GB2548854A

GB2548854A - Controlling fuel supply to pre-combustion chamber of engine

Info

Publication number: GB2548854A
Application number: GB1605353.0A
Authority: GB
Inventors: Lenhardt Heiko; Emmrich Marcel; Veltman Matthias; Rommelfanger Jan
Original assignee: Caterpillar Energy Solutions GmbH
Current assignee: Caterpillar Energy Solutions GmbH
Priority date: 2016-03-30
Filing date: 2016-03-30
Publication date: 2017-10-04
Anticipated expiration: 2036-03-30
Also published as: GB2548854B; GB201605353D0

Abstract

Disclosed is a method for controlling fuel supply to a pre-combustion chamber 24 of an engine 10. The method includes detecting by at least one sensing unit a differential fuel pressure, a main combustion chamber 22 pressure, a crankshaft 38 position, an intake manifold 30 air temperature, an intake manifold 30 air pressure, a fuel temperature in a fuel supply conduit 42 and an exhaust manifold 32 gas temperature. The method further includes receiving at least one of a predefined air-fuel ratio, geometric dimensions of the engine and spark ignition timing. The controller is in electronic communication with the sensing unit. The method further includes controller determining an ignition delay. The method further includes controller determining an actual air-fuel ratio in the pre-combustion chamber. The method further includes determining an actuating time of a control valve 44 by the controller. Further, the controller controls the fuel supply to the pre-combustion chamber.

Description

CONTROLLING FUEL SUPPLY TO PRE-COMBUSTION CHAMBER OF

ENGINE

Technical Field [0001] The present disclosure relates to controlling of fuel supply in an engine, and more particularly relates to a method for controlling the fuel supply to a pre-combustion chamber of the engine.

Background [0002] Engine, such as a spark ignition engine is used in various heavy machinery applications and power generation applications. The engine generates power by combustion of fuels, such as, petrol, natural gas, and biogas. Nowadays, in order to improve efficiency of combustion process, a precombustion chamber is provided along with a main combustion chamber of the engine. In such a design, fuel is injected into the pre-combustion chamber, where the fuel is ignited by a spark plug. Consequently, the air-fuel mixture is combusted, and a flame is propagated to the main combustion chamber. For an effective combustion of the air-fuel mixture in the main combustion chamber, a desired air-fuel ratio in the pre-combustion chamber should be maintained. In order to maintain the desired air-fuel ratio in the pre-combustion chamber, an amount of the fuel supplied to the pre-combustion chamber should be controlled accordingly.

[0003] German Publication Number 102014207272, hereinafter referred to as the ’272 publication, describes a method for operating an internal combustion engine. The method includes detecting a pressure curve in a pre-chamber of a cylinder of the internal combustion engine, and influencing combustion in the cylinder in dependence on the detected pressure curve. However, the ’272 publication does not provide an effective technique to control fuel supply to the engine.

Summary of the Disclosure [0004] In one aspect of the present disclosure, a method of controlling fuel supply to a pre-combustion chamber of an engine is provided. The method includes detecting by at least one sensing unit, a differential fuel pressure, a main combustion chamber pressure, a crankshaft position, an intake manifold air temperature, an intake manifold air pressure, a fuel temperature in a fuel supply conduit and an exhaust manifold gas temperature. The differential fuel pressure is indicative of pressure difference between the intake manifold air pressure and a fuel pressure in fuel supply conduit. The method further includes receiving by a controller, at least one of a predetermined air-fuel ratio for the pre-combustion chamber, geometric dimensions of the engine and spark ignition timing. The controller is in electronic communication with the at least one sensing unit. The method further includes determining by the controller an ignition delay in a main combustion chamber based on the main combustion chamber pressure, the crankshaft position and the spark ignition timing. The method further includes ascertaining by the controller, an actual air-fuel ratio in the pre-combustion chamber based on intake manifold air temperature, the exhaust manifold gas temperature, intake manifold air pressure the geometric dimension of the engine and the fuel temperature in the fuel supply conduit. The method further includes determining by the controller an actuating time of a control valve disposed in the fuel supply conduit based on the ignition delay, the differential fuel pressure, the actual air-fuel ratio and the predefined air-fuel ratio. The control valve is in electronic communication with the controller. The method further includes controlling by the controller the fuel supply to the pre-combustion chamber by actuating the control valve based on actuating time.

