WO2004113705A1 - Procede et appareil utilises pour le controle de la transition entre des modes de fonctionnement dans un moteur multimode - Google Patents

Procede et appareil utilises pour le controle de la transition entre des modes de fonctionnement dans un moteur multimode Download PDF

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Publication number
WO2004113705A1
WO2004113705A1 PCT/US2004/018539 US2004018539W WO2004113705A1 WO 2004113705 A1 WO2004113705 A1 WO 2004113705A1 US 2004018539 W US2004018539 W US 2004018539W WO 2004113705 A1 WO2004113705 A1 WO 2004113705A1
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Prior art keywords
diesel
lambda
fuel
mode
engine
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Hoi-Ching Wong
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Clean Air Power Inc
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Clean Air Power Inc
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Priority to AU2004250135A priority Critical patent/AU2004250135B2/en
Priority to EP04776455A priority patent/EP1631739A1/fr
Priority to US10/552,894 priority patent/US7270089B2/en
Publication of WO2004113705A1 publication Critical patent/WO2004113705A1/fr
Anticipated expiration legal-status Critical
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    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
    • 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
    • F02D19/08—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
    • F02D41/0025—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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/32—Air-fuel ratio control in a diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • 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

  • This invention relates generally to multimode engines capable of operating in multiple fueling modes, and, more particularly, relates to a method and apparatus for transitioning between fueling modes in such an engine so as to reduce engine speed fluctuations and/or other undesired responses to such transitions.
  • multimode engines are capable of operating in multiple fueling modes in that they are powered by different fuels or combinations of fuels depending, e.g., on the prevailing engine speed and load conditions.
  • a dual fuel engine can typically operate in two modes, namely, a "diesel mode” and a "pilot ignited gaseous fuel mode.”
  • the diesel mode the engine is fueled solely by a liquid fuel, typically diesel fuel.
  • the pilot ignited gaseous fuel mode the engine is fueled primarily by a gaseous fuel, such as natural gas or propane, which is ignited by a relatively small quantity or "pilot" charge of a liquid fuel, typically diesel fuel or engine lube oil.
  • the typical engine is operated in pilot ignited gaseous fuel mode except at the condition that the excess air ratio (lambda) does not permit, such as, (1) very light load under all engine speeds and, (2) at high load, low speed conditions.
  • the transition historically was triggered and controlled based solely as a function of speed and/or load without attempting to achieve a smooth transition. This relatively uncontrolled transition could lead to undesired speed fluctuations.
  • the vehicle's engine speed may lug down sufficiently to trigger a changeover to diesel mode.
  • An uncontrolled rapid switchover to diesel may cause a power surge and a resultant increase in vehicle speed back above the pilot ignited gaseous fuel transition speed for the prevailing load, whereupon the engine switches back to pilot ignited gaseous fuel mode and experiences a power drop. As a result, the vehicle speed may again drop below the transition speed with a resultant switchover to diesel mode. Hence, the engine may switch frequently and repeatedly between operating modes, resulting in noticeable speed surges and droops.
  • a problem associated with prior techniques for controlling the transition between operating modes in a multimode engine is that simply maintaining the total fuel energy content constant during the transition period fails to take differences in combustion efficiency into account while air charge parameters remain unchanged. That is, (1) diesel fuel has a lower heating value and a lower stoichiometric air fuel ratio than gaseous fuel per unit fuel mass and, (2) combustion efficiency of pilot ignited gaseous fuel depends on excess air ratio of gas (gas lambda) and ignition timing. Simply increasing or decreasing gaseous fuel quantity may not achieve the desired effect because gas lambda may be outside of an optimal range for the selected gaseous fuel quantity.
  • Existing airflow control devices are incapable of adjusting airflow to the cylinders rapidly enough to immediately obtain the optimum lambda for the selected quantity of the new fuel. As a result, the engine may still exhibit power surges and droops, even if total fuel energy content remains constant.
