов со свободными радикалами, имеющее целью контролировать этап воспламенения топлива в основной камере сгорания. ! 2. Способ по п.1, ...

СПОСОБ РАБОТЫ ДВИГАТЕЛЯ (ВАРИАНТЫ)

... 1. Способ работы двигателя, включающий в себя этапы, на которых:регулируют количество воздуха, вводимого в двигатель, в ответ на выходной сигнал датчика температуры в воздухозаборнике двигателя; ирегулируют количество воздуха, вводимого в двигатель, в ответ на температуру газообразного топлива после расширения газообразного топлива, при этом температура газообразного топлива не зависит от датчика температуры.2. Способ по п. 1, в котором газообразное топливо является метаном, а воздухозаборник двигателя содержит впускное отверстие цилиндра.3. Способ по п. 1, в котором газообразное топливо является метаном, а воздухозаборник двигателя является впускным коллектором, расположенным ниже по потоку от дросселя.4. Способ по п. 1, в котором учет расширения газообразного топлива включает в себя этап, на котором учитывают эффект охлаждения, который повышает плотность воздуха, введенного в двигатель.5. Способ по п. 4, в котором учет эффекта охлаждения включает в себя этап, на котором определяют температуру ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ, В ЧАСТНОСТИ ГАЗОВЫЙ ДВИГАТЕЛЬ, ДЛЯ ТРАНСПОРТНОГО СРЕДСТВА, В ЧАСТНОСТИ ДЛЯ АВТОМОБИЛЯ ПРОМЫШЛЕННОГО НАЗНАЧЕНИЯ

ВЫСОКОТОЧНАЯ НЕПРИРЫВНАЯ ПОДАЧА ПАРОВ ТОПЛИВА ДЛЯ БОЛЬШИХ ДИНАМИЧЕСКИХ ДИАПАЗОНОВ МОЩНОСТИ

... 1. Устройство для точной регулировки потока газообразного топлива для двигателей внутреннего сгорания с искровым зажиганием, создающее регулируемый поток на основе сигнала управления двигателем, который представляет мгновенный требуемый расход для потока подаваемого газообразного топлива, включает в себяa) единый блок клапанов, определяющий впуск для потока топлива для приема потока подаваемого газообразного топлива в упомянутый единый блок клапанов, выпуск потока топлива для выпуска потока подаваемого топлива из упомянутого единого блока клапанов в двигатель внутреннего сгорания, и канал для непрерывного прохождения жидкости от упомянутого впуска для потока топлива до упомянутого выпуска потока топлива для обеспечения непрерывного потока газообразного топлива, подаваемого к двигателю внутреннего сгорания,b) клапан, содержащий по меньшей мере первую ступень регулирования потока газообразного топлива и вторую ступень регулирования потока газообразного топлива в пределах упомянутого единого ...

СПОСОБ РАБОТЫ ДВИГАТЕЛЯ (ВАРИАНТЫ) И СИСТЕМА ТРАНСПОРТНОГО СРЕДСТВА

... 1. Способ работы двигателя, включающий этапы, на которых:впрыскивают топливо с более низкой концентрацией водорода в группу цилиндров; иповышают величину впрыска топлива с более высокой концентрацией водорода в один или более специальных цилиндров для EGR в ответ на стабильность сгорания в группе цилиндров, являющуюся меньшей, чем требуемая стабильность сгорания.2. Способ по п. 1, в котором топливо с более низкой концентрацией водорода имеет более низкую концентрацию водорода, чем топливо с более высокой концентрацией водорода, при этом специальный цилиндр для EGR не находится в группе цилиндров.3. Способ по п. 1, в котором топливо с более высокой концентрацией водорода подают только в один или более специальных цилиндров для EGR.4. Способ по п. 1, в котором более низкую концентрацию водорода подают только в группу цилиндров.5. Способ по п. 1, дополнительно включающий этап, на котором подают снаружи отработавшие газы в группу цилиндров только из выпуска из одного или более специальных цилиндров ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ, В ЧАСТНОСТИ ГАЗОВЫЙ ДВИГАТЕЛЬ, ДЛЯ ТРАНСПОРТНОГО СРЕДСТВА

... 1. Двигатель внутреннего сгорания для транспортного средства, содержащийрасположенный в подводе массового потока воздуха по потоку перед устройством (8) для подмешивания топлива охладитель (6) наддувочного воздуха, иизмерительное устройство для определения массового потока (3) воздуха,отличающийся тем, чтоизмерительное устройство имеет систему датчиков (19, 20) для измерения потери давления в охладителе (6) наддувочного воздуха иизмерительное устройство содержит дополнительно вычислительный блок (21) в качестве оценочного блока, с помощью которого в хранящейся в нем модели охладителя наддувочного воздуха, в которой охладитель (6) наддувочного воздуха образует геометрически постоянный дроссель для проходящего массового потока (3) воздуха, по меньшей мере из измеренной с помощью системы датчиков (19, 20) потери давления обеспечивается возможность вычисления массового потока (3) воздуха.2. Двигатель внутреннего сгорания по п. 1, отличающийся тем, что система датчиков для измерения потери давления ...

STEUERUNGSSYSTEM FÜR EINE BRENNKRAFTMASCHINE UNTER VERWENDUNG VON BENZIN ODER METHAN ODER FLÜSSIGGAS (LPG) ALS BRENNSTOFF

Verfahren zum Betrieb eines Einspritzsystems

Die Erfindung betrifft ein Verfahren zum Betrieb eines Einspritzsystems zur Kraftstoffversorgung einer mit mehreren Kraftstoffarten betreibbaren Verbrennungskraftmaschine eines Kraftfahrzeuges. Insbesondere ist ein Verfahren zum Betrieb eines Kraftfahrzeuges beschrieben, welches wahlweise mit Benzin bzw. Diesel-Kraftstoff sowie mit LPG (Liquified Petroleum Gas) betrieben werden kann. Das Einspritzsystem weist ein erstes Steuergerät zur Steuerung der Zufuhr eines ersten Kraftstoffes und ein zweites Steuergerät zur Steuerung der Zufuhr eines zweiten Kraftstoffes auf, wobei das erste Steuergerät erste Ausgangssignale zur Steuerung von ersten Injektoren für den ersten Kraftstoff und das zweite Steuergerät zweite Ausgangssignale zur Steuerung zweiter Injektoren für den zweiten Kraftstoff generiert, wobei jeweils folgende Schritte ablaufen: Generieren eines zweiten Ausgangssignals aus einem ersten Ausgangssignal; Prüfen des zweiten Ausgangssignals mit einer Prüfbedingung; und Korrigieren des ...

Vorrichtung zum Betrieb eines Verbrennungsmotors

Vorrichtung (A) zum Betrieb eines Verbrennungsmotors (B), gekennzeichnet durch - einen Gaserzeuger (A1) mit einer über ein erstes Steuergerät (3) einstellbaren Elektrolysezelle (1) zur Erzeugung von Brown Gas (12), und - eine Gasanlage (A2) mit über ein zweites Steuergerät (19) einstellbare Einblasmittel (18) für Brown Gas (12) in die Zylinder des Verbrennungsmotors, wobei vom zweiten Steuergerät (19) für die Bestimmung der Einblasmengen und/oder Einblaszeiten von Brown Gas (12) der Lastzustand des Verbrennungsmotors erfasst und abhängig davon die Einblasmittel (18) und die Elektrolysezelle (1) über das erste Steuergerät (3) angesteuert werden.

Brennkraftmaschine

Brennkraftmaschine, nämlich Otto-Gasmotor, zum Verbrennen eines relativ mageren Brennstoffgemischs aus gasförmigem Kraftstoff und Luft, mit mindestens einem Zylinder (10), wobei der oder jede Zylinder (10) einen Brennraum (11) definiert, der auf einer Seite durch einen hubbeweglich gelagerten Kolben (12) des Zylinders und auf einer gegenüberliegenden Seite durch ein Flammdeck (13) begrenzt ist, wobei in das Flammdeck (13) mindestens ein Einlassventil (15, 16) für das Brennstoffgemisch aus gasförmigem Kraftstoff und Luft und mindestens ein Auslassventil (17, 18) für Abgas eingebracht ist, wobei über das Flammdeck (13) verteilt mehrere Zündeinrichtungen (21) positioniert sind, die dem Zünden des Brennstoffgemischs direkt im Brennraum (11) des jeweiligen Zylinders (10) dienen.

Verfahren und System für die Kraftstoffübergangssteuerung

Es werden Verfahren zum Verringern der Kraftstoffübergangsprobleme in einem Mehrstoff-Kraftmaschinensystem bereitgestellt. Wenn von der gemeinsamen Kraftstoffbeaufschlagung mit einem ersten Kraftstoffaufteilungsverhältnis zu der gemeinsamen Kraftstoffbeaufschlagung mit einem alternativen Kraftstoffaufteilungsverhältnis übergegangen wird, wird die Änderung des Kraftstoffaufteilungsverhältnisses über mehrere Kraftmaschinenzyklen allmählich kontinuierlich geändert. Dies verringert die Probleme der Verbrennungsstabilität und das Störungspotential eines umfassenden Kraftstoffwechsels.

Verfahren zum Betreiben einer selbstzündenden Brennkraftmaschine und selbstzündende Brennkraftmaschine

Es wird ein Verfahren zum Betreiben einer selbstzündenden Brennkraftmaschine (10), die mit einem ersten Kraftstoff und/oder mit einem zweiten Kraftstoff betreibbar ist, offenbart. In dem Verfahren wird in einer Betriebsart die Brennkraftmaschine in einem ersten Teilbereich (58) von möglichen Last-Drehzahl-Werten mit einem Gemisch aus dem ersten und dem zweiten Kraftstoff im Wesentlichen stöchiometrisch betrieben. In einem zweiten Teilbereich (60) von möglichen Last-Drehzahl-Werten, der vom ersten Teilbereich (58) verschieden ist, wird die Brennkraftmaschine nur mit dem ersten Kraftstoff betrieben.

Gasmotor

Motorsteuerungssystem mit kraftstoffbasierter Zeitsteuerung

Es wird ein Steuerungssystem (125) für einen Motor (105) mit einem Zylinder (135) offenbart, wobei das Steuerungssystem ein zum Regeln einer Fluidströmung des Zylinders bewegliches Motorventil, und einen dem Motorventil zugeordneten Aktor (202) aufweist. Das Steuerungssystem weist auch einen zum Erzeugen eines eine im Inneren des Zylinders nach Beendigung eines ersten Verbrennungsereignis verbleibende Menge einer Luft/Kraftstoffmischung angebenden Signals ausgebildeten Sensor (272) und eine mit dem Aktor und dem Sensor in Verbindung stehende Steuerung (270) auf. Die Steuerung ist zum Vergleichen der Menge mit einer Sollmenge und zum wahlweisen Regeln des Aktors zum Anpassen einer einem nachfolgenden Verbrennungsereignis zugeordneten Zeitsteuerung des Motorventils basierend auf dem Vergleich ausgebildet.

Vorkammerverbrennungssystem mit turbulentem Zündstrahl für Ottomotoren

Ein Zündsystem (10) für einen Verbrennungsmotor (12) mit mindestens einem Brennraum (22), bei dem das Zündsystem (10) ein Gehäuse (42), eine Zündvorrichtung (86), ein Einspritzventil (90) und eine Vorkammer (50) mit einer in einem Abstand vom proximalen Abschnitt (76) der Vorkammer (50) angeordnete Düse (78) besitzt. Der Zünderabschnitt (88) der Zündvorrichtung (86) und die Düse (92) des Einspritzventils (90) werden funktional im proximalen Abschnitt (76) der Vorkammer (50) gehalten und sind bündig mit ihm angeordnet. Der Zünderabschnitt (88) zündet den Kraftstoff in der Vorkammer (50) so, dass teilweise verbrannte Produkte der Vorkammer durch Öffnungen (82) in der Vorkammerdüse (28) getrieben und gelöscht, aber durch den Brennraum (22) hindurch verteilt werden, um die Hauptkraftstoffladung darin zu zünden.

Regelungsverfahren einer Motordrehzahl eines Gasmotors

Regelungsverfahren einer Motordrehzahl eines Gasmotors, welcher mittels zumindest eines elektronischen Steuergeräts (E) gesteuert wird und zusätzlich eine automatisierte Kupplung von einer elektronischen Getriebesteuerung (E) gesteuert wird. Eine Differenz zwischen einer Soll-Motordrehzahl (n_soll) und einer Ist-Motordrehzahl (n_ist) des Gasmotors wird berechnet und dient als Eingangsgröße (e) für einen Regler (R). Vom Regler (R) wird ein Soll-Motormoment (M_soll) des Gasmotors geliefert, wobei das Soll-Motormoment (M_soll) mit einer dynamischen Vorsteuerung, umfassend ein Soll-Kupplungsmoment (Mk_soll), zu einem Soll-Gesamtmoment (Mg_soll) addiert wird. Das Soll-Gesamtmoment (Mg_soll) wird an dem elektronischen Steuergerät (E) übermittelt und das elektronische Steuergerät (E) das Soll-Gesamtmoment (Mg_soll) vom Gasmotor angefordert, dabei wird ein entsprechendes Gas/Luftgemisch während einer Aufbereitungszeit (t_a) für den Gasmotor aufbereitet, wobei die Aufbereitungszeit (t_a) des Gas ...

Bivalente Brennkraftmaschine und Verfahren zum Betrieb einer bivalenten Brennkraftmaschine

Die Erfindung betrifft eine bivalente Brennkraftmaschine und ein Verfahren zum Betrieb einer bivalenten Brennkraftmaschine mit einer Abgasanlage, welche zumindest einen Katalysator aufweist, wobei die Brennkraftmaschine beim Starten mit einem flüssigen Kraftstoff betrieben und nach einer Startphase auf einen Betrieb mit einem gasförmigen Kraftstoff umgestellt wird und die Umstellung vom flüssigen zum gasförmigen Kraftstoff zu einem Umschaltzeitpunkt t₁ erfolgt, welcher in Abhängigkeit von zumindest einem Alterungsparameter des Katalysators eingestellt wird. Bei einer Veränderung des zumindest einen Alterungsparameters des Katalysators wird der Umschaltzeitpunkt t₁ entsprechend angepasst und/oder verändert.

Verfahren und eine Vorrichtung zur Regelung eines Kraftstoff-Luft-Gemischs einer mit gasförmigem Kraftstoff betriebenen Brennkraftmaschine

Verfahren zur Regelung eines Kraftstoff-Luft-Gemischs einer mit gasförmigem Kraftstoff betriebenen Brennkraftmaschine in Abhängigkeit eines jeweiligen Betriebszustands, bei dem der Kraftstoff in einem Gas-Luft-Mischer mit von der Brennkraftmaschine (1) angesaugter Brennluft gemischt und der Brennkraftmaschine (1) zugeführt wird, dadurch gekennzeichnet, dass als Gas-Luft-Mischer ein Venturi-Mischer (2) verwendet wird, dass am Gas-Luft-Mischer (2) eine dem diesen durchsetzenden Luftmassenstrom entsprechende Ist-Druckdifferenz Δpist gemessen und mit einer für den jeweiligen Betriebszustand der Brennkraftmaschine (1) vorgegebenen Soll-Druckdifferenz Δpsoll verglichen wird, dass die Soll-Druckdifferenz Δpsoll in Abhängigkeit von einer Leistungsanforderung der Brennkraftmaschine vorgegeben wird, dass die Soll-Druckdifferenz Δpsoll weiterhin in Abhängigkeit eines Absolutdrucks pabs am Venturi-Mischer (2), insbesondere in Abhängigkeit eines Absolutdrucks pabs der zugeführten Brennluft und in Abhängigkeit ...

Fuel-air control system for internal combustion engine

The circuit determines a value characteristic of the mass of air trapped in a cylinder of an internal combustion engine. It produces a dynamic model of the induction tract of the engine, which is dependent on - among other things, the rotational speed of the engine and the degree of opening of the throttle valve (11). There is also a throttle pedal position sensor (61) and an induction tract pressure sensor (15) and an air inlet temperature sensor (16). The circuit may calculate the amount of fuel needed to produce a stoichiometric mixture.

Einrichtung zum Bestimmen einer Größe, die die Luftmasse in einem Zylinder einer Brennkraftmaschine charakterisiert

System und Verfahren zur optimalen Brennstoffversorgung eines Motors

Ein Verfahren zur optimalen Brennstoffzufuhr eines Motors ist offenbart. Das Verfahren enthält das Bestimmen einer Menge von Restgasanteilen in jedem Zylinder unter einer Mehrzahl von Zylindern in dem Motor. Außerdem enthält das Verfahren das Bestimmen einer Einlassverteilertemperatur und/oder einer Abgasverteilertemperatur, eines Einlassverteilerdrucks und/oder eines Abgasverteilerdrucks und einer Menge eines ersten Brennstoffs, der in jeden Zylinder eingespritzt wird, und das Berechnen eine charakteristischen Temperatur von jedem Zylinder basierend auf der Menge von Restgasanteilen, der Einlassverteiler- und/ Abgasverteiler-Temperatur und -druck und der Menge des ersten Brennstoffs. Das Verfahren enthält außerdem das Ermitteln einer Substitutionsrate des ersten Brennstoffs für jeden Zylinder basierend auf der charakteristischen Temperatur und das Steuern der Menge des ersten Brennstoffs und/oder einer Menge eines zweiten Brennstoffs, die in jeden Zylinder basierend auf der Substitutionsrate ...

Verfahren und Vorrichtung zum Betreiben eines Gasmotors bei Betrieb mit niedriger Leistung, insbesondere in der Startphase

Verfahren zum Regeln eines Gasmotors (10) bei Betrieb mit niedriger Leistung;wobei der Gasmotor (10) wenigstens einen Zylinder und eine Vorrichtung aufweist;wobei die Vorrichtung umfasst:einen Ansaugkrümmer (38), von dem ein Ansaugkanal (56) zu dem wenigstens einen Zylinder führt;wenigstens eine Treibstoffzuführungsleitung (54), die in den Ansaugkanal (56) mündet;einen Ansaugtrakt (58), der eine erste Absperreinrichtung (64) umfasst und mit dem Ansaugkrümmer (38) verbunden ist;eine Hauptleitung (24), die mit dem Ansaugtrakt (58) verbunden und in der eine zweite Absperreinrichtung (34) angeordnet ist;eine von der Hauptleitung (24) in Strömungsrichtung vor der zweiten Absperreinrichtung (34) abgezweigte Bypassleitung (48), die mit der Treibstoffzuführungsleitung (54) verbunden ist;eine die Hauptleitung (24) mit Gas (B) versorgende Gasleitung (18) undeine den Ansaugtrakt (58) mit Luft (L) versorgende Luftzufuhrleitung, die in Strömungsrichtung zwischen der zweiten Absperreinrichtung (34) und ...

Kraftstofffördereinrichtung für eine Brennkraftmaschine, sowie ein Verfahren zur Förderung von Kraftstoff in einer Kraftstofffördereinrichtung

Kraftstofffördereinrichtung (1) für eine Kraftstoffeinspritzeinrichtung einer Brennkraftmaschine mit einem Gas-Speicher (2) zur Aufnahme eines gasförmigen Kraftstoffes, wobei der gasförmige Kraftstoff mittelbar oder unmittelbar durch eine Pumpe (3,33) in ein Hochdruckrail (11) förderbar ist. Das Hochdruckrail (11) ist mit mindestens einem Injektor (13) und einer Einrichtung zum Entleeren (17) verbunden.

Steuerungssystem und -Verfahren für Zweistoff-Kraftmaschinen mit Zylinderabschaltung

Ein Kraftmaschinen-Steuerungssystem umfasst eine Zweistoff-Verbrennungskraftmaschine, ein Kraftstoffsystem mit einer Quelle flüssigen Kraftstoffs und einer Quelle gasförmigen Kraftstoffs sowie eine Steuerung. Ferner umfasst das Kraftmaschinen-Steuerungssystem ein Flüssigkraftstoff-Regelungsmodul und mindestens ein Gaskraftstoff-Regelungsmodul, die einer ersten und zweiten Untergruppe von Zylindern zugeordnet sind, wobei sie jeweils über ein Netzwerk kommunikationsfähig verbunden sind. Die Steuerung weist einen Betriebsmodus und einen Zylinderabschaltmodus auf. Im Betriebsmodus ist die Steuerung dafür konfiguriert, das Flüssigkraftstoff-Regelungsmodul und das mindestens eine Gaskraftstoff-Regelungsmodul anzuweisen, die mehreren Zylinder in einem Zweistoffmodus zu betreiben. Im Zylinderabschaltmodus vollzieht die Steuerung bei den mehreren Zylindern über eine Auslaufphase einen Übergang zum Nur-Flüssigkraftstoff-Modus, schaltet die erste Untergruppe von Zylindern ab und vollzieht dann bei ...

Verfahren zum Betreiben einer quantitätsgeregelten Brennkraftmaschine und quantitätsgeregelte Brennkraftmaschine

Verfahren zum Betreiben einer quantitätsgeregelten Brennkraftmaschine (1) mit mindestens zwei Zylindern (5, 5’), mit folgenden Schritten: – Ermitteln eines momentanen Betriebszustands; – Bestimmen einer Anzahl abzuschaltender Zylinder (5, 5’) oder Zylindergruppen (15, 15’) abhängig von dem momentanen Betriebszustand; – Deaktivieren oder deaktiviert Halten einer Brennstoffzufuhr für mindestens einen abzuschaltenden Zylinder (5, 5’) oder mindestens eine Zylindergruppe (15, 15’), wenn mindestens ein Zylinder (5, 5’) oder mindestens eine Zylindergruppe (15, 15’) abgeschaltet werden soll, und – Öffnen eines dem mindestens einen Zylinder (5, 5’) oder der mindestens einen Zylindergruppe (15, 15’) zugeordneten Strömungsbeeinflussungselements (17, 17’) für eine Frischmassenzufuhr zu dem mindestens einen abzuschaltenden Zylinder (5, 5’) oder der mindestens einen abzuschaltenden Zylindergruppe (15, 15’), wobei – ein in einem einen Abgasturbolader (21) überbrückenden Fluidpfad (37) angeordnetes Ventilelement ...