[0005] Other features and aspects of this disclosure will be apparent from the following description and the accompanying drawings.

Brief Description of the Drawings [0006] FIG. 1 is a schematic view of an engine having a pre-combustion chamber, according to an embodiment of the present disclosure; [0007] FIG. 2 is a block diagram of a fuel control system for the precombustion chamber of the engine of FIG. 1 ; [0008] FIG. 3 is a block diagram of a method of controlling the fuel supply to the pre-combustion chamber; [0009] FIG. 4 is a graphical representation of a relationship between ignition delay and stoichiometric air-fuel ratio; and [0010] FIG. 5 is a flowchart of a method of controlling the fuel supply to the pre-combustion chamber of the engine.

Detailed Description [0011] Reference will now be made in detail to specific embodiments or features, examples of which are illustrated in the accompanying drawings. Wherever possible, corresponding or similar reference numbers will be used throughout the drawings to refer to the same or corresponding parts. Moreover, references to various elements described herein, are made collectively or individually when there may be more than one element of the same type. However, such references are merely exemplary in nature. It may be noted that any reference to elements in the singular may also be construed to relate to the plural and vice-versa without limiting the scope of the disclosure to the exact number or type of such elements unless set forth explicitly in the appended claim.

[0012] FIG. 1 illustrates a schematic view of an engine 10. The engine 10 is an internal combustion engine which runs on gaseous fuel or liquid fuel, for example, natural gas, biogas, diesel and petrol. For the purpose of illustration, the engine 10 is embodied as a single cylinder gaseous fuel engine. In one example, the engine 10 may be a multi-cylinder gaseous fuel engine. The engine 10 may be used to power various types of machines relating to industries such as, mining, forestry and agriculture.

[0013] The engine 10 includes an engine block 12 to define one or more cylinders 14 therein. For illustration purpose of the present disclosure, a cylinder 14 is illustrated in FIG. 1. The engine 10 further includes a cylinder head 16 disposed on the engine block 12 for mounting various systems including, but not limited to, a valve system 18 and a fuel supply system 20 of the engine 10. The engine 10 further includes a main combustion chamber 22 defined in the cylinder 14 and a pre-combustion chamber 24 defined within the cylinder head 16. In one example, the pre-combustion chamber 24 is integrally formed within the cylinder head 16. In another example, a separate chamber may be coupled to the cylinder head 16 to define the pre-combustion chamber 24. During combustion process of the engine 10, the pre-combustion chamber 24 is in fluid communication with the main combustion chamber 22 of the engine 10. The valve system 18 includes an intake valve 26 disposed within an intake port 27defined in the cylinder head 16. The intake valve 26 is movable between an open position and a closed positon to selectively allow intake air to the main combustion chamber 22 of the engine 10 through the intake port 27. The valve system 18 further includes an exhaust valve 28 disposed within an exhaust port 29 defined in the cylinder head 16. The exhaust valve 28 is movable between an open position and a closed positon to selectively exit exhaust gas. In one example, the exhaust gas may be emitted to atmosphere through the exhaust port 29. In another example, the exhaust gas may be routed to a turbine of a turbocharging system (not shown) prior to being emitted to the atmosphere.

[0014] The engine 10 further includes an intake manifold 30 coupled to the cylinder head 16 to fluidly communicate with the intake port 27. The intake manifold 30 receives the intake air therethrough and supplies the intake air to the cylinder 14 of the engine 10. In one example, ambient air may be received within the intake manifold 30 via an air filter (not shown). In another example, ambient air may be received by a compressor (not shown) of the turbocharging system coupled to the engine 10. In such a case, the ambient air may be compressed by the turbocharging system (not shown) and the compressed ambient air may be received within the intake manifold 30. The engine 10 further includes an exhaust manifold 32 coupled to the cylinder head 16 to fluidly communicate with the exhaust port 29. The exhaust manifold 32 allows the exhaust gas to exit to atmosphere therethrough. In an example, the exhaust manifold 32 may be coupled to the turbocharging system such that the exhaust gas may be routed to the turbine of the turbocharging system prior to being emitted to the atmosphere.

