EP2013461A1 - Moteur à allumage par compression à gaz et carburant diesel - Google Patents

Moteur à allumage par compression à gaz et carburant diesel

Info

Publication number
EP2013461A1
EP2013461A1 EP06725739A EP06725739A EP2013461A1 EP 2013461 A1 EP2013461 A1 EP 2013461A1 EP 06725739 A EP06725739 A EP 06725739A EP 06725739 A EP06725739 A EP 06725739A EP 2013461 A1 EP2013461 A1 EP 2013461A1
Authority
EP
European Patent Office
Prior art keywords
engine
fuel
signal
controller
liquid
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP06725739A
Other languages
German (de)
English (en)
Inventor
Gregory Wiedemeier
Carlos Gamez
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.)
Clean Air Power Ltd
Original Assignee
Clean Air Power Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Clean Air Power Ltd filed Critical Clean Air Power Ltd
Publication of EP2013461A1 publication Critical patent/EP2013461A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
    • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
    • F02D19/0631—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position by estimation, i.e. without using direct measurements of a corresponding sensor
    • 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
    • F02D19/08—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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/16—Indirect injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/11—After-sales modification devices designed to be used to modify an engine afterwards
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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 compression ignition fuel engines and, more particularly, relates to a system and method for controlling a compression ignition engine to operate in pilot ignition natural gas mode without having to modify a stock liquid fuel controller.
  • the invention additionally relates to an engine incorporating such a control system.
  • Gaseous fuels are in strong demand as a primary fuel source in compression ignition engines.
  • Gaseous fuels such as propane or natural gas are considered by many to be superior to diesel fuel and the like because gaseous fuels are generally less expensive, provide equal or greater power with equal or better mileage, and produce significantly lower emissions. This last benefit renders gaseous fuels particularly attractive because recently enacted and pending worldwide regulations may tend to prohibit the use of diesel fuel in many engines.
  • the attractiveness of gaseous fuels is further enhanced by the fact that existing compression ignition engine designs can be readily adapted to burn gaseous fuels.
  • gaseous fuels exhibit significantly higher ignition temperatures than do diesel fuel, oil, and other liquid fuels traditionally used in compression ignition engines.
  • the temperature of gaseous fuels does not increase sufficiently during operation of standard compression ignition engines for auto-ignition.
  • This problem can be overcome by injecting limited mounts of pilot fuel, typically diesel fuel or lube oil, into the combustion chambers of the cylinders of the engine.
  • the pilot fuel ignites upon injection and burns at a high enough temperature to ignite a gaseous fuel charge in the combustion chamber.
  • These engines are referred to here in as 'liquid pilot ignited gaseous fueled compression ignition engines' " or simply GFEs. They operate in at least a "multi-fuel mode" in which they are fueled by pilot liquid fuel ignited natural gas.
  • GFE' s are also selectively additionally operable in a * 'diesel-only mode " ' in which the engine's gaseous fuel supply system is selectively disabled and the liquid fuel supply system is controlled to effect a standard diesel cycle.
  • These engines are typically known as "dual fuel * ' engines.
  • GFE' s are not designed from the ground-up but, instead, are constructed by modifying an existing diesel engine to retrofit it with a gaseous fuel supply system and related controls or at least modifying an existing diesel engine design to permit the engine to operate as a GFE.
  • this retrofitting or modification includes the addition of a gaseous fuel controller that controls a gaseous fuel supply system and that coordinates with the original equipment manufacturer (OEM) supplied liquid fuel controller to control the supply of liquid fuel to the injectors.
  • EFI electronic fuel injection
  • the liquid fuel controller is typically controlled in a master-slave relationship under control of the gaseous fuel controller.
  • GFE " s configured in this manner are disclosed, for example, in Published U.S. Pat. App. Ser. No. 2004/0111210 to Davis et al, U.S. Pat. No. 6,694,242 to Wong, and Published U.S. Pat. App. Ser. No. 2005/014005 to Edwards, the subject matter of each of which is incorporated by reference herein.