Verfahren und Steuerungseinrichtung zur Funktionsüberprüfung von Zündfluid-Injektoren

Verfahren zur Funktionsüberprüfung von Zündfluid-Injektoren (13) eines Motors, insbesondere eines Dual-Fuel-Motors, wobei der Motor mehrere Zylinder (2) und ein Zündfluid-Einspritzsystem mit einer für mehrere Zylinder gemeinsamen Zündfluid-Förderpumpe (16), mit einem für die mehreren Zylinder gemeinsamen Zündfluid-Speicher (22) und mit für die mehreren Zylinder individuellen Zündfluid-Injektoren (13) umfasst, wobei zunächst alle Zündfluid-Injektoren (13) des Zündfluid-Einspritzsystems minimal bestromt werden und weiterhin die Zündfluid-Förderpumpe derart betrieben wird, dass im Zündfluid-Speicher (22) ein definierter Druck aufgebaut wird, wobei hierbei der Druck des Zündfluid-Speichers (22) als Referenzdruck und/oder eine Saugdrosselstellung der Zündfluid-Förderpumpe (16) als Referenzsaugdrosselstellung ermittelt werden; wobei darauffolgend an einem ersten Zündfluid-Injektor (13) für eine definierte Zeitdauer die Bestromung erhöht wird, während und an allen anderen Zündfluid-Injektoren ...

Verfahren zur Betriebsartschaltung eines Verbrennungsmotors

Das erfindungsgemäße Verfahren zur Betriebsartschaltung eines Verbrennungsmotors (1), wobei der Verbrennungsmotor (1) mit einem Primärkraftstoff und mindestens einem Alternativkraftstoff betrieben werden kann, und wobei mindestens einer der Alternativkraftstoffe gasförmig vorliegt, umfasst den Schritt: a) Ermitteln eines Kondensationszustandes des gasförmigen Alternativkraftstoffes.

Verfahren zum Betrieb eines Verbrennungsmotors und Verbrennungsmotor

Die Erfindung betrifft ein Verfahren zum Betrieb eines als Selbstzünder arbeitenden Verbrennungsmotors (1) im Zweistoffbetrieb, wobei der Verbrennungsmotor (1) wenigstens einen Verbrennungsraum (36) umfasst und wobei ein Flüssigkraftstoff (15) und ein Gaskraftstoff (9) verbrannt werden. Hierbei wird in wenigstens einem Leistungspunkt des Verbrennungsmotors (1) bei gleichbleibender Masse von zugeführtem Flüssigkraftstoff (15) und bei gleichbleibender Masse von zugeführtem Gaskraftstoff (9) eine dem Verbrennungsraum (36) zugeführte Masse an Verbrennungsluft (12) gegenüber einer in dem Leistungspunkt maximal zuführbaren Masse an Verbrennungsluft (12) derart reduziert, dass ein Betriebspunkt des Verbrennungsmotors (1) unter Beibehaltung des Leistungspunktes von einem ersten Lambdawert in Richtung eines zweiten Lambdawerts verschoben wird, der kleiner als der erste Lambdawert ist.

Verfahren zum Steuern des Startens eines Fahrzeugs

Verfahren zum Steuern des Startens eines Fahrzeugs, welches aufweisen kann einen Zündschalter-an/aus-Ermittlungsschritt S10 des Ermittelns, ob ein Zündschalter im an-Zustand oder im aus-Zustand ist, und einen Beseitigungsschritt (S20) des Beseitigens von Vereisung, die in einem Injektor zur Kraftstoffeinspritzung erzeugt ist, durch zwangsweises Betätigen des Injektors für vorbestimmte Male für eine vorbestimmte Zeitdauer, wenn es ermittelt ist, dass der Zündschalter in einem an-Zustand ist.

VERFAHREN UND VORRICHTUNG FUR NICHT-VERSCHMUTZENDES KALTANLASSEN VON VERBRENNUNGSMOTOREN

Verfahren zu dem Überwachen der Verbrennung in einer Verbrennungseinrichtung

Verfahren zum Betrieb eines Gasmotors

Verfahren zur Regelung eines stationären Gasmotors

Die Erfindung schlägt ein Verfahren zur Regelung eines stationären Gasmotors (1) vor, bei dem eine Drehzahl-Regelabweichung aus einer Soll-Drehzahl (nSL) sowie einer Ist-Drehzahl (nIST) berechnet wird, aus der Drehzahl-Regelabweichung über einen Drehzahlregler als Stellgröße ein Soll-Moment bestimmtrom bestimmt wird, bei dem ein Gemisch-Drosselklappenwinkel (DKW1, DKW2) zum Festlegen eines Gemisch-Volumenstroms sowie eines Ist-Gemischdrucks (p1(IST), p2(IST)) in einem Receiverrohr (12, 13) vor den Einlassventilen des Gasmotors (1) in Abhängigkeit des Soll-Volumenstroms festgelegt wird und bei dem ein Gas-Drosselklappenwinkel zum Festlegen eines Gas-Volumenstroms als Gasanteil in einem Gas-Luftgemisch ebenfalls in Abhängigkeit des Soll-Volumenstroms festgelegt wird.

Fuel injection system for internal combustion engines

A fuel injection system is connected electrically and hydraulically to improve the combustion efficiency and emissions of an internal combustion engine configured to be fuelled with a primary lower octane fuel and a controlled quantity of a secondary higher octane fuel 24. A method of supplying the secondary fuel includes the steps of determining the primary fuel flow rate for an engine combustion cycle, processing engine or primary fuel injection signals to obtain timing, determining the engine speed, measuring the secondary fuel pressure 26 and temperature 27 at the fuel inlet, computing a quantity of the secondary fuel, providing an injector signal for a proportional valve 22 to supply said calculated quantity of secondary fuel and injecting said secondary fuel either as a single point injection at an air intake into an inlet manifold or sequentially at close proximity to an inlet valve for each chamber of the engine.

Method of operating an engine

A method for operating an engine 100, the engine includes an intake conduit 110 configured to supply air to the engine, a primary air supply unit 102 configured to supply air to the intake conduit 110, a secondary air supply unit 104 configured to selectively supply air to the intake conduit 110; the method discloses selectively controlling supply of air from the secondary air supply unit 104 to the intake conduit 110 such that air fuel ratio is maintained between a first threshold value and second threshold value during increase in engine load. The primary air supply unit 102 may comprise a compressor 106 and the secondary air supply unit 104 may comprise an air reservoir 112.

System for controlling operating of engine

Fuel Injector

Method for operating an engine

Fuel injection control system

Internal combustion engines

Method and gas fuel injection unit for operating an internal combustion engine

Disclosed is a method for operating an internal combustion engine 10 provided as a medium-speed gas engine or dual fuel engine in a gas fuel mode. The method comprises the step of directly injecting a gas fuel into a combustion chamber 14 of the engine at a maximum injection pressure that is lower than a compression-end pressure of the engine 10. A gas injection unit using the method is also disclosed.

Fuel delivery control

A method of controlling, in real-time, a supply of a second fuel to a combustion engine supplied with a first fuel is described. The method comprises the steps of: identifying a magnitude of a first operational variable, and adjusting a pre-determined base flow rate of the second fuel with reference to a look-up table. The look up table provides a percentage degree of adjustment for an identified magnitude of the first operational variable to provide a modified base flow rate of the second fuel. The application of such as method is performed by the controller 102. The first fuel may be diesel and second may be liquefied petroleum gas (LPG). The second fuel may be delivered via the air intake manifold 106. A graphical user interface (GUI) 107 such as a touch screen may also be provided to the user to illustrate the status of the engine. The fuel delivery system 101 may be retrofitted to a diesel powered engine or vehicle.

Method for Operating an Engine on a Plurality of Fuels

A method for operating an engine (10, fig.1) comprises introducing a first fuel, such as natural gas, a second fuel, such as diesel, and an oxidant, such as air, into a first engine cylinder (11, fig.1) and a second engine cylinder 25; monitoring a plurality of engine parameters 26; and adjusting a quantity of one of the first fuel, the second fuel, and the oxidant introduced to the first engine cylinder to be different from that introduced to the second engine cylinder based at least one of the plurality of monitored engine parameters. Varying relative quantities of different fuels and or an oxidant to provide a variable fuel ratio and increased fuel rate in one cylinder and a constant fuel ratio in a second cylinder is used to avoid knocking due to an incorrect air fuel ratio during a switch from steady state to transient operation of the engine.

Internal combustion engine fuel injection system

A method for improving the combustion efficiency of an internal combustion engine using an add-on fuel system by adding a quantity of higher octane fuel to a lower octane fuel comprises the steps of determining the maximum proportion of higher octane fuel calibrated by the onset of engine knock for a given engine, measuring the quantity of the lower octane fuel for each engine cycle, computing a proportional and consistent quantity of the higher octane fuel according to the calibrated proportion value and providing an injector signal to supply the higher octane fuel in the correct proportion for the current engine cycle or the following engine cycle. The lower octane fuel may be diesel and the higher octane fuel may be petrol, liquefied petroleum gas (LPG), compressed natural gas (CNG), liquid natural gas (LNG), methane or hydrogen.

Combustion system comprising an electrolyser

System and method for detecting intake manifold combustion

A method comprising monitoring, with at least one sensor 342, 344, 346, 348 in communication with a controller (2, Fig. 2), at least one parameter in an intake manifold 320 of an engine; detecting by the controller (2, Fig. 2), a combustion event in the intake manifold 320 based on output from the at least one sensor 342, 344, 346, 348 and limiting a peak pressure in the intake manifold 320 in response to detecting the combustion event; Systems including a plurality of sensors 342, 344 coupled to the intake manifold 320 and operative to detect at least one parameter in the intake manifold 320, and an engine control module or controller (2, Fig. 2) in communication with the plurality of sensors 342, 344, 346, 348, the controller (2, Fig. 2) being operative to detect a combustion event in the intake manifold 320 based on output from at least one sensor of the plurality of sensors 342, 344, 346, 348, and initiate a control event to limit a peak pressure in the intake manifold 320 in response ...

Fuel control for dual fuel engines

Systems and methods for controlling fuelling of dual fuel internal combustion engines are disclosed. The control techniques maximize the substitution rate of gaseous fuel for the liquid fuel by determining a target fuelling amount for the liquid fuel and then regulating an actual fuelling amount of the liquid fuel in response to engine speed and power variations and by modulating the flow rate of the gaseous fuel to the engine.

Staggered intake valve opening with bufurcated port to eliminate hydrogen intake backfire

Fuel injection control system

Misfire detection method and control unit of an internal combustion engine

PROCEDURE AND MECHANISM FOR ADJUSTMENT AN INTERNAL-COMBUSTION ENGINE OF MEANS OF YOUR ACHIEVEMENT AND/OR YOUR FUEL CONSUMPTION

ELECTRONIC GAS AUTOMATIC CONTROLLER WITH HIGH FLOW

Internal combustion engine

Brennkraftmaschine (1) mit einer Regeleinrichtung (2) und wenigstens einem Brennraum (3) und einem dem wenigstens einen Brennraum (3) zugeordneten Zündverstärker (4), wobei dem wenigstens einen Brennraum (3) einerseits über eine Zuführvorrichtung (5) für ein Kraftstoff-Luft-Gemisch Energie zuführbar ist und andererseits durch den zugeordneten Zündverstärker (4) Energie zuführbar ist, wobei die Regeleinrichtung (2) dazu ausgebildet ist, in einem Detektionsmodus für den wenigstens einen Brennraum (3) die Luftüberschusszahl (λ) des Kraftstoff-Luft- Gemisches zu ändern, und zumindest ein Sensor (6) vorgesehen ist, dessen Signale der Regeleinrichtung (2) zuführbar sind und dessen Signale charakteristisch für das Verbrennungsereignis im wenigstens einen Brennraum (3) sind und dass die Regeleinrichtung (2) dazu ausgebildet ist, in Abhängigkeit der vom zumindest einen Sensor (6) zugeführten Signale ein für einen Zustand des dem wenigstens einen Brennraum (3) zugeordneten zumindest einen Zündverstärkers ...

INTERNAL-COMBUSTION ENGINES AS WELL AS ENGINE CONTROLLING MEAN

Knock control method

Verfahren zur Klopfregelung einer Brennkraftmaschine (1) mit wenigstens einem Zylinder (2), dem zumindest ein Einlassventil (3) zugeordnet ist, wobei bei Auftreten von Klopfen in wenigstens einem Zylinder (2) durch Aktuieren des zu dem als klopfend erkannten Zylinder (2) zugehörigen Einlassventils (3) solchermaßen, dass die Temperatur der Ladung des als klopfend erkannten Zylinders (2) gesenkt wird, das Klopfen in dem Zylinder (2) reduziert wird.

Method and control device for operating a gas engine

Verfahren zum Betreiben eines Gasmotors (10), der mehrere Zylinder (12) umfasst, wobei jeder Zylinder (12) eine Brennkammer (24) und einen in der Brennkammer (24) geführten Kolben (13) aufweist, der über eine Pleuelstange (14) an einer Kurbelwelle (15) des Gasmotors angreift, wobei zylinderindividuell ein Brennkammerdruck in der jeweiligen Brennkammer (24) der Zylinder (12) messtechnisch erfasst wird, wobei ein Drehmoment an der Kurbelwelle (15) erfasst wird, und wobei die zylinderindividuellen Brennkammerdrücke und das Drehmoment zur Erfassung von Zündaussetzern an den Zylindern (12) derart gemeinsam ausgewertet werden, dass dann, wenn sowohl an mindestens einem Zylinder (12) ein zu geringer Brennkammerdruck als auch an der Kurbelwelle (15) eine zu geringes Drehmoment erfasst werden, auf Zündaussetzer an mindestens einem Zylinder (12) geschlossen wird.

OPTIMIZED BURN REGULATION AN INTERNAL-COMBUSTION ENGINE WITH EGR

Internal combustion engine with a direct launch structure and method for starting

Die Erfindung betrifft einen Verbrennungsmotor (1) mit einer Direktstartanordnung, und ein Verfahren zum Starten einen solchen Verbrennungsmotors (1), wobei der Verbrennungsmotor (1) eine Kurbelwelle, mindestens einen Zylinder (2) mit einem Brennraum (3) und einem Kolben (4), einen Brennstoffspeicher (5) für einen gasförmig in den Brennraum (3) einzubringenden oder eingebrachten Brennstoff und mindestens einen dem Zylinder (2) zugeordneten Gasinjektor (6) zur Einblasung, insbesondere zur Direkteinblasung, des gasförmigen Brennstoffs in den Brennraum (3) des Zylinders (2) umfasst, wobei die Direktstartanordnung eine Druckluftquelle (7), insbesondere einen Druckluftspeicher, zur Bereitstellung von Druckluft für den Direktstartvorgang umfasst, wobei die Druckluftquelle (7) während des Direktstartvorgangs, zur Einbringung der Druckluft durch den Gasinjektor (6) in den Brennraum (3), mit dem Gasinjektor (6) verbunden ist.

MECHANISM FOR THE REGULATION OF THE VERBRENNUNGSLUFTVERH|LTNISSES WITH A GAS ENGINE WITH LEAN MODE OF OPERATION

PROCEDURE FOR REGULATING AN INTERNAL-COMBUSTION ENGINE

VERFAHREN ZUR REGELUNG EINES STATIONÄREN GASMOTORS

A method for automatically controlling a stationary gas engine, where an engine speed control deviation is computed from a set engine speed (nSL) and an actual engine speed (nIST), and a set torque is determined as a correcting variable from the speed control deviation by a speed controller, where a set volume flow is determined as a function of the set torque to establish a mixture throttle angle (DKW1, DKW2) and a gas throttle angle, and where the set volume flow is varied to adjust the gas throttle angle by a correction factor.

PROCEDURE FOR THE OPERATION OF AN INTERNAL-COMBUSTION ENGINE

VERFAHREN ZUM BETREIBEN WENIGSTENS EINER VORKAMMERGEZÜNDETEN BRENNKRAFTMASCHINE

Verfahren zum Betreiben wenigstens einer vorkammergezündeten Brennkraftmaschine (1), insbesondere eines stationären Gas-Otto-Motors, mit einer Vorkammer (2) und einem der Vorkammer (2) zugeordneten Hauptbrennraum (3), wobei der Vorkammer (2) ein Gasgemisch als Spülgas (S) zugeführt wird, wobei dem Spülgas (S) ein in einem Kraftstoffreformer (4) erzeugtes Synthesegas (R) und ein Treibstoff (B2) aus einer Treibstoffquelle zugeführt werden und wobei dem Kraftstoffreformer (4) für den Reformierprozess ein Brennstoff (B1) und wenigstens ein weiterer Stoffstrom (D, L, A) zugeführt werden, wobei wenigstens ein Betriebsparameter der wenigstens einen Brennkraftmaschine überwacht wird, wobei abhängig von einer Änderung des wenigstens einen Betriebsparameters die chemische Zusammensetzung des Spülgases (S) durch eine Änderung des Massenstroms des wenigstens einen weiteren Stoffstroms (D, L, A) verändert wird.

Verfahren zum Betreiben einer funkengezündeten Brennkraftmaschine

A method for operating a spark ignited engine, including forming a combustible mixture by mixing generally homogeneously a first fuel and air and introducing this mixture into the at least one cylinder in an intake stroke, and compressing the combustible mixture with a piston in a compression stroke thereby introducing a part of the combustible mixture into a pre-chamber. During the intake and/or the compression stroke, a second fuel is introduced into the pre-chamber at an introduction-time before start of combustion, and the second fuel is of the same or different chemical composition and/or concentration with respect to the first fuel, and a spark ignites in the prechamber. An amount of second fuel and/or the chemical composition of second fuel introduced to the pre-chamber and/or spark timing of the pre-chamber and/or an in-cylinder charge temperature is chosen such that a desired duration of combustion can be achieved.

VERFAHREN ZUR REGELUNG EINES STATIONÄREN GASMOTORS

A method for automatically controlling a stationary gas engine, where an engine speed control deviation is computed from a set engine speed (nSL) and an actual engine speed (nIST), and a set torque is determined as a correcting variable from the speed control deviation by a speed controller, where a set volume flow is determined as a function of the set torque to establish a mixture throttle angle (DKW1, DKW2) and a gas throttle angle, and where the set volume flow is varied to adjust the gas throttle angle by a correction factor.

STATIONÄRE BRENNKRAFTMASCHINE

The method involves regulating a stationary internal combustion machine (1) i.e. gas engine, to a constant engine regulating value (30) by actuating an exhaust gas turbine (3) and a throttle device (7). Amount of gas fed to the combustion machine is altered based on a deviation in the engine regulating value from a reference value (31). The amount of gas is altered by actuation of the throttle device and by variation in the exhaust gas turbine such that the engine regulating value is re-set to a reference value. Independent claims are also included for the following: (1) a regulating device for a stationary internal combustion machine (2) a stationary internal combustion machine comprising a compressor device.

Dual-Fuel-Brennkraftmaschine

Duai-Fuei-Brennkraftmaschine (1) mit einer Regeleinrichtung (2) zum Regeln der Brennkraftmaschine, mit wenigstens einer Kolben-Zylinder-Einheit (3) mit einem dieser Kolben-Zylinder-Einheit (3) zugeordneten Kraftstoffinjektor (4) für einen flüssigen Kraftstoff, welcher eine Injektornadel (5) aufweist, die verschiedene Nadelpositionen einnehmen kann, mit wenigstens einer dieser Kolben-Zylinder­ Einheit (3) zugeordneten Gaszufuhreinrichtung (6) für gasförmigen Kraftstoff, wobei die Regeleinrichtung (2) dazu ausgebildet ist, den Kraftstoffinjektor (4) und die wenigstens eine Gaszufuhreinrichtung (6) individuell zur wahlweisen Dosierung der Menge an der wenigstens einen Kolben-Zylinder-Einheit (3) zugeführtem flüssigen bzw. gasförmigen Kraftstoff anzusteuern, wobei wenigstens ein mit der Regeleinrichtung (2) verbundener und der wenigstens einen Kolben-Zylinder-Einheit (3) zugeordneter Nadelsensor (7) vorgesehen ist, durch welchen ein für die Nadelposition charakteristisches Signal erfassbar ...

Method and control device for determining a gas consumption a gas fired engine

Verfahren zur Bestimmung eines Gasverbrauchs eines mit Gas betriebenen Motors (10), nämlich eines mit Gas betriebenen Gasmotors oder eines mit Gas betriebenen Dual-Fuel-Motors, wobei der Motor (10) unter Ist-Betriebsbedingungen betrieben wird und unter den Ist-Betriebsbedingungen der Ist-Gasverbrauch des Motors (10) erfasst wird, und wobei ein unter Ziel-Betriebsbedingungen zur erwartender Ziel-Gasverbrauch des Motors (10) abhängig von dem Ist-Gasverbrauch und abgängig von Abweichungen zwischen den Ist-Betriebsbedingungen und den Ziel-Betriebsbedingungen berechnet wird.

Dual Repopulating Engine

Dual-Fuel-Brennkraftmaschine mit zumindest einem Brennraum, wobei dem zumindest einen Brennraum ein Einlassventil für ein Gas-Luft-Gemisch und ein Injektor für flüssigen Kraftstoff zugeordnet ist, und einer Regeleinrichtung, welche in einem Umschaltmodus dazu ausgebildet ist, eine Umschaltung dadurch vorzunehmen, dass eine dem zumindest einen Brennraum durch eine Gas-Luft- Gemisch zugeführte Energiemenge geändert wird und eine dem zumindest einen Brennraum durch den flüssigem Kraftstoff zugeführte Energiemenge und/oder einen Zeitpunkt der Einspritzung des flüssigen Kraftstoffs geändert wird, wobei die Regeleinrichtung dazu ausgebildet ist, die Umschaltung in Abhängigkeit einer momentanen Last der Dual-Fuel-Brennkraftmaschine vorzunehmen.

Internal combustion engine with a control device

Brennkraftmaschine (1) mit einer Regeleinrichtung (C), wobei in der Brennkraftmaschine (1) ein Luft-Brennstoff-Gemisch mit einem durch die Regeleinrichtung einstellbaren Verbrennungsluftverhältnis (λ) verbrannt wird, wobei die Regeleinrichtung (C) aufweist: -einen Leistungsregelkreis, der dazu ausgebildet ist, eine Ist-Leistung (Pg) der Brennkraftmaschine (1) an eine Soll-Leistung (Pdg) der Brennkraftmaschine (1) über eine Einstellung des Lambda-Werts (λ) anzugleichen, einen NOx-Emissionsregelkreis, der dazu ausgebildet ist, über einen funktionalen Zusammenhang (2) den Ladedruck als Ersatzgröße für die NOx-Emission durch den Ladedruck beeinflussende Aktuatoren so anzusteuern, dass für jede Soll-Leistung (Pdg) der Brennkraftmaschine ein Ladedrucksollwert (Pdim) einstellbar ist.