[0015] The engine 10 further includes a piston 34 slidably disposed within the cylinder 14. The piston 34 is pivotally coupled to one end of a connecting rod 36. Another end of the piston 34 is pivotally coupled to a crankshaft 38 of the engine 10. The crankshaft 38 of the engine 10 is rotatably disposed within the engine block 12. Reciprocating motion of the piston 34 within the cylinder 14 during combustion process of the engine 10 causes the crankshaft 38 to rotate, and hence the engine 10 generates mechanical power. During a compression stroke of the combustion process, the piston 34 reaches a Top Dead Center (TDC) further defining the main combustion chamber 22 within the cylinder 14. During an intake stroke of the combustion process, as the piston 34 moves from the Top Dead Center (TDC) to a Bottom Dead Center (BDC), the intake air is received within the cylinder 14 through the intake valve 26.

[0016] The fuel supply system 20 includes a fuel tank 40 for storing the fuel therein. In an example, the fuel may be received via a pipeline. The fuel is supplied to the pre-combustion chamber 24 via a fuel supply conduit 42. A control valve 44 is disposed in the fuel supply conduit 42 to regulate an amount of the fuel supplied to the pre-combustion chamber 24. In an example, the fuel may be supplied to the intake port 27 via another fuel supply line to form an air-fuel mixture. The air fuel mixture may be further supplied to the cylinder 14 during the combustion process. In one example, a fuel pump (not shown) may be in fluid communication with the fuel tank 40 to supply the fuel to the precombustion chamber 24 via the fuel supply conduit 42. The fuel supply system 20 further includes a fuel injector 46 disposed on the cylinder head 16 to fluidly communicate with the pre-combustion chamber 24. During combustion process, the air-fuel mixture enters the pre-combustion chamber 24 from the main combustion chamber 22 through a number of orifices present in the precombustion chamber 24.

[0017] The engine 10 further includes a fuel ignition system 48 for initiating combustion process within the cylinder 14. The fuel ignition system 48 includes a spark plug 50 disposed on the cylinder head 16. The spark plug 50 is in communication with an electronic power source (not shown) to generate a spark within the pre-combustion chamber 24 during the combustion process. The spark generated by the spark plug 50 also advances to the main combustion chamber 22 during the combustion process. Thus, during combustion process, combustion of the air-fuel mixture is carried out in the pre-combustion chamber 24 and, subsequently, combustion of the air-fuel mixture occurs in the main combustion chamber 22. In an example, an injector, such as the fuel injector 46 may be used to inject an amount of liquid fuel to initiate combustion in the pre-combustion chamber rather than the spark plug 50.

[0018] The engine 10 further includes a fuel control system 52, illustrated in detail with reference to FIG. 2, for controlling an amount of fuel supplied to the cylinder 14 of the engine 10. The fuel control system 52 is configured to control an air-fuel ratio in the pre-combustion chamber 24 by controlling the amount of the fuel supplied to the pre-combustion chamber 24.

[0019] FIG. 2 illustrates a block diagram of the fuel control system 52 for controlling a supply of the fuel to the pre-combustion chamber 22. The fuel control system 52 includes a sensing unit 54 disposed in the engine 10. The sensing unit 54 is configured to generate a signal indicative of various operating parameters of the engine 10 including, but not limited to, an intake manifold air pressure “PI”, a fuel pressure “P2”, a main combustion chamber pressure “P3”, a crankshaft position “A”, an intake manifold air temperature “Tl”, an exhaust manifold gas temperature “T2”, and a fuel temperature “T3” in a fuel supply conduit 42. The fuel control system 52 further includes a controller 70 that is in electronic communication with the sensing unit 54. The controller 70 is configured to receive the signal from the sensing unit 54 to determine the various operating parameters. Tn various examples, the controller 70 may be a proportional controller, an integral controller, a derivative controller, or any other controller known in the art.