  • Another result of the typical dual fuel engine's inability to provide smooth transition between operating modes is that it must set a transition line between diesel mode and pilot ignited gaseous fuel mode at a higher speed than would otherwise be required at a given load, reducing the percentage of total operating range in which the engine is capable of operating in pilot ignited gaseous fuel mode.
  • At least one engine operating parameter other than total fuel energy content is taken into account in order to maintain a smooth transition between modes of a multimode engine.
  • the parameter preferably comprises at least one of primary fuel excess air ratio (lambda) and ignition timing, and preferably is controlled in addition to total fuel energy content control.
  • Lambda control is especially beneficial because it permits the control system to compensate for the engine's inability to substantially alter the instantaneous air mass in the combustion chamber during the transition period.
  • the controlled parameter preferably comprises diesel lambda
  • the controlling operation comprises setting a target or desired diesel lambda at a relatively high value at the beginning of the transition period and thereafter reducing diesel lambda during the transition period.
  • the controlling operation may comprise determining a gas lambda of the gaseous fuel, determining a diesel lambda limit, and adjusting diesel fuel delivery to be at or above the diesel lambda limit.
  • the diesel lambda limit preferably is initially determined based on the prevailing gas lambda and then adjusted downwardly on a cycle-by-cycle basis to a final value that is at or near the diesel smoke limit.
  • the magnitude of adjustment in each cycle is preferably speed and/or time dependent.
  • the controlling operation preferably comprises determining a gas lambda of the gaseous fuel, determining a gas lambda rich limit for prevailing engine operating conditions, comparing the determined gas lambda to the gas lambda rich limit, and making the transition from the diesel mode to pilot ignited gaseous fuel mode only if the determined gas lambda is at or above the determined gas lambda rich limit.
  • FIG. 1 schematically represents a dual fuel engine constructed and controlled in accordance with a preferred embodiment of the present invention
  • FIG. 2 is a map showing the transition between diesel only and gas modes in the engine of FIG. 1;
  • FIGS. 3 and 4 are flowcharts illustrating a preferred computer implemented technique for transitioning between operating modes in the engine of FIG. 1.
  • DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The mode switching concepts and transition controls described herein are applicable to a variety of multimode engines in which it is desirable to maintain engine torque and/or speed substantially constant when transitioning between operating modes.
  • a preferred embodiment of the invention will now be described in conjunction with a turbocharged, low pressure EGR, dual fuel engine, it is usable with tri-mode and other multimode engines as well.
  • a dual fuel engine 20 to which the invention is applicable includes a number of cylinders 22 (only one of which is shown), an intake system 24 supplying an air/EGR combustion mixture to the cylinders 22, an exhaust system 26, a fueling system 28, an EGR system 30, and other components (not shown) commonly found on a compression ignition engine such as intake and exhaust valves.
  • the intake system 24 comprises an air intake manifold 32 having a split outlet connected to the various cylinders 22 and an inlet connected to an air filter 34 by an intake passage 36.
  • the exhaust system 26 comprises an exhaust manifold 38 having a split inlet coupled to the various cylinders and an outlet coupled to an exhaust passage 40 having an oxidation catalyst 42 thereon for catalytically reducing the exhaust gas before exhausting them to the atmosphere.
  • the illustrated engine 20 is a turbocharged engine having a compressor 44 located in air intake passage 36 upstream of the intake manifold 32 and a turbine 46 located in the exhaust passage 40 downstream of the exhaust manifold 38.
  • a controllable turbo air bypass (TAB) valve 50 is also provided in the air intake system 24 for further treating and/or controlling the flow of compressed air to the airflow intake manifold 32.
  • the TAB valve 50 is located in a TAB line 51 bypassing the compressor 44.
  • the EGR system 30 of this embodiment is configured to recirculate a portion of the exhaust gases through an EGR line 58 having an inlet in fluid communication with an outlet of the turbine 46 and an outlet in fluid communication with the intake passage 36 upstream of the compressor 44.
