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WO2011128692A1 - Système moteur et procédé de régulation de l'alimentation en carburant d'un moteur - Google Patents

Système moteur et procédé de régulation de l'alimentation en carburant d'un moteur Download PDF

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Publication number
WO2011128692A1
WO2011128692A1 PCT/GB2011/050745 GB2011050745W WO2011128692A1 WO 2011128692 A1 WO2011128692 A1 WO 2011128692A1 GB 2011050745 W GB2011050745 W GB 2011050745W WO 2011128692 A1 WO2011128692 A1 WO 2011128692A1
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WO
WIPO (PCT)
Prior art keywords
engine
knock
fuel
mode
ecu
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Ceased
Application number
PCT/GB2011/050745
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English (en)
Inventor
Nick Warner
Trevor Lee Fletcher
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T Baden Hardstaff Ltd
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T Baden Hardstaff Ltd
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Filing date
Publication date
Application filed by T Baden Hardstaff Ltd filed Critical T Baden Hardstaff Ltd
Publication of WO2011128692A1 publication Critical patent/WO2011128692A1/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
    • 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
    • F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—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
    • 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
    • F02D19/10—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 peculiar to compression-ignition engines in which the main fuel is gaseous
    • F02D19/105—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 peculiar to compression-ignition engines in which the main fuel is gaseous operating in a special mode, e.g. in a liquid fuel only mode for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • 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

