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WO2010059081A1 - Procédé et appareil d’exploitation d’un moteur polycarburant - Google Patents

Procédé et appareil d’exploitation d’un moteur polycarburant Download PDF

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Publication number
WO2010059081A1
WO2010059081A1 PCT/SE2008/000653 SE2008000653W WO2010059081A1 WO 2010059081 A1 WO2010059081 A1 WO 2010059081A1 SE 2008000653 W SE2008000653 W SE 2008000653W WO 2010059081 A1 WO2010059081 A1 WO 2010059081A1
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WO
WIPO (PCT)
Prior art keywords
control system
primary
fuel
additive
engine
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.)
Ceased
Application number
PCT/SE2008/000653
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English (en)
Inventor
Björn LINDSTEDT
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.)
Volvo Truck Corp
Original Assignee
Volvo Lastvagnar AB
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Filing date
Publication date
Application filed by Volvo Lastvagnar AB filed Critical Volvo Lastvagnar AB
Priority to PCT/SE2008/000653 priority Critical patent/WO2010059081A1/fr
Publication of WO2010059081A1 publication Critical patent/WO2010059081A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • F02D19/08—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
    • 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
    • F02D19/0623—Failure diagnosis or prevention; Safety measures; Testing
    • 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
    • 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
    • F02D41/1497—With detection of the mechanical response of 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • 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 invention relates to a method and an apparatus for operation of a multiple fuel engine according to the preambles of the independent claims.
  • combustion engines are operated with a primary fuel like diesel or petrol.
  • Engines are typically designed and developed to run as intended when a typical fuel is used and fresh air is available in the surrounding. If another fuel is used or if additives are added to the intake air, it is commonly accepted that the engine does not behave as expected regarding emissions, power, durability etc.
  • Adaptation to different fuel characteristics, within a designed range, using feedback from e.g. knock sensors or oxygen sensors is commonly used.
  • combustion engines can be converted or developed for operation with more than one fuel, e.g. with a secondary fuel as compressed natural gas or the like, which can be cheaper and/or more environmental friendly.
  • a secondary fuel as compressed natural gas or the like
  • the combustion engine can be operated in a mode where only the primary fuel is used and in a bi-fuel mode where the primary and the secondary fuels are used.
  • Some secondary fuels can be used in a mode where no primary fuel is used at all.
  • a bi-fuel control system for modifying and operating a diesel engine with diesel as primary fuel to be able to run in either a full diesel fuel mode or in a bi-fuel mode.
  • the control system is designed to provide for either manual of automatic transfer between the modes for continuous engine operation without interruption in output and at substantially equivalent efficiency levels.
  • a secondary control sub-system and a sub-assembly for the second fuel are provided to control the amount of the secondary fuel supplied to the diesel engine in the bi-fuel mode, and an electronic control sub-system and sub-assembly are provided to control the overall system and assembly based on engine load as determined from the intake manifold air pressure.
  • US 5,092,305 A discloses a bi-fuel control system that operates in conjunction with the primary fuel system to utilize the output from the existing or original equipment manufacturer's control module from the primary fuel system, modifies that signal and controls the fuel supply valve for the secondary fuel so that the proper quantity of secondary fuel is supplied to the engine.
  • a control system for a bi-fuel engine with two controllers wherein the engine can be operated in either a full diesel fuel mode or in a bi-fuel mode.
  • the bi-fuel controller controls operation of the secondary fuel supply system
  • the primary fuel controller controls the primary fuel supply system.
  • Each controller receives signals from sensors monitoring particular engine operation characteristics and is able to transmit the data it collects to the other controller e.g. by a controller area network (CAN).
  • CAN controller area network
  • a CAN is an object address oriented network in which all connected parts of a system are offered the full length of a data bus.
  • the bi-fuel controller directly controls the secondary fuel as well as the primary fuel by its control of the primary fuel controller.
