CN107735557B - Mixed fuel system - Google Patents

Mixed fuel system Download PDF

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Publication number
CN107735557B
CN107735557B CN201680037842.1A CN201680037842A CN107735557B CN 107735557 B CN107735557 B CN 107735557B CN 201680037842 A CN201680037842 A CN 201680037842A CN 107735557 B CN107735557 B CN 107735557B
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engine
gaseous hydrogen
pressure
injection system
supply
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CN107735557A (en
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伊莱恩·约翰斯
彼得·菲利
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Ghp Ip Pty Ltd
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Ghp Ip Pty Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F02D41/1461—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)

Abstract

A mixed fuel supply system for diesel-injected internal combustion engines and other fuel-injected internal combustion engines; the system includes separate sources of liquid fuel and compressed hydrogen; and wherein the hydrogen supply module calculates or obtains a "map" of real-time liquid fuel demand based on engine size and capacity and at least one parameter output from an Engine Control Unit (ECU) to derive a real-time volume of hydrogen for addition to a fuel injection system of the engine. A hydrogen supply regulation system adapted to use a variable pressure regulator to supply hydrogen to an intake manifold of an engine in response to real-time operating conditions is also disclosed. The air intake of the engine may further include a diffuser such as a free-spinning turbine to mix the air with the hydrogen.

Description

Mixed fuel system
Technical Field
The present invention relates to fuel systems for engines and more particularly to dynamic pressure and flow control systems for supplying gaseous hydrogen to internal combustion engines and particularly, but not exclusively, to fuel injected diesel engines.
Background
It is known to add hydrogen to the liquid hydrocarbon fuel of an internal combustion engine. Thus, for example, PCT/AU2011/000762 by the present applicant discloses a system suitable for supplying supplemental hydrogen to a naturally aspirated gasoline engine of a vehicle. As in the case of the present invention, PCT/AU2011/000762 discloses a system based on a source of pressurized hydrogen.
Other systems known in the art, such as those disclosed in US4442801, US2009/0320789, US6311648, US4763610 and US5105773, each of which describes a system for generating a supply of hydrogen gas based on the electrolysis of water (on-board electrolysis of water) on a carrier. Still other known systems, such as the one disclosed in US7290504, obtain a hydrogen supply by processing a liquid fuel, such as ethanol or methanol, on a carrier.
US4253428 describes a fuel addition system for an internal combustion engine using gaseous hydrogen from a pressurized source. Although regulators are included in the delivery system, these regulators only operate to maintain the flow level of hydrogen when the pressure drops below an acceptable level in the pressurized source tank. There is no dynamic control of delivery pressure or flow depending on engine operating conditions.
US3906913 uses hydrogen gas generation on a carrier and although it is mentioned that the hydrogen supply can be regulated by a control system, it is in fact disfavored for such systems because they are undesirably complex.
US6655324 teaches a fuel delivery system having a dual level of equivalence ratio of fuel to air. This dual level controls the combination of gasoline and hydrogen as the fuel portion of the equivalence ratio.
Another system for adding gaseous fuel (e.g. hydrogen) to liquid fuel from an on-carrier pressurized source to the intake manifold of an engine is described in US 5408957. The pressure and flow of gaseous fuel may be controlled by a control module, but the control is an initial manual setting of the regulator after system installation to achieve optimal engine operation when the engine reaches normal operating temperatures.
Yet another system described in US6612269 includes adjusting the amount of a mixture of at least two gaseous fuels according to the sensed composition of these fuels and supplying the mixture at a constant pressure.
US4502763 discloses a pulsed supply of hydrogen to an engine combustion chamber by pre-charging a fixed volume chamber at regulated pressure.
As noted in many of the above prior art references, the addition of hydrogen to a liquid fuel internal combustion engine can provide significant economy in the operation of the engine. In addition to providing greater fuel economy, in the case of diesel engines, the addition of hydrogen can significantly reduce particulate emissions.
A problem with the application of hydrogen to internal combustion engines and particularly to turbocharged engines is large pressure variations that may occur in the intake manifold under varying operating conditions. These pressure variations may prevent a continuous, adequate, or optimal supply of hydrogen for use in the intake manifold.
The variation in intake manifold pressure is particularly significant in turbocharged engines, where there is a very large pressure increase once the turbocharger has reached and exceeded its boost threshold.
A common problem with hydrogen addition is the lack of a control system that allows a regulated gas supply that is tailored to the real-time operating conditions of the engine via the fuel injection system of the engine. In this sense, "sensible" means a calculated and measurable gas flow if hydrogen is effectively provided as a supplement to the liquid fuel supplied to the engine's injection system.
Notably, the compressed hydrogen gas can form an energy source of approximately 320 megajoules, making it a suitable energy supplement when supplied as a "tailored" gas flow mixture of air, hydrogen, and liquid fuel.
It is an object of the present invention to address or at least mitigate some of the above disadvantages.
Remarks for note
The term "comprising" (and grammatical variants thereof) is used in this specification in the inclusive sense of "having" or "including" and not in the exclusive sense of "consisting only of … …".
The above discussion of prior art in the context of the present invention is not an admission that any of the information discussed therein is part of the common general knowledge of a person skilled in the art in the applicable prior art or any country.
Summary of The Invention
Accordingly, in a first broad form of the present invention, there is provided a mixed fuel supply system for diesel and other fuel injected internal combustion engines; the system includes separate sources of liquid fuel and compressed hydrogen; and wherein the hydrogen supply module calculates a "map" of real-time liquid fuel demand based on engine size and capacity and at least one parameter output from an Engine Control Unit (ECU) to derive a real-time volume of hydrogen for addition to a fuel injection system of the engine.
Preferably, the hydrogen supply module utilizes the principles of a fuel injection control unit customized for hydrogen delivery.
Preferably, the real-time volume of added hydrogen provided to the injection system causes the Engine Control Unit (ECU) to decrement the volume of liquid fuel.
Preferably, the real-time volume of hydrogen simultaneously reduces the signal voltage of the liquid fuel injection by up to 75%.
Preferably, the reduction in signal voltage allows for a reduction in the liquid fuel introduction scale such that the Engine Control Unit (ECU) performs a "decrement (back)" to the calculated and measurable liquid fuel percentage, in effect providing the volume space required to accommodate the added hydrogen gas in the cylinders of the engine.
In another broad form of the invention, there is provided a distribution system for supplying gaseous hydrogen to an internal combustion engine; the system includes a hydrogen supply regulation system; the regulation system is responsive to real-time operating conditions of the engine.
Preferably, the regulation system regulates the pressure of the supply of gaseous hydrogen.
Preferably, the regulating system regulates the volumetric flow rate of the supply of gaseous hydrogen.
Preferably, the supply of gaseous hydrogen to the engine is continuous when the engine is running.
Preferably, the gaseous hydrogen is provided to an intake manifold of the engine from an on-board main supply of pressurized gaseous hydrogen.
Preferably, the main supply of pressurized gaseous hydrogen on board the aircraft includes replaceable pressurized hydrogen cylinders.
Preferably, the gaseous hydrogen is provided to the intake manifold of the engine at a continuously regulated supply pressure; the supply pressure is regulated by an actuator controlled variable pressure regulator in response to real time operating conditions of the engine.
Preferably, the engine is a turbocharged diesel engine.
Preferably, the gaseous hydrogen is provided to the intake manifold of the engine at any one of at least two different supply pressures and flow rates.
Preferably, the main supply source provides the gaseous hydrogen to a main regulator, which supplies the gaseous hydrogen to at least a first and a second distribution regulator, respectively; the flow rates of gaseous hydrogen from the first and second distribution regulators are controlled by respective solenoid valves; each of the solenoid valves communicates with a common supply manifold and an intake air supply conduit.