  • This invention relates to an engine system and particularly, but not exclusively, to an engine system for use with a dual fuel internal combustion engine, together with a method for controlling the supply of fuel to the engine.
  • Knock is a form of abnormal combustion which may occur in an internal combustion engine.
  • the term knock is the name given to the noise which is transmitted through the engine structure when essentially spontaneous ignition of a portion of the fuel/air mixture takes place ahead of the normal combustion of this mixture.
  • This abnormal combustion process can cause a rapid release of much of the chemical energy in the fuel/air mixture, causing very high local pressures.
  • the non-uniform nature of these local pressures causes pressure waves or shock waves of substantial amplitudes to propagate across the engine's combustion chamber, which may cause the chamber to resonate at its natural frequency.
  • a knock sensor is a form of vibration sensor which is used to detect knock during the operation of an internal combustion engine.
  • a diesel fuelled compression ignition engine may be modified to run on a mixture of fuels whereby the first fuel is diesel fuel and the second fuel is often a gaseous fuel such as natural gas or propane. Such an engine is often termed a dual fuel engine. Such modifications are often made in the interests of economy since the cost of gaseous fuels, such as natural gas, is generally significantly less than that of diesel fuel. This can result in significant cost savings for vehicle operators whose vehicles cover high annual mileages.
  • knock may occur as the natural gas fuel ignites if, for example, the natural gas / air mixture ahead of the normal combustion flame front spontaneously ignites.
  • Knock in a dual fuel compression ignition engine can be destructive to the combustion chamber components as described above.
  • Knock can be prevented in a dual fuel compression ignition engine by reducing the ratio of the first and second fuels supplied to the engine such that the knock levels remain below a safe limit.
  • the first fuel is diesel fuel and the second fuel is natural gas
  • knock may be prevented by reducing the ratio of natural gas to diesel fuel (substitution rate).
  • an engine system comprising an engine adapted to operate in a first mode in which the engine is fuelled substantially entirely by a first fuel, and a second mode in which the engine is fuelled substantially entirely by a mixture of the first fuel and a second fuel, the engine comprising:
  • a first engine control unit for controlling the amount of the first fuel supplied to the engine when the engine is operating in the first mode
  • a second ECU operatively connected to the first ECU, and adapted to control the amount of the first and second fuels supplied to the engine when the engine is operating in the second mode
  • a knock sensor operatively connected to the second ECU, and adapted to sense knock in the engine
  • the second ECU is adapted to alter the ratio of the first and second fuels supplied to the engine when running in the second mode in response to the level of knock sensed by the knock sensor.
  • the system is able to continuously adjust the ratio of the first and second fuels supplied to the engine while ensuring the correct operation of the engine (i.e. by preventing the onset of knock).
  • the prevention of knock eliminates the associated mechanical damage which can occur to parts of the engine, which enhances the longevity and reliability of the engine.
  • the engine comprises a plurality of cylinders and the knock sensor comprises a cylinder knock sensor at each cylinder.
  • the knock sensor comprises a cylinder knock sensor at each cylinder.
  • the knock sensor may comprise a cylinder knock sensor at each pair of adjacent cylinders. This can make the system simpler and cheaper to implement.
  • the knock sensor may comprise a single cylinder knock sensor on the engine block.
  • the or each knock sensor comprises a vibration sensor adapted to produce an analogue output signal.
  • the knock sensor When the knock sensor is a form of vibration sensor it will be able to produce an output whenever the engine is running. This output may be representative of the different events occurring during the engine cycle, such as induction, compression, ignition and exhaust.
  • an internal combustion engine During normal operation, an internal combustion engine generates horizontal and vertical shaking vibrations, fore and aft rocking moments, and various torsional vibrations, together with vibrations associated with the combustion process. These vibrations combine to produce a vibration signature for the engine.
  • knock occurs when the fuel ignites irregularly and prematurely during the combustion process. This causes significant and erratic pressure differentials which produce a characteristic change to the engine's vibration signature.
  • the signal produced by the knock sensor at the onset of knock can be used to detect this event.
  • the or each knock sensor may be adapted to determine whether knock is above a predetermined threshold.
  • the second ECU may comprise a signal processing circuit adapted to receive the analogue output signal.
  • the signal processing circuit comprises a low pass filter circuit and a knock signal acquisition circuit.
  • the low pass filter is used to eliminate induced or pickup noise generated during the knock signal acquisition process.
  • the knock signal acquisition circuit comprises a digital signal processing circuit integrated with a narrowband filter circuit.
  • the narrowband filter circuit is used to remove frequencies other than those of interest from the signal generated by the knock sensor.
  • the knock signal acquisition circuit may be tuned to the engine knock frequency, for a typical compression ignition internal combustion engine this can be between approximately 6 and 7 kHz.
  • this engine knock frequency is a property of the configuration of the engine and, in other embodiments of the invention, it may be lower than 6 kHz or higher than 7 kHz.
  • the signal processing circuit is adapted to produce a digital knock signal that is representative of the level of knock in the engine.
  • the generation of a digital knock signal which is representative of the level of knock in the engine is passed to the second ECU and is used to control the fuelling strategy of the first and second fuels.
  • a method for controlling the supply of fuel to an engine adapted to be fuelled by a first fuel in a first mode, and a mixture of a first and second fuel in a second mode comprising:
  • the engine comprises a first ECU operatively connected to a second ECU, and a knock sensor operatively connected to the second ECU, and the method comprises the additional initial steps of:
  • the first ECU is fitted to the engine by the Original Equipment Manufacturer (OEM) while the second ECU is an aftermarket addition.
  • OEM Original Equipment Manufacturer