  • Reconfiguring an existing liquid fuel controller to cooperate with a gaseous fuel controller is a time consuming and potentially expensive process, particularly in the case of a retrofit operation in which the liquid fuel controller must be reprogrammed or replaced with one having the requisite gaseous fuel controller interface capabilities.
  • Reconfiguring or redesigning an existing liquid fuel controller also may void the manufacturer's warranty.
  • the reconfiguration procedures also tend to be highly OEM controller specific, requiring markedly different diesel/gaseous fuel controller interfaces for different engine brands and even different engine models within a brand. This additional complexity additionally hinders the production of GFE' s, particularly on a relatfvely low volume basis.
  • the need has additionally arisen to permit a liquid fuel controller to operate as the pilot fuel controller of a GFE engine without having to disable or replace sensors typically used to control diesel fuel supply, such as an accelerator pedal position detector and an engine position detector.
  • the need has additionally arisen to provide a diesel-to-GFE conversion technique that is at least generally generic in its approach and, accordingly, is relatively inexpensive to implement on a low-volume basis.
  • An embodiment of the present invention provides methods and apparatus for producing a "gaseous fueled compression ignition engine” or simply a GFE having an unmodified liquid fuel controller.
  • the GFE is capable of operating in at least a "'multi- fuel” mode in which it is fueled by a liquid pilot-ignited gaseous fuel. It may also selectively be fueled in a "diesel-only” mode in which it is fueled solely by a liquid fuel or fuels. Engines operable in both modes are typically known as “dual-fuel” engines.
  • liquid fuel controller " ' is defined herein as either one that is supplied by the original equipment manufacturer (OEM) for controlling the diesel and'or other liquid fuel injectors or a controller designed to perform the functions of such a controller and supplied by a third party.
  • the liquid fuel controller is "unmodified” in that it is not itself reprogrammed or otherwise modified for pilot fuel supply. Data signals supplied to the liquid fuel controller and used by it to control operation of the liquid fuel injector(s) instead are intercepted and modified to effect pilot fuel supply before being transmitted to the liquid fuel controller.
  • the liquid fuel controller thereby is, in essence, “tricked " into controlling the liquid fuel injector(s) to effect pilot fuel supply during multi-fuel operation.
  • the accelerator pedal position signal may be intercepted, reduced in magnitude to generate the appropriate pilot fuel supply quantity demand for the prevailing vehicular operating conditions, and transmitted to the liquid fuel controller.
  • the liquid fuel controller thereafter controls the ⁇ njector(s) to supply the reduced liquid fuel quantity without direct feedback to that effect to the gaseous fuel controller.
  • the accelerator pedal position signal can be further modified to increase the liquid fuel quantity when insufficient combustion air is available for the engine to operate at the rich limit for the commanded total fuel quantity.
  • the existing engine position signal and pedal position signals may be intercepted by the gaseous fuel controller, modified to achieve the advancing or retarding required to obtain optimal pilot ignition timing for multi-fuel operation, and transmitted to the liquid fuel controller.
  • the liquid fuel controller thereafter controls the injector(s) to initiate the pilot injection event at the desired timing.
  • the techniques described herein are applicable to both retrofit or conversion applications and to initial assembly applications. They are also applicable to all GFE engines, includes dual fuel engines and engines that operate exclusively multi-fuel mode. They are also applicable to systems in which the liquid fuel and/or gaseous fuels are supplied via single point or multipoint injection. They are also applicable to engines having either mechanical governors or electrical governors.