Verfahren zum Betreiben einer funkengezündeten Brennkraftmaschine

Verfahren zum Betreiben einer funkengezündeten Brennkraftmaschine mit wenigstens einem Zylinder und einem in dem wenigstens einen Zylinder bewegbaren Kolben und wenigstens einer, mit dem wenigstens einen Zylinder verbundenen Vorkammer, wobei das Verfahren die Schritte umfasst: • Bilden eines zündfähigen Gemisches durch weitestgehend homogenes Mischen eines ersten Kraftstoffes und Luft und Einführen dieser Mischung in den wenigstens einen Zylinder, • Verdichten des zündfähigen Gemisches mit dem Kolben in einem Verdichtungstakt, Einführen eines zweiten Kraftstoffes in die Vorkammer zu einem Einführungszeitpunkt vor Beginn der Verbrennung, dadurch Schaffen einer Vorkammerladung, wobei der zweite Kraftstoff die gleiche oder eine verschiedene chemische Zusammensetzung und/oder Konzentration bezüglich des ersten Kraftstoffes aufweist, • Funkenzünden der Vorkammerladung, wobei die Emission des wenigstens einen Zylinders und/oder die durch die Verbrennung verursachte Spannung auf den wenigstens ...

Exhaust treatment system for a dual repopulating engine

Abgasnachbehandlungssystem (1) für eine Dual-Fuel-Brennkraftmaschine (2) mit wenigstens einer Abgasnachbehandlungsvorrichtung (3) zur Nachbehandlung eines von der Brennkraftmaschine (2) emittierten Abgases wobei die Brennkraftmaschine (2) mit wenigstens zwei unterschiedlichen Kraftstoffen (D, G) betreibbar ist, einer Recheneinheit (4) zur Berechnung der Mengen und Kosten eines von der Brennkraftmaschine (2) verbrauchten Kraftstoffes (D, G) und eines von der Abgasnachbehandlungsvorrichtung (3) verbrauchten Reduktionsmittels (U), wobei die Recheneinheit (4) dazu konfiguriert ist, einen Betriebspunkt der Brennkraftmaschine (2) hinsichtlich der Kosten von Kraftstoff (D, G) und Reduktionsmittel (U) anzupassen, wobei die Recheneinheit (4) dazu ausgebildet ist, eine Substitutionsrate bei der Anpassung eines Betriebspunktes der Brennkraftmaschine (2) zu berücksichtigen.

Internal combustion engine

Brennkraftmaschine (1) mit: -einer Vielzahl von Zylindern (2), in denen Brennräume ausgebildet sind, wobei jedem Brennraum eine Zündeinrichtung (3) und/oder eine Brennstoffeinbringungsvorrichtung (4) zugeordnet ist, wobei die Brennräume zur zyklischen Zündung von Brennstoff ausgebildet sind, - einer Steuer- oder Regeleinrichtung (5) zum Ansteuern oder Regeln der Zündeinrichtungen (3) und/oder Brennstoffeinbringungsvorrichtungen (4) und - wenigstens einer Messeinrichtung (6) zum Erfassen einer für jeden Zylinder (2) charakteristischen Temperatur, wobei die Steuer- oder Regeleinrichtung (5) dazu ausgebildet ist, die Zündeinrichtungen (3) und/oder Brennstoffeinbringungsvorrichtungen (4) in Abhängigkeit der Signale der wenigstens einen Messeinrichtung (6) so anzusteuern oder zu regeln, dass in wenigstens einem ausgewählten Zylinder (2) während zumindest eines Zyklus keine Zündung erfolgt.

Verfahren zum Betreiben einer funkengezündeten Brennkraftmaschine

A method includes forming a combustible mixture by mixing generally homogeneously a first fuel and air and introducing this mixture into a cylinder, compressing the combustible mixture with a piston in a compression stroke, introducing a second fuel into a prechamber at an introduction-time before start of combustion thus creating a prechamber charge, in which the second fuel being of the same or different chemical composition and/or concentration with respect to the first fuel, and spark igniting the prechamber charge. Emission of the cylinder and/or mechanical stress of the cylinder caused by the combustion are monitored. If emissions and/or mechanical stress are above respective predetermined thresholds, individually for the at least one cylinder, the chemical composition and/or the amount of second fuel introduced into the prechamber, and/or temperature of the cylinder charge and/or spark timing , are changed.

Dual-Fuel-Brennkraftmaschine

Dual-Fuel-Brennkraftmaschine (1) mit -einer Regeleinrichtung (5) zum Regeln der Brennkraftmaschine (1), -wenigstens einer Kolben-Zylinder-Einheit (2), - wenigstens einem dieser Kolben-Zylinder-Einheit (2) zugeordneten Kraftstoffinjektor (3) für einen flüssigen Kraftstoff, - wenigstens einer dieser Kolben-Zylinder-Einheit (2) zugeordneten Gaszufuhreinrichtung für gasförmigen Kraftstoff (4), wobei die Regeleinrichtung (5) einen Pilotbetriebsmodus aufweist, in welchem der flüssige Kraftstoff als Pilotkraftstoff eingebracht wird, wobei die Regeleinrichtung (5) im Pilotbetriebsmodus einen Transientenmodus aufweist, in welchem in einer Expansionsphase der Kolben-Zylinder-Einheit (2) durch den Kraftstoffinjektor (3) der Kolben-Zylinder-Einheit (2) flüssiger Kraftstoff zugeführt wird.

Brennkraftmaschine

Brennkraftmaschine, mit einem Zylinderkopf (1) und wenigstens einer Kolben-Zylinder- Einheit, in welcher in einem Zylinder (2) ein Kolben (3) zwischen einer unteren und einer oberen Totpunktlage bewegbar ist, wobei im Zylinder (2) durch den Kolben (3) und den Zylinderkopf (16) ein Hauptbrennraum (12) ausgebildet ist, der mit einer Vorkammer (4) in Verbindung steht, die ein Vorkammergasventil (5) aufweist und wobei Ein- und Auslassventile (6, 7) des Hauptbrennraums (12) durch einen Aktuator (8) betätigt sind, wobei das Vorkammergasventil (5) mit einer Quelle für ein Gas-Luft-Gemisch verbunden ist und die Vorkammerladung aus einem Gas-Luft-Gemisch mit einem Lambda größer als 1 ,2, bevorzugt größer als 1,5, besonders bevorzugt größer als 1,7 besteht und dass der Aktuator (8) derart konfiguriert ist, dass das Einlassventil (6) schließt, bevor der Kolben (3) die untere Totpunktlage erreicht, wobei der Kolben (3) als Flachkolben ausgeführt ist.

Verfahren zur Regelung einer Brennkraftmaschine

Verfahren zur Regelung einer Brennkraftmaschine (1), wobei bei einer mit einer Vorkammer (2) versehenen Kolben-Zylinder-Einheit (3) die der Vorkammer (2) zugeführte Menge an Treibgas an eine Verstellung der Betätigungscharakteristik eines Einlass- und/oder Auslassventils (4, 5) der Kolben-Zylinder-Einheit (3) angepasst wird.

Dual Repopulating Engine

Dual-Fuel-Brennkraftmaschine mit zumindest einem Brennraum (B), wobei dem zumindest einen Brennraum (B) ein Einlassventil für ein Gas-Luft-Gemisch (R) und ein Injektor (I1 bis I4) für flüssigen Kraftstoff zugeordnet ist und einer Regeleinrichtung, welche in einem Umschaltmodus dazu ausgebildet ist, eine Umschaltung dadurch vorzunehmen, dass eine dem zumindest einen Brennraum (B) durch das Gas-Luft-Gemisch (R) zugeführte Energiemenge geändert wird und eine eingespritzte Menge an flüssigem Kraftstoff und/oder ein Zeitpunkt der Einspritzung des flüssigen Kraftstoffs geändert wird, und einem Sensor (13), dessen Signale charakteristisch sind für ein im zumindest einen Brennraum auftretendes Klopfen, wobei die Regeleinrichtung dazu ausgebildet ist, die Umschaltung unter Auswertung der Signale des Sensors (13) vorzunehmen, wobei die Regeleinrichtung dazu ausgebildet ist, die Auswertung der Signale des Sensors (13) unter Berücksichtigung der in den zumindest einen Brennraum eingespritzten Menge ...

Motorsteuergerät

Motorsteuergerät (16) einer Brennkraftmaschine, insbesondere einer mit Diesel oder mit Schweröl oder mit Gas betriebenen Brennkraftmaschine, wobei die Brennkraftmaschine eine Kraftstoffversorgungsanlage, insbesondere eine Common-Rail Kraftstoffversorgungsanlage, mit Magnetaktuatoren aufweist, wobei das Motorsteuergerät (16) Mittel (17, 18, 19) umfasst, um im Stillstand der Brennkraftmaschine bei druckloser Kraftstoffversorgungsanlage automatisch einen Istwert mindestens einer magnetischen Kenngröße mindestens eines Magnetaktuators (15) zu ermitteln und derart auszuwerten, dass'das Motorsteuergerät (16) dann, wenn der jeweilige Istwert von einem entsprechenden Sollwert um weniger als einen vorbestimmten Betrag abweicht, automatisch auf einen ordnungsgemäß arbeitenden Magnetaktuator schließt, wohingegen das Motorsteuergerät (16) dann, wenn der jeweilige Istwert vom entsprechenden Sollwert um mehr als einen vorbestimmten Betrag abweicht, automatisch auf einen nicht ordnungsgemäß arbeitenden ...

Dual Repopulating Engine

Dual-Fuel-Brennkraftmaschine mit zumindest einem Brennraum, wobei dem zumindest einen Brennraum ein Einlassventil für ein Gas-Luft-Gemisch und ein Injektor (I1 bis I4) für flüssigen Kraftstoff zugeordnet ist und einer Regeleinrichtung, welche in einem Umschaltmodus dazu ausgebildet ist, eine Umschaltung dadurch vorzunehmen, dass eine dem zumindest einen Brennraum durch das Gas-Luft- Gemisch zugeführte Energiemenge geändert wird und eine eingespritzte Menge an flüssigem Kraftstoff und/oder ein Zeitpunkt der Einspritzung des flüssigen Kraftstoffs geändert wird, und einem Sensor, dessen Signale charakteristisch sind für ein im zumindest einen Brennraum auftretendes Klopfen, wobei die Regeleinrichtung dazu ausgebildet ist, die Umschaltung unter Auswertung der Signale des Sensors vorzunehmen, wobei die Regeleinrichtung dazu ausgebildet ist, die Auswertung der Signale des Sensors unter Berücksichtigung der in den zumindest einen Brennraum eingespritzten Menge an flüssigem Kraftstoff vorzunehmen ...

PROCEDURE FOR THE REGULATION OF THE POLLUTANT REDUCTION WITH GAS ENGINES.

PROCEDURE FOR REGULATING AN INTERNAL-COMBUSTION ENGINE

Use of pressurized fuels in an internal combustion engine

An amount of inlet air can be delivered to a combustion volume of an internal combustion engine via an air inlet port, and delivery of an amount of a fuel from a compressed fuel reservoir to the combustion volume can be controlled via a pressurized fuel inlet port positioned to the deliver the amount of the fuel directly into the combustion volume separately from the air inlet port. The amount of the fuel can be controlled relative to the amount of the inlet air to create an air-fuel mixture within the combustion volume having a target air/fuel ratio. In other aspects, a vehicle chassis can be designed to incorporate a compressed fuel reservoir as a structural part of the chassis. Methods, system, and articles of manufacture relating to these features are described.

Variable gas substitution for duel fuel engine and method

A system having an internal combustion engine connected to a driven device includes primary and secondary fuel supplies. A primary fuel supply sensor is configured to provide a primary fuel supply signal indicative of a rate of supply of a primary fuel to the engine through the primary fuel supply. A secondary fuel supply sensor is configured to provide a secondary fuel supply signal indicative of a rate of supply of a secondary fuel to the engine through the secondary fuel supply. A power output sensor measures a parameter indicative of a power output of the driven device and provides a power output signal. An electronic controller receives the primary and secondary fuel supply signals and the power output signal, and determines a characteristic of the secondary fuel based on the primary and secondary fuel supply signals and the power output signal.

Apparatus and Method for Controlling a Multi-Fuel Engine

A dual-fuel engine has a primary fuel supply and a secondary fuel supply, the primary and secondary fuels being arranged in use to mix with each other and with air for combustion in one or more cylinders of the engine. The supply of both the primary and secondary fuels is arranged to be actively managed in accordance with a desired engine performance characteristic by an electronic controller. In one arrangement the supply of a primary fuel is arranged to be actively reduced when a secondary fuel is supplied to the engine.

Fuel control apparatus for internal combustion engine

A fuel control apparatus ( 100 ) for an internal combustion engine in a vehicle, the vehicle provided with: the internal combustion engine ( 200 ) provided with a fuel supply apparatus ( 208, 209 ) capable of supplying, as fuel, first fuel (liquid fuel) and second fuel (CNG) in which amount of a reducing agent in an exhaust air under an rich air-fuel ratio is greater than that in the first fuel; and an exhaust purification apparatus ( 300, 400 ) disposed in an exhaust passage of the internal combustion engine, the fuel control apparatus provided with: a first controlling device for controlling the fuel supply apparatus such that the supply of the fuel is temporarily stopped under a predetermined condition; and a second controlling device for controlling the fuel supply apparatus such that the second fuel is supplied as the fuel and such that an exhaust air-fuel ratio is the rich air-fuel ratio, if the supply of the fuel is restarted from a state in which the supply of the fuel is temporarily stopped.

Exhaust purification device of internal combustion engine

An ambient NO x adsorption catalyst that can adsorb NO x contained in an exhaust gas in the presence of CO under standard conditions is placed in an engine exhaust gas passage, in an internal combustion engine. Until an engine post-initiation catalyst is activated, the amounts of a high-boiling-point hydrocarbon and an unsaturated hydrocarbon that are contained in the exhaust gas flowing into the catalyst are reduced so that the NO x -adsorbing activity cannot be deteriorated by the adhesion activity of the hydrocarbons while maintaining the CO concentration in the exhaust gas flowing into the catalyst at a level higher than the concentration required for the adsorption of NO x .

Method and system for estimating fuel composition

Methods and systems are provided for operating a fuel system configured to deliver a gaseous fuel to an engine. Following tank refilling, the fuel composition is selectively updated based on fuel tank pressure, temperature, and air content data. When the engine is subsequently restarted, the fuel rail is primed for a duration based on the updated composition.

System and method for closing a tank valve

A method for closing a storage tank valve in response to leaks in a fuel line or fuel rail and emptying the tank of a vehicle when no leaks are detected is described. The method includes comparing a tank pressure to a fuel line or fuel rail pressure in order to detect leaks therein and further includes using a dedicated tank pressure sensor to measure the gaseous pressure of the storage tank, and thereby the amount of fuel remaining. In response to leaks in the fuel system, a controller may close an electronic solenoid valve, which reinforces a mechanical excess flow valve, to block the flow of fuel and prevent fuel loss from the gaseous storage tank.

Pipe with vibrational analytics

A system is disclosed that includes a pipe and a device for measuring and storing vibration data related to the use of the pipe and its remaining lifespan. The data can be collected wirelessly using a radio frequency device.

Remote monitoring unit with various sensors

A sensor device can comprise at least one sensor operatively coupled to a controller, wherein the controller is configured to receive a measured input from the at least one sensor; and a wireless communication device coupled to the controller. Further, the wireless communication device can be configured to communicate with a coordinator. In various embodiments, the at least one sensor can include a volume sensor, a flow meter sensor, a total dissolved solids sensor, an infrared thermal monitor, an air quality sensor, or any combination thereof.

Gas Engine System with Detection Function of Abnormality Occurrence of Gas Pressure Detection Mechanism

A gas engine system has a control unit including: a first determination section for determining, as a first determination, whether the gas pressure is a low pressure less than a predetermined pressure, while the control device recognizes the gas valve is closed; a second determination section for determining, as a second determination, whether the gas pressure is a high pressure equal to or more than the predetermined pressure, while the control device recognizes that the gas valve is open, if the first determination determines the gas pressure is the low pressure; a start-up section for performing the first and second determinations before start of engine operation when receiving a start-up command; and an operation start section for opening the valve and starting the engine, if the first determination determines the gas pressure is the low pressure, and if the second determination determines the pressure is the high pressure.

CONTROLLER FOR ENGINE

A bi-fuel engine is selectively operable in a first operation mode that uses liquid fuel and a second operation mode that uses gas fuel. A controller for the engine is configured to start a depressurizing process that supplies at least one of the cylinders with gas fuel as pressure of the gas fuel becomes greater than or equal to an initiation determination value when the engine is operating in the first operation mode. 1. A controller for a bi-fuel engine , wherein the engine includes a plurality of cylinders and is selectively operable in a first operation mode that uses liquid fuel and a second operation mode that uses gas fuel ,wherein the controller is configured to start a depressurizing process that supplies at least one of the cylinders with the gas fuel if a pressure of the gas fuel becomes greater than or equal to an initiation determination value when the engine is operating in the first operation mode.2. The controller according to claim 1 , wherein the controller is configured to terminate the depressurizing process when the pressure of the gas fuel becomes less than a termination determination value that is smaller than the initiation determination value.3. The controller according to claim 1 , wherein the controller is configured to terminate the depressurizing process when a specified time elapses from when the depressurizing process is initiated.4. The controller according to claim 1 , whereinthe engine includes an injection valve and a gas fuel supply system that supplies gas fuel to the injection valve,the gas fuel system includes a delivery pipe that supplies gas fuel to the injection valve and a regulator that supplies the delivery pipe with pressure-regulated gas fuel, andthe controller is configured to allow the delivery pipe to be supplied with the pressure-regulated gas fuel from the regulator.5. The controller according to claim 4 , wherein the controller is configured to terminate the depressurizing process when the pressure of the gas ...

Limp home capable dual fuel engine and machine using same

A dual fuel engine powers a machine by burning natural gas and liquid diesel fuel. When operating in a low load mode, some of the engine cylinders are fueled with a high ratio of diesel/gas, and the remaining cylinders are unfueled. When operating in a high load mode, all of the engine cylinders are fueled with a low ratio of diesel/gas. When operating in a limp home mode, the fuel injectors are configured to inject only diesel fuel into all of the plurality of engine cylinders.

Gas substitution control system and method for bi-fuel engine

A gas substitution ratio control system varies natural gas flow to a bi-fuel engine based on detected diesel flow to maintain a desired gas substitution ratio (GSR), without any requirement to sense engine load. In other words, GSR is controlled without monitoring engine load level. In one system, an engine is first calibrated to map actual gas and diesel flows to provide the correct GSR for all engine loads. The calibration data is then stored and diesel flow rate is monitored. The current detected diesel flow rate is used to determine the required gas flow rate for correct GSR. Gas flow to the engine is then adjusted to correspond to the required gas flow rate. Other embodiments meter gas to maintain the diesel flow rate at the same minimum level for all loads, or meter gas and diesel fuel flows to match a map of the limiting fuel energy based GSR (gas fuel energy rate/total fuel energy rate) at all loads for each engine model.

Multi-fuel system for internal combustion engines

In a multi-fuel system for diesel engines, natural gas is mixed with diesel fuel and conditioned in a mixing chamber before being injected into the mixing chamber of the engine. Filtered blow-by gas may also be introduced into the combustion chamber. A computerized controller is used to determine and control the proportion of diesel fuel, natural gas fuel, the mixing and conditioning of these fuels, and the supply of filtered blow-by gas.

METHOD OF SUPPLYING FUEL TO ENGINE

A method for supplying fuel to an engine is disclosed. The method may include regulating a gas admission valve disposed between a gaseous fuel line and a cylinder intake port to reduce flow of gaseous fuel to the cylinder. The method may also include closing a shut-off valve disposed between a gaseous fuel reservoir and the gaseous fuel line to restrict flow of gaseous fuel from the gaseous fuel reservoir to the gaseous fuel line. Further, the method may include actuating an inert gas inlet valve disposed between an inert gas reservoir and the gaseous fuel line to supply inert gas to the gaseous fuel line and flush the gaseous fuel in the gaseous fuel line into the cylinder via the gas admission valve. Additionally, the method may include closing the inert gas inlet valve to restrict supply of inert gas to the gaseous fuel line. 1. A method for supplying fuel to a dual fuel engine or a gaseous fuel engine , the method comprising:regulating a gas admission valve disposed between a gaseous fuel line and an intake port of a cylinder of the engine to reduce flow of gaseous fuel to the cylinder;closing a shut-off valve disposed between a gaseous fuel reservoir and the gaseous fuel line to restrict flow of gaseous fuel from the gaseous fuel reservoir to the gaseous fuel line;actuating an inert gas inlet valve disposed between an inert gas reservoir and the gaseous fuel line to supply inert gas to the gaseous fuel line and to flush gaseous fuel remaining in the gaseous fuel line into the cylinder via the gas admission valve; andclosing the inert gas inlet valve to restrict supply of inert gas to the gaseous fuel line.2. The method of claim 1 , wherein regulating the gas admission valve comprises actuating the gas admission valve to decrease an opening duration of the gas admission valve.3. The method of claim 1 , further comprising:opening the gas admission valve during the supply of inert gas to the gaseous fuel line;supplying liquid fuel into the cylinder of the engine ...

METHOD AND SYSTEM FOR ESTIMATING FUEL SYSTEM INTEGRITY

Methods and systems are provided for operating a fuel system configured to deliver a gaseous fuel to an engine. While the engine is shutdown, diagnostic routines may be performed to identify fuel system leaks or breaches. When the engine is subsequently restarted, fuel rail pre-priming is adjusted based on the presence of fuel system leaks. 1. A method for an engine operating on a gaseous fuel , comprising:indicating fuel system degradation based on a change in each of a fuel rail pressure and a fuel tank pressure over a duration while the engine is shutdown; andresponsive to the indication, disabling pre-priming on a subsequent engine restart,wherein the gaseous fuel is a fuel that is in gaseous form at atmospheric conditions.2. The method of claim 1 , wherein the gaseous fuel is an LPG fuel.3. The method of claim 1 , wherein an electronic controller is powered up over the duration while the engine is shutdown to estimate each of the fuel rail pressure and the fuel tank pressure.4. The method of claim 1 , wherein the indicating includes claim 1 ,indicating a first, gross leak in the fuel system based on a difference between the fuel rail pressure and the fuel tank pressure being lower than a first threshold after a first shorter duration while the engine is shutdown; andindicating a second, small leak in the fuel system based on a difference between the fuel rail pressure and barometric pressure being lower than a second threshold after a second longer duration while the engine is shutdown.5. The method of claim 1 , wherein the indicating includes claim 1 , indicating a first claim 1 , gross leak in the fuel system based on a ratio of the fuel tank pressure to the fuel rail pressure after a first shorter duration while the engine is shutdown; andindicating a second, small leak in the fuel system based on a ratio of the fuel rail pressure to barometric pressure after a second longer duration while the engine is shutdown.6. The method of further comprising claim 1 , ...