Preferably, a first of the at least two different supply pressures is a relatively lower pressure provided to the intake manifold at lower engine speeds at which exhaust gas flow to the turbocharger is below a boost threshold; the pressure in the intake manifold is then below a predetermined pressure.
Preferably, a second of the at least two supply pressures is a relatively higher pressure provided to the intake manifold at engine speeds at which exhaust gas flow has activated the turbocharger and pressure in the intake manifold is above the predetermined pressure.
Preferably, a first supply pressure of the two different supply pressures is in the range of 0.5 bar (bar) to 0.8 bar.
Preferably, the second of the two different supply pressures is in the range of 0.8 bar to 1.2 bar.
Preferably, the gaseous hydrogen is provided from the main supply in a pressure range between 180 bar and 220 bar.
Preferably, the solenoid valve is controlled by a processor; the processor is responsive to the sensed real-time operating condition.
Preferably, the real-time operating condition of the engine is determined from a pressure in the intake manifold of the engine.
Preferably, the real-time operating condition is determined based on an exhaust characteristic of the engine.
Preferably, the real-time operating conditions are based on data sensed by an engine management system of the engine and at least NO of an exhaust stream monitoring the engineXA combination of sensors.
Preferably, the system further comprises a shut-off solenoid valve at the main supply; the shut-off valve can be held in an open position only when the engine is running.
In a further broad form of the invention, there is provided a method of regulating the supply of gaseous hydrogen to an intake of an internal combustion engine; the method comprises the following steps:
a. an actuator controlled continuously variable pressure regulator is interposed between the main pressurized gaseous hydrogen supply and said gas inlet,
b. providing a control module for controlling the continuously variable pressure regulator; the control module includes a microprocessor and a memory element,
c. providing data relating to real-time operating conditions of the engine to the control module.
In yet another broad form of the invention, there is provided a method of regulating the supply of gaseous hydrogen to an intake manifold of an internal combustion engine; the method comprises the following steps:
a. splitting gaseous hydrogen from a main pressurized gaseous hydrogen supply source into at least a first supply at a relatively low pressure and a second supply at a relatively high pressure,
b. selecting said first supply at said relatively low pressure when at least one parameter of real time engine operating conditions is below a predetermined value,
c. selecting said second supply at said relatively higher pressure when at least one parameter of real time engine operating conditions is at or above said predetermined value.
Preferably, the relatively low pressure and the relatively high pressure are controlled by respective pressure regulators.
Preferably, said first and second supplies of said gaseous hydrogen are controlled by respective solenoid valves.
Preferably, activation of any one of the respective solenoid valves from a normally closed position to an open position is dependent upon the at least one parameter of the real-time engine operating conditions.
Preferably, the engine is a turbocharged diesel engine.
Preferably, the real-time engine operating conditions include intake manifold pressure, exhaust NOXAny one or combination of level and engine management system data.
In a further broad form of the invention, there is provided a method of increasing the power density of a fuel/air charge introduced into a combustion chamber of an internal combustion engine, the method comprising adjusting the pressure and flow of hydrogen to an intake manifold of the engine; the adjustment of the pressure and flow rate is responsive to real-time operating conditions of the engine.
In another broad form of the invention, there is provided a method of reducing NOx emissions from an internal combustion engine; the method comprises the following steps: providing a regulated supply of hydrogen from replaceable pressurized hydrogen cylinders to an intake manifold of the engine; adjusting the pressure and flow of the hydrogen gas in response to real-time operating conditions of the engine.
Preferably, said real-time operating conditions of said engine are determined by a manifold pressure sensor, exhaust flow NOXA level sensor and data from an engine management system of the engine.
In another broad form of the invention, there is provided a gaseous hydrogen injection system for an internal combustion engine fuelled with a liquid hydrocarbon; the system includes a gaseous hydrogen fuel diffuser located within an air intake of the engine; the diffuser is used to mix the flow of air into the intake manifold of the engine with the gaseous hydrogen.
Preferably, the gaseous hydrogen source comprises a replaceable pressurized gaseous hydrogen bottle.
Preferably, the gaseous hydrogen fuel diffuser is located adjacent an inlet of an air intake pipe into an intake manifold of the engine.
Preferably, said gaseous hydrogen fuel diffuser comprises a free-spinning turbine; the turbine is caused to rotate by the gaseous hydrogen flowing through the turbine.
Preferably, the connection of the gaseous hydrogen fuel diffuser to the replaceable pressurized gaseous hydrogen bottle comprises a gaseous hydrogen supply conditioning system; the regulation system regulates the pressure and flow of gaseous hydrogen to the conduit; the regulation system is responsive to real-time operating conditions of the engine.
Preferably, said gaseous hydrogen is provided to said conduit of said gaseous hydrogen fuel rod at a continuously regulated supply pressure; the supply pressure is regulated by an actuator controlled variable pressure regulator in response to the real-time operating conditions of the engine.
Preferably, the gaseous hydrogen is provided to the intake manifold of the engine at any one of at least two different supply pressures and flow rates.
Preferably, the gaseous hydrogen source provides the gaseous hydrogen to a main regulator which supplies the gaseous hydrogen to at least a first and a second distribution regulator, respectively; the flow rates of gaseous hydrogen from the first and second distribution regulators are controlled by respective solenoid valves; each of the solenoid valves communicates with a common supply manifold and an intake air supply conduit.
Preferably, a first supply pressure of said at least two different supply pressures is a relatively low pressure provided to said conduit of said gaseous hydrogen fuel stem at low engine speeds at which the exhaust flow to said turbocharger is below a boost threshold, the pressure in said intake manifold then being below a predetermined pressure.
Preferably, a second supply pressure of said at least two supply pressures is a relatively higher pressure provided to said conduit of said gaseous hydrogen fuel stem at engine speeds at which exhaust gas flow has activated said turbocharger and pressure in said intake manifold is above said predetermined pressure.
Preferably, a first supply pressure of the two different supply pressures is in the range of 0.5 bar to 0.8 bar.
Preferably, the second of the two different supply pressures is in the range of 0.8 bar to 1.2 bar.
Preferably, the gaseous hydrogen is provided from the gaseous hydrogen source at a pressure in the range between 180 bar and 220 bar.
Preferably, the solenoid valve is controlled by a control module; the control module comprises a microprocessor and a storage element; the microprocessor is responsive to the sensed real-time operating condition.
Preferably, the real-time operating condition of the engine is determined from a pressure in the intake manifold of the engine.
Preferably, the real-time operating condition is determined based on an exhaust characteristic of the engine.
Preferably, the real-time operating condition is based on the current timeData sensed by an engine management system of the engine and monitoring at least NO of an exhaust stream of the engineXA combination of sensors.
Preferably, the system further comprises a shut-off solenoid valve at the gaseous hydrogen source; the shut-off valve can be held in an open position only when the engine is running.
Preferably, the engine is a turbocharged diesel engine.
In another broad form of the invention, there is provided a method of supplying gaseous hydrogen to a liquid hydrocarbon fueled diesel engine; the method comprises the following steps:
a. preparing a gaseous hydrogen diffuser; the diffuser comprises a turbine that is free to rotate,
b. fitting the gaseous hydrogen diffuser within an intake pipe and proximate to an inlet of the intake pipe into an intake manifold of the engine,
c. a gaseous hydrogen supply conduit is connected to the diffuser and the pressurized gaseous hydrogen source.
Preferably, the connection of the gaseous hydrogen supply conduit to the source of pressurised gaseous hydrogen comprises an actuator controlled continuously variable pressure regulator interposed between the source of pressurised gaseous hydrogen and the gaseous hydrogen supply conduit.
Preferably, the control module for controlling the continuously variable pressure regulator comprises a microprocessor and a memory element.
Preferably, the control module is provided with data relating to real-time operating conditions of the engine including data from an intake manifold pressure sensor, NO monitoring exhaust flow from the engineXAny one or combination of sensor data and data provided by an engine management system.