  • FIG. 1 is a schematic view of a dual fuel engine constructed in accordance with a preferred embodiment of the invention and of gas and liquid fuel supply systems for the engine;
  • FIG. 2 is a partially schematic sectional side elevation view of a cylinder of the engine of FIG. 1 and of associated engine components;
  • FIG. 3 is a schematic control diagram of the engine of FIGS. 1 and 2 and of its attendant controllers and sensors;
  • FIG. 4 is a flowchart schematically illustrating a routine for modifying engine position and accelerator pedal position signals to cause the liquid fuel controller of the engine of FIGS. 1-3 to control pilot fuel injection timing;
  • FIGS, 5A-5F are a series of timing charts illustrating a technique for controlling the ignition timing by modifying the engine position signal going to the liquid fuel controller;
  • FIG. 6 is a flowchart schematically illustrating a routine for modifying an accelerator position signal to cause the liquid fuel controller of the engine of FIGS. 1-3 to control pilot fuel injection quantity;
  • FIG, 7 is a flowchart illustrating a routine for further modifying the accelerator pedal position signal to take limitations of the engine's combustion air supply system into account.
  • FIGS. 1-3 an engine 10 (FIGS. 1 and 2) is illustrated that incorporates a control system 12 (FIG. 3) constructed in accordance with a preferred embodiment of the invention.
  • a control system 12 FIG. 3
  • the invention as claimed herein is usable with a wide variety of dual fuel engines and other GFE ' s incorporating a wide variety of gaseous fuel supply systems, liquid fuel supply systems, and air supply systems.
  • the exemplary engine 10 illustrated in FIGS. 1-2 is a compression ignition-type internal combustion engine having a plurality of cylinders 12, each capped with a cylinder head 14 (FIG. 2). As is also shown in FIG. 2, a piston 16 is slidably disposed in the bore of each cylinder 12 to define a combustion chamber 18 between the cylinder head 14 and the piston 16. Piston 16 is also connected to a crankshaft 20 in a conventional manner.
  • Conventional inlet and exhaust valves 22 and 24 are provided at the end of respective passages 26 and 28 in the cylinder head 14 and are actuated by a standard camshaft 30 that is rotated by a crankshaft 32 so as to control the supply of an air/fuel mixture to and the exhaust of combustion products from the combustion chamber 18. Gases are supplied to and exhausted from engine 10 via an air intake manifold 34 and an exhaust manifold 36, respectively. An intake air control system may also be provided.
  • the engine 10 is also fitted with a gaseous fuel supply system, either in an OEM or a retrofit (conversion) process.
  • the system includes a source of gaseous fuel 38 such as a compressed natural gas (CNG) fuel tank.
  • CNG compressed natural gas
  • LNG liquefied natural gas
  • the gaseous fuel may be supplied to the cylinders 12 from the source 38 via any suitable mechanism.
  • a separate electronically actuated external injector could be provided for each cylinder 12 or, in the case of a shared port intake system, for each pair of injectors. Or from a single point source for the entire engine. Injectors of this type are disclosed, for example, in U.S. Patent No.
  • the gaseous fuel is supplied to the intake manifold 34 via a fuel metering device 40 and an air-gas mixer 42.
  • the fuel metering device 40 may be any suitable electronlcallv controlled actuator capable of supplying gaseous fuel at times and quantities demanded by a gaseous fuel controller 70 (detailed below).
  • One suitable fuel metering device is a gas injector available from the Clean Air Power gas injector. Part No, 619625.
  • the air/gas mixer 42 may be any conventional mixer, such as the one disclosed in U.S. Patent No.
  • Liquid fuel could be supplied to the cylinder 12 via either a pump/nozzle supply system or via a common rail supply system as described, for example, in U.S. Pat. No. 5,887,566, and entitled Gas Engine with Electronically Controlled Ignition Oil Injection, the subject matter of which is incorporated herein by reference.
  • the illustrated engine 10 employs pump/nozzle supply system having multiple electronically controlled liquid fuel injectors 50.
  • Each injector could comprise any electronically controlled injector, and preferably takes the form of an electro-hydraulic fuel injector such as the HUEI injector sold by Caterpillar Inc.. of Peoria, 111. or an accumulator-type injector of the type disclosed in Reissue U.S. Pat. No. 33,270.
  • each injector 50 is fed with diesel fuel or the like from a conventional tank 52 via a supply line 54.