SYSTEMS FOR A MULTI-FUEL CAPABLE ENGINE

Various methods and systems are provided for a multi-fuel capable engine. The system includes a liquid fuel system to deliver liquid fuel to an engine, a gaseous fuel system to deliver gaseous fuel to the engine, and a control system. The control system, during a gaseous fuel system test mode, controls the liquid fuel system and the gaseous fuel system to deliver the liquid fuel and the gaseous fuel to the engine over a range of engine operating points, and indicate degradation of the gaseous fuel system based on engine output at each of the engine operating points. 110.-. (canceled)11. The system of claim 15 , wherein the one or more gaseous fuel valves includes a bypass valve coupled across a pressure regulator.12. The system of claim 17 , further comprising a purge line coupled to the gaseous fuel supply line claim 17 , and wherein the control system is configured to open a purge line admission valve positioned in the purge line responsive to the request to vent the gaseous fuel.13. The system of claim 15 , wherein the control system is further configured to maintain the one or more gaseous fuel valves and one or more gas admission valves open for a predetermined amount of time or until a gaseous fuel detection unit positioned in a gaseous fuel supply line near the engine indicates an amount of gaseous fuel in the supply line has dropped below a threshold amount.14. The system of claim 13 , wherein the control system is configured to claim 13 , after the predetermined amount of time is reached or after the amount of gaseous fuel in the supply line has dropped below the threshold amount claim 13 , take a default action including shutting down the engine or operating in liquid fuel-only mode.15. A system claim 13 , comprising:a liquid fuel system to deliver liquid fuel to an engine;a gaseous fuel system to deliver gaseous fuel to the engine; anda control system configured to: send a request to the gaseous fuel system to deliver gaseous fuel to the engine;', 'send a ...

Control system and control method for internal combustion engine

In a control system for an internal combustion engine that can use a plurality of kinds of fuel including compressed natural gas, the invention prohibits a changeover from CNG to another fuel from being made in a period from a time when CNG is used for the first time after the start of the internal combustion engine to a time when it is determined that properties of CNG do not need to be learned, or a period from the time when CNG is used for the first time after the start of the internal combustion engine to a time when a processing of learning the properties of CNG ends.

FUEL MIXTURE SYSTEM AND ASSEMBLY

A system and attendant structural assembly operative to establish a coordinated mixture of gaseous and distillate fuels for an engine including an electronic control unit (ECU) operative to monitor predetermined engine data determinative of engine fuel requirements and structured to regulate ratios of the gaseous and distillate fuel of an operative fuel mixture for the engine. The system and assembly includes at least one mixing assembly comprising an integrated throttle body and air gas mixer directly connected to one another, wherein the throttle body is disposed in fluid communication with a pressurized gaseous fuel supply and the air gas mixer is disposed in fluid communication with a flow of intake air to a combustion section of the engine. In use, the throttle body is structured to direct a variable gaseous fuel flow directly to the air gas mixer for dispensing into the intake air flow to the combustion section. 1. A control system for establishing gaseous fuel input for an engine operative on a variable mixture of gaseous and distillate fuels , said control system comprising:a monitor, said monitor comprising a plurality of sensors disposed and structured to monitor operating parameters over variable load conditions of the engine,said plurality of sensors further comprising at least one mass airflow (MAF) sensor, at least one temperature sensor, and at least one knock sensor,an electronic control unit (ECU) configured to interpretively process data from said monitor associated with said operating parameters, andsaid ECU operative to establish a concentration of the gaseous fuel in the variable fuel mixture to comply with any of said operating parameters being monitored.2. The control system as recited in wherein one of said operating parameters comprises a mass flow rate of intake air to a combustion section of the engine.3. The control system as recited in wherein one of said operating parameters comprises an exhaust gas temperature of the engine.4. The ...

Hydrogen fuel assist device for an internal combustion engine system

A hydrogen fuel assist device for an internal combustion engine includes: a hydrogen gas generator for generating hydrogen gas; a fluid pump capable of pumping the hydrogen gas into a combustion chamber of the internal combustion engine through an air throttle valve, which is connected to the combustion chamber, at varying flow rates; and a pump controller for controlling a rotational speed of the fluid pump in response to opening degree of a fuel throttle valve connected to the combustion chamber so as to adjust the flow rate of the hydrogen gas to be supplied into the combustion chamber during operation of the internal combustion engine.

Dual-fuel diesel engine and operation method of the same

When shifting to the single combustion mode, an electromagnetic opening-and-closing valve V 1 is closed so as to block a gas fuel. Then, an electromagnetic opening-and-closing valve V 3 is opened so as to discharge the gas fuel remaining in a gas fuel supply path to the outside of the system. Then, an electromagnetic opening-and-closing valve V 2 is opened so as to introduce a replacement gas from a replacement gas reservoir tank to the gas fuel supply path, thereby replacing the contents inside the gas fuel supply path with the replacement gas. After completing the replacement, the electromagnetic opening-and-closing valves V 2 and V 3 are closed. Next, the electromagnetic opening-and-closing valve V 2 is opened and the replacement gas is injected from the gas fuel injectors to a combustion chamber.

SYSTEMS AND METHODS FOR REGULATING FUEL SYSTEMS

The invention provides systems and methods for regulating, monitoring and controlling fuel distribution in a fuel system. Some embodiments provide systems and methods for regulating fuel distribution in an alternative fuel system, such as a natural gas vehicle fuel system. The fuel distribution may be regulated mechanically, electronically, or a combination thereof. In some embodiments, the fuel distribution can be regulated by a regulator for high pressure operation with a bypass path for low pressure operation.

Skip-Fire Fuel Injection System and Method

A cycle-by-cycle skip-fire fuel-injection technique for pilot-ignited engines involve skip-firing selected combustion chambers when a low load condition is determined and modulating the fuel delivery to maintain the requisite engine power, while reducing pilot fuel quantity to a predetermined minimum. Overall pilot fuel consumption is thereby reduced.

Method And System For Delivering A Gaseous Fuel Into The Air Intake System Of An Internal Combustion Engine

A method and system delivers a cryogenically stored fuel in a gaseous state into the air intake system of a gaseous fuelled internal combustion engine. The method involves measuring the pressure in the vapor space of the cryogenic storage vessel, comparing the measured pressure to a required fuel supply pressure and supplying fuel in gaseous state directly from the vapor space of the cryogenic storage vessel to the fuel delivery line that supplies fuel to the engine, when the pressure measured in the vapor space of the cryogenic storage vessel is equal to or higher than the required fuel supply pressure. The method further involves activating a cryogenic pump to deliver fuel to the internal combustion engine from the liquid space of the cryogenic storage vessel when the measured pressure in the vapor space is lower than the required fuel supply pressure. 1. A method for delivering a fuel in a gaseous state into an air intake system of a gaseous fuelled internal combustion engine , the method comprising:(a) determining a required fuel supply pressure according to an operating condition of said engine;(b) measuring pressure in a vapor space of a storage vessel which stores said fuel;(c) comparing said measured pressure to said required fuel supply pressure; and either of:(d) supplying said fuel in said gaseous state from said vapor space in said storage vessel when said measured pressure is equal to or higher than said required fuel supply pressure; or(e) activating a fuel pump and delivering fuel from a liquid space in said storage vessel when said measured pressure is lower than said required fuel supply pressure.2. The method of claim 1 , wherein determining said required fuel supply pressure comprises first determining a required engine intake pressure as a function of engine operating conditions and then adding to it a predetermined pressure threshold.3. The method of claim 2 , further comprising determining said predetermined pressure threshold as a function of ...

Air-Enriched Gaseous Fuel Direct Injection For An Internal Combustion Engine

A method for introducing a gaseous fuel into a combustion chamber of an internal combustion engine includes forming a non-ignitable mixture of the gaseous fuel and a gas including oxygen in a predefined mixture mass ratio within a predetermined range of tolerance having a pressure suitable for directly introducing the non-ignitable mixture into the combustion chamber during at least the compression stroke; and introducing the non-ignitable mixture directly into the combustion chamber.

SYSTEMS, METHODS, AND APPARATUS FOR OPERATION OF DUAL FUEL ENGINES

Systems, methods and apparatus for controlling operation of dual fuel engines are disclosed that regulate the fueling amounts provided by a first fuel and a second fuel during operation of the engine. The first fuel can be a liquid fuel and the second fuel can be a gaseous fuel. The fueling amounts are controlled to improve operational outcomes of the duel fuel engine. 149-. (canceled)50. A system , comprising:an internal combustion engine having a first cylinder and a second cylinder;a fuel system having a first fuel source comprising a diesel fuel and a second fuel system having a second fuel source comprising a gaseous fuel, each of the first cylinder and the second cylinder operationally coupled to both the first fuel system and the second fuel system; anda controller configured to interpret an engine operating value and to provide, in response to the engine operating value, at least one first fuel source command and at least one second fuel source command to the fuel system such that the fuel system provides a first ratio of the diesel fuel to the gaseous fuel in the first cylinder (d1:g1) that is distinct from a second ratio of the diesel fuel to the gaseous fuel in the second cylinder (d2:g2).51. The system of claim 50 , wherein the engine operating value comprises a fuel injector tip temperature value.52. The system of claim 51 , wherein the controller is further configured to increase the ratio d1:g1 to reduce the fuel injector tip temperature value for the injector tip in the first cylinder.53. The system of claim 52 , wherein the controller is further configured to alternate increased diesel ratios between cylinders to reduce the fuel injector tip temperature values corresponding to the injector tips in each of the various cylinders.54. The system of claim 50 , wherein the second fuel system comprises one of gaseous port injection and gaseous direct injection claim 50 , and wherein the engine operating value comprises a gaseous injector failure value ...

MONITORING THE FUNCTION OF SOLENOID VALVES FOR FUEL INJECTION SYSTEMS

The invention relates to a method () for operating a solenoid valve () for metering a fuel () in a fuel injection system (). The solenoid valve can be actuated against a restoring force () by an electromagnet (), wherein •the time curve l(t) of the current I flowing through the electromagnet () and/or the time curve U(t) of the voltage U applied to the electromagnet () are detected during at least one opening process of the solenoid valve (). The opening time tand the closing time tof the solenoid valve () are evaluated () from the time curve I(t) and/or U(t), and the actual opening duration T=t−tof the solenoid valve () is compared () with a reference value Tand/or •the mass flow dm/dt flowing through the solenoid valve () is detected () and compared () with a reference value Mduring at least one opening process of the solenoid valve (); and/or a leakage dm′/dt of fuel () through the solenoid valve () is detected () in the closed state of the solenoid valve (). The invention also relates to a corresponding controller (), a fuel injection system (), and a computer program product. 11001231211. A method () for operating a solenoid valve () for metering a fuel () in a fuel injection system () , wherein the solenoid valve is configured to be actuated counter to a return force () by an electromagnet () , characterized in that the method comprising:{'b': 1', '11', '11, 'detecting, at at least one opening of the solenoid valve (), either or both of a temporal profile I(t) of a current I flowing through the electromagnet () and a temporal profile U(t) of a voltage U applied to the electromagnet ();'}{'b': '1', 'evaluating, from either or both of the temporal profile I(t) and the temporal profile U(t), an opening time tON and a closure time tOFF of the solenoid valve ();'}{'b': '1', 'comparing an actual opening duration TT=tOFF−tON of the solenoid valve ().'}210011. The method () as claimed in claim 1 , the method further comprising evaluating a degree of wear W of the ...

DUAL-FUEL ENGINE WITH ENHANCED COLD START CAPABILITY

A method for operating a dual-fuel engine. Embodiments include receiving sensor input information, including information representative of a temperature of the engine. A first fuel, optionally diesel fuel, and a second fuel that is different than the first fuel, optionally natural gas, are supplied to the engine during a start mode when the engine temperature is below a normal operating temperature range. The first and second fuels can be supplied to the engine during a run mode when the engine temperature is within the normal operating temperature range. 1. An engine system , comprising:an engine having one or more engine cylinders;a fuel injection system coupled to receive a first fuel, optionally diesel fuel, and a second fuel that is different than the first fuel, optionally natural gas, and to deliver the fuel into the engine; anda controller coupled to the fuel injection system and adapted to operate the engine in a dual fuel start mode and a dual fuel run mode.2. The engine system of wherein the controller is adapted to not cause operation of the engine in first fuel only mode.3. The engine system of wherein the first fuel is diesel fuel claim 1 , and the controller causes the ratio of the first fuel to the second fuel to be less than 40:60 during the run mode.4. The engine system of wherein the first fuel is diesel fuel claim 1 , and the controller causes the ratio of the first fuel to the second fuel to be less than 30:70 during the run mode.5. The engine system of wherein the first fuel is diesel fuel claim 1 , and the controller causes the ratio of the first fuel to the second fuel to be less than 20:80 during the run mode.6. The engine system of wherein the engine cylinders have a compression ratio less than 16:1.7. The engine system of wherein the engine cylinders have a compression ratio less than 15:1.8. The engine system of wherein the controller is coupled to receive one or more sensor inputs and dynamically controls the ratio of the first fuel to ...

Detection of Stuck Plate Valve of Gaseous Engine

A method of detecting a stuck plate valve of a gas engine. An accelerometer is mounted on or near the valve, such that the valve is operable to detect the closing and/or opening of the valve. A detection unit stores values representing the output of the accelerometer when the valve is operating normally. During operation of the engine, the detection unit receives current output from the accelerometer, and compares the current output with the stored values to determine whether the valve is operating normally. 1. A method of detecting a stuck plate valve of a gaseous engine , comprising:mounting an accelerometer on or near the valve, such that the valve is operable to detect impacts resulting closing and/or opening of the valve;using a detection unit to store values representing the output of the accelerometer when the valve is operating normally;during operation of the engine, receiving current output from the accelerometer;comparing the current output with the stored values to determine whether the valve is operating normally.2. The method of claim 1 , wherein the valve is a gas admission valve.3. The method of claim 1 , wherein the accelerometer is a single axis accelerometer with the axis mounted parallel to the direction of motion of the valve plate.4. The method of claim 1 , wherein the accelerometer is a multiple axis accelerometer.5. The method of claim 1 , wherein the accelerometer is a piezoelectric pressure sensor.6. The method of claim 1 , wherein the comparing step compares values representing normal valve opening with the current output.7. The method of claim 1 , wherein the comparing step compares values representing normal valve closing with the current output.8. An improved plate valve of the type used on gaseous engines claim 1 , the improvement comprising:an accelerometer mounted on the valve, such that the valve is operable to detect impacts resulting from the closing and/or opening of the valve;a detection unit having memory to store values ...

System and Method For Managing a Volatile Organic Compound Emission Stream

A Volatile Organic Compound (VOC) mitigation system employs a combination of technologies coupling VOC laden exhaust with a reciprocating engine and generator system (Combined Heat & Power (CHP) System) with heat recovery to destroy the VOC emissions and generate electric power and useful thermal energy.

Fuel injector assembly

A fuel injector assembly is adapted to inject a compressed fuel into a combustion chamber of an internal combustion engine. The compressed fuel is stored in a fuel storage tank at a fuel storage pressure and delivered to the fuel injector assembly through a fuel supply line at a fuel supply pressure. The fuel supply pressure is lower than the fuel storage pressure. The fuel injector assembly includes a fuel injector and an adapter valve. The fuel injector injects the compressed gas fuel. The adapter valve is positioned between the fuel injector and the combustion chamber. The adapter valve allows the compressed gas fuel injected by the fuel injector to be discharged from an outlet of the adapter valve into the combustion chamber in an injection direction while preventing blowback gas entering the outlet from passing through the adapter valve in an ingress direction opposite the injection direction.

METHOD AND SYSTEM FOR INCREASING VACUUM GENERATION BY AN ENGINE

A method and a system for providing vacuum via an engine are described. In one example, introduction of a gaseous fuel is ceased in response to a request for the engine to provide vacuum to a vehicle vacuum system. 1. A method for operating an engine , comprising:combusting an amount of a first fuel at an engine speed and load in absence of a vacuum request, the first fuel introduced to the engine in a gaseous state; andreducing the amount of the first fuel and increasing an amount of a second fuel introduced to the engine at the engine speed and load in response to presence of the vacuum request.2. The method of claim 1 , where the second fuel is introduced to the engine in a liquid state.3. The method of claim 1 , where the amount of the first fuel is reduced to substantially zero in response to the presence of the vacuum request.4. The method of claim 1 , where the first fuel is compressed natural gas claim 1 , hydrogen claim 1 , or propane claim 1 , and where the first fuel is injected to the engine.5. The method of claim 1 , where the second fuel is gasoline and where the vacuum request is based on an amount of vacuum stored in a vacuum reservoir.6. The method of claim 1 , further comprising advancing intake valve timing in response to the presence of the vacuum request.7. The method of claim 1 , where the first fuel is a fuel that is stored in a canister that holds carbon.8. A method for operating an engine claim 1 , comprising:injecting fuel to a cylinder of the engine via a port injector or a direct injector in absence of a vacuum request; anddeactivating the port injector and operating the direct injector in presence of the vacuum request.9. The method of claim 8 , where the port and direct injectors inject a liquid fuel.10. The method of claim 8 , where the port and direct injectors inject a gaseous fuel.11. The method of claim 8 , further comprising ceasing to provide a gaseous fuel to the engine in response to the presence of the vacuum request.12. The ...

Internal combustion engine-reformer installation

A method of operating an internal combustion engine-reformer installation having an internal combustion engine and a reformer, includes predetermining at least one parameter of the internal combustion engine, calculating a desired amount of fuel for the reformer on the basis of the at least one parameter, feeding the desired amount of fuel to the reformer, reforming fuel to give a synthesis gas in the reformer, and feeding the synthesis gas to the internal combustion engine. A synthesis gas pressure of the synthesis gas downstream of the reformer is measured, and the synthesis gas pressure is taken into consideration when calculating the desired amount of fuel.

OXY-HYDROGEN GAS FUEL SYSTEM

An oxy-hydrogen fuel system includes a fluid vessel partially filled with distilled water with graphene powder in the distilled water. A fluid pump is connected to the fluid vessel in a closed loop recirculation to recirculate the distilled water and suspend the graphene powder in the distilled water. A pair of electrodes located in the interior of the fluid vessel and submerged in the distilled water. An electrical power source is operatively connected to the pair of electrodes to generate oxy-hydrogen gas by electrolysis of the distilled water. 1. An oxy-hydrogen gas generating fuel system for use by an internal combustion engine , the gas generator comprising:a fluid vessel partially filled with distilled water;graphene powder in the distilled water;a fluid pump connected to the fluid vessel in a closed loop recirculation to recirculate the distilled water and suspend the graphene powder in the distilled water;a pair of electrodes in the interior of the fluid vessel and submerged in the distilled water; andan electrical power source operatively connected to the pair of electrodes to cause electrolysis of the water.2. The oxy-hydrogen fuel system of claim 1 , further comprising a liquid level sensor configured to detect a level of the distilled water in the fluid vessel.3. The oxy-hydrogen fuel system of claim 1 , further comprising an indicator light configured to indicate a level of the distilled water in the fluid vessel.4. The oxy-hydrogen fuel system of claim 1 , wherein the fluid vessel is operatively connected at a top of the fluid vessel to an internal combustion engine for receiving oxy-hydrogen gas from the fluid vessel produced by electrolysis of the distilled water.5. The oxy-hydrogen fuel system of claim 1 , further comprising a programmable logic controller operatively connected to the pump and the power source.6. The oxy-hydrogen fuel system of claim 5 , wherein the programmable logic controller is operatively connected to an electronic control unit ...

PRESSURE INDUCED CYLINDRICAL GAS GENERATOR SYSTEM FOR THE ELECTROLYSIS OF AMMONIUM HYDROXIDE

A combination air pressure system and a gas generator system adapted for mounting next to an intake manifold of a tubocharged diesel engine. The system includes a solution reservoir tank for supplying a fluid mixture to a gas generator. The gas generator includes a housing with a plurality concentric tubular electrodes consisting of both anode and cathode tubular electrodes with a series of interposed bipolar electrodes. 1. A gas generator system for use with a diesel engine , comprising a body;', 'a first end cap having a flat recessed surface connected to a first end of the body; and', 'a second end cap connected to a second end of the body;', 'an anode bar that extends along a central axis of the body;', 'a plurality of concentric bipolar conductive tubes that surround the anode bar and seat on the flat recessed surface of the first end cap; and', 'a cathode tube that surrounds the bipolar conductive tubes and forms an exterior surface of the body., 'a gas generator having'}2. The gas generator system of claim 1 , wherein the body includes an input that extends radially from the side wall that receives a fluid that undergoes electrolysis.3. The gas generator system of claim 2 , wherein the body includes an output extending radially from the side wall that discharges a gas mixture produced by the electrolysis of the fluid.4. The gas generator system of claim 3 , wherein the a plurality of concentric bipolar conductive tubes are separated by o-rings positioned at a first and at a second end of each of the concentric bipolar conductive tubes such that the o-rings separate the tubes from contacting one another.5. The gas generator system of claim 4 , wherein the body includes an outwardly extending ground connection; and the anode bar includes a power connection disposed on an end thereof.6. The gas generator system of claim 5 , whereinthe anode bar the bipolar conductive tubes and the cathode tube are insulated from each other such that they form a pattern of ...

SYSTEMS FOR FUEL DELIVERY

Various systems are provided for delivering fuel to an engine. In one example, a system includes a controller and a fluid system configured to maintain a fluid at a pressure downstream of a check valve. The controller may be configured to determine if a leak is present in the fluid system based on a first pressure decay rate of the fluid system, and responsive to identifying that a leak is present in the fluid system, differentiate between an internal leak and an external leak based on a leak flow rate as fluid system pressure decreases. 1. A system , comprising:a fluid system configured to maintain a fluid at a pressure downstream of a check valve; and determine if a leak is present in the fluid system based on a first pressure decay rate of the fluid system; and', 'responsive to identifying that a leak is present in the fluid system, differentiate between an internal leak and an external leak based on a leak flow rate as fluid system pressure decreases., 'a controller configured to2. The system of claim 1 , wherein the controller is configured to differentiate between an internal leak and an external leak based on a directionality of a change in the leak flow rate as the fluid system pressure decreases.3. The system of claim 2 , wherein the fluid system comprises a fuel system of an engine including a high-pressure pump to deliver fuel to a fuel rail claim 2 , and wherein the check valve is positioned in the high-pressure fuel pump.4. The system of claim 3 , wherein the controller is configured to determine the leak is an internal leak if the leak flow rate increases as pressure in the fuel system decreases.5. The system of claim 3 , wherein the controller is configured to determine the leak is an external leak if the leak flow rate decreases as pressure in the fuel system decreases.6. The system of claim 3 , wherein the controller is configured to maintain engine operation in response to determining that the leak is an internal leak and shut down the engine in ...