Preferably, the method comprises the further steps of:
a. splitting gaseous hydrogen from a main pressurized gaseous hydrogen supply source into at least a first supply at a relatively low pressure and a second supply at a relatively high pressure,
b. selecting said first supply at said relatively low pressure when at least one parameter of real time engine operating conditions is below a predetermined value,
c. selecting said second supply at said relatively higher pressure when at least one parameter of real time engine operating conditions is at or above said predetermined value.
Preferably, the relatively low pressure and the relatively high pressure are controlled by respective pressure regulators.
Preferably, said first and second supplies of said gaseous hydrogen are controlled by respective solenoid valves.
Preferably, activation of any one of the respective solenoid valves from a normally closed position to an open position is dependent upon the at least one parameter of the real-time engine operating conditions.
Preferably, the engine is a turbocharged diesel engine.
Preferably, the real-time engine operating conditions include intake manifold pressure, exhaust NOXAny one or combination of level and engine management system data.
In certain preferred forms, the processor 26 references the look-up tables 24A, 24B to determine the flow rate as a function of pressure in one form. In a further form, the flow rate is a function of load according to table 24B.
Brief Description of Drawings
Embodiments of the invention will now be described with reference to the accompanying drawings, in which:
figure 1 is a schematic view of a first preferred embodiment of a distribution system for supplying gaseous hydrogen to an internal combustion engine,
figure 1A is a schematic illustration of a variation of the first preferred embodiment of figure 1,
figure 1B is a schematic illustration of a variation of the second preferred embodiment of figure 1,
figure 2 shows the relationship between the continuously regulated pressure supply of gaseous hydrogen to the engine of figure 1 and the intake manifold pressure according to the first preferred embodiment,
figure 3 shows the relationship between the two-stage regulated pressure supply of gaseous hydrogen to the engine of figure 1 and the intake manifold pressure according to a second preferred embodiment,
FIG. 4 is NOXA graphical representation of the relationship between the emission level and the continuously regulated pressure supply of gaseous hydrogen,
FIG. 5 is an additional schematic illustration of a typical installation of a gaseous hydrogen supply system for an internal combustion engine.
Description of the embodiments
Regulatory control of the pressure and/or flow of hydrogen gas supplied to the intake of an internal combustion engine to supplement the hydrocarbon fuel is important for efficient operation of the engine. While this is important for naturally aspirated engines, it becomes critical for turbocharged engines.
Turbochargers use the flow of exhaust gas from the engine to drive a turbine, which in turn typically drives a centrifugal compressor. At low engine speeds, there may be no or very little output from the compressor, since the flow of exhaust gas is insufficient to bring the turbine to its boost threshold, and in this state the engine operates effectively as a naturally aspirated engine, drawing air into the intake manifold at ambient pressure.
In order to add hydrogen to the liquid fuel of an internal combustion engine via the intake manifold of the engine, the gases must be supplied at a suitable pressure and volumetric flow rate to form the gases into the combustion chamber in the desired proportion of the combined gaseous intake. However, where the engine is operated as a naturally aspirated engine, a suitable hydrogen pressure for mixing with the intake air at low engine speeds may be completely flooded (swamped) when the air pressure within the intake manifold is greatly increased by the turbocharger.
The present invention addresses this and other operating condition issues by providing a hydrogen management system that controls the pressure of a gas supply based on the real-time operating conditions of the engine.
First preferred embodiment
The present system preferably, but not necessarily, provides gaseous hydrogen to be supplied to the diesel engine from a pressurized replaceable gas cylinder. The supply of gaseous hydrogen is optional so that the engine remains operable on only its normal hydrocarbon fuel system. The engine may be a naturally aspirated engine or a turbocharged or supercharged engine.
A preferred gaseous hydrogen delivery system is shown in fig. 1 in which gaseous hydrogen is provided to a diesel engine 10 (in this case a turbocharged diesel engine) from a pressurized gaseous hydrogen cylinder 12. A normally closed solenoid shut-off valve 14, which may be controlled by an engine management system 16, the engine management system 16 opening the valve 14 only when the engine 10 is running.
The supply of gaseous hydrogen to the engine 10 is preferably continuously regulated by an actuator operated variable pressure regulator 18, the regulator 18 being controlled by a control module 20. Control module 20 includes a microprocessor 22 and a memory element 24, and may receive various input data related to real-time operating conditions of engine 10. Data may be obtained from, for example, manifold pressure sensor 26 monitoring exhaust gas flow 30 and/or NOXA sensor 28 is provided. Alternatively or additionally, data may be provided from engine management system 16.
Gaseous hydrogen is delivered from the regulator 18 via a conduit to a junction fitting 34 on the intake pipe of the intake manifold of the engine. The gaseous hydrogen is then directed to a hydrogen diffuser element located adjacent the inlet of the intake pipe, into the intake manifold.
Preferably, the gaseous hydrogen diffuser comprises a small free-spinning turbine which is caused to perform a spinning motion by the gaseous hydrogen flowing out of the conduit.
While less important for stationary diesel generator sets operating in a relatively narrow rpm range, it is desirable to optimize the supply pressure and flow characteristics of the gaseous hydrogen supplied to the engine based on real-time operating conditions of the engine.
In turbocharged engines, such control of the delivery pressure of gaseous hydrogen becomes critical. Turbochargers use the flow of exhaust gas from the engine to drive a turbine, which in turn typically drives a centrifugal compressor. At low engine speeds, there may be no or very little output from the compressor, since the flow of exhaust gas is insufficient to bring the turbine to its boost threshold, and in this state the engine operates effectively as a naturally aspirated engine, drawing air into the intake manifold at ambient pressure.
In order to add gaseous hydrogen to the liquid fuel of an internal combustion engine via the intake manifold of the engine, the gases must be supplied at a suitable pressure and volumetric flow rate to form the gases into the desired proportion of the combined gaseous intake into the combustion chamber. However, where the engine is operated as a naturally aspirated engine, a suitable gaseous hydrogen pressure suitable for mixing with the intake air at low engine speeds may be completely flooded when the air pressure within the intake manifold is greatly increased by the turbocharger.
In one arrangement shown in FIG. 1, microprocessor 22 receives pressure data from a pressure sensor 26 in communication with the intake manifold. In this example, the microprocessor 22 compares the real-time pressure readings provided by the pressure sensor 26 to the response curve data stored in the memory element 24 to thereby adjust the delivery pressure of the variable pressure regulator 18. The graph of FIG. 3 shows a possible relationship between the pressure of the gaseous hydrogen supply and the pressure within the intake manifold. As shown, the required supply pressure increases significantly discontinuously from the point where the turbocharger crosses the boost threshold.
In another arrangement, the exhaust gas 30 is composed of Nitrous Oxide (NO)X) The sensor 28. NO in exhaust stream 30 because a sufficient supply of gaseous hydrogen can reduce diesel usage to approximately one-thirdXAnd is reduced accordingly. Thus, NO is converted based on other relevant parameters of engine operation, such as, for example, real-time liquid fuel usage, and power output data provided by engine management system 16XNO with data level provided to microprocessor 22XThe sensor 28 may be used to optimize the supply pressure of the gaseous hydrogen. FIG. 4 is a graph schematically showing NOXPossible relationships between emissions and gaseous hydrogen pressure.
In certain preferred forms, the processor 26 references the look-up tables 24A, 24B to determine the flow rate as a function of pressure in one form. In a further form, the flow rate is a function of load according to table 24B.
Second preferred embodiment
In the preferred embodiment, referring now to FIG. 1B, the manner of delivering gaseous hydrogen to the diffuser element 102 remains as described above for the first embodiment, but in this case a different system is employed for the management of the pressure and flow of gaseous hydrogen to the diffuser 102.