  • a return line 64 also leads from the injectors 50 to the tank 52.
  • the link 74 may be a CAN or other broadband communications link or may be one or more conventional signal wires. In an especially preferred embodiment, it comprises a number of signal wires corresponding to the number of signal wires that would be present but for the presence of the gaseous fuel controller 70. For instance, if (as is the case in the illustrated embodiment) the gaseous fuel controller 70 intercepts signals from an accelerator pedal position sensor 76 and an engine position sensor 78.
  • the link 74 preferably consists if two signal wires, one of which supplies pedal position data and the other of which supplies engine position data.
  • the gaseous fuel controller 70 is configured, based on information received directly from various sensors, to control operation of the gaseous fuel supply system.
  • the liquid fuel controller 72 is configured, based on information received indirectly from sensors and indirectly from the gaseous fuel controller 70 via the link 74, to control operation of the liquid fuel supply system.
  • the controllers 70 and 72 are also preferably programmed so that the engine 10 can be operated in both a multi-fuel mode and a diesel-only mode.
  • gaseous fuel controller 70 is configured to control the liquid fuel controller 72 in a master-slave relationship when the engine 10 is operating in the multi-fuel mode, and the liquid fuel controller 72 is configured to control all aspects of engine operation when the engine 10 is operating in the diesel-only mode.
  • Both controllers 70 and 72 may comprise any of a variety of commercially available programmable systems, preferably a programmable electronic control unit (ECU).
  • ECU programmable electronic control unit
  • a programmable ECU that is well-suited for use as the liquid fuel controller 72 is commercially available in the industry.
  • the gaseous fuel controller 70 is configured so that the other liquid fuel controller is configured so that the liquid fuel controller 72 need not be reprogrammed or otherwise modified to interact with the gaseous fuel controller.
  • the liquid fuel controller 72 Is unaware of the existence of the gaseous fuel controller 70 or even of the gaseous fuel supply system in general.
  • the gaseous fuel controller 70 manages fuel delivery for reliable power and emissions control over a wide range of operating conditions.
  • the engine 10 may run entirely on diesel or another liquid fuel until activation of a manual switch and/or automatically upon attainment of threshold operating conditions indicates that multi-fuel mode operation is desired.
  • the controller 70 operates to deliver sufficient natural gas to run the engine 10 and to control the liquid fuel controller 72 to cause the injectors 50 to inject the minimum amount of diesel fuel required to initiate combustion (i.e., the minimum amount required for pilot ignition of the natural gas) while meeting other engine design criteria, such as maintaining a desired air fuel ratio (lambda).
  • the controller 70 strives to minimize emissions while maximizing performance.
  • the engine control system 12 may be governed either mechanically or electronically.
  • the illustrated engine control system 12 Is electronically governed.
  • engine operation is monitored by an accelerator pedal position sensor 76, an engine position sensor 78, an intake manifold pressure sensor 80, and an intake manifold temperature sensor 82.
  • Other sensors such as a coolant, temperature sensor, an ambient pressure sensor, an ambient temperature sensor, and a vehicle speed sensor may be provided as well.
  • These sensors are collectively denoted 84 and are connected to the gaseous fuel controller 70 by appropriate signal line(s).
  • Still other sensors that are needed only when the engine 10 is operating in diesel-only mode are denoted as 88 and connected to the liquid fuel controller 72.
  • the gaseous fuel controller 70 could alternatively be connected to ihe gaseous fuel controller 70, in which case the information contained therein would simply be relayed in an unmodified fashion to the liquid fuel controller 72 via the data link 74.
  • the gaseous fuel controller 70 also is connected to the gas metering device 40, and to other controlled equipment, such as high-pressure and/or low pressure gas shut off valves, denoted by reference numeral 86,
  • the liquid fuel controller 72 is connected to each of the injectors 50. It could also control other components of the engine, as denoted by reference numeral 90.