  • the EGR system 30 includes, from upstream to downstream end, a diesel particulate trap 52, an EGR cooler 54, an EGR valve 56, and an EGR filter 57, all located in the EGR line 58.
  • the outlet of the EGR line 58 discharges into the EGR inlet of a venturi 60 that is disposed in the intake passage 36 upstream of the compressor inlet.
  • the venturi 60 also has a fresh air inlet that receives ambient air from the air filter 34 and a mixture outlet that discharges the air/EGR mixture to the compressor inlet.
  • the fueling system 28 includes an electronically controllable gaseous fuel source 62 and a separately electronically controllable diesel fuel source 64.
  • the gaseous fuel source 62 maybe configured to supply gaseous fuel to each cylinder 22 of the engine 20 either in the form of a premixed charge or via high pressure direct injection (HPDI). If it is configured to supply a premixed charge, the gaseous fuel source 62 may comprise a tank that stores compressed natural gas (CNG) or liquefied natural gas (LNG), one or more shut off valves, and either a single metering valve discharging into a single throttle body at the entrance of the engine's air intake manifold 32 or a separate injector provided for each cylinder's supply passage or each cylinder's intake port. If it is configured for HPDI, the gaseous fuel supply source 62 will be configured to inject natural gas directly into each cylinder 22 using one or more dedicated high pressure injectors.
  • CNG compressed natural gas
  • LNG liquefied natural gas
  • the diesel fuel source 64 may supply any liquid fuel capable of auto ignition in the traditional "diesel" cycle. It may comprise either a “single point” system that injects fuel from a single injector into the engine's air intake manifold 32 or a “multi point” system that injects fuel directly into each cylinder 22 or into each cylinder's air intake passage. In either case, the diesel injector(s) each comprise an electronically controlled injector supplied with diesel fuel or the like from a conventional tank and a supply line. Fuel is typically directed to the injector(s) from the tank via a filter, a pump, a high pressure relief valve, and a pressure regulator, none of which are shown.
  • a controller 66 is also provided for controlling operation of the fuel sources 62 and 64, the TAB valve 50, the EGR valve 56, and possibly other components of the engine.
  • the controller 66 receives signals indicative of O 2 concentration in the intake mixture, intake mixture temperature or air charge temperature (ACT), intake mixture pressure or manifold absolute pressure (MAP), speed, load, and possibly additional data.
  • MAP is monitored by a sensor located in or near the intake manifold.
  • the MAP sensor may be part of a block or module 68 that also measures ACT at the same location.
  • O 2 concentration indicative data may be supplied by an O 2 concentration sensor 70 located in the intake passage 36 at the compressor inlet. Crank angle, speed, load, and any other data desired for combustion control is supplied via known sensors, collectively denoted 72 in FIG. 1.
  • the controller 66 can control the TAB valve 50, the EGR valve 56, and/or the fuel sources 62 and 64 based on the monitored and calculated parameters so as to optimize performance characteristics such as NO x reduction, HC reduction, and condensation prevention.
  • the control preferably is implemented on a cylinder-by- cylinder, cycle-by-cycle basis.
  • Controller 66 also ascertains actual lambda, preferably on a cylinder-by-cylinder and cycle-by-cycle basis. Lambda may be ascertained mathematically from a calibrated fuel flow together with a determination of air flow using a speed density calculation using input from one or more of the sensors 68, 70, and 72 and/or may be measured somewhat more directly using a lambda sensor (not shown) in the exhaust stream.
  • the dual fuel engine 20 of this embodiment is also configured to switch between operating modes automatically with changes in speed and load conditions.