As shown in fig. 1B, the gaseous hydrogen management system 100 according to this second preferred embodiment of the present invention provides for supplying gaseous hydrogen to the diffuser 102 located in the intake pipe 136 of the turbocharged diesel engine 110 at least two different supply pressures. Likewise, the supply of gaseous hydrogen to engine 110 may be optional by shutting down the gaseous hydrogen supply system; that is, the engine may be operated using only normal hydrocarbon liquid fuel.
In a preferred arrangement, again, a main supply of pressurised gaseous hydrogen is provided in the form of one or more gas cylinders 106, preferably at 200 bar, supplied through a main pressure regulator 108, preferably set at 8 bar. As described above for the first preferred embodiment, a safety shut-off valve 107 is provided, in this case the safety shut-off valve 107 is interposed between the bottle 106 and the main regulator 108. If the engine is not running, the switch 107 defaults to its closed position. From the main regulator 108, the supply is split into a relatively low pressure supply and a relatively high pressure supply, in this example, by two distribution regulators 110 and 112.
In certain preferred forms, the processor 26 references the look-up tables 24A, 24B to determine the flow rate as a function of pressure in one form. In a further form, the flow rate is a function of load according to table 24B.
The two distribution regulators 110 and 112 supply gaseous hydrogen to a common distribution manifold 118 via solenoid control valves 114 and 116. From the distribution manifold 118, the conduit 120 feeds gaseous hydrogen to the inlet pipe 136 and hence to the diffuser 102 at a desired pressure controlled by either of the two distribution regulators 110 and 112, as described above in the first preferred embodiment.
In the preferred embodiment, the first dispensing regulator 110 is set to a delivery pressure of about 0.7 bar. It has been found that this pressure is sufficient to provide a sufficient flow of gaseous hydrogen of 2 to 3 litres per minute for an engine operating between idle and half-throttle.
Preferably, the second split regulator 112 is set to about 1 bar, providing a flow rate of 3 to 5 liters per minute, sufficient to operate the engine between half and full throttle.
In a preferred control arrangement, the supply switch from the first, lower pressure provided by the first distribution regulator 110 to the higher pressure supplied by the second distribution regulator 112 is controlled by monitoring the real time pressure in the intake manifold 138. When the pressure rises to a predetermined threshold level, a pressure sensor 126 in communication with the intake manifold 138 sends a signal to the microprocessor 122. The microprocessor 122, in turn, acts on the solenoid valves 114 and 116 to shut off the flow of gaseous hydrogen from the lower pressure distribution regulator 110 and open the flow from the higher distribution pressure regulator 112. When the pressure drops below the threshold pressure, the valve is reversed to return the supply to the lower pressure.
While the exemplary system of this second preferred embodiment shown in FIG. 1B utilizes two dispensing regulators, it should be understood that this principle can be implemented by a series of dispensing regulators set to a range of delivery pressures.
Alternatively or additionally, control of gaseous hydrogen pressure and flow may be informed by other parameters of real-time engine operation, as described above for the first preferred embodiment.
In each of the above embodiments, the effect of the regulated supply of gaseous hydrogen to the intake manifold 138 via the diffuser 102 is to increase the power density of the air/fuel charge introduced into the compression chambers of the engine. This increase in power density translates to less fuel being required for a given power output, and thus a decrease in injected charge of liquid fuel, as sensed by the engine management system.
Third preferred embodiment
In a third preferred embodiment, and with reference to FIG. 1, a turbocharged diesel engine 10 is provided with a variable supply of gaseous hydrogen to supplement its normal hydrocarbon liquid fuel. When the engine is running, gaseous hydrogen is supplied as a continuous supply from a pressurized supply source in the form of a replaceable pressurized supply bottle 12, preferably pressurized to about 200 bar. Supplying gaseous hydrogen to engine 10 is optional, as the supply can be turned on or off as needed so that the engine can operate in liquid fuel mode only.
A solenoid-operated safety shut-off valve 14 is located between the supply bottle 12 and an actuator-controlled variable pressure regulator 16 to prevent dangerous build-up of gaseous hydrogen in the intake manifold and in the engine when the engine is stationary. The shut-off valve 14 is arranged to default to a closed state if the engine 10 is not running. Variable pressure regulator 16 is connected to an intake manifold 20 of engine 10 via a conduit 18.
The system according to the invention further comprises a control module 22, the control module 22 comprising a data storage element 24 and a microprocessor 26, the control module 22 controlling the actuators in accordance with real-time operating conditions of the engine so that the variable pressure regulator 16 operates in a pressure range preferably between 0.5 bar and 1.5 bar.
Microprocessor 26 may receive data related to the real-time operating conditions of engine 10 from any one or combination of various sensors and, at least in one arrangement, may cooperate with an Engine Management System (EMS) 28.
In one arrangement, the microprocessor 26 receives pressure data from a pressure sensor 30 in communication with the intake manifold 20. In this example, the microprocessor 26 compares the real-time pressure readings provided by the pressure sensor 30 to the response curve data stored in the memory element 24 to thereby adjust the delivery pressure of the variable pressure regulator 16. The graph of FIG. 2 shows a possible relationship between the pressure of the gaseous hydrogen supply and the pressure within the intake manifold. As shown, the supply pressure required does not increase significantly continuously from the point at which the turbocharger 32 crosses the boost threshold.
In another arrangement, the exhaust gas is composed of Nitrous Oxide (NO)X) The sensor 34. NO in exhaust stream 33 because a sufficient supply of gaseous hydrogen can reduce diesel usage to approximately one-thirdXAnd is reduced accordingly. Accordingly, NOx data levels are provided to microprocessor 26 for NO based on other relevant parameters of engine operation, such as, for example, real-time liquid fuel usage, and power output data provided by EMS 28XThe sensor 34 may be used to optimize the supply pressure of the gaseous hydrogen. FIG. 4 is a graph schematically showing NOXPossible relationships between emissions and hydrogen pressure.
Fourth preferred embodiment
The hydrogen supply regulation system described above may be applied to a non-turbocharged engine, as shown in fig. 1A. In a naturally aspirated engine, as the engine speed increases, a greater amount of air is required if the optimum equivalence ratio of hydrogen to air is to be maintained, and the supply pressure of hydrogen needs to be increased by the way.
In this non-turbocharged arrangement, the pressure of hydrogen gas supplied to the intake manifold is continuously adjusted based on sensed real-time engine operating conditions. The real-time operating conditions may be determined from a "stand alone" sensor, such as the pressure sensor 30 at the intake manifold, NO in the exhaust streamXThe sensors acquire, or data from these sensors may be combined by the microprocessor with data from the engine management system.
Fifth preferred embodiment
Referring to fig. 5, a hydrogen management system 100 according to this second preferred embodiment of the invention provides for providing a supply of hydrogen gas to the intake manifold 102 of a turbocharged diesel engine at least at two different supply pressures. Likewise, the supply of hydrogen to the engine may be optional via control switch 104; that is, the engine may be operated using only normal hydrocarbon liquid fuel.
In a preferred arrangement, the main supply of pressurised hydrogen is also provided in the form of one or more cylinders 106, preferably at 200 bar, gaseous hydrogen being supplied through a main pressure regulator 108, preferably set at 8 bar. As described above for the first preferred embodiment, a safety shut-off valve 107 is provided, in this case the safety shut-off valve 107 is interposed between the bottle 106 and the main regulator 108. If the engine is not running, the switch 107 defaults to its closed position. From the main regulator 108, the supply is split into a relatively low pressure supply and a relatively high pressure supply, in this example, by two distribution regulators 110 and 112.
The two distribution regulators 110 and 112 supply hydrogen to a common distribution manifold 118 via solenoid control valves 114 and 116. From the distribution manifold 118, a conduit 120 supplies hydrogen to the engine's intake manifold 102 via a conduit 120 at a desired pressure controlled by either of the two distribution regulators 110 and 112.