  • the gaseous fuel controller 70 may calibrate itself by determining the "governing characteristics" of the engine 10 in a process known as “mapping. " Governing characteristics are engine parameters that define multiple fuel system performance and correspond to each operating characteristic recorded. Thus, for a given operating characteristic such as engine speed, the gaseous fuel controller 70 may map a corresponding governing characteristic for engine speed that defines dual fuel operation. The gaseous fuel controller 70 uses the governing characteristics to determine when to adjust the delivery of each fuel and by what amount. A target ratio at maximum load and torque is. for example, 90 percent natural gas and 10 percent diesel. Alternatively, the gaseous fuel controller 70 can be pre-programmed for a particular engine brand or even each individual model.
  • the gaseous fuel controller 70 is operable to control the liquid fuel controller 72 in a master-slave relationship so as to cause the liquid fuel controller 72 to control the fuel injectors 50 to inject pilot fuel into the cylinders 12 at a timing and quantity that achieves the desired effect at prevailing speed and load conditions.
  • This control need not be with feedback from the liquid fuel controller 72 to the gaseous fuel controller 70. It instead is performed by intercepting signals that, in an OEM engine, would have been bound for the liquid fuel controller 72 and modifying those signals to effect pilot fuel injection for multi-fuel operation rather than diesel-only injection for diesel-only operation. Routines will now be described for pilot fuel timing control and pilot fuel quantity control.
  • Pilot fuel injection timing control is desired because optimal injection timing differs in multi-fuel mode when compared to diesel-only mode because combustion characteristics differ between the two modes.
  • a great deal of work has been performed in optimizing pilot fuel injection timing for various engine operating conditions.
  • a sophisticated control algorithm is disclosed in U.S. Pat. No. 6,598,584, entitled “Gas Fueled, Compression Ignition Engine with Maximized Pilot Ignition Intensity," the subject of which is incorporated herein by reference.
  • Less sophisticated but more common and more easily adaptable systems simply empirically map desired ignition timing with prevailing engine speed and load conditions. This latter, mapping technique is well known in the industry and need not be described in greater detail.
  • Routine 100 for selecting and effecting pilot fuel injection timing is illustrated. Routine 100 should be thought of a process as opposed to a computer program. Indeed, since portions of Routine 100 are performed by each of the controllers 70 and 72, no single controller could perform all of the functions discussed below in conjunction with Routine 100. Routine 100 proceeds from START in Block 102 to Block 104, where the gaseous fuel controller 70 reads data including accelerator pedal position and engine position from sensors 76 and 78. Then, in Block 106, the Routine 100 determines whether the engine 10 is operating in multi-fuel mode or in d ⁇ esel-only mode. As discussed above. the changeover between modes may occur differently in different systems or even in a particular system. For instance, changeover may occur upon closure of a manually operated switch and/or may occur automatically upon obtaining threshold engine speed, load, and/or temperature operating conditions.
  • the signals from the sensors 76 and 78 are transmitted in an unmodified form to the liquid fuel controller 72 as seen in Block 108.
  • the Routine 100 then proceeds to Block 110, where liquid fuel controller 72 determines the desired injection timing for prevailing accelerator pedal and engine positions. As is typical in conventional electronically controlled fuel injection systems, this determination preferably utilizes a previously prepared look-up table or map to determine the appropriate injection timing based on a prevailing engine speed and load conditions as determined using signals from the sensors 76 and 78.
  • the look-up table or map typically is preprogrammed into the controller 72 by the OEM.
  • the Routine 100 causes the gaseous fuel controller 70 to intercept the signals from sensor 76 and 78 and to modify those signals to '"trick" the liquid fuel controller 72 to cause the injectors 50 to effect the desired pilot fuel injection timing. More specifically, the Routine 100 proceeds to Block 116 where the gaseous fuel controller 70 determines a desired pilot injection timing for prevailing speed and load conditions as determined by signals from the sensors 76 and 78. Once again, this determination preferably comprises accessing a previously prepared look-up table or map containing data tabulated via routine experimentation.