[0020] Referring to FIGS. 1 and 2, the sensing unit 54 includes a plurality of sensors for generating the signal indicative of the various operating parameters of the engine 10. The plurality of sensors includes an intake manifold air temperature sensor 56, an intake manifold air pressure sensor 58, an exhaust manifold gas temperature sensor 60, a fuel temperature sensor 62, a fuel pressure sensor 64, a crankshaft position sensor 66 and a main combustion chamber pressure sensor 68. In the present embodiment, the intake manifold air temperature sensor 56 is disposed in the intake manifold 30 and configured to generate the signal indicative of the intake manifold air temperature “Tl” of the intake air flowing through the intake manifold 30. The intake manifold air pressure sensor 58 is disposed in the intake manifold 30 and configured to generate the signal indicative of the intake manifold air pressure “PI” at which the intake air is supplied through the intake manifold 30. The exhaust manifold gas temperature sensor 60 is disposed in the exhaust manifold 32 and configured to generate the signal indicative of the exhaust manifold gas temperature “T2” of the exhaust gas flowing through the exhaust manifold 32. The fuel temperature sensor 62 is disposed in the fuel supply conduit 42 and configured to generate the signal indicative of the fuel temperature “T3”. The fuel pressure sensor 64 is disposed in the fuel supply conduit 42 and configured to generate the signal indicative of the fuel pressure “P2” at which the fuel is supplied to the precombustion chamber 24. The crankshaft position sensor 66 is disposed in the crankshaft 38 of the engine 10 and configured to generate the signal indicative of the crankshaft position “A” of the crankshaft 38. The main combustion chamber pressure sensor 68 may be disposed around the cylinder 14, in one example. In another example, the main combustion chamber pressure sensor 68 may be integrated in the cylinder head 16. The main combustion chamber pressure sensor 68 is configured to generate the signal indicative of the main combustion chamber combustion pressure “P3”, during combustion of the air-fuel mixture in the main combustion chamber 22. Although, each of the plurality of sensors are disposed in the engine 10 as described above, it may be understood that each of the plurality of sensors may be disposed at any location in various components of the engine 10 to generate the signal indicative of the various operating parameters of the engine 10. It may also be understood that, apart from aforesaid operating parameters of the engine 10, the sensing unit 54 may include additional sensors to generate a signal indicative of other operating parameters of the engine 10 that may be used for controlling the amount of fuel to be supplied to the precombustion chamber 24.

[0021] The controller 70 communicates with each of the plurality of sensors to receive the signal and determine the various operating parameters. Further, the controller 70 is in electronic communication with the control valve 44 to actuate the control valve 44, and thereby regulate the amount of fuel supplied to the precombustion chamber 24. The fuel control system 52 further includes a user interface 72, through which the controller 70 receives a set of predefined parameters. The set of predefined parameters is stored in a memory module 74 of the controller 70. In an example, the set of predefined parameters may be stored in the memory module 74 by an operator during installation of the engine 10. The set of predefined parameters includes a predefined air-fuel ratio that is to be maintained in the pre-combustion chamber 36, geometric dimensions of the engine 10 and spark ignition timing. In an example, the predefined air-fuel ratio may be defined based on various performance characteristics of the engine 10 including, but not limited to, a desired combustion process in the main combustion chamber 22, and wear and tear of engine components. The geometric dimensions of the engine 10, in an example, may include an inner diameter of a bore of the cylinder 14, length of strokes of the piston 34 within the cylinder 14, compression ratio of the engine 10 and a volume of the precombustion chamber 24. The spark ignition timing is defined as a time at which the spark is generated in the pre-combustion chamber 24 during the compression stroke. The time is further defined based on a position of the piston 34 with respect to the TDC. The position of the piston 34 is determined based on the angular position of the crankshaft 38 during the compression stroke. Based on the various operating parameters and the set of predefined parameters, the controller 70 generates an output signal indicative of an actuating time “AT” of the control valve 44 to control the fuel supply to the pre-combustion chamber 24 of the engine 10.