  • the engine 20 is preferably configured so as to operate in the pilot ignited gaseous fuel mode during as much of its speed/load range as practical. It is therefore desirable to have two speed-dependent transition points for a given vehicle load (at least at low speeds), with the engine being operated in pilot ignited gaseous fuel mode except under 1) low speed and high load conditions, and 2) light load and all speed conditions. Diesel operation is desired under low speed/high load conditions, as may be present when the engine speed lugs down when a loaded vehicle climbs a hill, because the engine's turbocharger may no longer be capable supplying sufficient turbo boost air at the reduced speed to produce an optimal pilot ignited premixed natural gas combustion at the desired relatively rich lambda of, e.g., 1.5.
  • Diesel operation is also desired at low loads under all speed conditions in order to prevent lambda from exceeding the lean limit for premixed natural gas.
  • the speed and load conditions under which transition between operating modes takes place may vary depending upon engine design. They will preferably be selected from a map stored in the controller 66. For instance, referring to FIG. 2, curves 80 and 82 illustrate the upper and lower transition lines over the entire speed/load range of a six cylinder engine to which the invention is applicable.
  • Such an engine operates in pilot ignited gaseous fuel mode over most of its range, between curves 80 and 82 as indicated in FIG. 2. While operating in pilot ignited gaseous fuel mode, there will be some speed and load conditions under which the optimal gas lambda may not be achievable in an unthrottled engine.
  • a skip fire strategy therefore is preferably employed to optimize lambda for the prevailing engine operations when the engine is operating in pilot ignited gaseous fuel mode.
  • a suitable strategy for optimizing lambda through skip fire is disclosed in U.S. Patent No. 5,553,575, the subject matter of which is hereby incorporated by reference.
  • the speed/load range through which skip fire is employed in the illustrated embodiment is bordered by curves 84 and 82 in FIG. 2.
  • diesel lambda preferably is taken into account during this transition period by controlling fuel delivery to set the diesel lambda at a relatively high value at the beginning of the transition period and thereafter reduce diesel lambda incrementally during the transition period until it reaches a level that is at or slightly above the diesel smoke limit.
  • the initial diesel lambda value at the beginning of the transition period and rate of diesel lambda decrease preferably are set and maintained by maintaining the actual diesel lambda to be at or above a diesel lambda limit, ⁇ diesei-nmu-
  • the ⁇ diesei-imit is in it at dependent at least in part upon the existing gas lambda, ⁇ gas and is thereafter reduced during the remaining of the transition period.
  • a preferred technique for determining ⁇ dies e i-u m i t at the beginning of the transition period and for controlling engine operation based on ⁇ di ese i-i mt will be now be described. Initially, during transition from pilot ignited gaseous fuel mode, the mass of diesel pilot fuel required to maintain a constant total fuel energy content can be determined on an equivalent total energy basis as follows:
  • HVR is the mass ratio of diesel fuel to dual fuel on equivalent total fuel energy basis
  • LHV gas the lower heating value for gaseous fuel
  • x the pilot diesel mass fraction
  • QDF is the total mass of diesel and gaseous fuel
  • Mass a i is the mass of the air charge
  • SAFR i ese i is the stoichiometric air-fuel ratio of diesel fuel
  • SAFR gas is the stoichiometric air-fuel ratio of gaseous fuel.
  • Equation (6) Using the parameters described above, Equation (6) reduces to:
  • FIG. 3 A preferred technique for controlling engine operation based on the ⁇ d i ese i- Um it prevailing at the beginning of the transition period is illustrated in FIG. 3.
  • the technique is implemented via a routine programmed into the controller 66.
  • the routine 100 proceeds from Start in Block 102 to Block 104, where it determines ⁇ gas either directly from a sensor or indirectly from other measured values as described above. It sets the Kdiesei-Umit for the prevailing ⁇ gaSj preferably using Equation (8) above. It then proceeds to Block 106 and sets Q d i ese i- e qu for the prevailing total fuel quantity (Q DF ) using Equation (2) above.