  • the primary fuel controller controls all aspects of engine operation. Specifically, when the engine is operating in the bi-fuel mode, the commanded primary fuel quantity is transmitted to the primary fuel controller from the bi-fuel controller by the CAN bus and a hardwire link. Information required by both controllers is obtained in each case by a single sensor and transmitted to only one of the controllers. The information is then relayed to the other controller via the CAN bus.
  • a method for operation of a combustion engine is proposed with a primary fuel and at least one secondary additive, wherein supply of the primary fuel to the combustion engine is controlled by a primary control system and supply of the secondary additive is controlled by a secondary control system.
  • the secondary control system may communicate to the primary control system any type of information representing how the engine is affected or what is added to the engine inlet side, inlet ports or by other ways inserted into the combustion chamber, and the primary control systems controls and monitors the engine based on the available combined information of what is injected.
  • the secondary system communicates to the primary control system any secondary-additive characteristic parameter such as information representing energy delivered by the secondary additive per stroke or per time unit, estimated increase in torque and/or power, an amount of secondary additive delivered, a type of secondary additive delivered, an octane number of the secondary additive, a cetane number of the secondary additive, a density of the secondary additive, a flashpoint of the secondary additive, an ignition point of the secondary additive, a soot forming ratio compared to the standard fuel, information representing the rate of exhaust recirculation or other information representing how the engine is affected and/or what is added to the combustion.
  • Additives can be gaseous fuels, liquid fuels, water, engine exhausts, air or other gases or other liquids.
  • Affections can be estimations of increased power and/or torque, increased/decreased engine out particulate-matter emissions, increased/decreased oil degradation and/or increased/decreased exhaust temperature compared with the standard fuel.
  • the primary and the secondary control systems are connected by at least one communication link.
  • the primary and the secondary control systems can be connected directly or via one or more intermediate control and/or computer units which forward information from one to the other control system.
  • the primary control system has an input channel that any type of secondary control system can use to make it possible for the primary control system to control the engine based on the combined information.
  • the primary control system can also comprise an output channel for communicating - directly or indirectly - to the secondary control system when additional additives should be limited or stopped.
  • the secondary control system can be divided into more than one unit. For instance, one unit of the secondary control system can control the secondary fuel injection and another unit can be connected to e.g. a flow metering unit that sends the data related to the amounts that are injected.
  • the secondary control system presents input which the primary control system can handle.
  • the primary control system receives data which can be treated in the primary control system, such data being e.g. added torque and/or power, secondary fuel/time, secondary fuel/stroke, energy delivered, kind of secondary fuel etc. as mentioned above.
  • data being e.g. added torque and/or power, secondary fuel/time, secondary fuel/stroke, energy delivered, kind of secondary fuel etc. as mentioned above.
  • standard features of the primary control system are still available even after conversion of the engine to receive more than one fuel.
  • an e.g. standard diesel engine can easily be converted to a bi-fuel vehicle without loosing the primary control system benefits.
  • the primary control system provides the standard engine control which by listening to the data presented by the secondary control system is affected in a way which improves the engine characteristics when extra fuel, exhaust gas or other additive is added to the combustion in the engine, depending on the interaction with the secondary control system.
  • a cetane number (CN) of a fuel indicates that the fuel behaves the same way as a mixture of n-hexadecane (cetane) and 1 -methyl naphthalene with the volume fraction cetane given by the cetane number. For instance, a mixture containing 30% cetane has the cetane number 30. 1 -methyl naphthalene can be replaced by the synthetic 2,2,4,4,6,8,8-heptamethylnonane with a cetane number of 15 thus providing an ignitable fuel.
  • a low cetane number can cause an ignition delay which can cause an abrupt and noisy oxidation of the fuel.
  • An octane number is a measure of the resistance of petrol and other fuels to detonation (engine knocking) in spark-ignition internal combustion engines.
  • High- performance engines typically have higher compression rations and are therefore more prone to detonation, so they require higher octane fuel.
  • a lower-performance engine will not generally perform better with high-octane fuel, since the compression ratio is fixed by the engine design.
