EP3303803A1 - Appareil de moteur à carburants multiples - Google Patents

Appareil de moteur à carburants multiples

Info

Publication number
EP3303803A1
EP3303803A1 EP16802306.7A EP16802306A EP3303803A1 EP 3303803 A1 EP3303803 A1 EP 3303803A1 EP 16802306 A EP16802306 A EP 16802306A EP 3303803 A1 EP3303803 A1 EP 3303803A1
Authority
EP
European Patent Office
Prior art keywords
fuel
injector
electronic controller
internal combustion
drive signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16802306.7A
Other languages
German (de)
English (en)
Other versions
EP3303803A4 (fr
Inventor
Charles Joseph WALKER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Westport Fuel Systems Canada Inc
Original Assignee
Westport Power Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Westport Power Inc filed Critical Westport Power Inc
Publication of EP3303803A1 publication Critical patent/EP3303803A1/fr
Publication of EP3303803A4 publication Critical patent/EP3303803A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—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
    • 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
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • 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
    • F02D19/0647—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 liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • 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
    • F02D19/066—Retrofit of secondary fuel supply systems; Conversion of engines to operate on multiple fuels
    • 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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • 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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
    • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/11—After-sales modification devices designed to be used to modify an engine afterwards
    • 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
    • F02D41/28—Interface circuits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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

Definitions

  • the present application relates to an apparatus for a multi-fuel internal combustion engine, and in particular a bi-fuel engine.
  • Bi-fuel internal combustion engines are fuelled with two different fuels and can operate with a single fuel at a time.
  • a typical bi-fuel engine operates with a liquid fuel such as petrol (also known as gasoline) and a gaseous fuel such as compressed natural gas (CNG) or liquefied propane gas (LPG).
  • a petrol engine that was designed to be fuelled with petrol can be adapted to operate as a bi-fuel engine, and can operate in a petrol mode where it is fuelled with petrol or in a gaseous fuel mode where it is fuelled with CNG or LPG.
  • the adaptation involves adding a gaseous fuel system including fuel injectors to introduce the gaseous fuel and a means of actuating these injectors.
  • a gaseous fuel electronic controller can be employed to actuate the gaseous fuel injectors or an underlying petrol electronic controller and associated control system can be adapted as the means of actuating.
  • the petrol electronic controller will generate driving signals to actuate the petrol injectors even when the bi-fuel engine is in gaseous fuel mode.
  • electronic switches can be used to interrupt the petrol injectors from the driving signals. If the gaseous fuel injectors had the same impedance characteristics as the petrol injectors, and were actuated with driving signals having the same timing and pulse width as the petrol driving signals, then the petrol driving signals could be simply diverted to the gaseous fuel injectors.
  • gaseous fuel injectors generally have different electrical characteristics than petrol injectors and their associated driving signals have different timing and pulse width requirements, such that the petrol injector driving signals cannot be used to directly drive the gaseous fuel injectors.
  • the petrol control system actuates a petrol injector with a driving signal it monitors the voltage and/or current of the driving signal for diagnostic and control purposes. The problem remains how to generate the appropriate driving signal feedback for the petrol control system when the bi-fuel engine is in the gaseous fuel mode.
  • Landi discloses a feed and control system for an internal combustion engine that is fuelled with two different fuels.
  • Landi teaches a signal V that actuates petrol injectors to alternatively actuate gas injectors based on a signal T that switches the engine from operating between petrol and LPG.
  • a power card is employed to drive the gas injectors as a function of the signal V and a petrol injector emulation circuit including an impedance is used to sink or absorb an expected amount of power from the signal V.
  • the signals V and T are generated by a base electronic control unit (ECU). In some applications it is not possible to adapt the base electronic control unit to generate the signal T, such as in aftermarket applications.
  • the start of injection timing and the pulse width of the signal V are not adapted between the petrol injectors and the gas injectors. Instead, a pressure controller is employed to adjust gaseous fuel pressure in a common rail such that the quantity of gaseous fuel introduced by the gas injectors is equivalent on an energy basis to the quantity of petrol introduced by the petrol injectors when both injectors are actuated by the same signal V.