  • Block 108 the routine 100 calculates the actual ⁇ ie ei, either directly or indirectly from the known Q d i ese i and Q m >.
  • the routine 100 then proceeds to Block 110 and determines whether ⁇ die ei is less than diesei-iimtt- If not, the routine 100 proceeds to Block 112, where the controller 66 controls the diesel fuel source 64 to deliver the commanded fuel quantity Qdt ese i- e qu, at which point transition is considered to be complete, and the routine 100 ends in Block 114.
  • the routine 100 adjusts ⁇ die ei-ii m u downwardly from the initial, relatively high value (typically about 2.0), toward the diesel smoke limit (typically about 1.3) pursuant to a predetermined schedule.
  • the predetermined schedule may be engine speed dependent and/or time dependent. It is preferably engine speed dependent to allow for more diesel fuel delivery when the engine speed is being pulled down by a heavy load, with a resulting decrease in turbo speed and associated decrease in the available air quantity.
  • the routine 100 then returns to Block 108 to update the current diesel lambda and continues to Block 110 to determine that ⁇ diesei-actuai exceeds ⁇ diesei-Umit, in which case the routine for 100 proceeds through Blocks 112 and 114 to complete the transition.
  • transition line 80 shown in FIG. 2 it is also desirable to keep the transition line (curve 80 shown in FIG. 2) between diesel mode and the pilot ignited gaseous fuel mode at the highest practical load level for a given speed and to permit the engine to switch to pilot ignited natural gaseous fuel mode as soon as feasible as speed increases under heavy load.
  • This goal can be achieved by introducing a gas lambda rich limit and by controlling engine operation to stay in diesel mode only when ⁇ ga s-actuai exceeds a lambda gas gas-nch-umu- Specifically:
  • ga s - e qu can be derived from Equation (7) and calculated by:
  • ⁇ gas-eqU When the current ⁇ di ese i is 2.0 in diesel mode, ⁇ gas-eqU will be 1.556 in pilot ignited gaseous fuel mode at transition.
  • FIG. 4 illustrates a routine 130 that once again is implemented via a program in the controller 66.
  • the routine 130 proceeds from Start in Block 132 to Block 134 where the prevailing ⁇ d i ese i is determined and the ⁇ gas . equ is then determined, preferable using Equation (9) above.
  • Qo F - e q u is set based on the current Q d ie ei, preferably using Equation (10) above.
  • ⁇ g m . actua ⁇ is then calculated in Block 138, preferably using Equation (4) above.
  • the routine 130 determines whether ⁇ g as - actu ai is less than a g a s-rtcMimih which is the lowest gas lambda that is acceptable for achieving the desired operating characteristic.
  • ⁇ gas is usually maintained at a value of approximately 1.8. However, at low engine speeds, the turbocharger may not be capable of providing a ⁇ gas of 1.8. If ⁇ gas drops below an engine dependent minimum value, ⁇ gas - rich-iimit, the engine may knock. ⁇ gas -nch-ii m it will typically be about 1.5 and is determined empirically based on the prevailing manifold absolute pressure, (MAP), air charge temperature (ACT), and other parameters, if desired. Switching over to diesel mode when ⁇ gas-actuai drops below ⁇ gas- ⁇ ch-iimit will prevent engine from knocking.
  • MAP manifold absolute pressure
  • ACT air charge temperature
  • the routine 130 delivers natural gas and pilot fuel in the amount required to obtain the desired total energy fuel content in Block 142, at which point the transition period is considered complete and the routine 130 ends in Block 144.
  • the answer to the inquiry of Block 140 is YES, indicating, e.g., that engine knock is imminent, the engine 20 stays in diesel mode, and the controller 66 controls the diesel fuel source 64 in Block 146 to deliver the diesel fuel quantity Qdi e e i required to obtain the desired total fuel energy content.
  • the routine 130 then returns to Block 132, and Blocks 134, 136, 138, 140, and 146 are repeated on a cycle-by-cycle basis for the duration of the transition period.