  • the octane number of a fuel is measured in a test engine, and is defined by comparison with the mixture of iso- octane and normal heptane which would have the same anti-knocking capacity as the fuel under test: the percentage, by volume, of iso-octane in that mixture is the octane number of the fuel.
  • gasoline with the same knocking characteristics as a mixture of 90% iso-octane and 10% heptane would have an octane rating of 90.
  • the primary control system can be developed to regulate and control based on the combined information about what is injected.
  • the primary control system can perform air mass calculations based on the delivered secondary additive.
  • the air mass calculation is a type of calculation which can easily be falsified if a gaseous fuel, e.g. compressed natural gas, is added to the engine inlet, as the gas replaces air. For instance, when fuel is not injected directly, the air filling in the cylinder depends on the amount of fuel that is injected. If e.g. port injection of natural gas is used as secondary additive, the natural gas will replace air, thus resulting in less air in the cylinder.
  • primary control system can perform fuel and/or torque calculations based on the delivered data of the secondary additive.
  • the primary control system can perform fuel and/or torque and/or load calculations of the combined injections, to be used in one or more control functions.
  • Control functions are calculations that are performed to generate limits, mode selections or other outputs used in various other functions or lower level actuator control, diagnostic calculations etc. Examples of functions are e.g. White Smoke Limitation, Turbocharger Surge Limitation, Engine Warmhold, Acceleration Limiter, etc. which in the primary control system is likely to have the primary fuel/load/torque/power as inputs.
  • a White Smoke Limitation could be optimized to be active below 20% load in combination with various other conditions.
  • the primary control system can control engine actuators such as variable geometry turbocharger and variable valve mechanisms to better match the modified combustion, using the combined data available.
  • the primary control system can perform internal calculations based on the combined data, that can be thought of as the sum of the fuels added, for example improving exhaust after treatment calculations such as soot load in particulate traps.
  • the primary control system can additionally or alternatively perform torque calculations based on the delivered data of the secondary additive.
  • the primary control system performs torque calculations of the torque delivered by the added secondary additive. Results of such calculations can be used when the primary control system communicates with e.g. an automatic or robotized gearbox control unit or when the primary control unit also controls gear changes. If the primary control system manages the total load/torque, the primary fuel injection will typically be reduced as much as the secondary fuel is estimated to contribute with.
  • the primary control system can additionally or alternatively perform calculations of an amount of exhaust gas recirculation based on the delivered secondary additive.
  • Calculating the amount of exhaust gas recirculation is a type of calculation which can easily be falsified if a secondary fuel is added to the engine, as burned fraction contents (CO2, H2O etc.) of the additive is included in the exhaust gases, which therefore does not have the designed composition.
  • the primary control system can additionally or alternatively perform calculations and decrease the amount of primary fuel based on the delivered secondary additive, mainly to protect the engine or critical components, or to improve drivability or gear shifting.
  • the primary control system can perform on board diagnostic checks using information about the secondary additive, sent from the secondary system.
  • the primary control system can perform any other type of actuator control based on the information from the secondary system.
  • Affected actuators can be for example a discharge recirculation valve, a waste-gate actuator, an inlet throttle, an exhaust flap or other exhaust restrictor, a variable inlet manifold geometry actuator, a variable compression actuator and the like.
  • the primary control system can additionally or alternatively perform calculations of sensor plausibility based on the combined information about what is injected.
  • the primary fuel injection equipment or sensors readings from such sensors as boost pressure, turbo wheel speed, compressor outlet temperature, turbine or exhaust temperature, exhaust after treatment system temperatures and NOx sensor, would likely to be judged as faulty if the diagnostic functions did not calculate based on the combined data.
  • the primary control system can additionally or alternatively continue to monitor and control NOx emissions by adjusting a reactant (e.g. urea or ammonia) dosing based on the combined information and a NOx sensor reading.