  • An interface and commutation network intercepts signals employed to actuate liquid fuel injecting valves from an electronic control unit such that a central control unit can selectively actuate the liquid fuel injecting valves or gaseous fuel injecting valves.
  • the central control unit calculates an opening starting instant and length of the injection of each gaseous fuel injecting valve as a function of the signals of the liquid fuel injection valves.
  • the state of the art is lacking in techniques for adapting an engine from operating on a liquid fuel to operating on either the liquid fuel or a gaseous fuel, or both the liquid fuel and the gaseous fuel simultaneously.
  • the present apparatus and method provide an improved technique for operating a multi-fuel internal combustion engine.
  • the second electronic controller can be programmed to generate the second injector drive signal as a function of the first injector drive signal and to command the injector select apparatus to apply the first injector drive signal to one of the first fuel injector and the emulation injector.
  • the first fuel is a liquid fuel and the second fuel is a gaseous fuel.
  • the first fuel can be at least one of petrol, ethanol and blends of these fuels.
  • the second fuel can be at least one of hydrogen, methane, natural gas and propane.
  • the second electronic controller can be further programmed to command the injector select apparatus to select the first injector and to command the second fuel injector such that the first and second fuel injectors each introduce a portion of total fuel that is introduced into the combustion chamber.
  • the second electronic controller can be further programmed to command the injector select apparatus to select the first fuel injector for a portion of the time that the first injector drive signal is active and the emulation injector for a remaining portion of time that the first injector drive signal is active during the engine cycle.
  • the injector select apparatus can comprise a first switch in series with the first fuel injector and a second switch in series with the emulation injector.
  • the injector select apparatus can comprise a single pole, double throw switch operatively connected with the first fuel injector and the emulation injector.
  • the signal sensing apparatus operatively connected with the second electronic controller and selectively connected in series with one of the first fuel injector and the emulation injector and generating a signal for the second electronic controller indicating when the first injector drive signal is active.
  • the signal sensing apparatus cam comprise a current detector that senses a current generated by the first injector drive signal when actuating one of the first fuel injector and the emulation injector.
  • the signal sensing apparatus can detect a start of injection time and a length of injection for the first fuel injector commanded by the first electronic controller.
  • the second electronic controller can be programmed to select one of a petrol mode, a gaseous fuel mode and a co-fuelling mode. During the petrol mode only the first fuel is introduced into the combustion chamber, in the gaseous fuel mode only the second fuel is introduced into the combustion chamber, and in the co- fuelling mode both the first fuel and the second fuel are introduced into the combustion chamber.
  • the engine parameter information can comprise a pressure of the first fuel in a first fuel rail, oxygen content in exhaust gases, as well as other conventional engine parameters.
  • the second electronic controller can be programmed to adjust the start of injection timing from during a compression stroke when the first fuel injector is actuated to during an intake stroke when the second fuel injector is actuated.
  • the multi-fuel internal combustion engine can further comprise an ignition device and an ignition driver select apparatus selectively connecting the ignition device with one of the first electronic controller and the second electronic controller.
  • the first electronic controller can be programmed to actuate the ignition device during each engine cycle; and the second electronic controller can be programmed to command the ignition driver select apparatus to connect the ignition device with one of the first and second electronic controllers, and to actuate the ignition device during at least one of a gaseous fuel mode and a co-fuelling mode.
  • There is also an emulation ignition device such that, during an engine cycle, an ignition device drive signal generated by the first electronic controller is directed to the emulation ignition device when the second electronic controller actuates the ignition device for the engine cycle.
  • the multi-fuel internal combustion engine can further comprise a liquid fuel supply and a liquid fuel rail in fluid communication with the first fuel injector.
  • a fuel pump spill port is employed for selectively bypassing liquid fuel pumped from the liquid fuel from the liquid fuel rail.
  • There is an emulation spill port comprising an electrical characteristic representative of a fuel pump spill port electrical characteristic, and a fuel pump spill port select apparatus operatively connected with the second electronic controller for selectively applying a spill port drive signal to one of the fuel pump spill port and the emulation spill port.