In the preferred embodiment, the first dispensing regulator 110 is set to a delivery pressure of about 0.7 bar. It has been found that this pressure is sufficient to provide a sufficient hydrogen flow of 2 to 3 litres per minute for an engine operating between idle and one quarter to half of a throttle.
Preferably, the second split regulator 112 is set to about 1 bar, providing a flow rate of 3 to 5 liters per minute, sufficient to operate the engine between half and three quarters throttle.
It should be understood that the pressures and flow rates set forth above are by way of example only and will depend upon the size and operating characteristics of the particular engine.
In a preferred control arrangement, the supply switch from the first, lower pressure provided by the first distribution regulator 110 to the higher pressure supplied by the second distribution regulator 112 is controlled by monitoring the real time pressure in the intake manifold 102. When the pressure rises to a predetermined threshold level, a pressure sensor 122 in communication with intake manifold 102 sends a signal to a processor 124. The processor 124 in turn acts on the solenoid valves 114 and 116 to shut off the flow of hydrogen from the lower pressure distribution regulator 110 and open the flow from the higher distribution pressure regulator 112. When the pressure drops below the threshold pressure, the valve is reversed to return the supply to the lower pressure.
Although the exemplary system of this second preferred embodiment shown in FIG. 5 utilizes two dispensing regulators, it should be understood that this principle can be implemented by a series of dispensing regulators set to a range of delivery pressures.
Alternatively or additionally, the control of hydrogen pressure and flow may be informed by other parameters of the real-time engine operation, as described above for the first preferred embodiment.
As can be seen from the schematic circuit layout of fig. 5, the hydrogen supply system can be selectively activated by closing the control switch 104. This activates the processor 122, which in turn opens either of the solenoid valves 114 or 116 to allow gas to flow from either the first regulator 110 or the second regulator 112. Which solenoid valve is open depends on the pressure information provided by the pressure sensor/switch 122.
In each of the above embodiments, the effect of the regulated supply of hydrogen to the intake manifold is to increase the power density of the air/fuel charge introduced into the compression chambers of the engine. This increase in power density translates to less fuel being required for a given power output, and thus a decrease in injected charge of liquid fuel, as sensed by the engine management system.
Regulating the pressure and flow of the gaseous hydrogen supply in reduced NO according to the real-time operating conditions of the engine, with continuously variable regulation or at least at two predetermined levelsXImprovements are provided in the effectiveness of emissions. This is due to the provision of a microprocessor and memory element in the present invention, particularly in the case of continuously variable modulation, which allows engine performance data from the engine management system to be combined with additional sensors at the intake manifold and exhaust flow.
With continuously variable regulation or at least withTwo predetermined levels of regulation of gaseous hydrogen supply pressure and flow to reduce NO based on real time engine operating conditionsXImprovements are provided in the effectiveness of emissions. This is due to the provision of a microprocessor and memory element in the present invention, particularly in the case of continuously variable modulation, which allows engine performance data from the engine management system to be combined with additional sensors at the intake manifold and exhaust flow.
Sixth preferred embodiment
In a further preferred embodiment, referring to fig. 1, a turbocharged diesel engine 10 is provided with a variable supply of gaseous hydrogen to supplement its normal hydrocarbon liquid fuel. When the engine is running, gaseous hydrogen is supplied as a continuous supply from a pressurized supply source in the form of a replaceable pressurized supply bottle 12, preferably pressurized to about 200 bar. Supplying gaseous hydrogen to engine 10 is optional, as the supply can be turned on or off as needed so that the engine can operate in liquid fuel mode only.
A solenoid-operated safety shut-off valve 14 is located between the supply bottle 12 and an actuator-controlled variable pressure regulator 16 to prevent dangerous build-up of gaseous hydrogen in the intake manifold and in the engine when the engine is stationary. The shut-off valve 14 is arranged to default to a closed state if the engine 10 is not running. Variable pressure regulator 16 is connected to an intake manifold 20 of engine 10 via a conduit 18.
The system according to the invention further comprises a control module 22, the control module 22 comprising a data storage element 24 and a microprocessor 26, the control module 22 controlling the actuators in accordance with real-time operating conditions of the engine so that the variable pressure regulator 16 operates in a pressure range preferably between 0.5 bar and 1.5 bar.
Microprocessor 26 may receive data related to the real-time operating conditions of engine 10 from any one or combination of various sensors and, at least in one arrangement, may cooperate with an Engine Management System (EMS) 28.
In one arrangement, the microprocessor 26 receives pressure data from a pressure sensor 30 in communication with the intake manifold 20. In this example, the microprocessor 26 compares the real-time pressure readings provided by the pressure sensor 30 to the response curve data stored in the memory element 24 to thereby adjust the delivery pressure of the variable pressure regulator 16. The graph of FIG. 2 shows a possible relationship between the pressure of the gaseous hydrogen supply and the pressure within the intake manifold. As shown, the supply pressure required does not increase significantly continuously from the point at which the turbocharger 32 crosses the boost threshold.
In another arrangement, the exhaust gas is composed of Nitrous Oxide (NO)X) The sensor 34. NO in exhaust stream 33 because a sufficient supply of gaseous hydrogen can reduce diesel usage to approximately one-thirdXAnd is reduced accordingly. Accordingly, NOx data levels are provided to microprocessor 26 for NO based on other relevant parameters of engine operation, such as, for example, real-time liquid fuel usage, and power output data provided by EMS 28XThe sensor 34 may be used to optimize the supply pressure of the gaseous hydrogen. FIG. 4 is a graph schematically showing NOXPossible relationships between emissions and hydrogen pressure.
Seventh preferred embodiment
As shown in fig. 1A, the hydrogen supply regulation system described above may be applied to a non-turbocharged engine. In a naturally aspirated engine, as the engine speed increases, a greater amount of air is required if the optimum equivalence ratio of hydrogen to air is to be maintained, and the supply pressure of hydrogen needs to be increased by the way.
In this non-turbocharged arrangement, the pressure of hydrogen gas supplied to the intake manifold is continuously adjusted based on sensed real-time engine operating conditions. Real-time operating conditions may be derived from "stand-alone" sensors, such as pressure sensor 30 at intake manifold, NO in exhaust streamXThe sensors acquire, or data from these sensors may be combined by the microprocessor with data from an Engine Management System (EMS).
Eighth preferred embodiment
In the preferred embodiment, referring now to FIG. 1B, the manner of delivering gaseous hydrogen to the diffuser element 102 remains as described above for the first embodiment, but in this case a different system is employed for the management of the pressure and flow of gaseous hydrogen to the diffuser 102.
As shown in fig. 1B, the gaseous hydrogen management system 100 according to this second preferred embodiment of the present invention provides for supplying gaseous hydrogen to the diffuser 102 located in the intake pipe 136 of the turbocharged diesel engine 110 at least two different supply pressures. Likewise, the supply of gaseous hydrogen to engine 110 may be optional by shutting down the gaseous hydrogen supply system; that is, the engine may be operated using only normal hydrocarbon liquid fuel.
In a preferred arrangement, again, a main supply of pressurised gaseous hydrogen is provided in the form of one or more gas cylinders 106, preferably at 200 bar, supplied through a main pressure regulator 108, preferably set at 8 bar. As described above for the first preferred embodiment, a safety shut-off valve 107 is provided, in this case the safety shut-off valve 107 is interposed between the bottle 106 and the main regulator 108. If the engine is not running, the switch 107 defaults to its closed position. From the main regulator 108, the supply is split into a relatively low pressure supply and a relatively high pressure supply, in this example, by two distribution regulators 110 and 112.
The two distribution regulators 110 and 112 supply gaseous hydrogen to a common distribution manifold 118 via solenoid control valves 114 and 116. From the distribution manifold 118, the conduit 120 feeds gaseous hydrogen to the inlet pipe 136 and hence to the diffuser 102 at a desired pressure controlled by either of the two distribution regulators 110 and 112, as described above in the first preferred embodiment.