  • a reactant e.g. urea or ammonia
  • More reactant, e.g. urea, than to convert the NOx emissions from the primary fuel is typically needed when a secondary fuel is added. If exhausts are added, less reactant, e.g. urea, is typically needed.
  • the communication between the primary control system and the secondary control system can be bidirectional.
  • the primary control system communicates to the secondary control system one or more operational states in which supply of the secondary additive is not recommended or should be limited.
  • the secondary control system reduces or stops the delivery of the secondary additive on the respective communication of one or more operational states in which supply of the secondary additive is not recommended or should be limited.
  • delivery of the secondary additive can be stopped or reduces during at least one of transient operation mode of the engine, a diagnostic activity requiring high accuracy, a calibration activity of for example fuel injectors, warm up of the engine, engine brake, a regeneration of the exhaust after treatment system, before and during a gear shift particularly with a robotized mechanical gearbox.
  • a diagnostic activity requiring high accuracy e.g. a calibration activity of for example fuel injectors
  • warm up of the engine e.g. additional fuel injection
  • a burner mounted in the exhaust system or using engine settings making the engine run on e.g. high NOx levels or high exhaust temperature levels e.g. high NOx levels or high exhaust temperature levels
  • addition of a secondary additive could be critical for the exhaust system or other components.
  • a bidirectional communication including the above mentioned information would simplify conversion to bi-fuel as the primary control systems features does not need to be known in detail to get good durability.
  • a secondary additive is not recommended, this could be communicated on the data link.
  • All function and features within the primary control system that can limit or reduce the injected primary fuel could as a first action request a reduction of the secondary fuel, for example high turbo wheel speed, high exhaust temperature or to low air to fuel ratio. If the secondary fuel is not reduced, not reduced enough or not reduced quick enough, the primary control system can reduce the primary fuel. This does not limit the secondary control system to reduce and control fuel based on other available information or using separate sensors etc.
  • communication between the primary and secondary control systems can be provided by a data link such as a J1939 CAN bus, which is a standard in vehicular applications.
  • communication between the primary and secondary control systems can be provided by a hardwire link. This can improve the redundancy if data bus communication is provided.
  • the primary control system can control at least one of a variable geometry turbocharger and an EGR valve partly based on information sent from the secondary control system.
  • the primary control system can request the secondary control system to reduce at least one of secondary fuel injection before and during a gear shift; secondary fuel injection to limit exhaust after treatment system temperature; secondary fuel injection during active regeneration of a particulate trap; secondary fuel injection during on board diagnostic check of an SCR system; secondary fuel injection as function of turbo wheel speed; secondary fuel injection as function of coolant temperature.
  • an apparatus for performing the method according to anyone of the features described above, whereon a primary control system is provided for supplying the primary fuel to the combustion engine and a secondary control system is provided for supplying the secondary additive to the engine, and wherein the primary control system is dedicated only to control the supply with the primary fuel.
  • the apparatus can preferably comprise a CAN bus for communication between the primary and the secondary control system. Additionally or alternatively, a hardwire link is provided for communication between the primary and the secondary control system.
  • the primary fuel is a liquid medium, preferably diesel fuel provided for a diesel engine.
  • the secondary additive can be a gaseous medium, preferably compressed natural gas.
  • the invention simplifies addition of various additives to the engine, for instance compressed natural gas in a compression-ignition (Cl) engine.
  • the main control unit hardware and software of the primary control system can remain unchanged as the algorithms can be included in all systems/engines from production, so that each engine is prepared to simplify conversion.
  • a computer program comprising a computer program code adapted to perform a method or for use in a method according to at least one of the method steps described when said program is run on a programmable microcomputer.
  • the computer program can be adapted to be downloaded to a control unit or one of its components when run on a computer which is connected to the internet.
  • a computer program product stored on a computer readable medium comprising a program code for use in a method according to at least one of the method steps on a computer.
  • the behaviour of the engine is similar to an operational mode where only a primary fuel is fed to the engine providing a similar power output and driveability.