  • the second electronic controller can be programmed to command the fuel pump spill port select apparatus to apply the spill port drive signal to one of the fuel pump spill port and the emulation spill port.
  • the multi-fuel internal combustion engine can further comprise a third fuel that is introducible into the combustion chamber by one of the second fuel injector and a third fuel injector.
  • the second fuel injector can be a concentric-needle type fuel injector, or a side-by-side needle type fuel injector.
  • FIG. 1 is a schematic view of a multi-fuel engine apparatus according to one embodiment.
  • FIG. 2 is a schematic view of a fuel injector actuation apparatus for the multi-fuel engine apparatus of FIG. 1.
  • FIG. 3 is a schematic view of an ignition device actuation apparatus for the multi-fuel engine apparatus of FIG. 1.
  • FIG. 4 is a schematic view of a fuel pump spill port actuation apparatus for the multi-fuel engine apparatus of FIG. 1 Detailed Description of Preferred Embodiment(s)
  • multi-fuel engine 10 is illustrated according to one embodiment where an engine that was originally designed for fuelling with a liquid fuel has been adapted to be fuelled additionally or alternatively with a gaseous fuel.
  • Liquid fuel supply 20 delivers liquid fuel to liquid fuel rail 30 at a pressure suitable for late cycle direct injection into combustion chambers 50a through 50f (collectively 50a-f). Late cycle direct injection refers to introducing the fuel directly into the combustion chamber later in the compression stroke. Alternatively, or additionally, in other embodiments liquid fuel supply 20 can deliver liquid fuel to rail 30 at a pressure suitable for early cycle direct injection.
  • Liquid fuel injectors 40a through 40f are in fluid communication with the liquid fuel rail and directly introduce liquid fuel into respective combustion chambers 50a-f when commanded by electronic controller 60.
  • Liquid fuel system 55 comprises liquid fuel supply 20, liquid fuel rail 30 and liquid fuel injectors 40a-f.
  • Gaseous fuel supply 70 delivers gaseous fuel to gaseous fuel rail 80 at a pressure suitable for introduction into respective intake ports of combustion chambers 50a-f.
  • gaseous fuel is stored as a compressed gas in pressurized storage vessels, or cylinders. In other embodiments the gaseous fuel can be stored in liquefied form in a cryogenic storage vessel.
  • Gaseous fuel injectors 90a through 90f are in fluid communication with the gaseous fuel rail and introduce gaseous fuel upstream of intake valves associated with respective combustion chambers 50a-f when commanded by electronic controller 100.
  • a single point injection system or mixer can be employed instead of gaseous fuel injectors 90a-f, or alternatively gaseous fuel can be directly introduced into combustion chambers 50a-f by way of direct gaseous fuel injectors.
  • Temperature sensor 110 and pressure sensor 120 send signals to electronic controller 100 representative of gaseous fuel temperature and pressure respectively in gaseous fuel rail 80, such that gaseous fuel density can be determined to more accurately meter gaseous fuel through gaseous fuel injectors 90a-f.
  • Gaseous fuel system 95 comprises gaseous fuel supply 70, gaseous fuel rail 80 and gaseous fuel injectors 90a-f.
  • gaseous fuel supply 70 gaseous fuel rail 80 and gaseous fuel injectors 90a-f.
  • gaseous fuel injectors 90a-f gaseous fuel injectors 90a-f.
  • the liquid fuel is petrol and the gaseous fuel is natural gas.
  • liquid fuel injectors 40a-f In a liquid mode of operation only liquid fuel is burned in combustion chambers 50a-f, and electronic controller 60 commands liquid fuel injectors 40a-f to inject fuel accordingly.
  • gaseous fuel mode of operation only gaseous fuel is burned in combustion chambers 50a-f, and electronic controller 100 commands gaseous fuel injectors 90a-f to inject fuel accordingly.
  • both liquid fuel injectors 40a-f and gaseous fuel injectors 90a-f are each actuated to introduce a portion of the total fuel introduced into combustion chambers 50a-f.