Compressed Gas Capture and Recovery System

A method and system for recycling permeated gas is disclosed. A container encapsulating a pressure vessel defines a containment volume. Gas permeating through the pressure vessel is captured in the containment volume. When a sensor detects a threshold level of permeated gas captured within the containment volume, a control module sends a command to open a purge valve. The open purge valve allows permeated gas captured within the containment volume to be supplied to an engine, a repressurization unit, or a secondary container. 1. A method of recycling permeated gas , the method comprising: wherein the permeated gas escapes from a pressure vessel supplying compressed gas to an engine through a main fuel line, and', 'wherein the container encapsulates the pressure vessel;, 'capturing permeated gas in a containment volume defined by a container,'}detecting, using a sensor, a threshold level of permeated gas captured within the containment volume of the container; andbased on detecting the threshold level of permeated gas, supplying the permeated gas from the containment volume to the engine, wherein supplying the permeated gas includes sending a command, from a control module, to modify a position of a purge valve.2. The method of claim 1 , wherein the container comprises a gaseous barrier encapsulating the pressure vessel.3. The method of claim 1 , wherein the pressure vessel comprises a chain of alternating main vessel portions having a first diameter and intermediate portions having a second diameter smaller than the first diameter.4. The pressure vessel of claim 3 , wherein the main vessel portions have at least one of an elongated cylindrical shape claim 3 , an ovoid shape claim 3 , and a spherical shape.5. The pressure vessel of claim 3 , wherein the main vessel portions include an exterior reinforcing layer.6. The method of claim 3 , wherein the container defines an interstitial space between the alternating main vessel portions of the pressure vessel to capture ...

METHOD AND APPARATUS FOR FUEL REGULATION

A method for fuel regulation during a non-motoring operating mode of an internal combustion engine is provided. A fuel regulator employs a first fuel to regulate pressure of a second fuel. The first fuel is communicated to the fuel regulator through a first fuel circuit. The method comprises actuating a fuel injector that introduces the first fuel and the second fuel into a combustion chamber of the internal combustion engine during the non-motoring operating mode. The fuel injector is actuated with an injection command signal having a pulse width below a predetermined maximum value whereby no fuel is injected into the combustion chamber and the first fuel drains from the first fuel circuit through the fuel injector to a supply tank. 1. A method for fuel regulation during a non-motoring operating mode of an internal combustion engine , a fuel regulator employing a first fuel to regulate pressure of a second fuel , said first fuel communicated to said fuel regulator through a first fuel circuit , the method comprising:actuating a fuel injector that introduces said first fuel and said second fuel into a combustion chamber of said internal combustion engine during said non-motoring operating mode, said fuel injector actuated with an injection command signal having a pulse width below a predetermined maximum value whereby no fuel is injected into said combustion chamber and said first fuel drains from said first fuel circuit through said fuel injector to a supply tank.2. The method of claim 1 , wherein said injection command signal activates an actuator in said fuel injector associated with injecting said first fuel into said combustion chamber.3. The method of claim 1 , wherein said injection command signal activates an actuator in said fuel injector associated with injecting said second fuel into said combustion chamber.4. The method of claim 1 , further comprising actuating said fuel injector with said injection command signal during a motoring operating mode.5. The ...

System and method for controlling operation of an engine

A method involves comparing a determined operating parameter of an engine, with a predefined operating parameter. The method further involves controlling a fuel source and an ignition source of the engine so as to operate at least one engine cylinder in a skip fire mode for at least one cycle of a crank shaft when the determined operating parameter is greater than the predefined operating parameter. The controlling involves transitioning the fuel source from a normal mode to the skip fire mode for the at least one cycle of the crank shaft either before transitioning the ignition source from the normal mode to the skip fire mode or when the ignition source is operated in the normal mode.

REDUCING FUEL CONSUMPTION OF SPARK IGNITION ENGINES

Atomic oxygen is provided for the purpose of promoting reliable ignition and smooth combustion in a spark ignition internal combustion engine is to disperse a low concentration of an atomic oxygen precursor, such as nitrous oxide (N2O), into the flammable mixture of air and gasoline vapor prior to the time of ignition. The introduction of N2O may take place in the intake manifold, in the stream of exhaust gas being returned as part of the EGR process, or directly into the combustion chamber (for example through a small orifice in the base of the spark plug or through a small nozzle located elsewhere in the cylinder head). Introduction of N2O directly into the combustion chamber may be continuous, or it may be pulsed so as to occur at the time of or shortly before, spark ignition. 1. A method , comprising:delivering a gas and fuel to a combustion chamber of a spark ignition internal combustion engine, wherein about 20% or more of the gas, by mass, is recirculated exhaust gas from the internal combustion engine;providing atomic oxygen in the combustion chamber at the time of or before ignition of the fuel in the combustion chamber; andcausing the fuel in the combustion chamber to ignite.2. The method of claim 1 , wherein about 20% to 50% of the gas is recirculated exhaust gas from the internal combustion engine.3. The method of or claim 1 , wherein the atomic oxygen is provided within 2 milliseconds of ignition of the fuel in the combustion chamber.4. The method of claim 3 , wherein the atomic oxygen is provided by delivering a precursor to the fuel.5. The method of claim 4 , wherein providing the atomic oxygen comprises heating the precursor.6. The method of claim 4 , wherein the precursor is nitrous oxide or ozone.7. The method of claim 4 , wherein the precursor is nitrous oxide and a volume of nitrous oxide delivered to the combustion chamber is between 0.25% and 2.5% of the volume of the fuel.8. The method of claim 1 , wherein the atomic oxygen is provided by ...

EXHAUST TEMPERATURE CONTROL

An exhaust system () for a dual fuel engine, which engine is adapted to operate in a first mode in which the engine is fuelled entirely by a liquid fuel, and a second mode in which the engine is fuelled predominately by a gaseous fuel, the system comprising a first oxidation catalyst (), a first temperature sensor () adapted to measure a core temperature of the first oxidation catalyst, and a controller () for controlling whether the engine operates in the first mode or the second mode, wherein the first temperature sensor is operatively connectable to the controller such that the controller prevents the engine from running in the second mode if the core temperature of the first oxidation catalyst is below a predetermined temperature. 1. An exhaust system for a dual fuel engine , which engine is adapted to operate in a first mode in which the engine is fuelled entirely by a liquid fuel , and a second mode in which the engine is fuelled predominately by a gaseous fuel , the system comprising a first oxidation catalyst , a first temperature sensor adapted to measure a core temperature of the first oxidation catalyst , and a controller for controlling whether the engine operates in the first mode or the second mode , wherein the first temperature sensor is operatively connectable to the controller such that the controller prevents the engine from running in the second mode if the core temperature of the first oxidation catalyst is below a predetermined temperature.2. An exhaust system according to wherein the gaseous fuel comprises methane claim 1 , and the first oxidation catalyst is a methane oxidation catalyst.3. An exhaust system according to further comprising a second oxidation catalyst claim 1 , the first and second oxidation catalysts forming an oxidation assembly.4. An exhaust system according to wherein the system further comprises a Selective Catalytic Reduction (SCR) catalyst positioned down stream of the oxidation catalyst claim 1 , or oxidation assembly.5 ...

DEPOSIT MITIGATION FOR GASEOUS FUEL INJECTORS

A method for deposit mitigation in a gaseous fuel injector that introduces a gaseous fuel through a gaseous fuel orifice directly into a combustion chamber of an internal combustion engine includes at least one of a) reducing the ago length of the gaseous fuel orifice by substantially between 10% to 50% of a previous length of a previous gaseous fuel orifice showing deposit accumulation above a predetermined threshold; b) providing the gaseous fuel orifice with an inwardly and substantially linearly tapering profile; c) determining deposit mitigation is needed; and performing at least one of the following deposit mitigation techniques i) increasing gaseous fuel injection pressure wherein deposit accumulation is reduced during fuel injection; and ii) decreasing gaseous fuel temperature wherein a rate of deposit accumulation is reduced; and d) injecting compressed air through the gaseous fuel orifice during shutdown of the internal combustion engine; whereby torque loss in the internal combustion engine due to deposit accumulation in the gaseous fuel orifice is reduced below a predetermined value. 1. A method for deposit mitigation in a gaseous fuel injector that introduces a gaseous fuel through a gaseous fuel orifice directly into a combustion chamber of an internal combustion engine comprising at least one of:a) reducing the length of the gaseous fuel orifice by substantially between 10% to 50% of a previous length of a previous gaseous fuel orifice showing deposit accumulation above a predetermined threshold;b) providing the gaseous fuel orifice with an inwardly and substantially linearly tapering profile;c) determining deposit mitigation is needed; i) increasing gaseous fuel injection pressure whereby deposit accumulation is reduced during fuel injection; and', 'ii) decreasing gaseous fuel temperature whereby a rate of deposit accumulation is reduced; and, 'd) performing at least one of the following deposit mitigation techniquese) injecting compressed air ...

INTERNAL COMBUSTION ENGINES

An internal combustion engine includes a chamber and inlet valving operable to admit constituents of a combustible mixture into the chamber for combustion therein to provide a pressure increase in the chamber. First input valving admits a liquid into the chamber and a control system controls the first input valving such that the liquid is admitted to the chamber to compress at least one constituent of the combustible mixture. Outlet valving releases an outflow of the liquid from the chamber under an influence of the pressure increase as an energy output of the chamber. Second input valving selectively admits a heated aqueous fluid into a region of the chamber in which combustion of the combustible mixture occurs to promote a hydrogen separation process in the chamber to provide hydrogen that is combusted in the chamber. A supply system supplies the heated aqueous fluid to the second input valving. 1. An internal combustion engine comprising:a chamber;inlet valving operable to admit constituents of a combustible mixture into said chamber for combustion therein to provide a pressure increase in said chamber;first input valving operable to admit a liquid into said chamber;a control system arranged to control said first input valving such that said liquid is admitted to said chamber to compress at least one constituent of said combustible mixture;outlet valving operable to release an outflow of said liquid contained in said chamber from said chamber under an influence of said pressure increase as an energy output of said chamber;second input valving operable to selectively admit a heated aqueous fluid comprising a mist, steam or a combination thereof into a region of said chamber in which combustion of said combustible mixture occurs to promote a hydrogen separation process in said chamber to provide hydrogen that is combusted in said chamber; anda supply system operable to supply said heated aqueous fluid to said second input valving.2. An internal combustion engine as ...

SHIP, FUEL GAS SUPPLY APPARATUS, AND FUEL GAS SUPPLY METHOD

A ship includes a main pipe that guides CNG whose pressure is increased by an LNG pump to the engine; a pressure sensor that measures the pressure of CNG to be supplied to the engine; a pressure adjustment valve that adjusts the pressure of the CNG to a set pressure according to engine load; a differential pressure sensor that measures a differential pressure before and after the pressure adjustment valve; and a buffer tank that absorbs a variable pressure of the CNG in the main pipe. The discharge pressure of the LNG pump is controlled such that the differential pressure is increased when the pressure is low, and the differential pressure is decreased when the pressure is high. 1. A ship comprising:a gas fired diesel engine;pressure-increasing means for increasing the pressure of fuel gas to be supplied to the gas fired diesel engine;a pressure-increasing means control unit that controls the discharge pressure of the pressure-increasing means;a main pipe that guides the fuel gas whose pressure is increased by the pressure-increasing means to the gas fired diesel engine;pressure measurement means that is provided in the main pipe for measuring the pressure of the fuel gas to be supplied to the gas fired diesel engine; anda pressure adjustment valve that is provided on the upstream side of the pressure measurement means in the main pipe to adjust the pressure of the fuel gas whose pressure is increased by the pressure-increasing means to a set pressure according to the load of the gas fired diesel engine;differential pressure measurement means for measuring a differential pressure before and after the pressure adjustment valve;a branch pipe that branches from the main pipe at an upstream position with respect to the pressure adjustment valve; anda buffer tank that is connected with the branch pipe and absorbs a variable pressure of the fuel gas in the main pipe caused by the pressure-increasing means,wherein the pressure-increasing means control unit controls the ...

METHOD AND DEVICE FOR OPERATING AN INTERNAL COMBUSTION ENGINE

A method for operating an internal combustion engine, which has: an intake section and an engine with an number of cylinders and a receiver which is arranged upstream of the cylinders wherein the intake section has: a supercharging system with a compressor and a bypass for bypassing the supercharging system, and wherein the receiver is assigned an engine throttle, and the bypass is assigned a compressor bypass throttle; and a setting of the engine throttle and/or of the compressor bypass throttle is set as a function of the operation in order to influence a charge fluid. The intake section is assigned an intake section model by which at least a mass flow and/or state of the charge fluid upstream of the engine are/is determined and on the basis of a determination result the compressor bypass throttle is set as a function of the engine throttle. 118-. (canceled)19. A method for operating an internal combustion engine which has an intake section and an engine with number of cylinders and a receiver which is arranged upstream of the cylinders , wherein the intake section has a supercharging system having a compressor and a bypass for bypassing the supercharging system , and wherein the receiver is assigned an engine throttle , and the bypass is assigned a compressor bypass throttle , the method including setting the engine throttle and/or the compressor bypass throttle as a function of operation in order to influence a charge fluid , wherein the intake section is assigned an intake section model by which at least one mass flow and/or state of the charge fluid upstream of the engine is determined and based on the determination result the compressor bypass throttle is set as a function of the engine throttle.20. The method as claimed in claim 19 , wherein for a closed-loop and/or open-loop load control in the internal combustion engine claim 19 , a setting of the engine throttle and/or of the compressor bypass throttle is set as a function of operation in order to ...

FUEL CUTOFF SYSTEM FOR LIQUEFIED PETROLEUM INJECTION VEHICLE AND CONTROL METHOD THEREOF

A fuel cutoff system for a liquefied petroleum injection (LPI) vehicle includes a bombe that stores liquefied petroleum gas (LPG) fuel. At least one injector is connected to a fuel pump, which is disposed in the bombe, through a fuel supply line, and the at least one injector is provided in an engine to supply the LPG fuel fed through the fuel supply line to the engine. A fuel return line interconnects the engine and the bombe, separately from the fuel supply line, through which the LPG fuel returns to the bombe from the engine. At least one fuel cutoff valve is provided on the fuel supply line. The at least one fuel cutoff valve is electrically connected to an ignition key and activated by an ignition power supplied depending on whether the ignition key is in an On or Off position. 1. A fuel cutoff system for a liquefied petroleum injection (LPI) vehicle comprising:a bombe that stores liquefied petroleum gas (LPG) fuel;at least one injector connected to a fuel pump, which is disposed in the bombe, through a fuel supply line, the at least one injector provided in an engine to supply the LPG fuel fed through the fuel supply line to the engine;a fuel return line interconnecting the engine and the bombe, separately from the fuel supply line, through which the LPG fuel returns to the bombe from the engine; andat least one fuel cutoff valve provided on the fuel supply line,wherein the at least one fuel cutoff valve is electrically connected to an ignition key and activated by an ignition power supplied depending on whether the ignition key is in an On or Off position to selectively cut off the supply of the LPG fuel to the at least one injector from the bombe.2. The fuel cutoff system of claim 1 , wherein the bombe and the engine respectively have the one fuel cutoff valve on the fuel supply line.3. The fuel cutoff system of claim 1 , wherein when the ignition key is in the On position claim 1 , the at least one fuel cutoff valve opens and supplies the LPG fuel through ...

GAS ENGINE HEAT PUMP

The present disclosure relates to a gas engine heat pump including: an engine which burns a mixed air of air and fuel; a first charger which compresses the mixed air and supplies to the engine; a first exhaust flow path which is connected to the engine, and through which exhaust gas discharged from the engine flows; and a second charger which is driven by the exhaust gas branched from the first exhaust flow path to a second exhaust flow path, and compresses the exhaust gas discharged from the engine and supplies the compressed exhaust gas to the engine, thereby reducing the emission of nitrogen oxide by recirculating the exhaust gas without additional power consumption. 1. A gas engine heat pump comprising:an engine which burns a mixed air of air and fuel;a first charger which compresses the mixed air and supplies to the engine;a first exhaust flow path which is connected to the engine, and through which exhaust gas discharged from the engine flows; anda second charger which is driven by the exhaust gas branched from the first exhaust flow path to a second exhaust flow path, and compresses the exhaust gas discharged from the engine to supply to the engine.2. The gas engine heat pump of claim 1 , wherein the first charger comprises:a first compressor for compressing the mixed air to flow into the engine; anda first turbine which is installed in the first exhaust flow path and receives the exhaust gas passing through the first exhaust flow path to drive the first compressor.3. The gas engine heat pump of claim 1 , wherein the second charger comprises:a second turbine which receives the exhaust gas branched from the first exhaust flow path to the second exhaust flow path and drives the second charger; anda second compressor which compresses the exhaust gas that passed through the first turbine and/or the second turbine to flow into the engine.4. The gas engine heat pump of claim 3 , further comprising:a first bypass valve which is installed in the second exhaust flow ...

Gas engine heat pump

The present disclosure relates to a gas engine heat pump including: an engine which burns a mixed air of air and fuel; a first exhaust flow path which is connected to the engine so that exhaust gas discharged from the engine passes through and is discharged to the outside; a turbo charger including: a first compressor which compresses the mixed air and supplies to the engine, and a first turbine which is installed in the first exhaust flow path and receives the exhaust gas passing through the first exhaust flow path to drive the first compressor; a supercharger which is installed in the first exhaust flow path between the engine and the first turbine, and receives and compresses the exhaust gas passing through the first exhaust flow path to supply to the first turbine; a second exhaust flow path which is branched from the first exhaust flow path between the engine and the supercharger, and converges to the first exhaust flow path between the supercharger and the first turbine; a first valve which is installed to be opened and closed in the second exhaust flow path; a third exhaust flow path which is branched from the first exhaust flow path between the supercharger and the first turbine, and converges to the first exhaust flow path in downstream of the first turbine; a second valve which is installed to be opened and closed in the third exhaust flow path; and a controller which controls operations of the first valve, the second valve, and the supercharger according to load of the engine.

ZERO EMISSION PROPULSION SYSTEMS AND GENERATOR SETS USING AMMONIA AS FUEL

Aspects relate to zero-emission propulsion systems and generators using ammonia (NH) as fuel for engines and power plants. While ammonia has poor flammability, mixing hydrogen with ammonia (NH) may improve flammability and thus facilitate the ignition of an air/ammonia mixture in engines or power plants. Alternatively, hydrogen (H) may be supplied in a separate fuel system as a pilot fuel for pilot ignition of an air/ammonia mixture. Hydrogen can also be used in air independent systems along with oxygen (O) from an oxygen tank. In addition to hydrogen, other bio or fossil fuels can be used as pilot fuel for pilot ignition of an air/ammonia mixture. An advantage of using existing bio or fossil fuels for pilot ignition is that engines or power plants will have a pilot fuel system with sufficient capacity to maintain normal operations if ammonia is not available. 1. A propulsion system comprising:{'sub': '3', 'a piston engine operable with at least ammonia (NH) as a main fuel;'}{'sub': '2', 'claim-text': a first intake that is separate from a second intake of the piston engine directly coupled to the cylinder for supplying the air and ammonia mixture to the cylinder, wherein the first intake is configured to receive the pilot fuel and air separate from the air and ammonia mixture supplied to the cylinder via the second intake;', 'an intake valve coupled to the first intake to receive the pilot fuel and control flow of the pilot fuel;', 'a prechamber coupled to the intake valve and configured to receive the pilot fuel;', 'an intake valve controller configured to operate the intake valve for control of the flow of the pilot fuel into the prechamber;', 'an ignition device coupled to the prechamber and configured to ignite the pilot fuel in the prechamber; and', 'a channel disposed between the prechamber and the cylinder configured to channel combustion gases resulting from ignited pilot fuel in the prechamber to the cylinder for pilot ignition of the air and ammonia ...

COMMUNICATION INTERFACE BETWEEN AN EMISSION CONTROL SYSTEM AND INTERNAL COMBUSTION ENGINE

An interface circuit assembly for use with an electronic control unit and oxygen sensor of an internal combustion engine. The assembly includes an input port coupled to receive a signal from the oxygen sensor and a processing unit coupled with the input port. The processing unit increases the signal to an output voltage as a function of hydrogen being provided to the internal combustion engine. An output port is coupled with the processing unit and provides the output voltage to the electronic control unit. 1. A method of operating an interface circuit assembly of an internal combustion engine , comprising:receiving an input signal from an oxygen sensor using a first connector;using a first diode to direct the input signal to a second connector;transforming the input signal to an output voltage by adding voltage to the input signal as a function of hydrogen and gasoline being provided to the internal combustion engine;providing a second connector configured to send an output signal to an electronic control unit; anddirecting the output voltage using a second diode to produce the output signal to the electronic control unit that is indicative of the input signal and the output voltage.2. The method of claim 1 , further comprising using a gated metal-oxide semiconductor field emission transistor to control added voltage to the signal.3. The method of claim 1 , wherein the output voltage includes a pulse comprising a selected duration at a selected voltage level.4. The method of claim 3 , wherein the selected voltage level is in a range from approximately 0.08 volts to 0.90 volts.5. The method of claim 1 , wherein connection between the oxygen sensor and the electronic control unit is not bypassed during operation.6. The method of claim 1 , further comprising using a plurality of resistors to transform the input signal.7. The method of claim 1 , further comprising using a plurality of capacitors to transform the input signal.8. The method of claim 1 , further ...