  • the engine life time is similar to a normal engine operated with a single primary fuel. Similar diagnostic features can be provided in an operational mode with the primary fuel only and an operational mode with the secondary additive, particularly fuel, added. Oil degradation calculations can be more accurate, also improving the engine life time. Emissions can be estimated more correctly.
  • the control of the exhaust after treatment system can be improved, particularly a soot loading algorithm which calculates the soot load of a particle filter, regeneration control of the particle filter and/or other catalytic components in the exhaust after treatment system and estimations of the content of nitrogen oxides in the exhaust gases.
  • the durability of components such as turbocharger and valves can be improved, especially variable geometry turbochargers and variable valves that are controlled in some aspect.
  • Fig. 1 a schematic view of an engine and an air supply system for the engine according to preferred embodiment of the invention
  • Fig. 2 an illustration of the primary and secondary control system according to Fig. 1.
  • Fig. 1 depicts schematically an engine 30 which is converted to a multi-fuel engine and an air intake control system for the air supply of the engine 30.
  • the engine 30 employs one or more injectors 12 for a primary fuel, e.g. a liquid fuel like diesel.
  • a primary fuel e.g. a liquid fuel like diesel.
  • Each injector 12 can comprise any electronically controlled injector.
  • the injectors 12 are fed with the primary fuel from a conventional tank 10 via a supply line or common rail 14.
  • a primary control system 100 is provided for controlling the engine 30 when operated with the primary fuel.
  • the engine 30 also employs one or more secondary injectors 22 for a secondary additive, particularly a fuel, e.g. a gaseous fuel like compressed natural gas.
  • a secondary additive particularly a fuel, e.g. a gaseous fuel like compressed natural gas.
  • Each injector 22 can comprise any electronically controlled injector.
  • the injectors 22 are fed with the secondary fuel from a tank 20 via a supply line or common rail 24, or if it is exhausts, these are typically taken from the engine's exhaust side.
  • the injectors 22 can be placed for direct in cylinder injection or in the inlet ports or higher upstream in the inlet system e.g. 46, 44 or 40.
  • a secondary control system 200 is provided for controlling the secondary injectors 22 and communication with the primary control system 100 when the engine 30 is operated with the secondary fuel.
  • the communication is performed via a data link, bus 90.
  • the data link is in this example also used for communication of other types of data, such as setting engine target speed, requesting engine torque and other standardised communication that is not connected to what is added by the secondary system.
  • the air intake control system includes an exhaust gas recirculation (EGR) subsystem permitting recirculated exhaust gases to flow from the exhaust manifold 34 to the intake manifold 32 and/or to a turbocharger 50 which typically charges non-EGR air (coming through the air intake line 40) admitted to the intake manifold 32.
  • the EGR subsystem has an EGR metering valve 60 located in a return line 62 from the exhaust manifold 34 to the intake manifold 32.
  • the valve 60 has an outlet connected to the portion 46 of the air intake line 40 leading to an intake port of the intake manifold 32.
  • a second portion 44 of the intake line 40 leads from a turbo bypass 42 to the portion 46 downstream from the valve 60.
  • the turbocharging subsystem of the intake air control system includes a turbocharger 50, which comprises a compressor 52 and a turbine 54, and a charge air cooler 56 provided in line 40 upstream of the valve 60 and the intake manifold 32. Operation of the turbocharger 50 is controlled in a conventional manner by a turbo waste gate valve 68 in exhaust line 66 and a turbo air bypass valve 58. Exhaust gases passing the turbine 54 and the turbo waste gate valve 68 are discharged into an exhaust after treatment system 70.
  • the primary control system 100 controls the primary fuel injection and other engine actuators based on sensor information and data sent to the engine on e.g. data links. In general, all functions and calibrations within an engine control system are based on that the engine runs on the primary fuel only. Within a primary control system there are typically many e.g. fuel or torque calculations, air mass calculations, calculations of the amount of exhaust gas recirculation, control of turbocharger and valves if they are controllable, oil degradation calculations and other calculations and map look ups that are based on the amount of fuel that is injected and that the fuel is of a predetermined type is presumed.