  • diesel pilot injection timing may be controlled in addition to lambda control.
  • Most engine control system employs two separate diesel injection timing maps, one for diesel mode and the other for pilot ignited gaseous fuel mode. During the transition period, the diesel injection timing often will shift as a new map is selected. These shifts may be dramatic, leading to a noticeable and rapid change in engine performance.
  • the transition can be smoothed by adjusting diesel injection timing incrementally over a number of operating cycles rather than all at once. The size of each increment "I" may vary with designer preference and a particular engine's sensitivity to changes in ignition timing under the prevailing operating conditions.
  • Pilot diesel injection timing may also be adjusted during the transition from diesel mode to pilot ignited gaseous fuel mode for maintaining constant engine torque. The adjustment of pilot diesel injection timing from the nominal injection timing map is preferably determined empirically based on the actual gas lambda.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Au moins un paramètre de fonctionnement d'un moteur, autre que la teneur en énergie du carburant total est pris en considération lors d'une transition entre des modes de fonctionnement dans un moteur bicarburant ou autre moteur multimode (20), en vue de maintenir une transition douce entre les modes. Le paramètre comprend de préférence au moins l'un des rapports d'excès d'air du carburant primaire (lambda) et le temps d'allumage, et est contrôlé de préférence en plus du contrôle de la teneur en énergie du carburant total. Le contrôle lambda est particulièrement avantageux, du fait qu'il permet que le système de contrôle compense l'inaptitude du moteur à modifier sensiblement la masse d'air instantanée dans la chambre de combustion, durant la période de transition. Par exemple, durant une transition d'un mode carburant gazeux à allumage pilote, en mode diesel, le paramètre contrôlé comprend de préférence un lambda diesel, et l'étape de contrôle comprend le réglage de lambda diesel à une valeur relativement élevée, au commencement de la période de transition et la réduction ultérieure de lambda diesel durant la période de transition.
PCT/US2004/018539 2003-06-11 2004-06-10 Procede et appareil utilises pour le controle de la transition entre des modes de fonctionnement dans un moteur multimode Ceased WO2004113705A1 (fr)

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AU2004250135A AU2004250135B2 (en) 2003-06-11 2004-06-10 Method and apparatus for controlling transition between operating modes in a multimode engine
EP04776455A EP1631739A1 (fr) 2003-06-11 2004-06-10 Procede et appareil utilises pour le controle de la transition entre des modes de fonctionnement dans un moteur multimode
US10/552,894 US7270089B2 (en) 2003-06-11 2004-06-10 Method and apparatus for controlling transition between operating modes in a multimode engine

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GB0313466A GB2402754A (en) 2003-06-11 2003-06-11 A method of operating a dual fuel internal combustion engine
GB0313466.5 2003-06-11

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CN102959209A (zh) * 2011-02-16 2013-03-06 丰田自动车株式会社 多燃料内燃机及其控制方法
US8616177B2 (en) 2010-02-11 2013-12-31 Wisconsin Alumni Research Foundation Engine combustion control via fuel reactivity stratification
US8851045B2 (en) 2011-03-31 2014-10-07 Wisconsin Alumni Research Foundation Engine combustion control at low loads via fuel reactivity stratification