GAS ENGINE DRIVE SYSTEM AND METHOD OF CONTROLLING GAS ENGINE

A gas engine drive system includes: a gas engine including combustion chamber; a turbocharger including a compressor and turbine; a fuel injection system that injects fuel gas into intake air that is supplied from compressor to combustion chamber via an intake passage; a pressure detector detecting a charge air pressure; a temperature detector detecting the intake air's temperature; and controller controlling the fuel injection system. The controller: when required output decreases, determines the charge air pressure's lean limit based on target injection amount corresponding to required output that has decreased; if the charge air pressure is lower than or equal to the lean limit, decreases fuel injection amount to target injection amount; if the charge air pressure is higher than lean limit, brings fuel injection amount to zero. When the charge air pressure becomes lower than or equal to the lean limit, increases fuel injection amount to target injection amount. 1. A gas engine drive system comprising:a gas engine including a combustion chamber formed by a cylinder and a piston;a turbocharger including a compressor connected to the combustion chamber via an intake passage and a turbine connected to the combustion chamber via an exhaust passage;a fuel injection system that injects a fuel gas into intake air that is supplied from the compressor to the combustion chamber via the intake passage;a pressure detector that detects a charge air pressure that is a pressure of the intake air; anda controller that controls the fuel injection system, the controller calculating a target injection amount of the fuel gas in accordance with a required output, wherein when the required output decreases, determines a lean limit of the charge air pressure based on the target injection amount corresponding to the required output that has decreased;', 'if the charge air pressure detected by the pressure detector is lower than or equal to the lean limit, decreases a fuel injection ...

Fuel Injection Valve Control Device

A fuel injection valve capable of forming a homogeneous air-fuel mixture in homogeneous combustion at a low engine speed and a control device thereof are provided. According to the present invention, a fluid injection valve that is configured separately from a fuel injection valve and has a function of injecting a fluid is provided and a control device of the fuel injection valve includes a control unit that performs control such that fuel is injected from the fuel injection valve and then controls the fluid injection valve such that the fluid is injected from the fluid injection valve and the fuel injected from the fuel injection valve is stirred.

FUEL DELIVERY SYSTEM

A fuel delivery system for a machine powered by Liquified Natural Gas (LNG) fuel is provided. The fuel delivery system includes a pressure sensor provided in fluid communication with a fuel supply line, a first valve provided in in association with a high-pressure fuel rail circuit, a second valve provided in association with a low-pressure circuit, and a controller. The controller is configured to receive a signal indicative of a pressure of the LNG fuel present in the fuel supply line. The controller is also configured to compare the pressure of the LNG fuel with a predetermined pressure threshold. The controller is further configured to control at least one of the first valve and the second valve to selectively supply the LNG fuel to the high-pressure fuel rail circuit and the low-pressure circuit based, at least in part, on the comparison. 1. A fuel delivery system for a machine powered by Liquified Natural Gas (LNG) fuel , the fuel delivery system comprising:a pressure sensor provided in fluid communication with a main fuel supply line associated with the machine to determine pressure of the LNG fuel in the main fuel supply line;a high-pressure fuel rail circuit, at an output of the main fuel supply line, that supplies the LNG fuel to fuel injectors of the machine for injection into respective cylinders of an engine of the machine, wherein the high-pressure fuel rail circuit includes a first fuel supply line at the output of the main fuel supply line, and a first valve in the first fuel supply line;a low-pressure circuit, at the output of the main fuel supply line, that supplies the LNG fuel at a low pressure, the low pressure LNG fuel is pressurized and supplied via an intake manifold to at least one of the cylinders of the engine, wherein the low pressure circuit includes a second fuel supply line, distinct from the first fuel supply line, at the output of the main fuel supply line, and a second valve in the second fuel supply line; and receive a signal ...

METHOD AND SYSTEM FOR TRANSIENT FUEL CONTROL

Methods are provided for reducing transient fuel issues in a multi-fuel engine system. When transitioning from co-fueling with a first fuel split ratio to co-fueling with an alternate fuel split ratio, the change in fuel split ratio is gradually ramped in over multiple engine cycles. This reduces combustion stability issues and the disturbance potential of a wholesale fuel change. 1. A method , comprising:transitioning from operating an engine with a first split ratio of a first fuel and a second fuel to operating with a second, different split ratio, a rate of change in split ratio during the transitioning limited per engine cycle.2. The method of claim 1 , wherein the rate of change is limited based on engine temperature claim 1 , the rate increased as the engine temperature increases.3. The method of claim 1 , wherein the rate of change is limited based on fuel volatility claim 1 , the rate increased as the fuel volatility of the first fuel and/or second fuel increases.4. The method of claim 1 , wherein the rate of change is limited based on MAP claim 1 , the rate increased as MAP decreases.5. The method of claim 1 , wherein the rate of change is limited based on an indication of refueling claim 1 , the rate decreased in response to an indication of refueling of the first fuel or the second fuel.6. The method of claim 1 , wherein the rate of change is limited based on an injection type of the first fuel relative to the injection type of the second fuel.7. The method of claim 1 , wherein the rate of change is limited based on fuel level claim 1 , the rate increased in response to the fuel level of the first fuel or second fuel being lower than a threshold.8. The method of claim 1 , wherein the first fuel is a liquid fuel and the second fuel is a gaseous fuel.9. The method of claim 1 , wherein the first fuel is gasoline and the second fuel is CNG.10. The method of claim 1 , wherein one of the first fuel and the second fuel is an alcohol fuel or fuel blend.11. A ...

System And Method For Controlling Engine Operating Parameters During Engine Warm-up To Reduce Emissions

A system includes a temperature sensor configured to measure a temperature of exhaust gas produced by an engine, and a boost error module configured to determine a boost error of the engine. The system further includes a combustion control module configured to select at least one of a target boost pressure of the engine, a target EGR flow rate of the engine, and a target fuel injection parameter of the engine from a first set of target values when the exhaust gas temperature is less than a predetermined temperature and the boost error is less than a predetermined value, and to select the at least one of the target boost pressure, the target EGR flow rate, and the target fuel injection parameter from a second set of target values when the exhaust gas temperature is less than the predetermined temperature and the boost error is greater than the predetermined value.

METHOD FOR DETERMINING FUEL BLEND IN A DUAL FUEL MIXTURE

A method is provided for determining fuel blend in a dual fuel mixture including a first and a second fuel in an internal combustion engine. The method includes the steps of measuring multiple engine parameters using sensors during transient cycle operation for a predetermined range of engine loads and fuel blends; using system identification of transient time series of the measurements to determine one or more relevant engine parameters; determining a model for estimation of the fuel blend based on said one or more engine parameters; using the model fur determining a current fuel blend during transient operation using current measured values of the one or more engine parameters, and using the calculated current fuel blend for controlling the amount of dual fuel mixture injected into each cylinder of the internal combustion engine. A vehicle and a computer program product using the method are also provided. 1. A method for determining fuel blend in a dual fuel mixture comprising a first and a second fuel in an internal combustion engine , comprising the:measuring multiple engine parameters using sensors during transient cycle operation for a predetermined range of engine loads and fuel blends;using, system identification of transient time series of the measurements to determine one or more relevant engine parameters;determining, a model for estimation of the fuel blend based on the one or more engine parameters;training the model in transient mode using data from engine tests performed with a predetermined fuel blend;using the model for determining a current fuel blend during transient operation using current measured values of the one or more engine parameters, andusing the calculated current fuel blend for controlling an engine in response to the current fuel blend.2. A method according to claim 1 , comprising using actual and time delayed claim 1 , linear and cross-terms claim 1 , in-data during system identification to determine the relevant parameters.3. A ...

MULTI-FUEL SYSTEM AND METHOD

A method provides for operating an engine configured to use a plurality of differing fuels. The method includes determining a fuel combustion ratio of the plurality of differing fuels associated with at least one engine cylinder of the engine based at least in part on one or more of a plurality of characteristic profiles. This maintains one or more of a plurality of actual values associated with usage of the plurality of differing fuels relative to defined corresponding threshold values. The fuel combustion ratio includes a ratio of the plurality of differing fuels to be delivered to the at least one engine cylinder. A fuel delivery system delivers the plurality of differing fuels to the at least one engine cylinder based on the fuel combustion ratio.

METHOD FOR OPERATING AN INTERNAL COMBUSTION PISTON ENGINE

A method is provided for operating an internal combustion piston engine, including introducing air into a cylinder of the engine, compressing the air in a first compression stroke of the cylinder, providing fuel into the cylinder for a first combustion, with a portion of the oxygen in the compressed air as oxidant, in a first power stroke succeeding the first compression stroke, to produce residues including oxygen, compressing the residues in a second compression stroke succeeding the first power stroke, and providing, after the first combustion, fuel into the cylinder for a second combustion, with at least a portion of the oxygen of the residues as oxidant, in a second power stroke succeeding the second compression stroke, wherein the first compression stroke is repealed immediately after the second power stroke, and the introduction of air into the cylinder is done at the end of the second power stroke and/or at the beginning of the first compression stroke. 1. A method for operating an internal combustion piston engine , comprisingintroducing air into a cylinder of the engine,compressing the air in a first compression stroke of the cylinder,providing fuel into the cylinder for a first combustion, with a portion of the oxygen in the compressed air as oxidant, in a first power stroke succeeding the first compression stroke, to produce residues including oxygen,compressing the residues in a second compression stroke succeeding the first power stroke, andproviding, after the first combustion, fuel into the cylinder for a second combustion, with at least a portion of the oxygen of the residues as oxidant, in a second power stroke succeeding the second compression stroke,wherein the first combustion is a diffusion combustion,wherein the first compression stroke is repeated immediately after the second power stroke, and the introduction of air into the cylinder is done at the end of the second power stroke and/or at the beginning of the first compression stroke,the ...

SYSTEMS FOR FUEL DELIVERY

Various systems are provided for delivering fuel to an engine. In one example, a system includes a controller and a fluid system configured to maintain a fluid at a pressure downstream of a check valve. The controller may be configured to determine if a leak is present in the fluid system based on a first pressure decay rate of the fluid system, and responsive to identifying that a leak is present in the fluid system, differentiate between an internal leak and an external leak based on a leak flow rate as fluid system pressure decreases. 1. A system , comprising:a gaseous fuel supply system to supply gaseous fuel from a gaseous fuel storage source to an engine having a plurality of cylinders; and detect a request to shut down the engine; and', 'in response to detecting the request, remove gaseous fuel trapped within the gaseous fuel supply system by closing a gaseous fuel supply valve and selectively fueling gaseous fuel to the engine., 'a controller configured to2. The system of claim 1 , wherein the gaseous fuel supply system comprises a gaseous fuel rail including a plurality of gas admission valves claim 1 , each gas admission valve to supply gaseous fuel to a respective cylinder of the plurality of cylinders claim 1 , wherein the gaseous fuel supply valve is located upstream of the gaseous fuel rail claim 1 , and wherein the gaseous fuel trapped within the gaseous fuel supply system is trapped between the gaseous fuel supply valve and plurality of gas admission valves.3. The system of claim 1 , wherein the engine is configured to combust liquid fuel and gaseous fuel claim 1 , wherein to selectively fuel gaseous fuel to the engine claim 1 , the controller is configured to supply both gaseous fuel and liquid fuel to each cylinder of a subset of cylinders of the plurality of cylinders claim 1 , thereby to combust the gaseous fuel trapped within the gaseous fuel supply system claim 1 , the subset including at least one cylinder but less than all cylinders of the ...

SENSOR FOR SPECTROMETRIC ANALYSIS OF A VARIABLE-PRESSURE GASEOUS FUEL FOR AUTOMOTIVE VEHICLE

Disclosed is a sensor for spectrometric analysis of a variable-pressure gaseous fuel for automotive vehicle intended to be mounted in the flow circuit for the fuel linking the fuel tank to the engine of the vehicle. The sensor includes a circulation pipe for the variable-pressure gaseous fuel, a sliding guidance tube for an optical flux and a unit for displacement of the sliding guidance tube, on the basis of the variable-pressure gaseous fuel tapped off from the circulation pipe, so as to adapt the distance separating the first window from the second window as a function of the variation in pressure of the variable-pressure gaseous fuel circulating in the circulation pipe. 288111212. The sensor as claimed in claim 1 , wherein the distal end (B) of the sliding guide tube () comprises a first ring () claim 1 , the first window () being fitted in the center of said first ring ().3826162024. The sensor as claimed in claim 1 , wherein the sliding guide tube () comprises a wall () of cylindrical shape for retaining the compression spring () claim 1 , extending from the second ring () into the expansion space ().42822. The sensor as claimed in claim 1 , wherein the channel () for sampling variable-pressure gaseous fuel opens into the receiving space ().5213024321. The sensor as claimed in claim 1 , wherein the body () of the sensor () comprises an air flow channel () linking the expansion space () to the space () outside the sensor ().63428. The sensor as claimed in claim 1 , said sensor comprising a plurality of seals () positioned between the body () and the sliding guide tube ().71. A vehicle comprising at least one variable-pressure gaseous fuel tank claim 1 , at least one engine supplied with variable-pressure gaseous fuel claim 1 , a circuit for routing variable-pressure gaseous fuel from said tank to said engine claim 1 , and a spectrometric analysis sensor () as claimed in claim 1 , positioned in said routing circuit or in the tank in order to determine the ...

FUEL MANAGEMENT SYSTEM AND METHOD

A system includes an engine and a controller. The engine is capable of multiple operating modes, and each mode has a relatively different fuel ratio such that as the engine is changed from a first operating mode having a first ratio of a first fuel to a second fuel to a second operating mode having a second ratio of the first fuel to the second fuel. The controller is operable to change the engine from one operating mode to another operating mode. 1. A system comprising:an engine;a fuel system operably coupled to the engine to provide a first fuel to the engine and a second fuel to the engine; and control the fuel system to concurrently supply the first fuel at a first flow volume and the second fuel at a second flow volume to the engine to define an initial fuel ratio;', 'change the first flow volume, the second flow volume, or both the first and second flow volumes to define a subsequent fuel ratio at which the first fuel and the second fuel are concurrently supplied to the engine in response to a change in a power demand on the engine or in a speed of the engine;', 'control the engine according to a trip plan; and', 'adjust at least one of the initial fuel ratio or the subsequent fuel ratio during movement of a vehicle that includes the engine and fuel system., 'at least one controller operable to control the engine and fuel system, wherein the at least one controller is configured to2. The system of claim 1 , wherein the first fuel comprises diesel and the second fuel comprises natural gas.3. The system of claim 1 , wherein at least one of the first fuel or the second fuel comprises methane gas.4. The system of claim 1 , wherein at least one of the first fuel or the second fuel comprises biodiesel claim 1 , palm oil claim 1 , or rapeseed oil.5. The system of claim 1 , wherein at least one of the first fuel or the second fuel comprises ethanol.6. The system of claim 1 , wherein the at least one controller is operable to change an operating mode of the engine ...

Methane safety systems for transport refrigeration units

A system comprising a refrigeration engine (132) and regulator (250, 350, 450, 550, 650) positioned within a housing (144, 244), the regulator (250, 350, 450, 550, 650) controlling fuel to the engine through a fuel line (354), a lock-off valve connected to the regulator (250, 350, 450, 550, 650) to shut off fuel supply through the regulator (250, 350, 450, 550, 650), a controller operably connected to the lock-off valve and/or the regulator (250, 350, 450, 550, 650), a guide (462, 562) positioned within the housing (144, 244) and proximate to the refrigeration engine (132), the regulator (250, 350, 450, 550, 650), and/or the fuel line (354) to direct gases leaking from the refrigeration engine (132), regulator (250, 350, 450, 550, 650), and/or at least one fuel line (354), and a methane sensor (566, 666A) positioned within the guide (462, 562) to detect the presence of methane within the guide (462, 562) that is directed by the guide (462, 562), the methane sensor (566, 666A) in communication with the controller and configured to transmit a signal to the controller when methane is detected by the methane sensor (566, 666A). The controller performs a safety action when the signal from the methane sensor (566, 666A) is received.

A METHOD FOR CONTROLLING GASEOUS FUEL PRESSURE

The invention relates to a method for controlling gaseous fuel pressure in an accumulator () of a fuel system () for a combustion engine () of a vehicle (), wherein the method comprises the steps of: determining a nominal amount of gaseous fuel to be introduced into the accumulator; introducing less gaseous fuel into the accumulator than the determined nominal amount by reducing or closing an inlet valve (), which inlet valve is adapted to regulate input of gaseous fuel to the accumulator; and while the inlet valve is reduced or closed, performing at least one injection of gaseous fuel coming from the accumulator into at least one combustion chamber (-) of the combustion engine by at least one injector (-) of the fuel system, which at least one injection contributes to combustion in the combustion engine, thereby reducing pressure in the accumulator. The invention also relates to a corresponding fuel system (). 118.-. (canceled)20. A method according to claim 19 , wherein the at least one injection is performed without venting gaseous fuel from the accumulator to a tank of the fuel system.21. A method according to claim 19 , wherein the fuel system further comprises a release valve adapted to regulate venting of gaseous fuel from the accumulator to a tank of the fuel system claim 19 , and wherein the at least one injection is performed while the release valve is closed.22. A method according to claim 21 , wherein the inlet valve and the release valve are individually and electrically operated.23. A method according to claim 19 , wherein the reducing of pressure is performed in response to a current accumulator pressure need.24. A method according to claim 19 , wherein the at least one injection has a near minimum duration.26. A method according to claim 25 , further comprising:mitigating the in advance reducing of pressure by prolonging the duration of the at least one injection.27. A method according to claim 19 , wherein the inlet valve is reduced or closed and ...

METHODS AND SYSTEMS FOR A VEHICLE

Methods and systems are provided for a hydrogen combustion engine. In one example, a method may include operating the hydrogen combustion engine at one of two combustion air ratios, wherein a combustion air ratio between the two is avoided via adjusting one or more operating parameters. 1. A method for operating a hydrogen combustion engine configured to burn a hydrogen-containing fuel in a combustion chamber of the hydrogen combustion engine , the method comprising:{'sub': 'A', 'operating the hydrogen combustion engine with a first combustion air ratio with a λ≤1 during conditions of higher torque demand;'}{'sub': 'B', 'operating the hydrogen combustion engine with a second combustion air ratio with a λ≥2 during conditions of lower torque demand; and'}switching from the second combustion air ratio to the first combustion air ratio in response to a torque demand increasing, wherein switching comprises advancing an intake valve opening to increase EGR flow to the combustion chamber as a fuel injection amount is increased.2. The method of claim 1 , wherein the hydrogen combustion engine is operated with only the first combustion air ratio or with the second combustion air ratio.3. The method of claim 1 , wherein the torque demand is based on an accelerator pedal position claim 1 , and wherein the torque demand increasing comprises the accelerator pedal position being depressed.4. The method of claim 1 , wherein advancing the intake valve opening comprises overlapping the intake valve opening with an exhaust valve opening.5. The method of claim 1 , wherein advancing the intake valve opening includes adjusting the intake valve opening to a boot lift profile claim 1 , wherein the boot lift profile comprises opening the intake valve at a crank angle of 270°.6. The method of claim 1 , wherein advancing the intake valve opening includes adjusting the intake valve opening to a multi-lift profile claim 1 , wherein the multi-lift profile comprises opening the intake valve at a ...

HYBRID POWERTRAIN AND METHOD OF OPERATING SAME

A method for operating a hybrid powertrain includes effecting a first mixture in a combustion chamber of an internal combustion engine while the internal combustion engine operates at a first predetermined load, the first mixture being lean of stoichiometric and being substantially homogeneous throughout the combustion chamber at a first start of combustion time; effecting a second mixture in the combustion chamber while the internal combustion engine operates at a second predetermined load, the second mixture being lean of stoichiometric and being substantially homogeneous throughout the combustion chamber at a second start of combustion time; and effecting a third mixture in the combustion chamber while the internal combustion engine transitions from the first predetermined load to the second predetermined load, the third mixture including a fuel-rich region being rich of stoichiometric at a third start of combustion time. 1. A hybrid powertrain system , comprising:an internal combustion engine having a piston configured to reciprocate within a cylindrical bore, the piston and the cylindrical bore at least partly defining a combustion chamber;an electric generator operatively coupled to the internal combustion engine;a fuel injection system in fluid communication with at least one fuel source and the combustion chamber; and effect a first mixture including a first portion of fuel and a first portion of oxidizer while the internal combustion engine operates at a first predetermined load, the first mixture being lean of stoichiometric and being substantially homogeneous throughout the combustion chamber at a first start of combustion time,', 'effect a second mixture including a second portion of fuel and a second portion of oxidizer while the internal combustion engine operates at a second predetermined load, the second mixture being lean of stoichiometric and being substantially homogeneous throughout the combustion chamber at a second start of combustion time, and ...

System, method, and apparatus to control engine intake manifold air temperature

A system, method, and apparatus for controlling intake manifold air temperature (IMAT) of a dual fuel engine are provided. A determination regarding whether IMAT is to be modified is performed, followed by modifying the IMAT by changing flow of coolant in a cooling circuit in fluid communication with a separate circuit aftercooler (SCAC) of a SCAC circuit from a first flow path to a second flow path when it is determined that the IMAT is to be modified. A portion of the first flow path overlaps a portion of the second flow path.

Method And System For Controlling Fuel Pressure In A Gaseous Fuelled Internal Combustion Engine

A method for controlling fuel pressure in an internal combustion engine consuming a gaseous fuel and a liquid fuel comprises steps of determining a gaseous fuel pressure target value as a function of an engine operating condition, pressurizing the liquid fuel to a liquid fuel pressure based on the gaseous fuel pressure target value, and regulating gaseous fuel pressure from the liquid fuel pressure. The gaseous fuel pressure equals the gaseous fuel pressure target value to within a predetermined range of tolerance. A corresponding system controls fuel pressure in a gaseous fuelled internal combustion engine. 1. A fuel system for an injection valve that introduces a liquid fuel and a gaseous fuel separately and independently of each other into a combustion chamber of an internal combustion engine , the fuel system comprising:a liquid fuel supply;a gaseous fuel supply;a liquid fuel pumping apparatus in fluid communication with the liquid fuel supply and supplying the liquid fuel to the injection valve at a pressure suitable for injecting the liquid fuel into the combustion chamber;a pressure regulator in fluid communication with the gaseous fuel supply and supplying the gaseous fuel to the injection valve at a pressure suitable for injecting the gaseous fuel into the combustion chamber;a first pressure sensor for measuring liquid fuel pressure downstream from the liquid fuel pumping apparatus;a second pressure sensor for measuring gaseous fuel pressure downstream from the pressure regulator; and monitor pressure signals from the first pressure sensor and the second pressure sensor that are representative of liquid fuel pressure and gaseous fuel pressure respectively; and', 'command the liquid fuel pumping apparatus and the pressure regulator such that a target pressure differential between the liquid fuel pressure and the gaseous fuel pressure is maintained within a predetermined range of tolerance., 'a controller operatively connected with the liquid fuel pumping ...