  • fuel or torque calculations e.g. fuel or torque calculations, air mass calculations, calculations of the amount of exhaust gas recirculation, control of turbocharger and valves if they are controllable, oil degradation calculations and other calculations and map look ups that are based on the amount of fuel that is injected and that the fuel is of a predetermined type is presumed.
  • the secondary control system 200 communicates to the primary control system 100 at least one secondary-additive characteristic parameter representing how the engine is affected or what is added to the engine inlet side or by other ways inserted into the combustion chamber. This includes affects by any additive that the primary control system is not developed to measure, estimate or handle by other means.
  • the type of information is at least one selected out of a group of: an energy delivered by the secondary additive per stroke or time unit, energy per stroke or time unit, estimated added torque or power, an amount of secondary additive delivered per time unit or per stroke, a type of secondary additive delivered, an octane number of the secondary additive, a cetane number of the secondary additive, a density of the secondary additive, a flashpoint of the secondary additive, an ignition point of the secondary additive, a soot forming ratio compared to the standard fuel, an oil degradation factor compared with the standard fuel.
  • the control system 100 can perform the control parameter calculations more accurate on the basis of the received information.
  • the communication between the primary control system 100 and the secondary control system 200 can be bidirectional, so that the secondary control system 200 can receive information when supply of the secondary additive is not recommended and/or should be stopped or at least limited.
  • the secondary control system 200 comprises a secondary additive injection management system 210 which controls the secondary additive injectors 22 through the secondary injector control 220, and sends data about how the engine is affected and/or which additive and/or how much additive that is injected, to the primary control system 100, S_DATA.
  • the secondary additive can be compressed natural gas, but is not limited to compress natural gas.
  • a secondary additive interpretation function 110 receives information from the secondary control system about how the engine is affected (estimated effect of the secondary additive) and/or what is added.
  • the secondary system manages the total load. Typically by modifying e.g. the accelerator pedal information sent to the primary control system, so that the primary control system gets a reduced target load when running in bi-fuel mode. The secondary system then adds secondary fuel to approximately correct total engine load. The primary control system uses information from the secondary system, S_DATA, to estimate the secondary fuel load contribution, and thereby can calculate the total load.
  • S_DATA information from the secondary system
  • the second alternative, alt 2 is that the primary control system continues to manage the total load and reduces the primary fuel based on information from the secondary control system, S_DATA.
  • the primary control system will have the total load as the total target but needs to reduce the primary injected fuel as much as it is estimated that the secondary fuel contributes with.
  • the accuracy in the total load estimation will be similar and in both alternatives, alt 1 and alt 2, and the primary control system 100 will have the combined information about what is injected.
  • the total load can be considered as
  • Total Load Primary Fuel Load Contribution + Secondary Fuel Load Contribution
  • Primary Control System Total Load Estimation Primary Target Load + Estimated Secondary Fuel Load Contribution.
  • Primary Control System Total Load Estimation Primary Target Load - Primary Fuel Reduction Load Contribution + Estimated Secondary Fuel Load Contribution.
  • the total load estimation will be the same as the target load.
  • load managing is thought to be according to the first alternative alt 1.
  • the main purpose of the secondary additive calculation 110 is to convert the available information about what is injected or how the engine is affected, S_DATA, into signals/data that can be used by other functions within the primary control system. Useful signals are typically a corresponding amount of primary fuel and an estimation of the load contribution for next stroke, or torque produced by the secondary additive.
  • the secondary additive interpretation function can also have a part, 112, that calculates volume/mass of the inlet air that is replaced in the engine by the secondary additive. This output is forwarded to an air mass calculation 120, wherein the available inlet air is reduced based on information included in the output from the secondary control system 200, S_DATA.
  • the air mass calculation 120 also receives measured input parameters P_Air_Meas such as pressures and temperatures.