In the preferred embodiment, the first dispensing regulator 110 is set to a delivery pressure of about 0.7 bar. It has been found that this pressure is sufficient to provide a sufficient flow of gaseous hydrogen of 2 to 3 litres per minute for an engine operating between idle and half-throttle.
Preferably, the second split regulator 112 is set to about 1 bar, providing a flow rate of 3 to 5 liters per minute, sufficient to operate the engine between half and full throttle.
In a preferred control arrangement, the supply switch from the first, lower pressure provided by the first distribution regulator 110 to the higher pressure supplied by the second distribution regulator 112 is controlled by monitoring the real time pressure in the intake manifold 138. When the pressure rises to a predetermined threshold level, a pressure sensor 126 in communication with the intake manifold 138 sends a signal to the microprocessor 122. The microprocessor 122, in turn, acts on the solenoid valves 114 and 116 to shut off the flow of gaseous hydrogen from the lower pressure distribution regulator 110 and open the flow from the higher distribution pressure regulator 112. When the pressure drops below the threshold pressure, the valve is reversed to return the supply to the lower pressure.
While the exemplary system of this second preferred embodiment shown in FIG. 1B utilizes two dispensing regulators, it should be understood that this principle can be implemented by a series of dispensing regulators set to a range of delivery pressures.
Alternatively or additionally, control of gaseous hydrogen pressure and flow may be informed by other parameters of real-time engine operation, as described above for the first preferred embodiment.
Ninth preferred embodiment
Referring to fig. 5, a hydrogen management system 100 according to this further preferred embodiment of the invention provides for providing a supply of hydrogen gas to the intake manifold 102 of a turbocharged diesel engine at least at two different supply pressures. Likewise, the supply of hydrogen to the engine may be optional via control switch 104; that is, the engine may be operated using only normal hydrocarbon liquid fuel.
In a preferred arrangement, the main supply of pressurised hydrogen is also provided in the form of one or more cylinders 106, preferably at 200 bar, gaseous hydrogen being supplied through a main pressure regulator 108, preferably set at 8 bar. As described above for the first preferred embodiment, a safety shut-off valve 107 is provided, in this case the safety shut-off valve 107 is interposed between the bottle 106 and the main regulator 108. If the engine is not running, the switch 107 defaults to its closed position. From the main regulator 108, the supply is split into a relatively low pressure supply and a relatively high pressure supply, in this example, by two distribution regulators 110 and 112.
The two distribution regulators 110 and 112 supply hydrogen to a common distribution manifold 118 via solenoid control valves 114 and 116. From the distribution manifold 118, a conduit 120 supplies hydrogen to the engine's intake manifold 102 via a conduit 120 at a desired pressure controlled by either of the two distribution regulators 110 and 112.
In the preferred embodiment, the first dispensing regulator 110 is set to a delivery pressure of about 0.7 bar. It has been found that this pressure is sufficient to provide a sufficient hydrogen flow of 2 to 3 litres per minute for an engine operating between idle and one quarter to half of a throttle.
Preferably, the second split regulator 112 is set to about 1 bar, providing a flow rate of 3 to 5 liters per minute, sufficient to operate the engine between half and three quarters throttle.
It should be understood that the pressures and flow rates set forth above are by way of example only and will depend upon the size and operating characteristics of the particular engine.
In a preferred control arrangement, the supply switch from the first, lower pressure provided by the first distribution regulator 110 to the higher pressure supplied by the second distribution regulator 112 is controlled by monitoring the real time pressure in the intake manifold 102. When the pressure rises to a predetermined threshold level, a pressure sensor 122 in communication with intake manifold 102 sends a signal to a processor 124. The processor 124 in turn acts on the solenoid valves 114 and 116 to shut off the flow of hydrogen from the lower pressure distribution regulator 110 and open the flow from the higher distribution pressure regulator 112. When the pressure drops below the threshold pressure, the valve is reversed to return the supply to the lower pressure.
Although the exemplary system of this third preferred embodiment shown in FIG. 5 utilizes two distribution regulators, it should be understood that this principle can be implemented by a series of distribution regulators set to a range of delivery pressures.
Alternatively or additionally, the control of hydrogen pressure and flow may be informed by other parameters of the real-time engine operation, as described above for the first preferred embodiment.
As can be seen from the schematic circuit layout of fig. 5, the hydrogen supply system can be selectively activated by closing the control switch 104. This activates the processor 122, which in turn opens either of the solenoid valves 114 or 116 to allow gas to flow from either the first regulator 110 or the second regulator 112. Which solenoid valve is open depends on the pressure information provided by the pressure sensor/switch 122.
In each of the above embodiments, the effect of the regulated supply of hydrogen to the intake manifold is to increase the power density of the air/fuel charge introduced into the compression chambers of the engine. This increase in power density translates to less fuel being required for a given power output, and thus a decrease in injected charge of liquid fuel, as sensed by the engine management system.
Regulating the pressure and flow of the gaseous hydrogen supply in reduced NO according to the real-time operating conditions of the engine, with continuously variable regulation or at least at two predetermined levelsXImprovements are provided in the effectiveness of emissions. This is due to the provision of a microprocessor and memory element in the present invention, particularly in the case of continuously variable modulation, which allows engine performance data from the engine management system to be combined with additional sensors at the intake manifold and exhaust flow.
Tenth preferred embodiment
Variable flow rate mapping control
With specific reference to the above embodiments, in another aspect of the invention, the supply of hydrogen gas is effectively mapped to the real-time demand of the engine as a calculated and measurable amount of gas, based on engine size and capacity. As mentioned above in the background section, there is no standard and/or set gas flow rate that can meet the optimum energy input requirements for an engine operating within a variable throttle position in terms of opening (opening) and/or RPM.
The present invention provides for the development of a hydrogen fuel "map" to produce a tailored or appropriate hydrogen supplement to an internal combustion engine. The "map" utilizes the principles of a customized fuel injection control unit for use in hydrogen delivery.
As described above for the first preferred embodiment, the hydrogen Electronic Control Unit (ECU)22 of fig. 1 includes circuitry and a central processor module having memory and a software program for calculating the optimum variable gas volume and flow rate as required by the engine during its operating cycle.
The hydrogen ECU is responsive to the selection of input parameters. These input parameters include the capacity of the engine and the engine fuel consumption. The algorithm run in the ECU also includes the following parameters:
a. the diesel oil molecules in liquid form weigh 230 grams per mole (atomized form is 2.16 grams per mole)
b. Hydrogen in gaseous form weighs 2.01 grams per mole.
Thus, a proportion of 1.5% hydrogen to 1% diesel can be used as a substitute, noting that hydrogen energy is about 120 megajoules compared to diesel with 34.95 megajoules.
To calculate the required volume and flow rate, the hydrogen ECU proceeds as follows for a three liter capacity four cylinder engine:
the cubic centimeter capacity of each cylinder is 3000/4-750 cc
Air density at 20 deg.C is 1.2Kg/M3Or about 1mg/cm3
The stoichiometric ratio of diesel fuel is 15 parts air to 1 part diesel fuel, so 15mg air to 1mg diesel fuel is used for combustion heat generation.
Thus, an engine with a capacity of 750cc per cylinder requires 705mg of air and 45mg of diesel at full throttle opening per piston stroke.
At 4000rpm, 1 piston stroke is 15ms
For a four cylinder engine 16000 piston strokes per minute @ 45mg of diesel fuel or 0.675 liters per minute at full throttle, 675mg of fuel per piston stroke.
The system of the present embodiment delivers a hydrogen volume calculated from a real-time diesel volume that has been provided to the fuel injection system as specified by the Original Equipment Manufacturer (OEM) Engine Control Unit (ECU) based on real-time throttle position in the absence of hydrogen addition.