  • Intake air is received in intake manifold 130 through throttle 140.
  • engine 10 operates at or near a stoichiometric air/fuel ratio (lambda) as a function of engine operating conditions such that throttle 140 is in a range of positions from nearly closed to fully open depending on the engine operating conditions.
  • turbocharger system 150 can boost the pressure in intake manifold 130 above ambient pressure to increase the mass of oxygen delivered to combustion chambers 50a-f during intake strokes.
  • Turbo air bypass (TAB) valve 200 can be actuated by electronic controller 60 between a closed position and a fully open position, and any intermediate position therebetween, to communicate boosted intake air upstream of throttle 140 back to the inlet of compressor 180 to reduce the likelihood of compressor surge that could be caused by backflow coming from throttle 140 during transient conditions.
  • waste-gate valve 210 can be actuated by electronic controller 60 between a closed position and a fully opened position, and to any position in between these positions, to allow at least a portion of exhaust gases to bypass turbine 170.
  • a portion of exhaust gases can be communicated to intake manifold 130 through exhaust gas recirculation (EGR) system 220.
  • Controller 60 commands EGR valve 230 between a closed position and a fully open position, and any intermediate position therebetween, to control the EGR mass flow rate through EGR system 220, for a given back pressure in exhaust manifold 160.
  • EGR cooler 240 reduces the temperature of exhaust gasses to protect the intake manifold and to lower in-cylinder temperatures.
  • At least a portion of exhaust gases from all cylinders 50a-f can be recirculated to intake manifold 130.
  • any other EGR architecture can be employed, such as those that dedicate one or more cylinders, or one or more exhaust ports, to EGR.
  • Exhaust gases not passing through EGR system 220 are communicated through turbine 170 and/or wastegate valve 210 to engine after- treatment system 250.
  • air system 260 comprises throttle 140, TAB valve 200, wastegate valve 210 and EGR valve 230, and each one of these valve components can be in a closed or fully opened position, and in a range of intermediate partially opened positions.
  • the air system includes at least some of these components.
  • Engine 10 comprises other conventional components which are not illustrated.
  • Engine 10 can be for a vehicle, and can also be employed in marine, locomotive, mine haul, power generation and stationary applications.
  • Electronic controller 60 receives sensor information from conventional sensors employed in internal combustion engines, generally represented by input 270, and commands conventional actuators, generally represented by output 280.
  • the actuators comprise those that actuate throttle 140, TAB valve 200, wastegate valve 210 and EGR valve 230, in addition to other actuators.
  • Electronic controller 60 also commands liquid fuel supply 20 and liquid fuel injectors 40a-f to introduce fuel into combustion chambers 50a-f.
  • Electronic controller 60 is also referred to as a base engine control unit (ECU), which is the electronic controller for engine 10 before it was adapted to be additionally or alternatively fuelled with gaseous fuel.
  • ECU base engine control unit
  • Electronic controller 100 is the controller for gaseous fuel supply system 95 and receives sensor information from sensors 110 and 120 and other conventional sensors employed in gaseous fuel supply systems, generally represented by input 290, and commands conventional actuators in gaseous fuel supply systems, generally represented by output 300. Electronic controller 100 also commands gaseous fuel supply 70 and gaseous fuel injectors 90a-f to introduce fuel upstream of intake valves associated with combustion chambers 50a-f. Electronic controller 100 can be in communication with electronic controller 60 by way of communication bus 310, which can be for example a controller area network (CAN) bus.
  • communication bus 310 can be for example a controller area network (CAN) bus.
  • Electronic controller 60 does not need to be adapted to operate with gaseous fuel supply system 95, such that electronic controller 60 generates liquid fuel injector drive signals for each engine cycle for all engine modes including the petrol and co-fuelling modes, as will be explained in more detail below.
  • Electronic controllers 60 and 100 can comprise both hardware and software components.
  • the hardware components can comprise digital and/or analog components.