  • the output of the air mass calculation 120 is forwarded to an Air to Fuel Ratio, AFR, calculation and/or limiting function 122 based on both the primary and secondary additives.
  • the output from the 122 AFR block can be a fuel or torque target or limit for the primary fuel, sent to 132.
  • 132 is a fuel/torque limiting function which receives also various input parameters P_trq_lim that are used to limit the primary fuel/torque. For example common diesel engines tends to produce excessive smoke if the air to fuel ratio is to low.
  • the output of the fuel/torque limit calculation 132 is the lowest limiting/allowed engine fuel/torque.
  • the output of the fuel and/or torque limit calculation 132 is forwarded to a fuel/torque control 140.
  • the result of the secondary additive calculation 110 is in parallel forwarded to a fuel and/or torque control 140.
  • a torque demand is also sent by the secondary control system, S_trq_demand, used in bi-fuel mode.
  • the output of 130 is the highest demanded engine fuel and/or torque e.g. the highest torque requested by a driver (e.g. by the gas pedal), an operational mode like cruising or idling, power-take-off load, etc, summarized as P_trq_dm, which are various parameters used to calculate the demanded fuel and/or torque and/or load.
  • the output of the fuel and/or torque demand calculation 130 is forwarded to the fuel and/or torque control 140 which also receives the result of the secondary additive calculation 110 and the primary fuel and/or torque limit calculation 132.
  • the output of the fuel and/or torque control 140 is the target primary fuel and/or torque that should be injected by the primary injectors 12, controlled by the injector control 160.
  • the output from 140 is also sent to the Total Fuel calculation block 152 which calculates the combined fuel/torque data that should be used in the different engine functions and select setting calculations, 162.
  • variable geometry turbocharger EGR valve
  • variable inlet or outlet valves inlet throttle
  • controllable waste gate exhaust after treatment burner or fuel injector
  • 172 also include diagnostic fault codes, warning lamp control, engine protection activation, text messages to the driver and other outputs from the primary control system.
  • the primary control system 100 is preferably a standard control system provided by the manufacturer of the engine and/or vehicle.
  • the vehicle's engine can be easily converted into a bifuel of multifuel engine without loosing the benefits of the well-engineered and technically mature original primary control system.
  • the invention can be embodied as hardware or software or comprise both software and hardware. Further, the invention can be embodied as a computer program product which can be accessed from a medium which can be used or read by a computer.
  • the medium can provide a program code which can be used in a computer.
  • the medium can be a memory, such as a solid state memory, a RAM or a ROM and the like, a magnetic tape, a computer diskette, a magnetic or optical disc, a CD, a DVD, a USB stick etc.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L’invention concerne un procédé d’exploitation d’un moteur (30) à combustion avec un carburant primaire et au moins un additif secondaire, l’alimentation du moteur (30) à combustion en carburant primaire étant régulée par un système (100) de régulation primaire et l’alimentation en additif secondaire étant régulée par un système (200) de régulation secondaire. Ledit système (200) de régulation secondaire communique au système (100) de régulation primaire au moins un paramètre caractéristique de l’additif secondaire choisi dans un groupe comprenant : une énergie délivrée par l’additif secondaire par cycle ou par unité de temps, une estimation du supplément de couple ou de puissance, une quantité d’additif secondaire distribué, un type d’additif secondaire distribué, un indice d’octane de l’additif secondaire, un indice de cétane de l’additif secondaire, une densité de l’additif secondaire, un point d’éclair de l’additif secondaire, un point d’inflammation de l’additif secondaire, un taux de formation de suie par rapport au carburant standard, une information représentant le facteur de recirculation de l’échappement ou une autre information représentant la façon dont le moteur est affecté ou ce qui est ajouté à la combustion. Les additifs peuvent être des carburants gazeux, des carburants liquides, de l’eau, des produits d’échappement du moteur, de l’air, d’autres gaz ou d’autres liquides. En utilisant ces informations, le système de régulation primaire est en mesure de réguler et de contrôler le fonctionnement du moteur sur la base des informations combinées.