  • the first ECU when the engine is running in the first mode, the first ECU will function as intended by the OEM since the engine will be fuelled entirely by the first fuel. This is because the second ECU does not influence the operation of the first ECU when the engine is running in the first mode.
  • the second ECU intercepts signals from first ECU which continues to operate as intended by the OEM, and determines the amounts of the first and second fuels which are to be supplied to the engine.
  • a third embodiment of the invention there is provided a method for controlling the supply of fuel to an engine adapted to be fuelled by a first fuel in a first mode, and a mixture of a first and second fuel in a second mode, the engine comprising a first ECU operatively connected to a second ECU, and a knock sensor operatively connected to the second ECU, the method comprising the additional initial steps of:
  • the step of sensing knock in an engine comprises the steps of:
  • Fuel is injected by the fuel injection system into the engine cylinder toward the end of the compression stroke, just before the desired start of combustion.
  • the liquid fuel usually injected at high velocity as one or more jets through small orifices or nozzles in the injector tip, atomises into small drops and penetrates into the combustion chamber.
  • the fuel vaporises and mixes with the high temperature and high pressure cylinder air. Since the air pressure and temperature are above the fuel's ignition point, spontaneous ignition of portions of the already mixed fuel and air occurs after a delay period of a few crank angle degrees.
  • a first knock signal acquired from the knock sensor at this point represents the initial combustion noise. This signal is used as a reference signal when determining whether knock has occurred later in the engine cycle since it is known that knock cannot have occurred at this point.
  • the cylinder pressure then increases as combustion of the fuel air mixture occurs.
  • the consequent compression of the unburned portion of the fuel/air charge results in ignition of the fuel and air which has mixed to within combustible limits, which then burns rapidly. Injection continues until the desired amount of fuel has entered the cylinder.
  • a second knock signal may then be acquired at this point in the engine cycle since it is known that knock may occur during this portion of the engine cycle.
  • the step of altering the ratio of the first and second fuels supplied to the engine in the second mode in response to the level of knock sensed may comprise the steps of:
  • the step of the first and second knock signals being transmitted to a signal processing circuit may comprise the steps of:
  • the step of transmitting the first and second knock signals to a knock signal acquisition circuit comprises the steps of:
  • these digital signals can be transmitted directly to the second ECU and used as part of the control strategy for altering the ratio of the first and second fuels supplied to the engine.
  • the step of altering the ratio of the first and second fuels supplied to the engine in the second mode, in response to an output signal from the signal processing circuit may comprise the steps of:
  • the ratio of the first and second knock signals is then determined and compared to a predetermined value to determine whether knock has occurred in the engine and whether an adjustment is required to the ratio of the first and second fuels supplied to the engine.
  • the first knock signal effectively represents the level of background vibration during normal operation of the engine.
  • the present invention effectively accounts for, and eliminates the effect of, this background vibration. This provides for a reliable and robust technique for determining whether knock occurs in the engine.
  • a high level of knock is defined by the second knock signal being greater than 1.2 times the first knock signal. In this situation, the amount of the second fuel supplied to the engine is reduced, and the amount of the first fuel increased accordingly, ensuring the total energy supplied remains the same.
  • the second fuel is a gaseous fuel
  • this reduction is achieved by reducing the gas substitution, typically in a 5% increment.
  • Other ratios between the first and second knock signals may be used to effect a change in the amount of the second fuel supplied to the engine.
  • the step of sensing a first knock signal is carried out within a period commencing preferably between 1.0 and 3.0 ms, more preferably between 1.0 and 1.5 ms, after the commencement of a diesel injection signal;
  • the step of sensing a second knock signal is carried out within a period following the end of the first knock signal sensing period
  • each of the first knock signal sensing period and the second knock signal sensing period having a duration of between 2.5 ms and 3.5 ms.
  • the first knock signal is intended to be representative of the combustion noise of the engine, and is measured at a point in the engine cycle where diesel first flows from the injector and into the combustion chamber.
  • Figure 2 is a schematic representation of the engine system of Figure 1.
  • an engine system according to a first embodiment of the invention is designated generally by the reference numeral 10.
  • the engine system 10 controls the supply of fuel to a diesel engine 20 that has been adapted to operate in a dual fuel mode in which it is fuelled by a combination of diesel fuel and natural gas.
  • the engine 20 is a six cylinder in-line diesel engine as used in a Mercedes Benz Axor commercial vehicle.
  • the supply of fuel to the engine 20 is controlled by a first ECU 30 and a second ECU 40.
  • the first ECU 30 is the original equipment ECU supplied by the engine's manufacturer.
  • the first ECU 30 transmits signals to the diesel injectors 50 and thus controls the supply of diesel fuel to the engine 20, when the engine 20 is operating in a diesel-only mode.
  • the second ECU 40 intercepts the signals from the first ECU 30, determines the mass of first fuel to be injected, and emulates an injector. It then produces a first modified signal and a second calculated signal of equivalent fuel energy to the original intercepted signal.
  • the first modified signal is transmitted to the diesel injectors 50 which supply a reduced quantity of diesel fuel to the engine 20.
  • the second calculated signal is transmitted to the natural gas injectors 60 which supply a quantity of natural gas fuel to the engine 20
  • the engine system 10 further comprises two knock sensors 70 which are attached to the cylinder block of the engine 20.
  • the knock sensors 70 are conventional automotive wideband knock sensors.
  • the first knock sensor 70 is positioned adjacent to the second cylinder in order to receive signals from the front three cylinders of the engine 20.
  • the second knock sensor 70 is positioned adjacent to the fifth cylinder in order to receive signals from the rear three cylinders of the engine 20.
  • the engine 20 is fuelled by a mixture of diesel fuel and natural gas.