The addition of the calculated hydrogen volume provided to the fuel injection system actually results in a proportional reduction in the required diesel volume detected by the ECU.
The variable ratio based "tailored" hydrogen addition makes the engine a hybrid fuel engine capable of operating with dual energy sources. This arrangement is particularly advantageous commercially as it provides an economic complement to the more expensive (diesel) energy source.
It can be noted that the mapping of hydrogen supply to the diesel charge of the engine provides an increased effective charge for the engine during high rpm and when loaded. Without the mapping provided by the hydrogen ECU system of the present embodiment, a constant supply of hydrogen would result in intermittent "dependencies" of engine operation.
Previously, hydrogen addition systems have used variable solenoid valves, typically stepper motor valves, that are coordinated with throttle position opening, but such systems have remained limiting because there is no calculably available and measurable correlation with engine size and capacity. While these solenoid valves allow variable flow rates, they typically operate at "standard" flow rates, such as full opening, 3/4 opening, 1/2 opening, and 1/4 opening. For "engine dependency", these solenoid valves cannot be scaled.
Thus, the system of the present embodiment "maps" the volume of hydrogen to be provided to the injection system to the real-time operating conditions of the engine and simultaneously reduces the signal voltage of the liquid fuel injection by up to 75%, thereby allowing a reduction in the liquid fuel introduction scale. This has resulted in the Original Equipment Manufacturer (OEM) Engine Control Unit (ECU) "decrementing" the calculated and measurable percentage of liquid fuel, in effect providing the volume of space required to accommodate the added hydrogen in the cylinders of the engine.
It should be appreciated that without decrementing the liquid fuel, there may be no physical space to add hydrogen due to cylinder volume limitations, as once the stoichiometric volume of air/fuel is reached, the cylinder is substantially full and may result in rejection of hydrogen addition.
In this embodiment, the system includes a second electronic regulator before the hydrogen injector to ensure that the mapped flow rate through the injector remains "off-set" from the real-time operating parameters of the engine.
In a particular form of any one of the above embodiments:
1) the engine control unit utilizes the current engine control unit and sensors in the engine to determine a variable "hydrogen flow rate" with respect to speed and load,
2) the engine control unit has a specially designed "Fuel Map" (e.g., Excel spread sheet) that is set to determine the flow rate of hydrogen from "full load" to "idle" -over all speed and load ranges.
The "fuel map" for the "engine size" determines the amount of "fuel injection". Note that hydrogen is a substitute for diesel, in a ratio of 1.5 liters of hydrogen to 1 liter of fuel.
The "fuel map" is programmed to scale down from "full throttle" for all phases of engine load.

Claims (72)

1. A gaseous hydrogen injection system for an internal combustion engine fuelled with a liquid hydrocarbon; the gaseous hydrogen injection system includes a gaseous hydrogen fuel diffuser located within an air intake of the engine; the gaseous hydrogen fuel diffuser comprises a free-spinning turbine; the gaseous hydrogen fuel diffuser is used to mix the air stream entering the intake manifold of the engine with gaseous hydrogen.
2. The gaseous hydrogen injection system of claim 1, wherein the gaseous hydrogen source comprises a replaceable pressurized gaseous hydrogen bottle.
3. The gaseous hydrogen injection system of claim 1, wherein the gaseous hydrogen fuel diffuser is positioned adjacent an inlet of an intake pipe into an intake manifold of the engine.
4. The gaseous hydrogen injection system of claim 3, wherein the turbine is caused to rotate by gaseous hydrogen flowing through the turbine.
5. The gaseous hydrogen injection system of claim 2, wherein the connection of the gaseous hydrogen fuel diffuser to the replaceable pressurized gaseous hydrogen bottle comprises a gaseous hydrogen supply regulation system; the conditioning system regulates the pressure and flow of gaseous hydrogen to the conduit of the gaseous hydrogen fuel diffuser; the regulation system is responsive to real-time operating conditions of the engine.
6. The gaseous hydrogen injection system of any of claims 1-5, wherein the gaseous hydrogen is provided to the conduit of the gaseous hydrogen fuel diffuser at a continuously regulated supply pressure; the supply pressure is regulated by an actuator controlled variable pressure regulator in response to real time operating conditions of the engine.
7. The gaseous hydrogen injection system of any of claims 1-5, wherein the gaseous hydrogen is provided to the intake manifold of the engine at any one of at least two different supply pressures and flow rates.
8. The gaseous hydrogen injection system of claim 7, wherein a gaseous hydrogen source provides the gaseous hydrogen to a main regulator; said main regulator supplying said gaseous hydrogen to at least a first and a second split regulator, respectively; the flow rates of gaseous hydrogen from the first and second distribution regulators are controlled by respective solenoid valves; each of the solenoid valves communicates with a common supply manifold and an intake air supply conduit.
9. The gaseous hydrogen injection system of claim 7, wherein a first supply pressure of the at least two different supply pressures is a relatively lower pressure provided to a conduit of the gaseous hydrogen fuel diffuser at a lower engine speed at which an exhaust flow to a turbocharger is below a boost threshold; the pressure in the intake manifold is then below a predetermined pressure.
10. The gaseous hydrogen injection system of claim 8, wherein a first supply pressure of the at least two different supply pressures is a relatively lower pressure provided to a conduit of the gaseous hydrogen fuel diffuser at a lower engine speed at which an exhaust flow to a turbocharger is below a boost threshold; the pressure in the intake manifold is then below a predetermined pressure.
11. The gaseous hydrogen injection system of claim 9, wherein a second supply pressure of the at least two supply pressures is a relatively higher pressure provided to the conduit of the gaseous hydrogen fuel diffuser at engine speeds where exhaust flow has activated the turbocharger and pressure in the intake manifold is above the predetermined pressure.
12. The gaseous hydrogen injection system of claim 10, wherein a second supply pressure of the at least two supply pressures is a relatively higher pressure provided to the conduit of the gaseous hydrogen fuel diffuser at engine speeds where exhaust flow has activated the turbocharger and pressure in the intake manifold is above the predetermined pressure.
13. The gaseous hydrogen injection system of claim 7, wherein a first supply pressure of the two different supply pressures is in the range of 0.5 bar to 0.8 bar.
14. The gaseous hydrogen injection system of any of claims 8-12, wherein a first supply pressure of the two different supply pressures is in the range of 0.5 bar to 0.8 bar.
15. The gaseous hydrogen injection system of any of claims 8-13, wherein a second supply pressure of the two different supply pressures is in a range of 0.8 bar to 1.2 bar.
16. The gaseous hydrogen injection system of claim 7, wherein a second supply pressure of the two different supply pressures is in the range of 0.8 bar to 1.2 bar.
17. The gaseous hydrogen injection system of claim 14, wherein a second supply pressure of the two different supply pressures is in the range of 0.8 bar to 1.2 bar.
18. The gaseous hydrogen injection system of claim 7, wherein the gaseous hydrogen is provided from a gaseous hydrogen source at a pressure range between 180 bar and 220 bar.
19. The gaseous hydrogen injection system of claim 14, wherein the gaseous hydrogen is provided from a gaseous hydrogen source at a pressure range between 180 bar and 220 bar.
20. The gaseous hydrogen injection system of claim 15, wherein the gaseous hydrogen is provided from a gaseous hydrogen source at a pressure range between 180 bar and 220 bar.
21. The gaseous hydrogen injection system of any of claims 8-13 and 16-17, wherein the gaseous hydrogen is provided from a gaseous hydrogen source at a pressure range between 180 bar and 220 bar.
22. The gaseous hydrogen injection system of claim 8, wherein the solenoid valve is controlled by a control module; the control module comprises a microprocessor and a storage element; the microprocessor is responsive to sensed real-time operating conditions of the engine.