  • electronic controllers 60 and 100 are each computers comprising a processor and memories, including one or more permanent memories, such as FLASH, EEPROM or a hard disk, and a temporary memory, such as a volatile memory, for example a random access memory (RAM), for storing and executing a program.
  • RAM random access memory
  • Injector select apparatus 320a selects between actuation of liquid fuel injector 40a and emulation injector 340a in each engine cycle for cylinder 50a.
  • injector select apparatus 320b-f and emulation injector 340b-f for each respective pair of liquid fuel injectors 40b-f and gaseous fuel injectors 90b-f for respective cylinders 50b-f.
  • electronic controller 60 For each engine cycle, electronic controller 60 generates injector drive signal LFIDSa for actuating liquid fuel injector 40a along wires 330+ and 330- for all engines modes (petrol mode, gaseous fuel mode and co-fuelling mode). However, depending on the particular engine mode, drive signal LIDSa either actuates petrol injector 40a and/or is absorbed by emulation injector 340a.
  • electronic controller 100 commands switch Sla such that it is in a closed position, thereby closing (completing) the electrical path for drive signal LFIDSa through petrol injector 40a, and commands switch S2a such that it is in an open position, thereby opening the electrical path through emulation injector 340a.
  • electronic controller 100 commands switch S2a such that it is in the closed position, thereby completing the electrical path for drive signal LFIDSa through emulation injector 340a, and commands switch Sla such that it is in the open position, thereby opening the electrical path through petrol injector 40a such that no liquid fuel is introduced into combustion chamber 50a.
  • Emulation injector 340a has electrical characteristics that are representative of the electrical characteristics of petrol injector 40a such that the current and voltage response along wires 330+ and 330- between actuating petrol injector 40a and emulation injector 340a by drive signal LFIDSa is substantially indistinguishable to electronic controller 60.
  • the electrical characteristics can include impedance characteristics.
  • Emulation injectors 340a-f do not introduce fuel to the combustion chambers and are not in fluid communication with any fuel supply.
  • Electronic controller 100 also generates injector drive signal GFIDSa for actuating gaseous fuel injector 90a along wires 350+ and 350-.
  • liquid fuel injectors 40a-f and gaseous fuel injectors 90a-f each introduce a portion of the total fuel that is introduced into respective cylinders 50a-f during each engine cycle.
  • electronic controller 100 actuates switches Sla and S2a such that petrol injector 40a is actuated for a fraction of the time that drive signal LFIDSa is active, and for all other time emulation injector 340a is actuated.
  • electronic controllers 60 and 100 generate drive signals LFIDSa and GFIDSa respectively during each engine cycle.
  • Signal sensing apparatus 360a is operatively connected with wires 330+ and 330- to detect when drive signal LFIDSa is active. At any time during each engine cycle either (a) switch Sla is in the closed position and switch S2a is in the open position, or (b) switch Sla is in the open position and switch S2a is in the closed position, such that there is always a closed path for drive signal LFIDSa through wires 330+, 330- and one of liquid fuel injector 40a or emulation injector 340a.
  • Switch Sla and S2a are illustrated as single pole, single throw switches, but in other embodiments these switches can be replaced by a single pole, double throw switch.
  • Switch Sla and S2a can be a passive-type switch (for example a mechanical switch), or can be an active-type switch (for example a semiconductor switch). In the illustrated embodiment, switch Sla and S2a are illustrated as low-side switches. Alternatively in other embodiments various switching configurations for switches Sla and S2a can be employed to achieve the same result, such as employing high-side switches or a combination of low-side and high-side switches.
  • Electronic controller 100 receives a signal from signal sensing apparatus 360a indicating when drive signal LFIDSa is active such that it can determine the start of injection timing and the length of injection commanded by electronic controller 60 for liquid fuel injector 40a.
  • electronic controller 100 can determine the total fuel energy that electronic controller 60 is commanding to be introduced in each combustion chamber.
  • the liquid fuel injection pressure can be determined by electronic controller 100 by sending an inquiry for this parameter to electronic controller 60 over communication bus 310 (seen in FIG. l).This inquiry does not require a modification to electronic controller 60 since the controller is previously configured to respond to such requests.