[0022] FIG. 3 illustrates a block diagram of a method of controlling fuel supply to the pre-combustion chamber 24. The controller 70 is configured to determine a differential fuel pressure “DP”. The differential fuel pressure “DP” is indicative of a pressure difference between the intake manifold air pressure “PI” and the fuel pressure “P2” in the fuel supply conduit 42. The controller 70 receives the signal indicative of intake manifold air pressure “PI” and the fuel pressure “P2” from the intake manifold air pressure sensor 58 and the fuel pressure sensor 64, respectively. Upon receiving the signals, the controller 70 processes the signal and determines the differential fuel pressure “DP”. The determined differential fuel pressure “DP” may be further stored in the memory module of the controller 70.

[0023] The controller 70 further determines an ignition delay “ID” in the main combustion chamber 22 based on the main combustion chamber pressure “P3”, the crankshaft position “A” and the spark timing of the spark plug 50. The ignition delay “ID” is defined as a time delay between the spark timing in the precombustion chamber 24 and Start of Combustion (SOC) in the main combustion chamber 22. The controller 70 in communication with the main combustion chamber pressure sensor 68 and the crankshaft position sensor 66 receives the signals indicative of the main combustion chamber pressure “P3” and the crankshaft position “A” respectively. Based on the main combustion chamber pressure “P3” and the crankshaft position “A”, the controller 70 determines a rate at which heat energy is released within the main combustion chamber 22. Further, the controller 70 monitors a time at which a desired percentage of total heat energy is released within the main combustion chamber 22. The time at which the desired percentage of the total heat energy released is defined as the Start of Combustion in the main combustion chamber 22. The spark timing and the time of SOC are determined based on the angular position of the crankshaft 38. In an example, during the combustion process, the spark may be generated by the spark plug 50 at time tO, subsequently, the desired percentage of the total heat energy may be released at time “tl”. Hence, a time difference between spark timing and the start of Combustion (SOC), i.e. tl-tO is defined as the ignition delay “ID”.

[0024] The controller 70 further ascertains an actual air-fuel ratio “R” in the pre-combustion chamber 24 based on the intake manifold air temperature “Tl”, the intake manifold air pressure “PI”, the exhaust manifold gas temperature “T2”, the geometric dimensions of the engine 10 and the fuel temperature “T3” in the fuel supply conduit 42. The controller 70 in communication with the intake manifold air temperature sensor 56, the intake manifold air pressure sensor 58, the exhaust manifold gas temperature sensor 60, and the fuel temperature sensor 62 receives the signals indicative of the intake manifold air temperature “Tl”, the intake manifold air pressure “PI”, the exhaust manifold gas temperature “T2”, and the fuel temperature “T3”, respectively. The controller 70 further compares the intake manifold air temperature “Tl” , the intake manifold air pressure “PI”, the exhaust manifold gas temperature “T2”, and the fuel temperature “T3” with the predefined parameter, such as the geometric dimensions of the engine 10, and estimates the actual air-fuel ratio “R”. It may be understood that the ignition delay “ID” and the actual air-fuel ratio “R” within the main combustion chamber 22 may be determined based on an empirical model or a mathematical relationship of the various operating parameters of the engine 10 and the set of predefined parameters.

[0025] The controller 70 further determines the actuating time “AT” of the control valve 44 based on the ignition delay “ID”, the differential fuel pressure “DP”, the actual air-fuel ratio “R” and the predefined air-fuel ratio. The actuating time is defined as a time for which the control valve 44 may be kept at an open position to supply fuel to the pre-combustion chamber 24. Alternatively, the actuating time may be defined as a time for which an opening of the control valve 44 may be regulated to control the amount of fuel supplied to the pre-combustion chamber 24. The controller 70 is configured to control the control valve 44 until the air-fuel ratio in the pre-combustion chamber 24 reaches the predefined air-fuel ratio.