23. The gaseous hydrogen injection system of claim 6, wherein real-time operating conditions of the engine are determined from pressure in the intake manifold of the engine.
24. The gaseous hydrogen injection system of claim 7, wherein real-time operating conditions of the engine are determined from pressure in the intake manifold of the engine.
25. The gaseous hydrogen injection system of claim 14, wherein real-time operating conditions of the engine are determined from pressure in the intake manifold of the engine.
26. The gaseous hydrogen injection system of claim 15, wherein real-time operating conditions of the engine are determined from pressure in the intake manifold of the engine.
27. The gaseous hydrogen injection system of claim 21, wherein real-time operating conditions of the engine are determined from pressure in the intake manifold of the engine.
28. The gaseous hydrogen injection system of any of claims 1-5, 8-13, 16-20, and 22, wherein real-time operating conditions of the engine are determined from pressure in the intake manifold of the engine.
29. The gaseous hydrogen injection system according to any one of claims 1-5, 8-13, 16-20, and 22, wherein real-time operating conditions of the engine are determined from exhaust characteristics of the engine.
30. The gaseous hydrogen injection system of claim 6, wherein real-time operating conditions of the engine are determined from exhaust characteristics of the engine.
31. The gaseous hydrogen injection system of claim 7, wherein real-time operating conditions of the engine are determined based on exhaust characteristics of the engine.
32. The gaseous hydrogen injection system of claim 14, wherein real-time operating conditions of the engine are determined based on exhaust characteristics of the engine.
33. The gaseous hydrogen injection system of claim 15, wherein real-time operating conditions of the engine are determined based on exhaust characteristics of the engine.
34. The gaseous hydrogen injection system of claim 21, wherein real-time operating conditions of the engine are determined based on exhaust characteristics of the engine.
35. The gaseous hydrogen injection system of claim 6, wherein real-time operating conditions of the engine are based on data sensed by an engine management system of the engine and at least NO monitoring an exhaust stream of the engineXA combination of sensors.
36. The gaseous hydrogen injection system of claim 7, wherein real-time operating conditions of the engine are based on data sensed by an engine management system of the engine and at least NO monitoring an exhaust stream of the engineXA combination of sensors.
37. The gaseous hydrogen injection system of claim 14, wherein real-time operating conditions of the engine are based on data sensed by an engine management system of the engine and monitoring exhaust of the engineAt least NO of streamXA combination of sensors.
38. The gaseous hydrogen injection system of claim 15, wherein real-time operating conditions of the engine are based on data sensed by an engine management system of the engine and at least NO monitoring an exhaust stream of the engineXA combination of sensors.
39. The gaseous hydrogen injection system of claim 21, wherein real-time operating conditions of the engine are based on data sensed by an engine management system of the engine and at least NO monitoring an exhaust stream of the engineXA combination of sensors.
40. The gaseous hydrogen injection system of any of claims 1-5, 8-13, 16-20, and 22, wherein real-time operating conditions of the engine are based on data sensed by an engine management system of the engine and at least NO monitoring an exhaust stream of the engineXA combination of sensors.
41. The gaseous hydrogen injection system of any of claims 1-5, 8-13, 16-20, 22-27, and 30-39, wherein the gaseous hydrogen injection system further comprises a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
42. The gaseous hydrogen injection system of claim 6, further comprising a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
43. The gaseous hydrogen injection system of claim 7, further comprising a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
44. The gaseous hydrogen injection system of claim 14, further comprising a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
45. The gaseous hydrogen injection system of claim 15, further comprising a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
46. The gaseous hydrogen injection system of claim 21, further comprising a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
47. The gaseous hydrogen injection system of claim 28, further comprising a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
48. The gaseous hydrogen injection system of claim 29, further comprising a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
49. The gaseous hydrogen injection system of claim 40, further comprising a shut-off solenoid valve at the gaseous hydrogen source; the shutoff solenoid valve can be held in an open position only when the engine is running.
50. The gaseous hydrogen injection system of any of claims 1-5, 8-13, 16-20, 22-27, 30-39, and 42-49, wherein the engine is a turbocharged diesel engine.
51. The gaseous hydrogen injection system of claim 6, wherein the engine is a turbocharged diesel engine.
52. The gaseous hydrogen injection system of claim 7, wherein the engine is a turbocharged diesel engine.
53. The gaseous hydrogen injection system of claim 14, wherein the engine is a turbocharged diesel engine.
54. The gaseous hydrogen injection system of claim 15, wherein the engine is a turbocharged diesel engine.
55. The gaseous hydrogen injection system of claim 21, wherein the engine is a turbocharged diesel engine.
56. The gaseous hydrogen injection system of claim 28, wherein the engine is a turbocharged diesel engine.
57. The gaseous hydrogen injection system of claim 29, wherein the engine is a turbocharged diesel engine.
58. The gaseous hydrogen injection system of claim 40, wherein the engine is a turbocharged diesel engine.
59. The gaseous hydrogen injection system of claim 41, wherein the engine is a turbocharged diesel engine.
60. A method of providing gaseous hydrogen to a liquid hydrocarbon fueled diesel engine; the method comprises the following steps:
a. preparing a gaseous hydrogen diffuser; the gaseous hydrogen diffuser comprises a free-spinning turbine,
b. fitting the gaseous hydrogen diffuser within an intake pipe and proximate to an inlet of the intake pipe into an intake manifold of the engine,
c. a gaseous hydrogen supply conduit is connected to the gaseous hydrogen diffuser and the pressurized gaseous hydrogen source.
61. The method of claim 60, wherein the connection of the gaseous hydrogen supply conduit to the pressurized gaseous hydrogen source comprises an actuator-controlled continuously variable pressure regulator interposed between the pressurized gaseous hydrogen source and the gaseous hydrogen supply conduit.
62. The method of claim 61, wherein a control module for controlling the actuator controlled continuously variable pressure regulator comprises a microprocessor and a memory element.
63. The method of claim 62, wherein the control module is provided with data relating to real-time operating conditions of the engine including data from an intake manifold pressure sensor, NO monitoring exhaust flow from the engineXAny one or combination of sensor data and data provided by an engine management system.
64. The method of claim 61, wherein the method comprises the further step of:
a. splitting gaseous hydrogen from a main pressurized gaseous hydrogen supply source into at least a first supply at a relatively low pressure and a second supply at a relatively high pressure,
b. selecting said first supply at said relatively low pressure when at least one parameter of real time engine operating conditions is below a predetermined value,
c. selecting said second supply at said relatively higher pressure when at least one parameter of real time engine operating conditions is at or above said predetermined value.
65. The method of claim 64, wherein the relatively lower pressure and the relatively higher pressure are controlled by respective pressure regulators.
66. The method of claim 64, wherein said first and second supplies of said gaseous hydrogen are controlled by respective solenoid valves.
67. The method of claim 65, wherein said first and second supplies of said gaseous hydrogen are controlled by respective solenoid valves.
68. The method of claim 66, wherein activation of any of the respective solenoid valves from a normally closed position to an open position is dependent upon the at least one parameter of the real-time engine operating conditions.
69. The method of claim 67, wherein activation of any of the respective solenoid valves from a normally closed position to an open position is dependent upon the at least one parameter of the real-time engine operating conditions.
70. The method of any of claims 60-69, wherein the engine is a turbocharged diesel engine.
71. The method of any of claims 64-69, wherein the real-time operating conditions of the engine include intake manifold pressure, exhaust NOXAny one or combination of level and engine management system data.
72. According to claim 70The method wherein the real-time operating conditions of the engine include intake manifold pressure, exhaust NOXAny one or combination of level and engine management system data.
CN201680037842.1A 2015-04-27 2016-04-27 Mixed fuel system Expired - Fee Related CN107735557B (en)

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AU2015901490A AU2015901490A0 (en) 2015-04-27 Distribution System for Gaseous Hydrogen
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