PCT/SE2008/000653 2008-11-20 2008-11-20 Procédé et appareil d’exploitation d’un moteur polycarburant Ceased WO2010059081A1 (fr)

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Publication number Priority date Publication date Assignee Title
CN104919165A (zh) * 2013-01-18 2015-09-16 丰田自动车株式会社 内燃机的控制装置
WO2016187527A1 (fr) * 2015-05-21 2016-11-24 Eco-Fueling, Inc. Système et procédé d'injection de carburant secondaire pour moteurs diesel
US10024253B2 (en) 2012-07-31 2018-07-17 Cummins Inc. System and method for reducing engine knock
RU2667899C1 (ru) * 2016-06-13 2018-09-25 Форд Глобал Текнолоджиз, Ллк Способ (варианты) и система управления двигателем
WO2019021022A1 (fr) * 2017-07-27 2019-01-31 Mcmahon Gary Moteur à combustion amélioré

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US20030187565A1 (en) * 2002-03-20 2003-10-02 Hoi-Ching Wong Dual fuel engine having multiple dedicated controllers connected by a broadband communications link
WO2004029438A1 (fr) * 2002-09-24 2004-04-08 Engine Control Technology, Llc Procedes et dispositif pour exploiter des moteurs multicarburant
WO2007115594A1 (fr) * 2006-04-12 2007-10-18 Clean Air Power Ltd. Moteur à allumage par compression à gaz et carburant diesel
GB2447046A (en) * 2007-02-28 2008-09-03 Inspecs Ltd Engine Fuel Control System
DE102007022230A1 (de) * 2007-05-09 2008-11-13 Ecomotec Gmbh Vorrichtung zum Steuern eines Selbstzünder-Verbrennungsmotors im Zweistoffbetrieb sowie Verfahren zum Betreiben desselben

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Publication number Priority date Publication date Assignee Title
US20030015178A1 (en) * 2001-07-23 2003-01-23 Dobryden Allen Dennis Control system and method for a bi-fuel engine
US20030187565A1 (en) * 2002-03-20 2003-10-02 Hoi-Ching Wong Dual fuel engine having multiple dedicated controllers connected by a broadband communications link
WO2004029438A1 (fr) * 2002-09-24 2004-04-08 Engine Control Technology, Llc Procedes et dispositif pour exploiter des moteurs multicarburant
WO2007115594A1 (fr) * 2006-04-12 2007-10-18 Clean Air Power Ltd. Moteur à allumage par compression à gaz et carburant diesel
GB2447046A (en) * 2007-02-28 2008-09-03 Inspecs Ltd Engine Fuel Control System
DE102007022230A1 (de) * 2007-05-09 2008-11-13 Ecomotec Gmbh Vorrichtung zum Steuern eines Selbstzünder-Verbrennungsmotors im Zweistoffbetrieb sowie Verfahren zum Betreiben desselben

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10024253B2 (en) 2012-07-31 2018-07-17 Cummins Inc. System and method for reducing engine knock
US11067014B2 (en) 2012-07-31 2021-07-20 Cummins Inc. System and method for reducing engine knock
US11598277B2 (en) 2012-07-31 2023-03-07 Cummins Inc. System and method for reducing engine knock
CN104919165A (zh) * 2013-01-18 2015-09-16 丰田自动车株式会社 内燃机的控制装置
CN104919165B (zh) * 2013-01-18 2016-08-24 丰田自动车株式会社 内燃机的控制装置
WO2016187527A1 (fr) * 2015-05-21 2016-11-24 Eco-Fueling, Inc. Système et procédé d'injection de carburant secondaire pour moteurs diesel
RU2667899C1 (ru) * 2016-06-13 2018-09-25 Форд Глобал Текнолоджиз, Ллк Способ (варианты) и система управления двигателем
WO2019021022A1 (fr) * 2017-07-27 2019-01-31 Mcmahon Gary Moteur à combustion amélioré

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