[0026] Referring to FIG. 4, which shows a graphical representation of a relationship between the ignition delay “ID” and air-fuel ratio, when the air-fuel mixture is lean in the pre-combustion chamber 24, i.e. air-fuel ratio is greater than 1 (Lambda>l) due to less fuel in the pre-combustion chamber 24, a speed of combustion of the air-fuel mixture in the pre-combustion chamber 24 decreases. Decrease in the speed of the combustion in the pre-combustion chamber 24 causes increase in the ignition delay “ID”, i.e. combustion delay in the main combustion chamber 22 increases. Similarly, when the air-fuel mixture is rich in the pre-combustion chamber 24, i.e. air-fuel ratio is less than 1 (Lambda<l) due to more fuel in the pre-combustion chamber 24, a speed of combustion of the air-fuel mixture in the pre-combustion chamber 24 decreases. Decrease in the speed of the combustion in the pre-combustion chamber 24 causes increase in the ignition delay, i.e. combustion delay in the main combustion chamber 22 increases. As such, increase or decrease of the amount of the fuel with respect to the amount of air in the pre-combustion chamber 24 causes proportional increase of the ignition delay “ID”. The ignition delay “ID” is desired, when the air-fuel ratio in the pre-combustion chamber 24 is equal to stoichiometric value (Lambda=l).

[0027] The controller 70 further controls the fuel supply to the precombustion chamber 24 by actuating the control valve 44 based on the actuating time “AT”. Based on the determined ignition delay “ID” and the determined actual air-fuel ratio “R”, the controller 70 determines whether to increase or decrease the amount of fuel supply in the pre-combustion chamber. For example, referring to FIG. 4, if the actual air-fuel ratio “R” is lean, i.e. Lambda >1, then the controller 70 is configured to increase the amount of the fuel supplied in the precombustion chamber 24. Similarly, if the actual air-fuel ratio “R” is rich, i.e. Lambda <1, then the controller 70 is configured to decrease the amount of fuel supplied in the pre-combustion chamber 24.

[0028] Further, the controller 70 compares the determined ignition delay “ID” and the determined actual air-fuel ratio “R” with the predefined air-fuel ratio to determine the amount of fuel to be decreased or increased. Referring to above example, if the actual air-fuel ratio “R” is lean, i.e. Lambda >1, then the controller 70 communicates with the control valve 44 to increase the fuel supply in the pre-combustion chamber 24 based on the determined actuating time “AT”. Similarly, if the actual air-fuel ratio “R” is rich, i.e. Lambda <1, then the controller 70 communicates with the control valve 44 to decrease the fuel supply in the pre-combustion chamber 24 based on the determined actuating time “AT”.

Industrial Applicability [0029] The present disclosure relates to the fuel control system 52 and a method 76 of controlling fuel supply to the pre-combustion chamber 24 of the engine 10. The controller 70 in communication with the sensing unit 54 determines the various operating parameters of the engine 10 and receives the set of predefined parameters from the operator. The controller 70 further determines the ignition delay “ID” based on an empirical model of the main combustion chamber pressure “P3”, the crankshaft position “A”, and the spark ignition timing. The controller 70 further determines the actual air fuel-ratio “R” based on an empirical model of the intake manifold air temperature “Tl”, the intake manifold air pressure “PI”, the geometric dimensions of the engine 10, the exhaust manifold gas temperature “T2”, and the fuel temperature “T3” in the fuel supply conduit 42. Upon determining the ignition delay “ID” and the actual air-fuel ratio “R”, the controller 70 determines the actuating time “AT” to control the fuel supply to the pre-combustion chamber 24. Thus, the fuel control system 52 effectively controls the amount of fuel to be supplied in the pre-combustion chamber 24 to bring the air-fuel ratio equal to the predefined air-fuel ratio based on the actual air-fuel ratio “R”.