US9057321B2 (en) 2012-01-24 2015-06-16 Wisconsin Alumni Research Foundation Fuel reactivity stratification in rotary diesel engines
EP2813689A4 (fr) * 2012-02-09 2016-04-27 Toyota Motor Co Ltd Système de commande pour moteur à combustion interne multi-carburant
CN106401759A (zh) * 2015-07-27 2017-02-15 长城汽车股份有限公司 双燃料发动机的控制方法、系统及具有该系统的车辆
US9915235B2 (en) 2015-10-02 2018-03-13 Wisconsin Alumni Research Foundation Engine combustion control at high loads via fuel reactivity stratification
CN118188176A (zh) * 2024-03-14 2024-06-14 南京航空航天大学 多模式涡轮发动机模式切换过程的预测控制方法、装置

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JP5238097B2 (ja) * 2009-07-03 2013-07-17 ボルボ テクノロジー コーポレイション ディーゼル−タイプの複式燃料内燃エンジンにおける２つの動作モードの間の選択の方法およびその種の方法に従って動作可能なディーゼル−タイプの複式燃料内燃エンジン
DE102011003687A1 (de) * 2011-02-07 2012-08-09 Robert Bosch Gmbh Verfahren und Vorrichtung zur dynamischen Vorsteuerung eines Kraftstoff-Luft-Gemisches für einen Verbrennungsmotor
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DE102013213349B4 (de) * 2013-03-28 2017-10-05 Mtu Friedrichshafen Gmbh Verfahren zum Betrieb einer Dual-Fuel-Brennkraftmaschine, Regelung für eine Dual-Fuel-Brennkraftmaschine und Dual-Fuel-Brennkraftmaschine
DE102014222419A1 (de) * 2014-08-04 2016-02-04 Volkswagen Aktiengesellschaft Verfahren zum Betreiben einer selbstzündenden Brennkraftmaschine und selbstzündende Brennkraftmaschine
DE102016225035B4 (de) * 2016-12-14 2023-07-27 Rolls-Royce Solutions GmbH Verfahren zum Betreiben einer zum Betrieb mit wenigstens zwei Brennstoffen eingerichteten Brennkraftmaschine, Korrekturregeleinrichtung sowie Brennkraftmaschine mit einer solchen Korrekturregeleinrichtung
EP4628720A1 (fr) * 2024-04-04 2025-10-08 Volvo Penta Corporation Procédé de fonctionnement d'un moteur à combustion interne, système de moteur à combustion interne et véhicule

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Publication number Priority date Publication date Assignee Title
US8616177B2 (en) 2010-02-11 2013-12-31 Wisconsin Alumni Research Foundation Engine combustion control via fuel reactivity stratification
US9080501B2 (en) 2010-02-11 2015-07-14 Wisconsin Alumni Research Foundation Engine combustion control via fuel reactivity stratification
US9376955B2 (en) 2010-02-11 2016-06-28 Wisconsin Alumni Research Foundation Engine combustion control via fuel reactivity stratification
CN102959209A (zh) * 2011-02-16 2013-03-06 丰田自动车株式会社 多燃料内燃机及其控制方法
US8851045B2 (en) 2011-03-31 2014-10-07 Wisconsin Alumni Research Foundation Engine combustion control at low loads via fuel reactivity stratification
US9850812B2 (en) 2011-03-31 2017-12-26 Wisconsin Alumni Research Foundation Engine combustion control at low loads via fuel reactivity stratification
US9057321B2 (en) 2012-01-24 2015-06-16 Wisconsin Alumni Research Foundation Fuel reactivity stratification in rotary diesel engines
EP2813689A4 (fr) * 2012-02-09 2016-04-27 Toyota Motor Co Ltd Système de commande pour moteur à combustion interne multi-carburant
CN106401759A (zh) * 2015-07-27 2017-02-15 长城汽车股份有限公司 双燃料发动机的控制方法、系统及具有该系统的车辆
US9915235B2 (en) 2015-10-02 2018-03-13 Wisconsin Alumni Research Foundation Engine combustion control at high loads via fuel reactivity stratification
CN118188176A (zh) * 2024-03-14 2024-06-14 南京航空航天大学 多模式涡轮发动机模式切换过程的预测控制方法、装置

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GB2402754A (en) 2004-12-15
GB0313466D0 (en) 2003-07-16
AU2004250135B2 (en) 2011-04-07
AU2004250135A1 (en) 2004-12-29
EP1631739A1 (fr) 2006-03-08

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