  • This timing may be significantly retarded or advanced when compared to that which would be employed for diesel-only operation at the existing speed and load conditions.
  • the Routine 100 then proceeds to Block 1 18 to determine the modified values of the signals from sensors 76 and 78 that are required to obtain the desired pilot injection timing as determined in Block 116. This determination can be performed using a duplicate of the look-up table or map discussed above in connection with Block 110 since that table or map will already have stored therein a full range of information correlating injection timing, pedal position slants, and engine position signals.
  • the signals from sensors 76 and 78, or separate signals representative thereof, are then modified on Block 120.
  • the thus modified signals are then forwarded to the liquid fuel controller 72 In Block 108, whereupon the Routine 100 proceeds to Block 110, where the liquid fuel controller 72 determines diesel injection timing using the look-up table or map as referenced above in connection with Block 110. This timing is the same as that determined by the gaseous fuel controller 70 in Block 116.
  • the Routine 100 then proceeds to Block 112 to output the appropriate control signal to the injector 50 and then proceeds to END in Block 114.
  • the Routine 100 cycles through Blocks 102-114 on a full range, full load, cycle-by -cycle basis for so long as the engine is operating.
  • Determining a modified engine position signal requires that the signal be advanced or retarded when compared to that obtained directly from the sensor 78.
  • the manner in which a typical inductive type engine position sensor operates and the corresponding control logic in a standard liquid fuel controller make it difficult or even impossible to significantly advance the engine position signal. This problem, and a technique for overcoming it using the gaseous fuel controller 70. can be appreciated with reference to the timing diagrams of FIGS. 5A-5E.
  • distinct pulses Pl are generated by magnetic teeth on a rotating wheel of an inductive type position sensor as the teeth pass a Hall Effect detector or the like. Specifically, as each rotating tooth passes the Hall Effect detector, a pulse Pl is generated that first rises from a baseline BL as seen at curve portion LEl when the leading edge of the tooth passes the detector, and then falls past the baseline BL to a negative limit as seen by curve portion TEl when the trailing edge of the tooth passes the detector.
  • conventional diesel injection control systems detect engine position by detecting a trigger point TPD at which each pulse Pl traverses the baseline BL with a negative slope. This occurs at the point where LEl passes the baseline BL in FIG. 5 A when the trailing edge of the tooth passes the detector
  • the manner in which engine position signals are generated and manipulated makes it difficult to artificially advance the engine position signals, particularly under transient conditions in which the position of the engine cannot be easily predicted.
  • the gaseous fuel controller 70 cannot output a modified engine position signal until it receives the signal from the sensor 76, manipulates that signal to determine the actual engine position, and performs the signal modification calculations discussed above in connection with Block 116 of Routine 100.
  • the time required to perform these tasks and to physically transmit the modified signal to the liquid fuel controller 72 would prevent artificial advancement of the position signal if the gaseous fuel controller detected the same portion of the pulse as the liquid fuel controller.
  • Gaseous fuel controller 70 detects the leading edge LEl of the pulse Pl as indicated by the gas controller trigger pulses TPG in FIG. 5C. Then, as seen by FIG.
  • the gaseous fuel controller 70 generates square wave pulse signals P2 each having leading edges LE2 that correspond to the gaseous fuel trigger pulses TPG, offset by an amount O determined to achieve the desired change in pilot fuel injection timing as discussed above in connection with Block 118 of FIG. 4.
  • the offset O will always comprises a delay when compared to the trigger pulse point TPG because the trigger point TPG represents an advancement from the diesel trigger point PTD equal to LEI- TEI. Hence, any advancement or retractment from the point TPD will still constitute a retractment from point TPG.
  • urversion of the signals P2 In FIG. 5C produces conditioned signal pulses P3 whose leading edges LE3 extend downwardly from the baseline BL.