  • the amount of natural gas supplied to the engine 20 is calculated by the second ECU 40 such that the combined calorific value of the diesel fuel and natural gas is equivalent to the calorific value of the diesel fuel supplied to the engine 20 when it is operating under the same speed and load conditions in a diesel only mode.
  • the knock sensor 70 transmits a knock sensor signal to the knock sensor system 10 which is integrated in the second ECU 40.
  • the engine system 10 includes a signal processing circuit 110 which further comprises a low pass filter 120 and a knock signal acquisition circuit 130.
  • the knock signal acquisition circuit 130 includes a digital signal processing circuit 140 and a narrow band filter 150.
  • the knock sensor signal is initially received by the low pass filter 120 which is configured to eliminate induced, or pickup, noise in the signal.
  • the knock sensor signal is then passed to the knock signal acquisition circuit 130 which is a tuned circuit being tuned to the engine's knock frequency.
  • this engine knock frequency is between approximately 6 and 7 kHz.
  • the knock signal acquisition circuit 130 comprises a Texas Instruments TPIC8101 integrated circuit (IC).
  • This IC includes a digital signal processing circuit 140 and an integrated narrow band filter 150.
  • the IC may be tuned to the engine's knock frequency by writing the appropriate 8 bit word to an external register.
  • the acquisition of the first knock signal and the second knock signal is made by the knock signal acquisition circuit 130 upon receipt of a logic control signal from a microcontroller 160 within the second ECU 40.
  • the microcontroller 160 After acquisition of each of the first and second knock signals, the microcontroller 160 requests the amplitude of the corresponding signal from the knock signal acquisition circuit 130.
  • the first knock signal acquisition phase commences approximately 1.1 ms after the commencement of the diesel injection signal, at the maximum gas substitution level of 90%. This is the point at which diesel fuel starts flowing from the injector and into the combustion chamber.
  • the duration of the first knock signal acquisition phase is approximately 3 ms.
  • the amplitude of the first knock signal is requested by the microcontroller 160 from the knock signal acquisition circuit 130.
  • the second knock signal acquisition phase follows immediately from the first knock signal acquisition phase and also has a duration of approximately 3 ms.
  • the amplitude of the second knock signal is requested by the microcontroller 160 from the knock signal acquisition circuit 130.
  • the second ECU 40 instantly reduces the substitution rate of natural gas supplied to the engine 20, typically a reduction of 5% in the substitution rate of natural gas.
  • a lower ratio will result in a correspondingly lower reduction in the substitution rate of natural gas supplied to the engine 20, for example a 1% reduction in the substitution rate of natural gas supplied.
  • the ratio is only approximately 1.1 , the system makes no reduction to the substitution rate of natural gas supplied to the engine.
  • the second ECU 40 will increase the substitution rate of natural gas supplied to the engine 20 provided the following three criteria are satisfied:
  • the amount of natural gas presently being supplied to the engine 20 is less than a predetermined maximum value, typically 90%.
  • the system treats the supply of both diesel fuel and natural gas to each separate cylinder in a discrete manner. Consequently, each cylinder may have a different amount of natural gas supplied to it.
  • the engine system and method for controlling the supply of fuel to an engine have hereinabove been described in relation to their application to the engine from a Mercedes Benz Axor commercial vehicle.
  • the engine system and method are equally applicable to compression ignition internal combustion engines of different displacement and/or cylinder configuration.
  • the engine system is used to control the supply of fuel to the diesel engine from a Mercedes Benz Actros commercial vehicle, which has a six cylinder vee configuration.
  • the start of the first knock signal acquisition phase occurs at 1.1 ms after the commencement of the diesel injector signal.
  • the above described engine system and method have been described in relation to their application to an engine being configured to operate on either a first fuel or a mixture of a first fuel and a second fuel, with the first fuel being diesel fuel and the second fuel being natural gas. However, it is to be understood that the engine system and method may also be applied to engines in which the first and second fuels are other than diesel and natural gas respectively.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Cette invention concerne un système moteur comprenant un moteur conçu pour fonctionner dans un premier mode, dans lequel le moteur est sensiblement entièrement alimenté par un premier carburant, et dans un second mode, dans lequel le moteur est sensiblement entièrement alimenté par un mélange du premier carburant et d'un second carburant. Le moteur comprend un calculateur de gestion moteur (ECU) pour réguler la quantité de premier carburant fourni au moteur quand le moteur fonctionne dans le premier mode. Le moteur comprend de plus un second ECU, fonctionnellement relié au premier ECU, et conçu pour réguler la quantité de premier et de second carburant fournie au moteur quand le moteur fonctionne dans le second mode. Le moteur comprend enfin un capteur de cliquetis relié au second ECU et conçu pour détecter les cliquetis dans le moteur. Le second ECU est conçu pour modifier le rapport des premier et second carburants (taux de substitution) fournis au moteur dans le second mode en réaction au niveau de cliquetis détecté par le capteur de cliquetis.
PCT/GB2011/050745 2010-04-15 2011-04-14 Système moteur et procédé de régulation de l'alimentation en carburant d'un moteur Ceased WO2011128692A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1006256A GB2479567A (en) 2010-04-15 2010-04-15 Engine system having first and second fuel type modes
GB1006256.0 2010-04-15

Publications (1)

Publication Number Publication Date
WO2011128692A1 true WO2011128692A1 (fr) 2011-10-20

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WO (1) WO2011128692A1 (fr)

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WO2012057691A1 (fr) * 2010-10-29 2012-05-03 Afv Alternative Fuel Vehicle Système de moteur à carburation mixte
US20130311066A1 (en) * 2012-05-17 2013-11-21 Leonardo da Mata Guimaraes Method and system for engine control
US9249744B2 (en) 2012-05-31 2016-02-02 General Electric Company Method for operating an engine
CN105545500A (zh) * 2014-10-28 2016-05-04 Ge延巴赫两合无限公司 用于调节双燃料发动机的方法以及双燃料发动机
US20170082042A1 (en) * 2012-09-07 2017-03-23 Continental Controls Corporation Gas substitution control system and method for bi-fuel engine
US10344687B2 (en) 2011-12-16 2019-07-09 Ge Global Sourcing Llc Fuel selection method and related system for a mobile asset
US20210404372A1 (en) * 2011-12-16 2021-12-30 Transportation Ip Holdings, Llc Systems and method for controlling auto-ignition
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