  • Electronic controller 100 can then actuate drive signal GFIDSa in gaseous fuel mode to deliver an equivalent amount of gaseous fuel on a fuel energy basis compared to the amount of liquid fuel commanded by electronic controller 60, and during co-fuelling mode can actuate drive signal GFIDSa and switches Sla and S2a to deliver an equivalent combined amount of both liquid and gaseous fuel (at a varying liquid fuel fraction) on a fuel energy basis.
  • Electronic controller 100 can employ measurements of the oxygen concentration in the exhaust in the determination of the timing and pulse width of drive signals GFIDSa.
  • liquid fuel injectors 40a-f do not inject liquid fuel and because the liquid fuel injector nozzle tips are disposed inside the combustion chambers, the dormant liquid fuel residing within the injectors is heated over time due to combustion within respective combustion chambers 50a-f. Without steps to mitigate this heating of the liquid fuel it is possible that pyrolysis of the liquid fuel can occur within the petrol injectors and if this causes deposits to form inside the fuel injector and/or within nozzle holes, this could lead to inaccurate fuel injection.
  • liquid fuel injectors 40a-f introduce a portion of the total fuel into combustion chambers 50a-f and the flow of liquid fuel serves to cool the liquid fuel injectors and thereby reduce, and preferably prevent, deposit formation within the injectors.
  • Previous bi-fuel engines that introduced both fuels upstream of intake valves did not experience the problem with deposit formation in the liquid fuel injectors since the injectors were not exposed to the heat of combustion. And previous bi-fuel engines that did not require modification to the petrol controller (that is, the liquid fuel controller), did not need to, and could not, operate in a co-fuelling mode.
  • Bi-fuel engines that are fuelled with petrol and a gaseous fuel typically employ a spark plug as an ignition device.
  • the spark plug is mounted in a cylinder head and is actuated by the petrol controller to ignite an air-fuel mixture within the cylinder during a later part of the compression stroke.
  • the timing and actuation pulse of the spark plug is configured for petrol mode in the petrol controller. It would be advantageous to adapt the timing and the actuation pulse of the spark plug when operating in the gaseous fuel mode and the co-fuelling mode, since the air-fuel mixtures in these modes have different ignition and combustion characteristics than the air-fuel mixture during petrol mode, and by adapting the timing and/or actuation pulse for the spark plug there can be improvements in fuel economy, emissions and power output, and improved control over in-cylinder temperature during the various fuelling modes.
  • ignition driver select apparatus 400a is illustrated according to one embodiment operatively connected with electronic controller 100 such that controller 100 can select whether electronic controller 60 or electronic controller 100 actuates spark plug 410a to ignite the air-fuel mixture in combustion chamber 50a.
  • Each combustion chamber 50b-f has a respective spark plug (not shown) and ignition driver select apparatus 400b-f.
  • electronic controller 100 commands switch S3 a into a closed position and switch S4a into an open position, such that there is a closed path through wires 440+ and 440- and spark plug 410a and electronic controller 60 can command an ignition driver therein to generate ignition drive signal LCIDSa to actuate spark plug 410a.
  • electronic controller 100 commands switch S3a to the open position and switch S4a to the closed position, such that there is a closed path through wires 450+ and 440- and spark plug 410a and electronic controller 100 can command a driver therein to generate ignition drive signal GCIDSa to actuate spark plug 410a.
  • Ignition driver select apparatuses 400a-f can be employed when electronic controller 60 cannot be adapted to adjust the timing and the actuation pulse of ignition drive signal LCIDSa for the gaseous fuel and co-fuelling modes.
  • emulation spark plug 420a can be employed to absorb ignition driving signal LCIDSa to provide the required feedback to electronic controller 60.
  • Electronic controller 100 commands switch S5a to the closed position such that emulation spark plug 420a can absorb ignition driving signal LCIDSa.