  • the liquid fuel controller 72 will detect the leading edges LE3 of the conditioned pulses P3 as pilot trigger points(not really pilot trigger points, but engine position. If the OEM controller thinks the position of the engine is 3 degrees earlier than it is, the actual timing will be retarded 3 degrees) TPP as seen in FIG. 5E.
  • the offset "O " between TPD and TPP reflects the modification in the engine position signal determined in Block 118 of Routine 100.
  • Routine 150 for effecting pilot fuel injection quantity control. Routine 150 is similar in its approach to Routine 100 described above and, like Routine 100, should be thought of as a process rather than a computer program because aspects of it are performed by each of the controllers 70 and 72. Routine 150 proceeds from START in Block 152 to Block 154» where the gaseous fuel controller 70 reads data including the accelerator pedal position signal from sensor 76. Routine 150 then proceeds to Block 156. where gas fuel controller 70 inquires whether the engine is operating in multi-fuel mode.
  • the signal from sensor 76 is simply forwarded to the liquid fuel controller 72 in Block 158, which then determines diesel injection quantity for the prevailing pedal position in Block 160.
  • the determination preferably takes the form of simply referring to a look-up table or map in which Is empirically recorded the desired injection quantity for the detected accelerator pedal position and the prevailing engine RPM as determined in a conventional manner using signals from the sensors 76 and 78.
  • the generation and use of such a look-up table or map Is well-known to those skilled in the art, and is typically pre-programmed Into the liquid fuel controller 72 by the OEM.
  • the Routine 150 then proceeds to Block 162, where the liquid fuel controller 72 controls the appropriate injector 50 to inject the desired quantity of fuel.
  • the Routine 150 then proceeds to END in Block 164, If, on the other hand, the answer to the inquiry of Block 156 is YES, indicating that the engine 10 is operating in multi-fuel mode, the Routine 150 proceeds to Block 166 where the gaseous fuel controller 70 determines the desired pilot fuel injection quantity for prevailing speed and load conditions. As with pilot injection timing determination, this determination preferably involves the use of a map or look-up table that maps, for each speed/load condition, a desired pilot fuel quantity in a range that achieves a percentage or percentage range of the total fuel supplied for the prevailing gaseous fuel quantity. Typically, pilot fuel quantity will be between 5 and 20 percent, and more typically 10-15 percent, of the total fuel quantity.
  • Various techniques for mapping pilot fuel quantity for prevailing speed and load conditions, ranging significantly in sophistication, are known to those skilled in the art. Any such techniques that are compatible with the system described herein are suitable.
  • the Routine 150 proceeds to Block 168 where the gaseous fuel controller 70 determines the accelerator position signal resulting in the desired pilot injection quantity using another look-up table or map. As with injection timing, the data contained in that map or look-up table is preferably identical to the one discussed above in connection with Block 160.
  • the Routine 150 then proceeds to Block 170, where a modified signal is generated that corresponds to the signal from pedal position sensor 76, modified to reflect the determined desired pedal position signal as discussed above in Block 168.
  • the gaseous fuel controller 70 then forwards the modified pedal position signal to liquid fuel controller 72 in Block 158.
  • Liquid fuel controller 72 determines the desired injection quantity for the prevailing (now modified) pedal position signal.
  • the resulting control signal is then output to the appropriate injector 50 in Block 162, and Routine 150 proceeds to END in Block 164.
  • the Routine 150 is repeated on a full-time, full range, cycle-by-cycle basis.
  • Routine 150 An optional modification of the Routine 150 as described above resides in the operation of the gaseous fuel controller 70 to additionally modify the pedal position signal to take practical limitations on available combustion air volume into account. Specifically, due to differences in stochiometric air fuel ratios (lambdas) of diesel fuel and natural gas, multi-fuel combustion of a given total quantity of fuel requires more air for combustion then does diesel-only combustion. This effect can limit the maximum output of the engine in multi-fuel mode. Previously, when insufficient air was available to achieve the desired torque while operating in multi-fuel mode, the engine would simple switch to diesel-only operation. While permitting the engine to continue operating without any power reduction, switch over to diesel-only operation significantly increases emissions. Pursuant to this embodiment of the invention, practical limits on combustion air volume are taken into account, while still at least substantially minimizing emissions, by increasing the amount of diesel fuel at high loads only as much as is necessary to do so without sacrificing power.