Method And Apparatus For Controlling Fuel Pressure In A Gaseous Fuelled Internal Combustion Engine

A method for controlling fuel pressure in an internal combustion engine consuming a gaseous fuel and a liquid fuel comprises steps of determining a gaseous fuel pressure target value as a function of an engine operating condition, pressurizing the liquid fuel to a liquid fuel pressure based on the gaseous fuel pressure target value, and regulating gaseous fuel pressure from the liquid fuel pressure. The gaseous fuel pressure equals the gaseous fuel pressure target value to within a predetermined range of tolerance. A corresponding apparatus controls fuel pressure in a gaseous fuelled internal combustion engine.

Two-cycle gas engine

A two-cycle gas engine includes a piston that defines a main combustion chamber with a surrounding wall of a cylinder and a cylinder head, a fuel gas injector configured to inject fuel gas, a scavenging port that supplies air into the main combustion chamber upon the piston being positioned in vicinity of a bottom dead center, a precombustion chamber cap that defines a precombustion chamber inside thereof, a fuel injection timing control unit configured to inject the fuel gas into the main combustion chamber and to inject the fuel gas into the main combustion chamber upon the piston being positioned in the vicinity of the top dead center, and an ignition timing control unit configured to ignite a mixed air of the fuel gas and the air inside the precombustion chamber upon the piston being positioned in the vicinity of the top dead center.

AUTOMATIC CALIBRATION SYSTEM AND METHOD FOR A DUAL FUEL INTERNAL COMBUSTION ENGINE

A system and method for automatically calibrating an engine operating with a first fuel and a second fuel includes comparing each of a plurality of engine operating parameters with a corresponding limit, determining whether any of the plurality of engine operating parameters has exceeded its corresponding limit and, while none of the plurality of engine operating parameters has exceeded its corresponding limit, automatically and incrementally advance start of injection timing. 1. A method for operating an engine , comprising:providing a first fuel into an engine cylinder;injecting a second fuel into the engine cylinder at a start of injection (SOI) timing;providing an engine parameter to a controller;providing a cylinder parameter to the controller;monitoring the engine parameter and the cylinder parameter with the controller;comparing the engine parameter and the cylinder parameter in the controller with corresponding limits to determine a global error that is related to the engine parameter and a local error that is related to the cylinder; andwhile each of the global error and the local error indicate that the engine parameter and the cylinder parameter are below the corresponding limits, automatically advancing the SOI timing with the controller for all engine cylinders,when the local error indicates that the cylinder parameter is above the corresponding limit, automatically retarding the SOI timing for a particular cylinder with the controller.2. The method of claim 1 , wherein the first fuel is a gaseous fuel and the second fuel is diesel fuel claim 1 , and wherein the method further comprises injecting the diesel fuel directly into an engine cylinder using a diesel fuel injector.3. The method of claim 1 , wherein the engine parameter is provided from a sensor disposed to measure the engine parameter and provide a signal indicative of the engine parameter to the controller.4. The method of claim 3 , wherein the engine parameter is at least one of a ...

Method And System For Controlling Fuel Pressure In A Gaseous Fuelled Internal Combustion Engine

A method for controlling fuel pressure in an internal combustion engine consuming a gaseous fuel and a liquid fuel comprises steps of determining a gaseous fuel pressure target value as a function of an engine operating condition, pressurizing the liquid fuel to a liquid fuel pressure based on the gaseous fuel pressure target value, and regulating gaseous fuel pressure from the liquid fuel pressure. The gaseous fuel pressure equals the gaseous fuel pressure target value to within a predetermined range of tolerance. A corresponding system controls fuel pressure in a gaseous fuelled internal combustion engine. 1. A fuel system for an injection valve that introduces a liquid fuel and a gaseous fuel separately and independently of each other into a combustion chamber of an internal combustion engine , the fuel system comprising:a liquid fuel supply;a gaseous fuel supply;a liquid fuel pumping apparatus in fluid communication with the liquid fuel supply and supplying the liquid fuel to the injection valve at a pressure suitable for injecting the liquid fuel into the combustion chamber;a pressure regulator in fluid communication with the gaseous fuel supply and supplying the gaseous fuel to the injection valve at a pressure suitable for injecting the gaseous fuel into the combustion chamber;a first pressure sensor for measuring liquid fuel pressure downstream from the liquid fuel pumping apparatus;a second pressure sensor for measuring gaseous fuel pressure downstream from the pressure regulator; and monitor pressure signals from the first pressure sensor and the second pressure sensor that are representative of liquid fuel pressure and gaseous fuel pressure respectively; and', 'command the liquid fuel pumping apparatus and the pressure regulator such that a target pressure differential between the liquid fuel pressure and the gaseous fuel pressure is maintained within a predetermined range of tolerance., 'a controller operatively connected with the liquid fuel pumping ...

NATURAL GAS ENGINE SYSTEM WITH IMPROVED TRANSIENT RESPONSE

A natural gas engine system may have an engine having at least one cylinder. The engine may also have an intake manifold configured to deliver air for combustion to the cylinder and an exhaust manifold configured to discharge exhaust from the cylinder. The natural gas engine system may have a generator coupled to the engine. The generator may be configured to generate electrical power for an electrical load. The natural gas engine system may have a fuel source configured to supply natural gas for combustion in the engine, and an air tank in fluid communication with the intake manifold and the exhaust manifold. Further, the natural gas engine system may have a controller. The controller may be configured to direct a first amount of air from the air tank to the exhaust manifold and a second amount of air from the air tank to the intake manifold. 1. A natural gas engine system , comprising: at least one cylinder;', 'an intake manifold configured to deliver air for combustion to the cylinder;', 'an exhaust manifold configured to discharge exhaust from the cylinder;, 'an engine, includinga generator coupled to the engine and configured to generate electrical power for an electrical load;a fuel source configured to supply natural gas for combustion in the engine;an air tank in fluid communication with the intake manifold and the exhaust manifold; anda controller configured to direct a first amount of air from the air tank to the exhaust manifold and direct a second amount of air from the air tank to the intake manifold.2. The natural gas engine system of claim 1 , further including a turbocharger that includes:a turbine stage in fluid communication with the exhaust manifold and the air tank, the turbine stage being configured to be driven by at least one of the exhaust and the first amount of air; anda compressor stage coupled to the turbine stage, the compressor stage configured to direct a third amount of air from ambient to the intake manifold.3. The natural gas engine ...

Hydraulic servo gas regulator for multi-fuel engine

A bi-fuel and dual-fuel engine variable pressure fuel system is presented facilitating individual or simultaneous use of liquid and gaseous fuels including natural gas, hydrogen and gasoline, through employment of a variable output pressure gaseous fuel regulator incorporating an attached hydraulic amplifying structure communicating with a relatively low pressure fluid servo circuit that may in turn communicate with a variable pressure automotive liquid fuel system to facilitate relatively high pressure gaseous fuel injection.

FUEL LEVEL MEASUREMENT SYSTEM FOR A MACHINE

A fuel level measurement system and method for liquified natural gas (LNG) powered machines is disclosed. An engine control module (ECM) receives fuel line pressure levels at a first time (e.g., a key-off event) and, again, at a second time (e.g., a key-on event). The ECM predicts an expected change in pressure from the key-off event to the key-on event based on various factors. If the change in pressure detected is greater than a threshold level different from the predicted change in pressure, the ECM determines a fill event and resets a current fuel level. The ECM tracks mass flow commands used to provide fuel to the engine to determine the consumption of fuel from the fuel tank and to determine a new current fuel level based on the amount of fuel consumed. The current fuel level is displayed on a fuel gauge. 1. A machine , comprising:an engine;a fuel level gauge;a fuel tank configured to hold fuel; and{'claim-text': ['identify a first fuel level in the fuel tank;', 'receive a first operator signal associated with operation of the engine;', 'generate, based at least in part on the first operator signal, a first mass flow command indicative of a first amount of fuel supplied to the engine;', 'determine the first amount of fuel supplied to the engine based at least in part on the first mass flow command;', 'determine a second fuel level in the fuel tank based at least in part on the first amount of fuel supplied to the engine; and', 'cause the second fuel level to be displayed on the fuel level gauge.'], '#text': 'an engine control module (ECM) configured to:'}2. The machine of claim 1 , further comprising a fuel valve claim 1 , wherein the first mass flow command controls the fuel valve to supply the first amount of fuel to the engine.3. The machine of claim 1 , wherein the ECM is further configured to:receive a second operator signal associated with the operation of the engine;generate, based at least in part on the second operator signal, a second mass flow ...

Control system for multi-cylinder engine

A control system for fuel delivery systems associated with cylinders of a multi-cylinder engine is provided. The control system includes a detector, a processor, and an actuator. The detector is configured to sense a signal to change from a compression ignited fuel to a spark ignited fuel in a pre-determined number of cylinders. The processor is configured to receive the signal from the detector and generate one or more actuation signals. The controller is configured to receive the actuation signals and tandemly control the fuel delivery systems associated with the pre-determined cylinders based on the actuation signals.

Method for sensing a fuel composition to restrict the usability of a vehicle in the event of a misfueling

A method for CO2 certification and/or CO2-dependent homologation of vehicles that takes into account at least one design feature of the vehicle, which is characterized in that the detected use of a CO2-reduced fuel is taken into account as a design feature of the vehicle.

High-Efficiency Two-Stroke Internal Combustion Engine

A two-stroke internal combustion engine achieves high performance levels by using an innovatively timed sequence of injecting and igniting fuel and oxidant. The operating cycle of the engine does not utilize a compression process. This permits the injection of fuel and oxidant to be coordinated with the initiation of the combustion process in such a way that the engine achieves high efficiency and provides high torque, while at the same time producing low thermal loading of engine components and low levels of engine noise and vibration. 1. A two-stroke internal combustion engine comprising:a) a multiplicity of hollow circular cylinders, with each of said cylinders having a central longitudinal axis, and with each of said cylinders having one closed end and one open end, and with each of said cylinders having, in its closed end, fuel and oxidant inlet valves and an exhaust valve;b) a multiplicity of moveable circular pistons, with each of said pistons being situated coaxially within one of the aforementioned cylinders, and with each of said pistons being mechanically constrained to move in a reciprocating manner within its associated cylinder, and with the mechanical interconnection of each of said pistons to other engine components being such that, when said piston is at its top-dead-center position, the internal volume of its associated cylinder is as close to zero as standard fabrication techniques and mechanical tolerances will allow, without permitting said piston to contact the closed end of its associated cylinder under any set of operating conditions;c) a crankshaft, with said crankshaft having a central longitudinal axis which is intersected by, and is perpendicular to, the central longitudinal axes of each of the aforementioned cylinders, and with said crankshaft being capable of rotational motion about its central longitudinal axis, and with said crankshaft having a multiplicity of crank arms, with each of said crank arms being mechanically linked to one ...

PORTABLE GENERATOR HAVING MULTIPLE FUEL SOURCES

A portable generator includes an engine including an air-fuel mixing device, an alternator, first and second fuel reservoir fluidly coupled to the air-fuel mixing device, a first fuel valve and a second fuel valve movable to an open position that allows fuel to flow from respective fuel reservoirs to the air-fuel mixing device and a closed position that prevents fuel from flowing from respective fuel reservoirs to the air-fuel mixing device, a fuel selector input device operable to select the first or second fuel reservoir as the source of fuel, and a controller programmed to automatically open or close the first fuel valve and open or close the second fuel valve in response to an input from the fuel selector input device indicating selection of the first or second fuel reservoirs. 1. A portable generator , comprising:an engine including an air-fuel mixing device;an alternator configured to be driven by the engine to produce electricity;a first fuel reservoir fluidly coupled to the air-fuel mixing device;a second fuel reservoir fluidly coupled to the air-fuel mixing device;a first fuel valve movable to an open position that allows fuel to flow from the first fuel reservoir to the air-fuel mixing device and a closed position that prevents fuel from flowing from the first fuel reservoir to the air-fuel mixing device;a second fuel valve movable to an open position that allows fuel to flow from the second fuel reservoir to the air-fuel mixing device and a closed position that prevents fuel from flowing from the second fuel reservoir to the air-fuel mixing device;a fuel selector input device operable to select the first fuel reservoir or the second fuel reservoir as the source of fuel to the air-fuel mixing device; and automatically open the first fuel valve and close the second fuel valve in response to an input from the fuel selector input device indicating selection of the first fuel reservoir;', 'automatically close the first fuel valve and open the second fuel valve ...

INTERNAL COMBUSTION ENGINE

A Dual-fuel combustion engine, possessing: 1. A Dual-fuel combustion engine , comprising:a control device;at least one combustion chamber;at least one gas delivery device for delivering a gaseous fuel to at least one combustion chamber; andat least one injector that can be regulated via the control device using an actuator triggering signal, for an injection of liquid fuel into the at least one combustion chamber; wherein the at least one injector comprises an output—opening for a liquid fuel closable by a needle; wherein the control device, via the actuator triggering signal, —controls opening of the needle in a ballistic region of the needle in a pilot operating mode of the combustion engine; and wherein an algorithm is stored in the control device, which receives as an input value at least the actuator triggering signal, and calculates a mass of liquid fuel transferred through the output opening of the at least one injector via an injector model, compares the mass calculated using the injector model with a required target value of the mass of liquid fuel, and either leaves it unchanged or corrects the actuator triggering signal, depending on a result of the comparison.2. The combustion engine of claim 1 , wherein the algorithm comprises a preliminary control claim 1 , which calculates a preliminary control signal for the actuator triggering signal for an injection duration claim 1 , based on the required target value of the mass of liquid fuel.3. The combustion engine of claim 1 , wherein at least one sensor is operable to measure at least one measurement value of the at least one injector claim 1 , for which purpose the sensor is or can be brought into signal connection with the control device.4. The combustion engine of claim 1 , wherein the algorithm possesses a feedback loop which claim 1 , after the actuator triggering signal is calculated by a preliminary control for injection duration and an at least one measurement value claim 1 , calculates the mass of ...

CONTROLLING AN INTERNAL COMBUSTION ENGINE OPERATED ON GASEOUS FUEL

A method for controlling an internal combustion engine operating on at least partly gaseous fuel is disclosed. The method may include providing a desired burn rate profile corresponding to a desired operation of the internal combustion engine. The method may further include selecting first operating parameters such that an operation of the internal combustion engine with a first gas composition produces a first burn rate profile that corresponds to the desired burn rate profile. The method may also include operating the internal combustion engine with the first operating parameters using a second gas composition. The method may include determining that the second burn rate profile differs from the desired burn rate profile. In addition, the method may include adjusting an operating parameter from among the first operating parameters of the internal combustion engine to approach the desired burn rate profile. 1. A method for controlling an internal combustion engine operating on at least partly gaseous fuel , the method comprising:providing a desired burn rate profile corresponding to a desired operation of the internal combustion engine;selecting first operating parameters such that an operation of the internal combustion engine with a first gas composition produces a first burn rate profile that corresponds to the desired burn rate profile;operating the internal combustion engine with the first operating parameters using a second gas composition;determining that the second burn rate profile differs from the desired burn rate profile thereby indicating that the second gas composition differs from the first gas composition; andadjusting an operating parameter from among the first operating parameters of the internal combustion engine to approach the desired burn rate profile.2. The method of claim 1 , further comprising:receiving pressure data corresponding to a cylinder pressure profile; andderiving from the pressure data the burn rate profile.3. The method of claim ...

GAS SUBSTITUTION CONTROL SYSTEM AND METHOD FOR BI-FUEL ENGINE

A gas substitution ratio control system varies natural gas flow to a bi-fuel engine based on detected diesel flow to maintain a desired gas substitution ratio (GSR), without any requirement to sense engine load. In other words, GSR is controlled without monitoring engine load level. In one system, an engine is first calibrated to map actual gas and diesel flows to provide the correct GSR for all engine loads. The calibration data is then stored and diesel flow rate is monitored. The current detected diesel flow rate is used to determine the required gas flow rate for correct GSR. Gas flow to the engine is then adjusted to correspond to the required gas flow rate. Other embodiments meter gas to maintain the diesel flow rate at the same minimum level for all loads, or meter gas and diesel fuel flows to match a map of the limiting fuel energy based GSR (gas fuel energy rate/total fuel energy rate) at all loads for each engine model. 1. A method of controlling gas substitution ratio in a bi-fuel engine , comprising:calibrating a bi-fuel engine having a gaseous fuel input and a non-gaseous fuel input over a range of engine loads to determine the gaseous fuel flow and corresponding non-gaseous fuel flow to produce predetermined gas substitution ratios (GSR) over the calibrated load range;storing the calibration data in a data base;detecting current non-gaseous fuel flow to the engine;using the stored calibration data to determine the gaseous fuel flow corresponding to the current detected non-gaseous fuel flow;controlling a gas metering assembly to produce a gaseous fuel flow to the engine corresponding to the determined gaseous fuel flow computed from the stored calibration data; andcontinuing to monitor the current non-gaseous fuel flow to the engine and adjusting the gaseous fuel flow in response to variations in detected non-gaseous fuel flow in order to maintain the GSR at or close to the predetermined level and compensate for variations in detected non-gaseous fuel ...

Highly Accurate Continuous-Flow Vaporized Fuel Supply for Large Dynamic Power Ranges

Methods and systems for accurate and precise fuel supply control for continuous-flow of gaseous fuel to an internal combustion engine over a large dynamic power range, including a dual-stage valve that allows optimal control—a first stage in the form of a voice-coil driven electronic pressure regulator, and a second stage in the form of a voice-coil-driven choked-flow valve; monitoring the pressure of the fuel intermediate the two stages and making appropriate adjustments to the first stage via a pressure actuator loop; feeding the gaseous fuel mixture through a unitary block assembly into the second stage; monitoring the pressure of the air/fuel mixture and making appropriate adjustments to the second stage via a valve actuator control loop. 1. An accurate gaseous fuel flow control for spark-ignited internal combustion engines , said accurate gaseous fuel flow control producing controlled flow based on an engine control signal that represents the instantaneously or nearly-instantaneously desired flowrate for the gaseous fuel supply flow , said accurate gaseous fuel flow control comprising:{'claim-text': ['i. a valve body having a fuel flow inlet, a fuel flow outlet, and a fuel flow passage therebetween, said fuel flow inlet being positioned to receive fuel, said valve body further comprising at least a valve member for controlling the flow through said fuel flow passage, said valve member being positioned within said fuel flow passage;', 'ii. said valve member having a flow controlling surface and said valve member comprising a shaft, wherein said flow controlling surface is positioned at an operative end of said shaft, said shaft being configured to achieve a mechanical response based on the movements of an interconnecting actuator, the flow controlling surface being positioned in such a way that enables interaction between said flow controlling surface and an inner surface of said fuel flow inlet;', 'iii. said fuel flow inlet, wherein an orifice of variable cross ...

Bi-fuel engine with increased power

A conventional gasoline engine is retrofitted and calibrated to operate as a bi-fuel engine using Hydrogen as the second fuel. When operated with Hydrogen, which typically leads to a reduction of engine output power, the engine is preferably operated in a charged mode and in a lean mode with the engine throttle kept in a wide open position during charged and lean mode operation resulting in a more efficient engine with a reduction of engine output power loss.

System For Adapting An Internal Combustion Engine To Be Powered By Gaseous Fuel In Gas Phase And By Gaseous Fuel In Liquid Phase

System for adapting an internal combustion engine to be powered by gaseous fuel in gas phase and by gaseous fuel, an internal combustion engine arrangement comprising the system and a method for adapting an internal combustion liquid fuel engine to be powered by gaseous fuel in gas phase and gaseous fuel in liquid phase. 1. A system for adapting an internal combustion engine to be powered by gaseous fuel in gas phase and by gaseous fuel in liquid phase at the same time , comprising at least one cylinder and at least one liquid fuel injector for injecting liquid fuel directly into the at least one cylinder , wherein the system comprises:a tank of gaseous fuel in liquid phase,a pump of gaseous fuel in liquid phase in fluid communication with the tank of gaseous fuel in liquid phase for pumping gaseous fuel in liquid phase from the tank,at least one gaseous fuel injector for injecting gaseous fuel in gas phase,a gaseous fuel reducer for bringing gaseous fuel from liquid into gas phase, with the reducer in fluid communication with the gaseous fuel pump for receiving gaseous fuel in liquid phase, and with the at least one gaseous fuel injectors for being fed with gaseous fuel in gas phase,the system is adapted to be in fluid communication between the pump of gaseous fuel in liquid phase and the at least one liquid fuel injector for supplying by the injector the gaseous fuel in liquid phase and for injecting gaseous fuel in liquid phase directly into the at least one cylinder through the at least one liquid fuel injector.2. The system according to claim 1 , further comprising a control arrangement for controlling the system.3. The system according to claim 2 , wherein the control arrangement comprises a controller for controlling the pump of gaseous fuel in liquid state.4. The system according to claim 2 , wherein the control arrangement comprises a controller of gaseous fuel for controlling the system.5. The system according to claim 2 , wherein the system comprises a ...

DUAL-FUEL INTERNAL COMBUSTION ENGINE

A dual-fuel internal combustion engine with a device for regulating the internal combustion engine, with at least two piston-cylinders, a fuel injector assigned to the piston-cylinder units for a liquid fuel, which has an injector needle. Each piston-cylinder unit has a gas supply device for fuel, wherein the regulating device controls the fuel injector and the at least one gas supply device individually for metering of the quantity of the liquid or gaseous fuel supplied to each piston-cylinder unit. At least one needle sensor is connected to the regulating device and assigned to the respective piston-cylinder unit, which detects a characteristic signal of the needle position in the ballistic range, so that the fuel injector can be operated with individual controllability for each of the at least two piston-cylinder units for the regulation of the supplied fuel quantity in the ballistic range. 1. A dual-fuel internal combustion engine with:a regulating device for regulating the internal combustion engineat least two piston-cylinder unitsat least one fuel injector for a liquid fuel, which is configured to at least one of the at least two piston-cylinder units, comprising an injector needle which can assume different needle positionsat least one gas supply device for gaseous fuel associated with at least one of the at least two piston-cylinder unitswherein the regulating device is configured to individually control the at least one fuel injector and the at least one gas supply device for the selective metering of the quantity of liquid or gaseous fuel supplied to the at least two piston-cylinder units, wherein at least one needle sensor is provided for each piston cylinder unit, which is connected to the regulating device which is configured to detect a signal characteristic of the needle position in the ballistic range, so that the fuel injector can be operated with individual controllability for each of the at least two piston-cylinder units for the regulation of ...