  • Signal sensing apparatus 430a is employed to send a signal to electronic controller 100 representative of the timing and pulse width of ignition driving signal LCIDSa during the gaseous fuel and the co-fuelling modes. In certain other embodiments, emulation spark plug 420a and signal sensing apparatus 430a are not required. As would be known to those skilled in the technology various switching configurations of switches S3a, S4a and S5a can be employed to achieve the same result in alternative embodiments.
  • the internal combustion engine can be fuelled with three or more fuels.
  • a third fuel can be introduced into the combustion chamber by a third fuel injector that is commanded by electronic controller 100.
  • the gaseous fuel and the third fuel can be introduced by a single injector that is commanded by electronic controller 100.
  • the single injector can be a concentric needle fuel injector that introduces two fuels separately and independently from each other, such as disclosed in United States Patent No. 6,336,598, or can be a fuel injector having sidc-by-side needles (one for each fuel) arranged within a common injector body.
  • the third fuel can be introduced directly into a combustion chamber or upstream of an intake valve associated with the combustion chamber.
  • certain marine applications can employ three fuels, such as a heavy fuel oil, a light fuel oil and a gaseous fuel.
  • the heavy fuel oil is typically bunker fuel, which is a residual oil obtained from petroleum production that is more viscous than light fuel oil.
  • the light fuel oil can be a petroleum distillate such as road-grade diesel fuel.
  • the gaseous fuel can be natural gas, which can be stored in liquefied form.
  • the light fuel oil and the gaseous fuel can be introduced into combustion chambers using the single injector described above, or they can be introduced by separate injectors. [0035] Referring now to FIG.
  • spill port select apparatus 500 is illustrated according to one embodiment operatively connected with electronic controller 100 such that controller 100 can select whether spill port drive signal SPDS generated by electronic controller 60 is directed to fuel pump spill port 510 or emulation spill port 520.
  • fuel pump spill port 510 refers to an electrical interface that is employed to actuate the fuel pump spill port.
  • Emulation spill port 520 has an electrical characteristic that is representative of the electrical characteristic of spill port 510.
  • Fuel pump spill port 510 is actuated by electronic controller 60 to pressurize liquid fuel rail 30 (seen in FIG.l), and when the fuel pump spill port is not actuated liquid fuel that is pumped from liquid fuel supply 20 is returned to a liquid fuel tank therein instead of pressurizing the liquid fuel rail.
  • electronic controller 100 commands switch S6 into a closed position and switch S7 into an open position such that a closed electrical path occurs through wire 530+, spill port 510 and wire 530-, and the pressure of liquid fuel in rail 30 can be maintained while liquid fuel is being injected through liquid fuel injectors 40a-f (best seen in FIG. 1).
  • electronic controller 100 commands switch S6 into the open position and switch S7 into the closed position such that a closed electrical path occurs through wire 530+, emulation spill port 520 and wire 530-, and liquid fuel is returned to the liquid fuel tank.
  • electronic controller 100 commands switch S6 to the closed position for at least a portion of the time that spill port drive signal SPDS is active such that liquid fuel pressure in the rail can be maintained at injection pressure.
  • Signal sensing apparatus 540 can be employed to detect when electronic controller 60 is commanding spill port drive signal SPDS; however, apparatus 540 is not required in other embodiments.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention vise à résoudre le problème selon lequel il est difficile à adapter un moteur conçu pour être alimenté par un premier carburant de façon à être alimenté par de multiples carburants quand une unité de commande électronique de moteur de base ne peut pas être également adaptée. À cet effet, l'invention porte sur un moteur à combustion interne à carburants multiples, lequel moteur peut être alimenté avec un premier et/ou un second carburants, et lequel comprend un premier injecteur de carburant pour introduire le premier carburant directement dans une chambre de combustion ; un premier dispositif de commande électronique programmé pour générer un premier signal d'actionnement d'injecteur pour actionner le premier injecteur de carburant ; un second injecteur de carburant pour introduire le second carburant en amont d'une soupape d'admission ; un second dispositif de commande électronique programmé pour générer un second signal d'actionnement d'injecteur pour actionner le second injecteur de carburant ; un injecteur d'émulation comprenant une caractéristique électrique représentative d'une première caractéristique électrique d'injecteur de carburant ; et un appareil de sélection d'injecteur connecté de manière fonctionnelle au second dispositif de commande électronique pour appliquer de manière sélective le premier signal d'actionnement d'injecteur à l'un du premier injecteur de carburant et de l'injecteur d'émulation. Le second dispositif de commande électronique est programmé pour générer le second signal d'actionnement d'injecteur en fonction du premier signal d'actionnement d'injecteur pour ordonner à l'appareil de sélection d'injecteur d'appliquer le premier signal d'actionnement d'injecteur à l'un du premier injecteur de carburant et de l'injecteur d'émulation.