  • a Routine 200 of FIG. 7 is acti ⁇ ated after the modified pedal position signal is generated in Block 170 of Routine 150.
  • Routine 200 therefore can be considered a subroutine of Routine 150.
  • Subroutine 200 proceeds to Block 204.
  • gaseous fuel controller 70 determines the actual quantity of available combustion air AMPC and a rich limit of combustion air AMPCrichlimit.
  • AMPC can be determined in a conventional manner using prevailing speed and load and data from the intake manifold pressure sensor 80.
  • the rich limit of any engine is one in which the engine operates at an unacceptably low lambda, resulting in undesirable combustion characteristics, such as detonation, or high NOx emissions.
  • AMPCrichlimit is the amount of air.
  • AMPCrichlimit for a given quantity of natural gas and diesel can be easily calculated by those skilled in the art using known stochiometric data and/or empirical data.
  • Routine 200 then proceeds to Block 206 and compares to the calculated AMPCrichlimit to the actual AMPC. IfAMPC is greater than AMPCrichlimit, then there is no need to increase the pilot fuel injection quantity, and Routine 200 simply proceeds to Block 158 of Routine 150 as seen in Block 208.
  • the Routine 200 determines in Block 206 that AMPC is less than AMPCrichlimit, the Routine 206 proceeds Io Block 210 where gaseous fuel controller 70 determines a pilot quantity Qnewpilot required to make AMPCrichlimit approximately equal to AMPC. This determination is based on the fact that it is known that the required combustion air for a given combined fuel quantity Qcom will decrease a known amount for each incremental volume of gaseous fuel replaced by liquid fuel. That is, because diesel fuel requires less air for combustion on an energy constant basis than natural gas, the required air for combustion drops incrementally as one replaces incremental portions of the gaseous fuel with diesel fuel on an energy content basis.
  • the Subroutine 200 then proceeds to Block 212, where the look-up table or map discussed above in connection with Block 160 is accessed to determine an accelerator pedal position signal resulting in the Qnewpilot. The pedal position signal is then modified accordingly in Block 214. The Subroutine 200 then proceeds to Block 208, where the doubly modified signal produced in Block 150 is forwarded to the liquid fuel controller 72 in Block 158.

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

Abstract

Selon l'invention, un moteur à allumage par compression qui fait partie des moteurs à carburant gazeux enflammé par un liquide pilote fonctionne au moins en mode 'multicarburant', durant lequel il est alimenté par un carburant gazeux enflammé par un liquide pilote. Il peut également être alimenté sélectivement en 'mode diesel', au cours duquel il n'est alimenté que par un ou des carburants liquides. Des moteurs fonctionnant dans ces deux modes sont généralement des moteurs à 'deux carburants'. Le moteur à allumage par compression comporte un module de commande de carburant liquide qui n'est pas modifié, du fait qu'il n'est pas reprogrammé ou modifié autrement à partir du module de commande de carburant liquide pour l'alimentation en carburant pilote. Des signaux de données qui sont acheminés jusqu'au contrôleur de carburant liquide et utilisés par celui-ci pour commander le fonctionnement des injecteurs de carburant liquide, sont au lieu de cela interceptés par un module de commande de carburant gazeux et modifiés avant leur transmission au module de commande de carburant liquide. Le dispositif de commande de carburant liquide est, de ce fait, amener à commander les injecteurs de carburant liquide de manière à permettre l'alimentation en carburant pilote, pendant un fonctionnement en mode 'multicarburant'.
EP06725739A 2006-04-12 2006-04-12 Moteur à allumage par compression à gaz et carburant diesel Withdrawn EP2013461A1 (fr)

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