Engine device

An engine device (21) including: an intake manifold (67) configured to supply air into a cylinder (77); an exhaust manifold (44) configured to output exhaust gas from the cylinder (77); a gas injector (98) which mixes a gaseous fuel with the air supplied from the intake manifold 67; and a main fuel injection valve (79) configured to inject a liquid fuel into the cylinder (77) for combustion. At the time of switching the operation mode from one to the other between a gas mode and a diesel mode, an instant switching to the diesel mode is executed when the engine rotation number is determined to approach the upper limit value which leads to an emergency stop of the engine device.

Diesel to natural gas conversion system

A dual-fuel conversion system that introduces natural gas into at least one engine cylinder and replaces diesel fuel with a replacement pilot fuel for ignition. The system includes replacement injectors that mount to an injector adapter that replaces the original diesel fuel injector, a control computer that is reprogrammed to control timing of the replacement injectors, and replacement fuel components to distribute natural gas and a pilot fuel to the at least one engine cylinder.

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

A control apparatus is applied to an internal combustion engine in which fuel used for operation is changed between liquid fuel containing alcohol and gas fuel. The control apparatus includes an electronic control unit configured to prohibit use of the gas fuel when a ratio of dilution of lubricating oil by the liquid fuel in a lubricating oil storage portion of the internal combustion engine is equal to or larger than a predetermined value or when an amount of the liquid fuel mixed in the lubricating oil in the lubricating oil storage portion is equal to or larger than a predetermined amount. 1. A control apparatus that is applied to an internal combustion engine in which fuel used for operation is changed between liquid fuel containing alcohol and gas fuel , comprising:an electronic control unit configured to prohibit use of the gas fuel when a ratio of dilution of lubricating oil by the liquid fuel in a lubricating oil storage portion of the internal combustion engine is equal to or larger than a predetermined value or when an amount of the liquid fuel mixed in the lubricating oil in the lubricating oil storage portion is equal to or larger than a predetermined amount.2. The control apparatus for the internal combustion engine according to claim 1 , wherein:the internal combustion engine uses the liquid fuel during warm-up operation, and uses the gas fuel after completion of warm-up; andthe electronic control unit is configured to prohibit a change of fuel in use from the liquid fuel to the gas fuel when the ratio of dilution of the lubricating oil by the liquid fuel in the lubricating oil storage portion is equal to or larger than the predetermined value, and to permit the change of the fuel in use from the liquid fuel to the gas fuel on a condition that the ratio of dilution should be smaller than the predetermined value, after the completion of the warm-up.3. The control apparatus for the internal combustion engine according to claim 1 , wherein:the internal ...

SYSTEM AND METHOD FOR CONTROLLING AN ENGINE AIR-FUEL RATIO

Various methods and systems are provided for adjusting an air-fuel ratio for combustion in an engine. In one embodiment, a method for an engine (e.g., a method for controlling an engine system) comprises responding to a sensed change in a load on the engine, or indications of engine knock or misfire, by one or more of: altering a speed of the engine, adjusting a fueling flow rate into at least one cylinder of the engine, and adjusting a position of a valve in a bypass passage configured to direct compressed intake air away from cylinders of the engine to obtain a determined air-fuel ratio; and thereby maintaining an air-fuel ratio in a determined range. 1. A method for an engine , comprising: altering a speed of the engine,', 'adjusting a fueling flow rate into at least one first cylinder of the engine, or', 'adjusting a position of a valve in a bypass passage configured to direct compressed intake air away from cylinders of the engine to obtain a determined air-fuel ratio within a determined range., 'responding to a sensed change in a load on the engine, or indications of engine knock or misfire, by one or more of2. The method of claim 1 , wherein the determined air-fuel ratio is based on the sensed change in load or indication of engine knock or misfire and additional engine operating conditions including one or more of a measured oxygen or other gaseous emission level in an exhaust passage of the engine claim 1 , a substitution ratio of natural gas to diesel fuel injected into the engine claim 1 , an intake manifold pressure claim 1 , a calculated or measured cylinder pressure claim 1 , an exhaust temperature claim 1 , or the speed of the engine.3. The method of claim 1 , wherein altering the speed of the engine includes:increasing the speed of the engine to increase airflow to at least one second cylinder of the engine in response to the determined air-fuel ratio being greater than a current air-fuel ratio during the sensed change in load or indications of ...

FUEL FLOW DETECTION METHOD OF IN-VEHICLE ENGINE

A fuel flow detection method of an in-vehicle engine uses gasoline, liquefied gas, and gas as a fuel and adopts a spark ignition system, and a fuel flow is calculated from a detected intake air flow and an air-fuel ratio after combustion or an oxygen ratio. 1. A fuel flow detection method of an in-vehicle engine that uses gasoline , liquefied gas , and gas as a fuel and adopts a spark ignition system ,wherein a fuel flow is calculated from a detected intake air flow (Qa) and an air-fuel ratio (R) after combustion or an oxygen ratio (RO).2. The fuel flow detection method of the in-vehicle engine according to claim 1 , wherein an estimated intake air flow is calculated from information of an intake manifold pressure sensor provided on a downstream side of a throttle valve of an engine claim 1 , information of an air temperature sensor claim 1 , and information of an engine speed or estimated intake air flow information is calculated from information of a throttle valve opening claim 1 , an atmospheric pressure claim 1 , and an air temperature used as the intake air flow.3. The fuel flow detection method of the in-vehicle engine according to claim 1 , wherein the oxygen ratio includes an air-fuel ratio index and the fuel flow is calculated using the following formula:{'br': None, 'i': Qf', 'Qa', 'K, 'Fuel flow()=the detected intake air flow()×constant()/the oxygen ratio.'}4. The fuel flow detection method of the in-vehicle engine according to claim 1 , wherein the fuel flow (Qf) is set to 0 claim 1 , when an engine stop or a fuel supply stop is controlled.5. The fuel flow detection method of the in-vehicle engine according to claim 1 , wherein the fuel flow is detected by a control unit different from a control unit of the in-vehicle engine.6. The fuel flow detection method of the in-vehicle engine according to claim 1 , wherein fuel efficiency is calculated by dividing the fuel flow by a vehicle speed.7. The fuel flow detection method of the in-vehicle engine ...

VEHICLE

A vehicle includes an internal combustion engine (ICE) to provide motive power to the vehicle. The ICE includes a pressurizable tank defining a tank volume to contain a solution of a natural gas and a liquid fuel. The ICE has a refueling port in fluid communication with the tank volume to selectably interface with a refueling nozzle to receive the solution from the refueling nozzle. A fuel supply tube conveys the solution from the pressurizable tank to the ICE. A fuel injector is in fluid communication with the fuel supply tube and a combustion chamber of the ICE. In response to a level of the solution in the pressurizable tank, the fuel injector is to selectably inject a predetermined quantity of the solution or a predetermined quantity of a gaseous mixture into the ICE for combustion. The gaseous mixture includes a vapor and the natural gas evaporated from the solution. 1. A vehicle , comprising:an Internal Combustion Engine (ICE) to provide motive power to the vehicle;a pressurizable tank defining a tank volume to contain a solution of a natural gas and a liquid fuel;a refueling port in fluid communication with the tank volume to selectably interface with a refueling nozzle to receive the solution from the refueling nozzle;a fuel supply tube to convey the solution from the tank to the ICE; anda fuel injector in fluid communication with the fuel supply tube and a combustion chamber of the ICE, in response to a level of the solution in the tank, to selectably inject a predetermined quantity of the solution or a predetermined quantity of a gaseous mixture of a vapor and the natural gas evaporated from the solution into the ICE for combustion therein.2. The vehicle as defined in wherein a mass fraction of the natural gas in the solution is from about 2 percent by weight to about 20 percent by weight.3. The vehicle as defined in wherein a predetermined volume of the solution in the pressurizable tank less than a capacity of the tank volume triggers the refueling port ...

Air-Fuel Metering for Internal Combustion Reciprocating Engines

Methods for controlling an air-to-fuel (AFR) ratio in the metering of fuel to an operating internal combustion engine (ICE) are provided using software-implemented logic controls to enable the determination of one or more of a maximum-power AFR fiducial and a maximum-efficiency AFR fiducial. Control of the fuel delivered to achieve any desired AFT using the fiducial values and/or a known or derived power-AFR curve for the ICE, and pressures of 5 psi or less, without chemical or temperature sensing of the exhaust gas of the ICE. 1. A method of controlling the air-fuel ratio (AFR) of an operating internal combustion engine (ICE) , the ICE having a combustion chamber , at least an intake stroke and a combustion stroke , a speed controller to adjust a throttle to maintain a target rotational speed , and an air intake determination unit to determine an air intake parameter indicative of the amount of air inducted into the combustion chamber during an intake stroke , the method comprising: 1) operating the ICE under a constant load at a first AFR defining one of a rich mixture and a lean mixture;', '2) decreasing the AFR and determining a change in engine power output in response to the decrease in AFR;', '3) if the engine power output increases in response to the decrease in AFR, repeating step a2 until the engine power output decreases in response to the decrease in AFR;', '4) if the engine power decreases in response to the decrease in AFR in step a2, increasing the AFR and determining a change in engine power output in response to the increase in AFR;', '5) if the engine power increases in response to the increase in AFR in step a4, repeating the step of increasing the AFR and determining a change in engine power output in response thereto until the engine power decreases in response to an increase in AFR; and', '6) identifying the maximum-power AFR fiducial as the AFR at which any change in AFR results in a decrease in the power output of the engine;, 'a) determining ...

REDUCING UNBURNED HYDROCARBON EMISSIONS IN GASEOUS FUELLED LEAN-BURN ENGINES

It is a challenge to reduce unburned hydrocarbon emissions for gaseous fuelled engines, especially at low engine load conditions, to meet demanding emission regulation targets. A method for reducing unburned hydrocarbon emissions in a lean-burn internal combustion engine that is fuelled with a gaseous fuel comprises adjusting the timing for closing of an intake valve as a function of engine operating conditions by one of advancing timing for closing of the intake valve and closing the intake valve earlier during an intake stroke; and retarding timing for closing of the intake valve and closing the intake valve later during a compression stroke. The volumetric efficiency of the internal combustion engine is reduced and unburned hydrocarbon emissions are maintained below a predetermined level. 1. A method for reducing unburned hydrocarbon emissions in a lean-burn internal combustion engine that is fuelled with a gaseous fuel , the method comprising:adjusting the timing for closing of an intake valve as a function of engine operating conditions by one of:advancing timing for closing of the intake valve and closing the intake valve earlier during an intake stroke; andretarding timing for closing of the intake valve and closing the intake valve later during a compression stroke;wherein the volumetric efficiency of the internal combustion engine is reduced and unboned hydrocarbon emissions are maintained below a predetermined level.2. The method of claim 1 , wherein the engine operating conditions comprise engine load.3. The method of claim 2 , further comprising at least one of:adjusting the timing for closing the intake valve when the engine load is less than 20 50% of full engine load conditions;advancing the timing for closing the intake valve between 20 and 90 crank angle degrees; andretarding the timing for closing the intake valve between 20 and 90 crank angle degrees.4. The method of claim 2 , further comprising maintaining a higher boost pressure when the engine ...

DIFFERENTIAL CYLINDER BALANCING FOR INTERNAL COMBUSTION ENGINE

A method of adjusting operation of an internal combustion engine includes injecting fuel into cylinders of the internal combustion engine (first fuel operation); obtaining a first fuel exhaust temperature profile during the first fuel operation; injecting two fuels into the cylinders in a duel fuel operation; obtaining a duel fuel exhaust temperature profile; and adjusting the injection quantity and/or an injection timing of one fuel in a cylinder(s), based on a difference between the first fuel exhaust temperature profile and the duel fuel exhaust temperature profile. Other methods of operating with single fuel and using sensors other than exhaust temperature sensors are disclosed. 1. A method of adjusting operation of an internal combustion engine , the method comprising:injecting a first fuel into a plurality of cylinders of the internal combustion engine, thereby defining a first fuel operation;obtaining a first fuel exhaust temperature profile, during the first fuel operation;injecting a second fuel and the first fuel into the plurality of cylinders of the internal combustion engine, thereby defining a duel fuel operation;obtaining a duel fuel exhaust temperature profile, during the duel fuel operation; andadjusting one of an injection quantity and an injection timing of one of the first fuel and the second fuel in at least one of the plurality of cylinders, based on a difference between the first fuel exhaust temperature profile and the duel fuel exhaust temperature profile.2. The method of claim 1 , wherein the first fuel comprises diesel.3. The method of claim 1 , wherein obtaining the first fuel exhaust temperature profile comprises collecting an exhaust temperature from each of the plurality of cylinders.4. The method of claim 1 , wherein obtaining the duel fuel exhaust temperature profile claim 1 , comprises collecting an exhaust temperature from each of the plurality of cylinders.5. The method of claim 1 , wherein obtaining the first fuel exhaust ...

USAGE STRATEGY FOR MIXED GASOLINE AND CNG FUELED VEHICLES

A method for an engine, comprising: responsive to a pressure in a fuel tank being below a pressure threshold, injecting only a liquid fuel into an engine cylinder, the fuel tank storing the liquid fuel and a pressurized gaseous fuel partially dissolved in the liquid fuel. In this way, the pressurized gaseous fuel may be conserved, thus maintaining a pressure gradient within the fuel system and allowing for judicious use of the pressurized gaseous fuel, for example during cold start conditions. 1. A method for an engine , comprising:responsive to a pressure in a fuel tank being below a pressure threshold, injecting only a liquid fuel into an engine cylinder, the fuel tank storing the liquid fuel and a pressurized gaseous fuel partially dissolved in the liquid fuel.2. The method of claim 1 , further comprising:responsive to a liquid level in the fuel tank being below a liquid level threshold, injecting only the pressurized gaseous fuel into the engine cylinder.3. The method of claim 2 , further comprising:responsive to a spark ignition retard being greater than a threshold, adjusting a ratio of liquid fuel to pressurized gaseous fuel injected into the engine cylinder based on an effective octane of the liquid fuel and an effective octane of the pressurized gaseous fuel.4. The method of claim 2 , further comprising:adjusting a ratio of liquid fuel to pressurized gaseous fuel injected into the engine cylinder based on a cost per unit fuel energy of the liquid fuel and a cost per unit fuel energy of the pressurized gaseous fuel.5. The method of claim 2 , further comprising:responsive to an engine load being less than a threshold, increasing a ratio of pressurized gaseous fuel to liquid fuel injected into the engine cylinder.6. The method of claim 5 , further comprising:responsive to a manifold absolute pressure increasing above a threshold, increasing the ratio of liquid fuel to pressurized gaseous fuel injected into the engine cylinder.7. The method of claim 2 , further ...

METHOD OF CONTROLLING ENGINE, AND ENGINE SYSTEM

A method of controlling an engine is provided, the method including the steps of injecting main fuel by a fuel injector during an intake stroke or a compression stroke, providing a mixture gas containing fuel and air inside a cylinder, applying by an ignition device a high voltage between electrodes of a spark plug at a timing when the mixture gas is not ignited, detecting a parameter related to a current value of an electric-discharge channel generated between the electrodes, determining whether the detected parameter is within a range between a first threshold and a second threshold to determine a flowing state of a vortex inside the cylinder, injecting supplemental fuel by the fuel injector after the main fuel injection when the parameter is determined to be outside the range, and igniting the mixture gas by the ignition device using the spark plug after the supplemental fuel injection. 1. A method of controlling an engine by using a controller , the engine including a cylinder with a pentroof ceiling , air being introduced into the cylinder through an intake valve provided to the ceiling; an ignition device including a spark plug provided at or near the center axis of the cylinder; and a fuel injector provided at or near the center axis of the cylinder , the method comprising the steps of:injecting main fuel by the fuel injector during one of an intake stroke and a compression stroke, and providing a mixture gas containing fuel and air inside the cylinder;applying by the ignition device a high voltage between electrodes of the spark plug at a timing when the mixture gas is not ignited, and detecting a parameter related to a current value of an electric-discharge channel generated between the electrodes;determining by the controller whether the detected parameter is within a range between a first threshold and a second threshold to determine a flowing state of a vortex inside the cylinder;injecting supplemental fuel by the fuel injector after the injecting the ...

Method And Apparatus For Controlling Fuel Pressure In A Gaseous Fuelled Internal Combustion Engine

A method for controlling fuel pressure in an internal combustion engine consuming a gaseous fuel and a liquid fuel comprises steps of determining a gaseous fuel pressure target value as a function of an engine operating condition, pressurizing the liquid fuel to a liquid fuel pressure based on the gaseous fuel pressure target value, and regulating gaseous fuel pressure from the liquid fuel pressure. The gaseous fuel pressure equals the gaseous fuel pressure target value to within a predetermined range of tolerance. A corresponding apparatus controls fuel pressure in a gaseous fuelled internal combustion engine. 1. A method for controlling fuel pressure in an internal combustion engine consuming a gaseous fuel and a liquid fuel comprising:determining a gaseous fuel pressure target value as a function of an engine operating condition;pressurizing said liquid fuel to a liquid fuel pressure based on said gaseous fuel pressure target value; andregulating gaseous fuel pressure from said liquid fuel pressure; wherein said gaseous fuel pressure equals said gaseous fuel pressure target value to within a predetermined range of tolerance.2. The method of claim 1 , further comprising:measuring said gaseous fuel pressure; andpressurizing said liquid fuel such that said measured gaseous fuel pressure equals said gaseous fuel pressure target value to within a predetermined range of tolerance.3. The method of claim 1 , further comprising:calculating a liquid fuel pressure target value as a function of said gaseous fuel pressure target value and a nominal pressure differential between said liquid fuel pressure and said gaseous fuel pressure; andpressurizing said liquid fuel such that said liquid fuel pressure equals said liquid fuel pressure target value to within a predetermined range of tolerance.4. The method of claim 3 , wherein said liquid fuel pressure target value is stored in a table indexed by said engine operating condition.5. The method of claim 3 , further comprising: ...

OPERATING A GASEOUS FUEL INJECTOR

Fuel injection accuracy of gaseous fuel injectors is important for efficient engine operation. However, the performance of the injectors varies from part to part and across their lifetime, and when an injector is under performing according to its specification it is often unknown what is causing the problem. An apparatus for operating a gaseous fuel injector in an engine comprises a mass flow sensor that generates a signal representative of the mass flow rate of the gaseous fuel in a supply conduit in the engine. A controller connected with the injector and the mass flow sensor is programmed to actuate the injector to introduce gaseous fuel into the engine; determine the actual mass flow rate of the gaseous fuel based on the signal representative of the mass flow rate; calculate a difference between the actual mass flow rate and a desired mass flow rate; and adjust at least one of on-time of the gaseous fuel injector and a magnitude of an injector activation signal by respective amounts based on the difference when the absolute value of the difference is greater than a predetermined value. 1. An apparatus for operating a gaseous fuel injector in an internal combustion engine comprising:a supply of gaseous fuel;a conduit delivering gaseous fuel to the gaseous fuel injector from the supply of gaseous fuel;a mass flow sensor associated with the conduit generating a signal representative of the mass flow rate of the gaseous fuel; and actuate the gaseous fuel injector to introduce gaseous fuel into the internal combustion engine;', 'determine the actual mass flow rate of the gaseous fuel based on the signal representative of the mass flow rate;', 'calculate a difference between the actual mass flow rate and a desired mass flow rate; and', 'adjust at least one of on-time of the gaseous fuel injector and a magnitude of an injector activation signal by respective amounts based on the difference when the absolute value of the difference is greater than a predetermined value ...

IGNITION APPARATUS AND METHOD FOR A PREMIXED CHARGE IN A GASEOUS-FUELLED ENGINE

Premixed engines have ignition issues when engine speed and load are below a predetermined range. An ignition apparatus for igniting a premixed charge in a gaseous-fuelled internal combustion engine comprises an ignition device associated with a combustion chamber of the internal combustion engine. There is at least one of a dilutant injector for introducing a diluting agent that forms a stratified charge around the ignition device and an enrichment injector for introducing gaseous fuel that forms a stratified charge around the ignition device. An electronic controller is operatively connected with the ignition device and the at least one of the dilutant injector and the enrichment injector and programed to at least one of actuate the dilutant injector to introduce the diluting agent when the ignition device decreases a local air-fuel equivalence ratio around the ignition device below a predetermined threshold; and actuate the enrichment injector to introduce the gaseous fuel to decrease the local air-fuel equivalence ratio when engine load and engine speed are below a predetermined threshold engine load and speed range and when the ignition device does not affect the local air-fuel equivalence around the ignition device. 1. An ignition apparatus for igniting a premixed charge in a gaseous-fuelled internal combustion engine comprising:an ignition device associated with a combustion chamber of the internal combustion engine;at least one of a dilutant injector for introducing a diluting agent that forms a stratified charge around the ignition device and an enrichment injector for introducing gaseous fuel that forms a stratified charge around the ignition device; and actuate the dilutant injector to introduce the diluting agent when the ignition device decreases a local air-fuel equivalence ratio around the ignition device below a predetermined threshold; and', 'actuate the enrichment injector to introduce the gaseous fuel to decrease the local air-fuel equivalence ...

METHOD AND SYSTEM FOR IMPROVING FUEL ECONOMY AND REDUCING EMISSIONS OF INTERNAL COMBUSTION ENGINES

A method and system for improving the fuel economy and lowering the emissions of internal combustion engines by injecting predetermined amounts and ratios of on-board or locally generated hydrogen and oxygen to the engine's air intake and varying the gas addition volume and hydrogen/oxygen ratio as a function of the operating conditions, e.g., in line with the instant engine load. 1. A system for improving fuel economy of an internal combustion engine which combusts a carbon based fuel with air supplied by an air intake , the system comprising:a first source for supplying hydrogen gas;a second source for supplying oxygen gas, the second source being separate from the first source;a third source for supplying the carbon based fuel;a control system configured to continuously monitor one or more engine operating parameters to determine, on an ongoing basis, a pre-determined ratio of hydrogen gas to oxygen gas and a pre-determined total volume thereof to be injected into the air intake of the internal combustion engine to enhance the fuel economy thereof, wherein at least one engine operating parameter comprises an instant engine load corresponding to the internal combustion engine; anda metering system coupled to the first source, the second source and the air intake of the internal combustion engine, the metering system configured to independently select the pre-determined volumes of hydrogen gas and oxygen gas in the pre-determined ratio, as determined by the control system, from corresponding first and second sources, and provide the selected hydrogen and oxygen gases to the air intake of said internal combustion engine for combustion with the carbon based fuel,wherein a lower ratio of hydrogen gas to oxygen gas is determined by the control system to be injected into the air intake of the internal combustion engine if the instant engine load is lower than a predetermined engine load threshold than if the instant engine load is higher than the predetermined engine ...