EP16802306.7A 2015-06-03 2016-06-03 Appareil de moteur à carburants multiples Withdrawn EP3303803A4 (fr)

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US201562170483P 2015-06-03 2015-06-03
PCT/CA2016/050639 WO2016191886A1 (fr) 2015-06-03 2016-06-03 Appareil de moteur à carburants multiples

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EP3303803A4 EP3303803A4 (fr) 2019-03-20

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CN108691674A (zh) * 2018-06-13 2018-10-23 西华大学 一种gdi发动机天然气-汽油双燃料电控系统及控制策略
CN112926193B (zh) * 2021-01-29 2024-03-19 中国航发沈阳发动机研究所 一种航空发动机性能仿真方法

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EP0872634A1 (fr) 1997-04-17 1998-10-21 Marco Bianchi Méthode d'alimentation d'un moteur à combustion interne en combustible gazeux
US6289881B1 (en) * 1997-08-28 2001-09-18 Alternative Fuel Systems Conversion system with electronic controller for utilization of gaseous fuels in spark ignition engines
JP3511492B2 (ja) * 1999-12-14 2004-03-29 三菱電機株式会社 筒内噴射エンジンの燃料噴射制御装置
GB2372835B (en) * 2000-12-21 2005-03-23 Factorgraft Ltd Engine fuel control
DE10121609B4 (de) * 2001-05-04 2006-04-06 Dirk Vialkowitsch Verfahren zum Einstellen einer insbesondere nachrüstbaren Steuereinrichtung
ITMI20021793A1 (it) * 2002-08-06 2004-02-07 Landi Renzo Spa Sistema di alimentazione e controllo perfezionato di un motore a combustione interna alimentato da due diversi combustibili
EP1860318B1 (fr) * 2005-03-18 2019-02-20 Toyota Jidosha Kabushiki Kaisha Moteur thermique a injection de carburant a double circuit
GB2447046B (en) * 2007-02-28 2009-09-02 Inspecs Ltd Engine fuel supply system
JP4918911B2 (ja) * 2007-12-25 2012-04-18 日産自動車株式会社 筒内直接燃料噴射式火花点火エンジンの燃圧制御装置
GB0807859D0 (en) * 2008-04-30 2008-06-04 Mobilizer Ltd A System for and method of determining the quantity of fuel injected into internal combustion engines
WO2010103288A1 (fr) * 2009-03-13 2010-09-16 T Baden Hardstaff Ltd Procédé et dispositif de gestion pour commande d'un moteur
GB2468539B (en) * 2009-03-13 2014-01-08 T Baden Hardstaff Ltd An injector emulation device
WO2012051122A2 (fr) 2010-10-10 2012-04-19 Bex America, Llc Procédé et équipement pour convertir des moteurs diesel en moteurs à mélange de carburants gazeux et diesel
US20120310509A1 (en) * 2011-05-31 2012-12-06 Maxtrol Corporation and Eco Power Systems, LLC Dual fuel engine system
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EP2800896B1 (fr) * 2012-01-03 2017-05-31 Volvo Lastvagnar AB Système de carburant et procédé correspondant
DE202012100107U1 (de) * 2012-01-12 2012-03-01 Stefano Alberti Nachrüstsystem eines Dieselmotors für den Mischbetrieb mit Gaskraftstoff

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WO2016191886A1 (fr) 2016-12-08
CN107849989A (zh) 2018-03-27

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