[0030] FIG. 5 illustrates a method 76 of controlling fuel supply to the precombustion chamber of the engine 10. At step 78, the method 76 includes detecting the differential fuel pressure “DP”, the main combustion chamber pressure “P3”, the crankshaft position “A”, the intake manifold air temperature “Tl”, the intake manifold air pressure “PI”, the fuel temperature “T3”in the fuel supply conduit 42, and the exhaust manifold gas temperature “T2”. The sensing unit 54 disposed in the engine 10 detects aforesaid operating parameters and communicates with the controller 70. At step 80, the method 76 includes receiving the predefined air-fuel ratio for the pre-combustion chamber 24, the geometric dimensions of the engine 10, and the spark ignition timing. The aforesaid set of predefined parameters is stored in the memory module 74 of the controller 70. At step 82, the method 76 includes determining the ignition delay “ID” in the main combustion chamber 22 based on the main combustion pressure chamber “P3”, the crankshaft position “A”, and the spark ignition timing. At step 84, the method 76 includes ascertaining the actual air-fuel ratio “R” in the precombustion air temperature “Tl”, the intake manifold air pressure “PI”, the geometric dimensions of the engine 10, the exhaust manifold gas temperature “T2”, and the fuel temperature “T3” in the fuel supply conduit 42. The controller 70 determines the ignition delay “ID” and the actual air-fuel ratio “R” based on the empirical models. At step 86, the method 76 includes determining the actuating time “AT” of the control valve 44 disposed in the fuel supply conduit 42 based on the ignition delay “ID”, the differential fuel pressure “DP”, the actual air-fuel ratio “R”, and the predefined air-fuel ratio. At step 88, the method 76 includes controlling the fuel supply to the pre-combustion chamber 24 by actuating the control valve 44 based on the actuating time “AT”.

[0031] The fuel control system 52 of the present disclosure controls the fuel supply to the pre-combustion chamber 24 based on the various operating parameters including, but not limited to, the intake manifold air pressure “PI”, the fuel pressure “P2”, the main combustion chamber pressure “P3”, the crankshaft position “A”, the intake manifold air temperature “Tl”, the exhaust manifold gas temperature “T2”, and the fuel temperature “T3” to maintain the predefined air-fuel ratio in the pre-combustion chamber 24. As the stoichiometric value of the air-fuel mixture is closer to 1 in the pre-combustion chamber 24, the ignition delay in the main combustion chamber 22 is reduced. This increases speed of the combustion in the main combustion chamber 22. Further, as the fuel control system 52 regulates the actuating time “AT” of the control valve 44 based on the operating parameters and the predefined parameters including, but not limited to, the predefined air-fuel ratio, geometric dimensions of the engine 10 and the spark ignition timing, inefficiency in the combustion process of the engine 10 due to aging and wearing of engine components, such as the piston 34, and manufacturing tolerances in the geometric dimensions of the engine 10 may be avoided. Further, increasing the speed of the combustion of the air-fuel mixture ensures reliable completer combustion of the air-fuel mixture, thereby control emission from the engine 10.

[0032] While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed machines, systems and methods without departing from the spirit and scope of what is disclosed. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.

Claims

Claims What is claimed is:
1. A method of controlling fuel supply to a pre-combustion chamber of an engine, the method comprising: detecting, by at least one sensing unit, a differential fuel pressure, a main combustion chamber pressure, a crankshaft position, an intake manifold air temperature, an intake manifold air pressure, a fuel temperature in a fuel supply conduit, and an exhaust manifold gas temperature, wherein the differential fuel pressure is indicative of a pressure difference between the intake manifold air pressure and a fuel pressure in the fuel supply conduit; receiving, by a controller, at least one of a predefined air-fuel ratio for the pre-combustion chamber, geometric dimensions of the engine, and a spark ignition timing, wherein the controller is in electronic communication with the at least one sensing unit; determining, by the controller, an ignition delay in a main combustion chamber, based on the main combustion chamber pressure, the crankshaft position, and the spark ignition timing; ascertaining, by the controller, an actual air-fuel ratio in the pre-combustion chamber, based on at least one of the intake manifold air temperature, the intake manifold air pressure, the geometric dimensions of the engine, the exhaust manifold gas temperature, and the fuel temperature in the fuel supply conduit; determining, by the controller, an actuating time of a control valve disposed in the fuel supply conduit, based on the ignition delay, the differential fuel pressure, the actual air-fuel ratio, and the predefined air-fuel ratio, wherein the control valve is in electronic communication with the controller; and controlling, by the controller, the fuel supply to the pre-combustion chamber, by actuating the control valve based on the actuating time.